Method and device for operating driving function when approaching signal unit

Abstract

The invention relates to a device for operating a driving function for automatic longitudinal guidance of a vehicle when approaching a front signal unit. The device is arranged to determine a first travel speed value based on distance information relating to the distance of the signal unit from the vehicle and based on a first deceleration value for deceleration of the vehicle. The device is further arranged to compare the actual speed of the vehicle with the first driving speed value and to cause or inhibit one or more driving function measures relating to the driving function depending on the comparison. The one or more driving function measures comprise: a suggested output for manual acceptance of the signal unit into operation of the driving function; automatic acceptance of the signal unit into operation of the driving function; and / or a reduction in the acceleration value of the acceleration used in the course of the speed regulation of the driving function of the vehicle compared to the standard value.

Description

Field of the Invention

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

[0002] A vehicle can have one or more driving functions for assisting a driver during vehicle guidance, in particular during longitudinal and / or lateral guidance. An example of a driving function for assisting longitudinal guidance of a vehicle is an adaptive speed regulation (ACC) function, which can be used to longitudinally guide the vehicle at a given set speed or target speed and / or to maintain a given set distance or target distance from a vehicle traveling ahead. This driving function can also be used in conjunction with a signal unit (in particular a traffic light) at a traffic intersection (such as an intersection) in order to achieve automatic longitudinal guidance, such as automatic deceleration, at the signal unit. Summary of the Invention

[0003] This document is dedicated to the following technical task of improving the comfort of a driving function for automatic longitudinal guidance of a vehicle at a signal unit.

[0004] This task is solved by each independent claim. In particular, preferred embodiments are described in the dependent claims. It should be noted that additional features of claims dependent on an independent claim, even if they do not include the features of the independent claim or only combine with some of the features of the independent claim, can form an independent invention independent of all combinations of features of the independent claim, and this invention can be the subject of an independent claim, a divisional application or a later application. This also applies to the technical teachings described in the specification, which can form an invention independent of the features of the independent claim.

[0005] According to one aspect, a device for operating a driving function for automatic longitudinal guidance of a (motor) vehicle when approaching a signal unit located ahead (such as a traffic light or a traffic sign) is described.

[0006] The signal unit can in particular include a traffic light. The device can be arranged to take into account the signal unit, in particular the signal state (such as color) of the signal unit, during automatic longitudinal guidance of the vehicle. For example, the device can be arranged to cause, depending on the signal state of the signal unit, the vehicle to be automatically longitudinally guided past the signal unit in accordance with speed regulation to a target driving speed (if the signal state (such as green) indicates that the vehicle has free passage at the intersection). On the other hand, the device can be arranged to automatically decelerate the vehicle to a stationary state at the stop position of the signal unit (if the signal state (such as yellow or red) indicates that the vehicle has to stop at the signal unit).

[0007] The device can be set to determine distance information related to the (temporal and / or spatial) distance between a signal unit located in front and the vehicle. In particular, the distance can be determined in seconds of travel time and / or in meters of travel distance.

[0008] The distance information can be determined based on sensor data of one or more environmental sensors of the vehicle (e.g., camera and / or lidar sensor) and / or based on a digital map of the road network on which the vehicle is traveling. This data can also be used to identify the signal unit located in front.

[0009] The device can also be set to determine a first travel speed value based on the distance information related to the distance between the signal unit located in front and the vehicle and based on a (predefined) first deceleration value for decelerating the vehicle. For example, the first deceleration value can be set by the vehicle user or the vehicle manufacturer.

[0010] The device can be set to determine the first travel speed value such that when applying a constant deceleration with the first deceleration value, the vehicle starts from a travel speed with the first travel speed value and (exactly) stops at the stop position of the signal unit, which stop position is at a distance given by the distance information from the vehicle.

[0011] Alternatively or additionally, the device can be set to determine the first travel speed value based especially on the following formula

[0012]

[0013] where |a| is the magnitude of the first deceleration value and where d is the distance to the stop position of the signal unit given by the distance information.

[0014] The device can also be set to compare the actual speed of the vehicle with the first travel speed value. Here, in particular, it can be determined whether the actual speed is greater than or less than the first travel speed value.

[0015] Furthermore, the device can be set to trigger or prohibit one or more driving function measures related to the driving function according to the comparison. If the actual vehicle speed is equal to or greater than the first travel speed value, one or more driving function measures can be triggered. On the other hand, if the actual speed of the vehicle is less than the first travel speed value, one or more driving function measures can be prohibited.

[0016] One or more driving function measures can include:

[0017] · Output of a recommendation for a manual acceptance of the driving function in operation for the signal unit (if the driving function is operating in manual mode);

[0018] · Automatic acceptance during operation of the signal unit into the driving function (if the driving function is operating in the automatic mode); and / or

[0019] · An acceleration value within the scope of speed regulation of the driving function that reduces the acceleration of the vehicle compared to a standard value.

[0020] Thus, it is possible to adjust the operation of the driving function relative to the signal unit located ahead according to the actual speed of the vehicle relative to the first driving speed value (depending on the comfortable first deceleration value). Thus, a particularly comfortable operation of the driving function can be achieved.

[0021] The device can be set to determine, for each time point of a sequence of time points (repeatedly, in particular periodically), a corresponding current first driving speed value based on distance information related to the corresponding current distance and based on the first deceleration value when the vehicle approaches the signal unit located ahead. The corresponding current actual speed of the vehicle can be compared with the corresponding current first driving speed value, and one or more driving function measures can be caused or prohibited according to the corresponding comparison. Thus, a continuously comfortable operation of the driving function (during the entire approach to the signal unit) can be caused.

[0022] The device can be set to determine, based on distance information related to the distance to the signal unit located ahead, whether the distance is greater than or less than a (predefined) distance threshold. If the distance is less than the distance threshold, one or more driving function measures can be caused regardless of the comparison between the actual speed and the first driving speed value (in any case). On the other hand, if the distance is greater than the distance threshold, one or more driving function measures can be caused or prohibited selectively according to the comparison between the actual speed and the first driving speed value.

[0023] Thus, the operation of the driving function related to speed comparison can be restricted to a relatively large distance from the signal unit, thereby further improving the comfort of the driving function.

[0024] The device can be set to determine a second driving speed value based on distance information related to the distance between the signal unit located ahead and the vehicle and based on a second deceleration value for the deceleration of the vehicle, where the second deceleration value is smaller in magnitude than the first deceleration value. The second driving speed value can be determined similarly to the first driving speed value, but using the second deceleration value instead of the first deceleration value.

[0025] The actual speed of the vehicle can be compared with the second driving speed value, and one or more driving function measures can be caused or prohibited according to the comparison between the actual speed and the first driving speed value and according to the comparison between the actual speed and the second driving speed value. By considering two different driving speed values, the comfort and stability of the driving function can be further improved.

[0026] The device can in particular be set such that, if the actual speed of the vehicle is equal to or greater than a first driving speed value, one or more driving function measures are caused. On the other hand, if the actual speed of the vehicle is less than a second driving speed value, one or more driving function measures can be prohibited. A hysteresis region can be set between the two driving speed values to further improve the comfort and stability of the driving function.

[0027] The device can in particular be set to determine, for each time point n of a sequence of time points, the state z of the driving function when the vehicle approaches a signal unit located ahead. n If the actual speed is equal to or greater than the first driving speed value, the state z n can correspond to a first state value in which one or more driving function measures are caused. In addition, if the actual speed is equal to or less than the second driving speed value, the state z n can correspond to a second state value in which one or more driving function measures are prohibited. In addition, if the actual speed is less than the first driving speed value and greater than the second driving speed value, the state z at time point n n can correspond to the state z of the (immediately) preceding time n - 1 n-1 . By using the state adjusted iteratively over time, the comfort and stability of the driving function can be further improved.

[0028] The device can be set such that, if an automatic acceptance has occurred at a preceding time point, the automatic acceptance of the signal unit into the running of the driving function can still be maintained at time point n even if the actual speed at time point n is equal to or less than the second driving speed value. In the automatic mode of the driving function, revocation of the automatic acceptance of the signal unit that has occurred can be prohibited, thereby further improving the comfort of the driving function.

[0029] According to another aspect, a (road) motor vehicle (in particular a passenger car, truck, bus or motorcycle) is described, which comprises the device described herein.

[0030] According to another aspect, a method for operating a driving function for automatic longitudinal guidance of a (motorized) vehicle when approaching a signal unit located ahead (for example, a traffic light or a traffic sign) is described. The method comprises: determining a first driving speed value based on distance information related to the distance between the signal unit located ahead and the vehicle and based on a (predefined) first (desired) deceleration value for decelerating the vehicle.

[0031] The method further comprises: comparing the actual speed of the vehicle with the first driving speed value and causing or prohibiting, based on the comparison, one or more driving function measures related to the driving function.

[0032] According to another aspect, a software (SW) program is described. The SW program can be configured to execute on a processor (e.g., on a controller of a vehicle) and thereby execute the methods described herein.

[0033] According to another aspect, a storage medium is described. The storage medium can contain a software program configured to execute on a processor, thereby executing the methods described herein.

[0034] The term "automated driving" can be understood in the context of this document as driving with automatic longitudinal or lateral guidance, or autonomous driving with automatic longitudinal and lateral guidance. Automated driving can include, for example, long - distance driving on a highway, or time - limited driving in the context of parking or maneuvering. The term "automated driving" includes automated driving with any degree of automation. Exemplary automation levels include assisted driving, partial automated driving, highly automated driving, and fully automated driving. These automation levels are defined by the Federal Highway Research Institute (BASt) (see BASt publication "Research Contract", November 2012 issue). In assisted driving, the driver continuously performs longitudinal or lateral guidance, while the system takes over other functions within certain limits. In partial automated driving (TAF), the system takes over longitudinal and lateral guidance for a certain period of time and / or in specific situations, and the driver must continuously monitor the system as in assisted driving. In highly automated driving (HAF), the system takes over longitudinal and lateral guidance for a certain period of time without the driver continuously monitoring the system; however, the driver must be able to take over vehicle guidance within a certain time. In fully automated driving (VAF), the system can automatically handle all situations for specific application scenarios, and such application scenarios no longer require the driver. The above four degrees of automation correspond to levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineers, USA). For example, highly automated driving (HAF) corresponds to level 3 of the SAE J3016 standard. In addition, SAE J3016 also defines SAE level 5 as the highest degree of automation, but this level is not included in the BASt definition. SAE level 5 corresponds to driverless operation, where the system can automatically handle all situations like a human driver during the entire driving period, and generally no driver is required anymore. The aspects described herein particularly relate to driving functions or driving assistance functions designed according to SAE level 2.

[0035] It should be noted that the methods, devices, and systems described herein can be used alone or in combination with other methods, devices, and systems described herein. In addition, any aspect of the methods, devices, and systems described herein can be combined in various ways. In particular, the features in the claims can be combined in various ways. In addition, the features listed in parentheses should be understood as optional features. Description of the Drawings

[0036] The present invention will be described in more detail below based on embodiments. Shown herein are:

[0037] Figure 1 Exemplary components of a vehicle are shown;

[0038] Figure 2a Exemplary traffic signal installations are shown;

[0039] Figure 2b Exemplary traffic signs are shown;

[0040] Figure 3a Exemplary driving situations are shown;

[0041] Figure 3b Shown in Figure 3a is an exemplary speed curve of the vehicle in the driving situation shown;

[0042] Figure 4 An exemplary curve of the driving speed values of the process of approaching a signal unit is shown;

[0043] Figure 5 A flowchart of an exemplary method of a driving function for operating a vehicle at a signal unit is shown. Detailed Description of the Invention

[0044] As described above, this document aims to improve the comfort of driving functions related to signal units, especially driver assistance systems, at intersections of roads traveled by vehicles. In particular, this document aims to enable comfortable and safe speed regulation at signal units and / or comfortable reception of signal units for performing driving functions.

[0045] Figure 1 Exemplary components of a vehicle 100 are shown. 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.), which are respectively arranged to detect environmental data related to the environment of the vehicle 100 (especially environmental data related to the environment in front of the vehicle 100 along the driving direction). In addition, the vehicle 100 includes one or more actuators 103, which are respectively arranged to act on the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 103 include a braking system, a drive motor, a steering system, etc.

[0046] The (control) device 101 of the vehicle 100 can be set to provide driving functions, in particular driving assistance functions, based on sensor data from one or more environmental sensors 102 (i.e., based on environmental data). For example, obstacles on the driving trajectory of the vehicle 100 can be identified based on the sensor data. Then, the device 101 can control one or more actuators 103 (e.g., the braking system) to automatically decelerate the vehicle 100 and thereby prevent the vehicle 100 from colliding with the obstacle.

[0047] In the context of the automatic longitudinal guidance of the vehicle 100, in addition to the vehicle in front, one or more signal units (e.g., traffic lights and / or traffic signs) on the lane or road traveled by the vehicle 100 can also be considered. Here, in particular, the signal state of the traffic lights or the traffic light installation can be considered, such that the vehicle 100 automatically decelerates to the stop position of the traffic light at a red light related to its own (planned) driving direction, and / or accelerates (if necessary) at a green light.

[0048] Figure 2a Show an exemplary traffic light installation 200. Figure 2a The shown traffic light installation 200 has four different signal generators 201, which are arranged at different positions leading to a traffic intersection (e.g., an intersection). The left signal generator 201 has an arrow 202 pointing to the left and indicates that this signal generator 201 is suitable for left-turning vehicles. The two middle signal generators 201 have an arrow 202 pointing upwards (or no arrow 202) and indicate that these two signal generators 201 are suitable for straight-ahead driving. The respective light signs of these two signal generators 201 form a signal group. In addition, the right signal generator 201 has an arrow 202 pointing to the right and indicates that this signal generator 201 is suitable for right-turning vehicles.

[0049] Figure 2b Show an exemplary stop sign as a traffic sign 210, by which the right of way is regulated at a traffic intersection, in particular an intersection. The (control) device 101 of the vehicle 100 can be set to identify a traffic sign 210 related to the driving of the vehicle 100 on the road or lane traveled by the vehicle 100 based on sensor data from one or more environmental sensors 102 (i.e., based on environmental data) and / or based on a digital map (i.e., based on map data).

[0050] In the context of the (ACC) driving function, the vehicle 100 can automatically drive longitudinally based on a set speed or target speed and / or based on a set distance or target distance from the vehicle driving (directly) in front of the vehicle 100. For this purpose, the driving function can have a speed regulation by which the actual driving speed of the vehicle 100 can be set, in particular adjusted, according to the set speed or target speed. Alternatively or additionally, the driving function can include a distance regulation by which the actual distance between the vehicle 100 and the vehicle in front can be set, in particular adjusted, according to the set distance or target distance. If there is no relevant vehicle in front, or if the vehicle in front is driving faster than the set speed or target speed, the driving speed of the vehicle 100 can be set, in particular adjusted, according to the set speed or target speed. Alternatively or additionally, if the vehicle in front is driving slower than the set speed or target speed, the distance between the vehicle 100 and the vehicle in front can be adjusted, in particular regulated, according to the set distance or target distance.

[0051] The device 101 of the vehicle 100 can be set to provide automatic longitudinal guidance of the vehicle 100 in urban areas. This driving function can be referred to as the urban cruise control (UCC) driving function. This driving function can be provided in an automatic mode (aUCC) and / or a manual mode (mUCC). Here, the driver is enabled to specify via the user interface 107 of the vehicle 100 whether the driving function should operate in the automatic mode or in the manual mode.

[0052] The device 101 of the vehicle 100 can be set to detect signal units 200, 210 located in front of the route of the vehicle 100 based on environmental data of 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 of the position sensor 106 of the vehicle 100). In the manual mode of the UCC driving function, a suggestion or request (i.e., a request for output) can be output via the user interface 107 as to whether the signal units 200, 210 should be taken into account in the automatic longitudinal guidance of the vehicle 100 (i.e., whether the signal units 200, 210 should be included in the operation of the driving function). The driver of the vehicle 100 can, for example, adopt, reject or ignore this request 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 units 200, 210 can be automatically taken into account (i.e., without driver feedback) in the automatic longitudinal guidance of the vehicle 100 (i.e., incorporated into the operation of the driving function).

[0053] Thus, in the manual mode, an inquiry for the operation of the signal units 200, 210 with the (UCC) driving function can be initiated. In the automatic mode, an automatic acceptance of the signal units 200, 210 for the operation of the (UCC) driving function can be made.

[0054] If the recognized signal units 200, 210 are taken into account (i.e., accepted) in the automatic longitudinal guidance of the vehicle 100, automatic deceleration can be caused (depending on the type and / or (signal) state of the signal units 200, 210) to cause the vehicle 100 to automatically transition to a stationary state (e.g., at a red light or stop sign). In addition, automatic starting of the vehicle 100 can also be caused (e.g., after a (signal) state change of the signal units 200, 210, e.g., after changing to a green light). Then, the vehicle 100 can automatically accelerate again to the target speed (taking into account a given minimum distance or target distance to the vehicle ahead).

[0055] Thus, the UCC driving function enables the driver of the vehicle 100 to use the ACC driving function even on a road with one or more signal units 200, 210 (without having to deactivate and reactivate the ACC function separately at each signal unit 200, 210).

[0056] As shown, for example, in Figure 3a and 3b even if the vehicle 100 is on a free drive, the vehicle 100 may drive towards the signal units 200, 210 and have an actual speed 311 that is smaller than the target speed 312 of the driving function. For example, this may occur if the user of the vehicle 100 activates the driving function while the vehicle 100 is driving towards the signal units 200, 210 in the lane 300. Alternatively, this may also occur if the vehicle 100 initially drives following the vehicle ahead (driving relatively slowly) and the vehicle ahead has left the lane 300 (e.g., turned into an entrance).

[0057] Therefore, the control device 101 of the vehicle 100 can recognize that the vehicle 100 is on a free drive (without a vehicle ahead) in the case of activation of the driving function and has an actual speed 311 that is (significantly) smaller than the target speed 312 of the speed regulation of the driving function. Then, the vehicle 100 can accelerate with a (relatively high) standard acceleration of the speed regulation (i.e., with a relatively high acceleration standard value) in order to set, in particular, adjust the driving speed 310 of the vehicle 100 to the target speed 312. However, this may cause the vehicle 100 to accelerate with a relatively high standard acceleration even if the vehicle 100 should stop at the stop position 302 of the signal units 200, 210 located ahead. This may result in an uncomfortable situation for the user of the driving function. In particular, by using a relatively high standard acceleration, the available time period for the user of the vehicle 100 to select (i.e., accept) the signal units 200, 210 in the manual mode of the driving function may be reduced.

[0058] (The control) device 101 can be set to determine distance information related to the distance 305 between the starting position 301 of the vehicle 100 (e.g., when speed regulation is activated) and the stop position 302 of the signal units 200, 210. The starting position 301 can correspond to the position of the vehicle 100 where a free - driving condition in which the vehicle 100 is recognized to exist is present, and thus the vehicle 100 should accelerate to the target speed 312.

[0059] The value of the acceleration can be determined based on the distance information. Here, the value of the acceleration can increase as the distance 305 increases. For example, if the distance 305 is greater than a determined distance value, an acceleration standard value can be used. On the other hand, if the distance 305 is equal to or less than the distance value, an acceleration value reduced compared to the standard value can be used.

[0060] Figure 3b Shows the speed curve 321 of the speed 310 of the vehicle 100 when using the acceleration standard value. In addition, Figure 3b Also shows the speed curve 322 when using a reduced acceleration value. By using a reduced acceleration value, the time period for the vehicle 100 to reach the decision position 303 is extended, and the driver must decide at the decision position at the latest whether to consider the signal units 200, 210 located ahead when operating the driving function. Therefore, the comfort of the driver of the vehicle 100 can be improved.

[0061] As described above, in the manual mode of the driving function, suggestions for accepting the recognized signal units 200, 210 can be shown. On the other hand, in the automatic mode of the driving function, the recognized signal units 200, 210 can be automatically accepted. Here, premature or unnecessary suggestion output or relatively late suggestion output and / or automatic acceptance may lead to a decrease in comfort. Measures for improving the comfort of the driving function related to the suggestion output and / or automatic acceptance of the signal units 200, 210 are described in this document.

[0062] In this regard, Figure 4 Shows different deceleration values 410, which may vary over time 400 or be constant over time during the approach to the signal units 200, 210. In particular, a first deceleration value 411 can be given. The first deceleration value 411 can correspond, for example, to the desired deceleration of the automatic deceleration process at the signal units 200, 210 (which may be given by the user of the vehicle 100). Figure 4 Further shows a first path curve 421 of the path traveled by the vehicle 100 using a (constant) deceleration 410 with the first deceleration value 411 until the stop position 302 of the signal units 200, 210. The vehicle 100 reaches the stop position 402 at the first time point 401. In addition, Figure 4Shows a first speed curve 431 of the driving speed 310 of vehicle 100 between an initial time point 403 (from which a deceleration 420 with a first deceleration value 411 is caused) and a first time point 401 (at which vehicle 100 stops at the stop position 302).

[0063] The first speed curve 431 shows the first driving speed values for the time point sequence 400 respectively. Here, the first driving speed value 431 decreases as the distance 305 between vehicle 100 and the stop position 302 of the signal units 200, 210 decreases.

[0064] The device 101 of vehicle 100 can be set to compare the actual speed of vehicle 100 at the time point 400, especially at the initial time point 403, with the first driving speed value at this time point 400. Then, according to the comparison, a recommendation output and / or automatic acceptance with respect to the signal units 200, 210 located in front can be caused or prohibited. Especially, when (possibly only when) the actual speed is equal to or greater than the first driving speed value, a recommendation output and / or automatic acceptance can be caused. On the other hand, if the actual speed is less than the first driving speed value, the recommendation output and / or automatic acceptance can be prohibited.

[0065] Therefore, during the approach of vehicle 100 to the signal units 200, 210, the recommendation output and / or automatic acceptance may occur only at or exactly at the time point 400 when the actual speed of vehicle 100 (for the first time) reaches or exceeds the first driving speed value.

[0066] Thus, it can be caused that the recommendation output and / or automatic acceptance can occur at the time point 400 during the approach process that results in a comfortable deceleration of vehicle 100. In addition, unnecessary recommendation outputs can be reliably avoided.

[0067] The device 101 can be configured to cause or prohibit the combination of accelerations caused by driving functions, especially speed regulation, according to the comparison between the actual speed of vehicle 100 and the first driving speed value Figure 3a and 3b the described reduction. When the actual speed of vehicle 100 is equal to or greater than the first driving speed value, the acceleration reduction can be (possibly only) caused. On the other hand, if the actual speed of vehicle 100 is less than the first driving speed value, the acceleration reduction can be prohibited.

[0068] By selectively reducing the (maximum possible) acceleration used by driving functions, especially speed regulation, the comfort of the driving function can be further improved.

[0069] Figure 4Shows a second deceleration value 412, which is smaller in magnitude than the first deceleration value 411 and thus causes the deceleration 410 of the vehicle 100 to be less than the first deceleration value 411. When using the second deceleration value 412, the Figure 4 second path curve 422 shown in, which extends to a second time point 402 (immediately following the first time point 401) to reach the stop position 302 of the signal units 200, 210. In addition, Figure 4 shows a second speed curve 432, which shows the second speed values of the time point sequence 400 when the vehicle 100 decelerates at a (constant) second deceleration value 412.

[0070] The actual speed of the vehicle 100 (e.g., at time point 403) can be compared with the second speed value (for time point 403). If the actual speed is less than the second speed value, the recommendation output, automatic acceptance, and / or acceleration reduction can be prohibited (only if necessary).

[0071] From Figure 4 it can be seen that a hysteresis region 433 is generated between the second speed curve 432 and the first speed curve 431, and this hysteresis region can be used to prevent jumping back and forth between different states of the driving function. If the actual speed of the vehicle 100 is between the second speed value and the first speed value (and thus within the hysteresis region 433), it can cause the current state of the driving function related to the recommendation output and related to the acceleration used for speed regulation (and related to automatic acceptance if necessary) to be maintained.

[0072] Therefore, the device 101 can be set to update the state z of the driving function related to the recommendation output and related to the reduction of the acceleration used for speed regulation (and possibly related to automatic acceptance) at time point n 403 based on the actual speed of the vehicle 100 at time point n 403 and based on the first and second speed values at time point n 403 n . Here, the state z n can have a first state value at which the recommendation output, the reduction of the acceleration used for speed regulation, and / or automatic acceptance are performed. On the other hand, the state z n can have a second state value at which the recommendation output, the reduction of the acceleration used for speed regulation, and / or automatic acceptance are not performed.

[0073] The device 101 can be set to cause one or more of the following state transitions from the state z at the previous time point n - 1 n-1 to the state z at the current time point n n :

[0074] · If the actual speed at the current time point n is equal to or greater than the first speed value, then zn = first state value (independent of z n-1 );

[0075] · If the actual speed at the current time point n is less than the first speed value and greater than the second speed value, then z n = z n-1 ; and / or

[0076] · If the actual speed at the current time point n is equal to or less than the second speed value, then z n = second state value (independent of z n-1 );

[0077] The above state changes can in particular be carried out in relation to the recommended output and / or the reduction of the acceleration used by the speed controller. On the other hand, for automatic acceptance, once z n = first state value is reached for the first time, this state can be maintained (independent of the further development of the actual speed of the vehicle 100). In other words, once the automatic acceptance is executed, it preferably remains (independent of the further development of the actual speed of the vehicle 100). This can thus cause a particularly comfortable operation of the driving function.

[0078] As described above, even if there is no need for deceleration (for example, when the vehicle 100 is stationary and / or the signal units 200, 210 are relatively far away), there may be an unnecessary recommended output for manual acceptance and / or an unnecessary automatic acceptance of the signal units 200, 210. Such situations can be avoided by the measures described herein, thereby improving the comfort of the driving function.

[0079] Alternatively or in addition, the speed regulation dynamics that the user perceives as being too sluggish can be reduced. Such situations can be avoided by the measures described herein, thereby improving the comfort of the driving function.

[0080] As described above, the situation recognition can be carried out by comparing the actual speed of the vehicle 100 with one or more driving speed values. The one or more speed values can be determined based on one or more deceleration values 411, 412.

[0081] If the actual speed is less than the second speed value (for example, depending on the determined minimum deceleration 412), the recommended output can be prohibited. Alternatively or in addition, the maximum acceleration limit and / or dynamics (of the speed regulation) can also be set to a standard value in order to accelerate to the set speed.

[0082] If the actual speed is greater than the first speed value (for example, depending on the desired deceleration 411), the recommended output can be activated. Alternatively or in addition, the maximum acceleration limit and / or dynamics of the speed regulation can also be reduced

[0083] If it is recognized that the distance 305 to the signal units 200, 210 is below a (adjustable) minimum distance, a recommendation output can be triggered (regardless of the actual speed of the vehicle 100), even if there is no need for deceleration. Additionally, in such a case, the dynamics can be designed (and reduced) based on the deceleration situation.

[0084] One or more comparison speeds (i.e., driving speed values) can be based on an (adjustable) acceleration assumption such that, assuming a constant deceleration, the stop position 302 can be accurately reached. One or more driving speed values can be determined as:

[0085]

[0086] where |a| is the magnitude of the corresponding deceleration values 411, 412, and where d is the distance 305 to the stop position 302 of the signal units 200, 210.

[0087] The region 433 arranged between the two speed values is used as a hysteresis to avoid possible back-and-forth changes (Hin-und Her-Toggeln) of the recognized situation (i.e., state).

[0088] Figure 5 The flowchart of an exemplary (possibly computer-implemented) method 500 is shown, which is used to run a driving function for the automatic longitudinal guidance of a (motor) vehicle 100 when approaching the signal units 200, 210 located ahead. If necessary, the driving function can also trigger the automatic lateral guidance of the vehicle 100.

[0089] Method 500 includes: determining 501 a first driving speed value based on distance information related to the distance 305 between the signal units 200, 210 located ahead and the vehicle 100 and based on a (predefined) first deceleration value 411 for the deceleration of the vehicle 100.

[0090] Method 500 further includes: comparing 502 the actual speed of the vehicle 100 with the first driving speed value, and triggering or prohibiting 503 one or more driving function measures related to the driving function based on the comparison 502. One or more driving function measures can include:

[0091] · A recommendation output for manually accepting the signal units 200, 210 into the operation of the driving function (when the driving function is operating in manual mode);

[0092] · An automatic acceptance of the signal units 200, 210 into the operation of the driving function (when the driving function is operating in automatic mode); and / or

[0093] A reduction in the acceleration value of the acceleration of vehicle 100 in the speed control scope of the driving function compared to a standard value.

[0094] The measures described here can safely increase the comfort of the driving function for automatic longitudinal guidance at signal units 200 , 210 .

[0095] The present invention is not limited to the exemplary embodiments shown. In particular, it should be noted that the description and drawings are only intended to illustrate the principles of the proposed methods, devices and systems.

Claims

1. An apparatus (101) for operating a driving function for automatic longitudinal guidance of a vehicle (100) when approaching a signal unit (200, 210) located ahead; wherein the apparatus (101) is configured to: - Determine a first driving speed value based on distance information related to the distance (305) between the signal unit (200, 210) located ahead and the vehicle (100) and based on a first deceleration value (411) for the deceleration of the vehicle (100); - Compare the actual speed of the vehicle (100) with the first driving speed value ； And - Depending on the comparison, cause or prohibit one or more driving function measures related to the driving function; Wherein the one or more driving function measures include: - Output of a recommendation for manual acceptance during the operation of the driving function for the signal unit (200, 210); - Automatic acceptance during the operation of the driving function for the signal unit (200, 210); and / or - Reduction of the acceleration value of the acceleration used by the vehicle (100) in the context of speed regulation of the driving function compared to a standard value.

2. The apparatus (101) according to claim 1, wherein the apparatus (101) is configured to: - If the actual speed of the vehicle (100) is equal to or greater than the first driving speed value, cause the one or more driving function measures; and / or - If the actual speed of the vehicle (100) is less than the first driving speed value, prohibit the one or more driving function measures.

3. The apparatus (101) according to any one of the preceding claims, wherein the apparatus (101) is configured to, during the approach of the vehicle (100) to the signal unit (200, 210) located ahead, for each time point (403) of a time point sequence (400), respectively: - Determine a corresponding current first driving speed value based on distance information related to the corresponding current distance (305) and based on the first deceleration value (411); - Compare the corresponding current actual speed of the vehicle (100) with the corresponding current first driving speed value; and - Depending on the respective comparison, cause or prohibit the one or more driving function measures.

4. The apparatus (101) according to any one of the preceding claims, wherein the apparatus (101) is configured to determine the first driving speed value such that when applying a constant deceleration (410) with the first deceleration value (411), the vehicle (100) starts from a driving speed (310) with the first driving speed value and stops at the stop position (302) of the signal unit (200, 210), the stop position being at a distance (305) given by the distance information from the vehicle (100).

5. The apparatus (101) according to any one of the preceding claims, wherein the apparatus (101) is configured to determine the first driving speed value based on the following formula, in particular the following formula where |a| is the absolute value of the first deceleration value (411), and where d is the distance (305) given by the distance information relative to the stop position (302) of the signal unit (200, 210).

6. The device (101) according to any one of the preceding claims, wherein the device (101) is arranged to: - determine a second driving speed value based on the distance information relating to the distance (305) between the signal unit (200, 210) located ahead and the vehicle (100) and based on a second deceleration value (412) for the deceleration of the vehicle (100) ； wherein the second deceleration value (412) is smaller in magnitude than the first deceleration value (411); - compare the actual speed of the vehicle (100) with the second driving speed value; and - cause or prohibit the one or more driving function measures based on the comparison of the actual speed with the first driving speed value and based on the comparison of the actual speed with the second driving speed value.

7. The device (101) according to claim 6, wherein the device (101) is arranged to: - cause the one or more driving function measures when the actual speed of the vehicle (100) is equal to or greater than the first driving speed value; and - prohibit the one or more driving function measures when the actual speed of the vehicle (100) is less than the second driving speed value.

8. The device (101) according to any one of claims 6 to 7, wherein - The device (101) is configured to: during the approach of the vehicle (100) to the signal unit (200, 210) located ahead, respectively determine the state z of the driving function for each time point n (403) of the time point sequence (400) n ; - If the actual speed is equal to or greater than the first driving speed value, then the state z n corresponds to a first state value, at which the one or more driving function measures are caused; - If the actual speed is equal to or less than the second driving speed value, then the state z n corresponds to a second state value, at which the one or more driving function measures are prohibited; and - If the actual speed is less than the first driving speed value and greater than the second driving speed value, then the state z at time point n n corresponds to the state z at the previous time point n-1 n-1 .

9. The device (101) according to claim 8, wherein the device (101) is arranged to: if the automatic acceptance has occurred at a previous time point, maintain the automatic acceptance of the signal unit (200, 210) in the operation of the driving function at the time point n (403) even if the actual speed at the time point n (403) is equal to or less than the second driving speed value.

10. The device (101) according to any one of the preceding claims, wherein the device (101) is arranged to: - determine whether the distance (305) is greater than or less than a distance threshold based on the distance information relating to the distance (305) to the signal unit (200, 210) located ahead; - if the distance (305) is less than the distance threshold, cause the one or more driving function measures regardless of the comparison of the actual speed with the first driving speed value; and - if the distance (305) is greater than the distance threshold, cause or prohibit the one or more driving function measures based on the comparison of the actual speed with the first driving speed value.

11. A method (500) for operating a driving function for automatic longitudinal guidance of a vehicle (100) when approaching a signal unit (200, 210) located ahead; wherein the method (500) comprises: - Determine (501) a first driving speed value based on distance information related to the distance (305) between the vehicle (100) and the signal unit (200, 210) located in front, and based on a first deceleration value (411) for the deceleration of the vehicle (100); - Compare (502) the actual speed of the vehicle (100) with the first driving speed value; and - Depending on the comparison (502), initiate or prohibit (503) one or more driving function measures related to the driving function; wherein the one or more driving function measures include: - A recommended output for a manual acceptance of the operation of the driving function for the signal unit (200, 210); - An automatic acceptance of the operation of the driving function for the signal unit (200, 210); and / or - A reduction in the acceleration value of the acceleration of the vehicle (100) in the scope of speed regulation of the driving function compared to a standard value.

Images