Method and device for cooperatively decelerating vehicle at signalling unit

Abstract

The invention relates to a device for cooperatively decelerating a motor vehicle when approaching a signal unit. The device is designed to cause automatic deceleration of the motor vehicle when approaching a signal unit ahead in the direction of travel of the motor vehicle. The device is further designed to detect an actuation of a brake actuation element of the motor vehicle when the signal unit is approached in an actuation interval and to cause a deceleration of the motor vehicle corresponding to the actuation of the brake actuation element during the actuation interval. Furthermore, the device is designed to continue the automatic deceleration of the motor vehicle after the actuation interval when the signal unit is approached.

Description

Technical Field

[0001] The present invention relates to an apparatus and a corresponding method that can induce coordinated deceleration of a motor vehicle at a signal unit, particularly at an optical signaling device. Background Technology

[0002] A vehicle may have one or more driving functions that support the vehicle in terms of guidance, particularly in terms of longitudinal and / or lateral guidance. An exemplary driving function for supporting longitudinal guidance is adaptive cruise control (ACC), which can be used to guide the vehicle longitudinally at a fixed setting or target speed and / or at a fixed setting or target distance from a vehicle traveling in front of it. Driving functions may also be used in conjunction with signal units (such as light signaling devices, traffic lights, or traffic signs) at traffic intersections (e.g., crossroads) to induce automatic longitudinal guidance at the signal unit, such as automatic deceleration. Summary of the Invention

[0003] This article addresses the technical task of improving the comfort of driving functions used for automatic longitudinal guidance of vehicles at signal units in a safe manner.

[0004] This task is addressed by each independent claim. Advantageous embodiments are further described in the dependent claims. It should be noted that additional features of the dependent claims of an independent claim, in the absence of features of the independent claim or in combination only with a subset of features of the independent claim, can form an invention independent of the combination of all features of the independent claim, which can be the subject of the independent claim, divisional application, and subsequent application. This applies in the same manner to the technical guidance described herein, which can form an invention independent of the features of the independent claim.

[0005] According to one aspect, a device is described for cooperatively decelerating a motor vehicle upon approaching a signal unit (e.g., a light signal device or a traffic sign, such as a stop sign). The device can be designed to automatically guide the motor vehicle longitudinally, particularly by means of a distance and / or speed regulator. Here, the vehicle's speed can be set, particularly adjusted to a set speed.

[0006] The device is designed to cause an automatic deceleration of a vehicle upon approaching a signal unit located ahead in the vehicle's direction of travel. During the automatic longitudinal guidance of the vehicle, the signal unit ahead in the vehicle's direction of travel can be detected. The signal unit can be identified based on sensor data from one or more of the vehicle's environmental sensors (e.g., one or more cameras). The automatic deceleration of the vehicle can be designed to slow the vehicle to a stop at the stopping position of the signal unit.

[0007] The device can be designed to determine, at the point of recognizing the travel progress, that a (detected) signal unit ahead needs to be considered during the automatic longitudinal guidance of the vehicle (e.g., because the signal unit has a red light symbol and / or because the signal unit includes a stop sign). The recognized travel progress can correspond to a point in time and / or location when approaching the signal unit. The vehicle can have a set speed at the point of recognizing the travel progress. In response to determining that the (detected) signal unit ahead should be considered during the automatic longitudinal guidance of the vehicle, the device can initiate automatic deceleration of the vehicle based on this recognized travel progress. Furthermore, a suggestion to cancel automatic deceleration can be output through the vehicle's user interface.

[0008] The device can be designed to determine the signal state of a signal unit ahead of the vehicle along the direction of travel (based on environmental data). The signal state of the signal unit can then be used to automatically decelerate the vehicle, specifically enabling:

[0009] • When the signal status of the signal unit indicates that the vehicle needs to stop at the stop position of the signal unit, it triggers automatic deceleration; and / or

[0010] • When the signal status of the signal unit indicates that the vehicle can pass the stop position of the signal unit, it does not cause automatic deceleration and / or automatic longitudinal guidance of the vehicle through the signal unit.

[0011] The device is also designed to identify, within the operating range, the operation of braking elements of the motor vehicle, particularly the brake pedal, upon approach to the signal unit. The braking elements, particularly the brake pedal, can be configured to deflect from a resting position. Operation of the braking elements can correspond to the deflection of the braking elements.

[0012] The operating range can be defined by a first intermediate travel phase and a (subsequent) second intermediate travel phase. The intermediate travel phases can correspond to the time point and / or position when approaching the signal unit, respectively. Operation of the braking element can begin at the first intermediate travel phase. Furthermore, operation of the braking element can end at the second intermediate travel phase.

[0013] Furthermore, the device is designed to induce deceleration of the motor vehicle corresponding to the operation of the braking element during the (entire) operating range. In particular, the device can be designed to induce deceleration of the magnitude and / or degree or angle corresponding to the deflection of the braking element during the (entire) operating range. Here, the magnitude and / or degree of deflection may vary during the operating range, resulting in a corresponding change in the induced (manual) deceleration.

[0014] Automatic deceleration can be completely interrupted during the entire operating range. During the entire operating range, deceleration can be induced in accordance with the operation of the braking element instead of automatic deceleration.

[0015] Furthermore, the device is designed to continue automatic deceleration of the vehicle upon approaching the signal unit (automatically, i.e., without user input) after the operating range. The automatic deceleration of the vehicle can be designed to slow the vehicle down so that it stops at the stop position of the signal unit.

[0016] Therefore, what the driver can achieve during the automatic deceleration process is to manually change the deceleration by manipulating the braking control element without interrupting the automatic deceleration process. Conversely, once the driver stops manipulating the braking control element, the automatic deceleration process automatically resumes. Thus, particularly comfortable and safe operation of the driving function for the automatic approach signal unit can be provided.

[0017] The device can be designed to obtain speed information about the vehicle's speed at a second intermediate travel phase, and / or distance information about the distance between the vehicle and the stopping position of the signal unit at the second intermediate travel phase. The deceleration value of the automatic deceleration of the vehicle after the operating range can be obtained with particular precision based on the speed information and / or the distance information. Therefore, the comfort of the driving function can be further improved.

[0018] The device can be designed to facilitate a smooth, particularly abrupt, transition from automatic deceleration to deceleration corresponding to the operation of the braking element at the beginning of the operating range (i.e., at the first intermediate travel phase). Alternatively or additionally, the device can be designed to facilitate a smooth, particularly abrupt, transition from deceleration corresponding to the operation of the braking element to automatic deceleration at the end of the operating range (i.e., at the second intermediate travel phase). This can further improve the comfort of the driving function.

[0019] According to another aspect, a (road) motor vehicle (especially a passenger car, truck, bus, or motorcycle) is described, which includes the device described in this document.

[0020] According to another aspect, a method for cooperatively decelerating a motor vehicle upon approaching a signal unit is described. The method includes: inducing automatic deceleration of the motor vehicle upon approaching a signal unit located ahead in the vehicle's direction of travel. Furthermore, the method includes: during a maneuvering interval, recognizing manipulation of braking elements of the motor vehicle, particularly the brake pedal, upon approaching the signal unit, and inducing deceleration of the motor vehicle corresponding to the manipulation of the braking elements during the maneuvering interval. The method also includes: automatically continuing the automatic deceleration of the motor vehicle directly after the maneuvering interval upon approaching the signal unit.

[0021] According to another aspect, a software (SW) program is described. The software program can be designed to execute on a processor (e.g., on a vehicle controller), and thereby perform the methods described in this document.

[0022] According to another aspect, a storage medium is described. The storage medium may include software programs designed to execute on a processor and thereby perform the methods described in this document.

[0023] It should be noted that the methods, apparatuses, and systems described in this document can be used individually and in combination with other methods, apparatuses, and systems described in this document. Furthermore, any aspect of the methods, apparatuses, and systems described in this document can be combined with each other in various ways. In particular, the features of the claims can be combined with each other in various ways. Additionally, features listed in parentheses should be understood as optional features. Attached Figure Description

[0024] The invention will then be described in detail with reference to specific examples.

[0025] Figure 1 Exemplary components of the vehicle are shown;

[0026] Figure 2 An exemplary approach to the signal unit is shown;

[0027] Figure 3 An exemplary curve showing the vehicle's speed as it approaches the signal unit is shown; and

[0028] Figure 4 A flowchart of an exemplary method for cooperatively decelerating a vehicle when approaching a signal unit is shown. Detailed Implementation

[0029] As mentioned above, this document relates to enhancing the comfort of vehicle driving by incorporating signal units (such as optical signaling devices and / or traffic signs) on roads traversed by the vehicle.

[0030] 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 laser rangefinders, one or more ultrasonic sensors, etc.) designed to detect environmental data regarding the environment of the vehicle 100, particularly regarding the environment in front of the vehicle 100 along the direction of travel. Furthermore, the vehicle 100 includes one or more actuators 103 designed to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 102 are: braking devices, drive motors, steering devices, etc.

[0031] The (control) device 101 of vehicle 100 can be designed to provide driving functions, particularly driving assistance functions, based on sensor data from one or more environmental sensors 102 (i.e., environmental data). For example, obstacles in the driving trajectory of vehicle 100 can be identified based on sensor data. Device 101 can then manipulate one or more actuators 103 (e.g., braking devices) to automatically decelerate vehicle 100 and thereby prevent vehicle 100 from colliding with obstacles.

[0032] Within the scope of the automatic longitudinal guidance of vehicle 100, one or more signal units on the road or highway that vehicle 100 passes through can be considered in addition to the vehicle in front. In particular, the signal status of the signal units can be considered so that vehicle 100 automatically decelerates at red traffic lights in relation to its (planned) direction of travel until it reaches the stop line of the traffic light, and / or accelerates (if necessary) at green traffic lights.

[0033] The device 101 of vehicle 100 can be configured to provide automatic longitudinal guidance for vehicle 100 in urban areas. This driving function may be referred to as City Cruise Control (UCC). The driving function can be provided in automatic mode (aUCC) and / or manual mode (mUCC). Here, what is necessary for the driver is to determine whether the driving function should operate in automatic or manual mode via the user interface 107 of vehicle 100.

[0034] The device 101 of vehicle 100 may be designed to detect, based on environmental data from one or more environmental sensors 102 and / or on map data related to the road network traversed by vehicle 100 (in conjunction with position data from vehicle 100's position sensor 106), a signal unit 200 ahead on the driving path of vehicle 100 (see [link to device 101]). Figure 2 In the manual mode of the UCC driving function, the user interface 107 can output whether the suggestion or request of the signal unit 200 should be considered in the automatic longitudinal guidance of the vehicle 100. The driver of the vehicle 100 can accept, reject, or ignore the suggestion, for example, by manipulating the operating elements of the user interface 107. On the other hand, in the automatic mode of the UCC driving function, the identified signal unit 200 can be considered automatically (i.e., without the driver's required feedback) when necessary in the automatic longitudinal guidance of the vehicle 100.

[0035] If the signal unit 200 is taken into account in the automatic longitudinal guidance of vehicle 100, then (based on the (signal) state of signal unit 200) automatic deceleration can be prompted to automatically bring vehicle 100 to a stop (e.g., at a red traffic light). Furthermore, (e.g., after a change in the (signal) state of signal unit 200, such as after switching to green) automatic start of vehicle 100 can be prompted. Vehicle 100 can then be automatically accelerated to a set speed (taking into account a determined minimum or set distance from the vehicle ahead).

[0036] Therefore, by utilizing the UCC driving function, the driver of vehicle 100 can also use the ACC driving function on highways with one or more signal units 200 (without having to disable and reactivate the ACC function at each signal unit 200 separately).

[0037] Figure 2 An exemplary driving scenario is illustrated, in which vehicle 100 identifies a signal unit 200 ahead at a point of travel progress identification (e.g., at a specific identification location and / or at a specific identification time point). The signal unit 200 may have an optical signal 201. The device 101 may be designed to determine the signal state of the optical signal 201 (e.g., based on environmental data). At the travel progress identification point, vehicle 100 has a specific distance from the stopping position of the signal unit 200 and a specific travel speed 212 (e.g., a set speed).

[0038] If it is determined that signal unit 200 should be considered in the automatic longitudinal guidance of vehicle 100, and signal unit 200 indicates that vehicle 100 must stop at the stop position of signal unit 200, then (starting from the recognition of the driving progress) can prompt automatic deceleration of vehicle 100, the purpose of which is to decelerate vehicle 100 to a stop. Figure 3 An exemplary curve 312 is shown for the travel speed 212 of vehicle 100 as it approaches the stop position of signal unit 200 (as a function of the travel progress 300 of vehicle 100, which may correspond to a position and / or a point in time). The stop position of signal unit 200 corresponds to a stop travel progress 305. The travel speed 212 decreases from a set speed 311 (at the identified travel progress 301) to a stop (at the stop travel progress 305) through automatic deceleration.

[0039] It is possible that the deceleration automatically actuated by vehicle 100 may be perceived as inappropriate and / or uncomfortable by the driver of vehicle 100. This could lead the driver of vehicle 100 to manipulate the brake pedal 109 (typically a brake operating element) to alter the deceleration of vehicle 100. This is in Figure 3As exemplarily illustrated, the driver initiates manipulation at a first intermediate travel phase 302, specifically by deflecting the brake pedal 109 of the vehicle 100. Manipulation of the brake pedal 109 may be prompted within a specific (time-based and / or route-based) maneuvering interval 303 and may end at a second intermediate travel phase 304 after the expiration of the maneuvering interval 303.

[0040] Operation of the brake pedal 109, particularly deflection, results in, instead of automatic deceleration, a corresponding deceleration of the vehicle 100 in response to the deflection of the brake pedal 109. This is exemplarily demonstrated in... Figure 3 The curve 322, representing the driving speed 212 within the control range 303, is shown in the example shown. In the example shown, the deceleration caused by manipulating the brake pedal 109 is greater (in absolute terms) than the automatic deceleration, but it can also be less (in absolute terms) than the automatic deceleration.

[0041] When the operation of the brake pedal 109 ends (at the second intermediate travel phase 304), the automatic deceleration of the vehicle 100 can automatically resume again to decelerate the vehicle 100 to a stop. This is in Figure 3 The curve 323 is illustrated in the figure. This can induce automatic deceleration, thereby facilitating a comfortable, and especially smooth, transition from manual deceleration (within the operating range 303) to subsequent automatic deceleration.

[0042] Therefore, it is possible to ensure that operation of the brake pedal 109 on vehicle 100 does not disable already activated traffic light regulation. Instead, it prompts a (smooth) restart from cooperative braking (by the driver) to traffic light regulation (and distance and / or speed regulator). Thus, the driver's workload is reduced, and they do not need to reactivate traffic light regulation after operating the brake pedal 109. Furthermore, already regulated traffic lights 200 are not discarded but retained as the regulation target for automatic longitudinal guidance.

[0043] The driving function for traffic light adjustment described in this document identifies that the state "cooperative braking" is active (i.e., the driver operates the brake pedal 109). Once the driver releases the brake pedal 109, traffic light adjustment is automatically reactivated to decelerate the vehicle 100 (to a stop) at the traffic light 200 ahead. This transition is preferably performed without abrupt changes, which can be achieved, for example, by limiting the time gradient of deceleration.

[0044] Figure 4A flowchart is shown of a (possibly computer-implemented) method 400 for cooperatively decelerating a vehicle 100 upon approaching a signal unit 200. The vehicle 100 may, for example, be automatically guided longitudinally along a road and may approach the signal unit 200 ahead. The signal unit 200 may be identified based on environmental data from one or more environmental sensors 102 of the vehicle 100.

[0045] The method 400 includes: causing 401 the vehicle 100 to automatically decelerate upon approaching a signal unit 200 located ahead in the direction of travel of the vehicle 100. The automatic deceleration can be designed to slow the vehicle 100 so that it stops (just) upon reaching the stopping position of the signal unit 200. Once the signal unit 200 is identified as having a signal state indicating that the vehicle 100 needs to stop (e.g., a red light signal 201), automatic deceleration can be caused if necessary (without user input).

[0046] Furthermore, method 400 includes: recognizing, 402, the operation of the braking operating element 109 of the vehicle 100, particularly the brake pedal, upon approaching the signal unit 200 within the operating range 303. Therefore, it can be recognized that during automatic deceleration, the driver of the vehicle 100 operates the braking operating element 109 (to induce manual deceleration of the vehicle 100). The operation of the braking operating element 109 can be performed throughout the entire operating range 303.

[0047] Furthermore, method 400 includes: (automatically) inducing deceleration of motor vehicle 100 403 corresponding to the operation of brake operating element 109 during (the entire) operating range 303. Automatic deceleration can be interrupted during (the entire) operating range 303. Therefore, what can be achieved for the driver is to temporarily induce manual deceleration during the automatic deceleration process (without requiring additional user input other than operating brake operating element 109).

[0048] Furthermore, method 400 includes: after the operation range 303, continuing (automatically) the automatic deceleration of vehicle 100 upon approaching signal unit 200 404. Once the operation of braking operation element 109 ends, then it can therefore automatically (i.e. without user input) continue driving with automatic deceleration of vehicle 100 (in order to decelerate vehicle 100 to a stop).

[0049] The measures described in this document can be used to improve the comfort of the driving function used for automatic longitudinal guidance at signal unit 200 in a safe manner.

[0050] It should be noted that the aspects described for the brake pedal can generally be applied to brake operating elements.

[0051] This invention is not limited to the embodiments shown. In particular, it should be noted that the specification and drawings are intended to illustrate the principles of the proposed methods, apparatus, and systems only by way of example.

Claims

1. A device (101) for cooperatively decelerating a motor vehicle (100) upon approach to a signal unit (200), wherein, The device (101) is designed for, - When approaching a signal unit (200) located ahead of the vehicle (100) in the direction of travel of the vehicle (100), the vehicle (100) is prompted to automatically decelerate; - In the operating range (303), when approaching the signal unit (200), the operation of the braking operating element (109) of the motor vehicle (100), especially the brake pedal, is identified; - During the operation range (303), the vehicle (100) is decelerated in accordance with the operation of the braking element (109); and - After the operation range (303), the automatic deceleration of the motor vehicle (100) continues as it approaches the signal unit (200).

2. The apparatus (101) according to claim 1, wherein, The device (101) is designed for, - At the point of recognizing the travel progress (301), it is determined that the signal unit (200) ahead needs to be considered during the automatic longitudinal guidance of the motor vehicle (100); wherein the recognition of the travel progress (302) corresponds to the time point and / or position when approaching the signal unit (200); and - In response to the determination, the vehicle (100) is automatically decelerated based on the identified driving progress (301).

3. The apparatus (101) according to any one of the preceding claims, wherein, The automatic deceleration design of the motor vehicle (100) is used to decelerate the motor vehicle (100) so that the motor vehicle (100) stops at the stop position of the signal unit (200).

4. The apparatus (101) according to any one of the preceding claims, wherein, - The operating range (303) is defined by a first intermediate travel progress (302) and by a second intermediate travel progress (304); - The intermediate travel progress (302, 304) corresponds to the time point and / or position when approaching the signal unit (200); - Operation of the braking element (109) begins at the first intermediate travel phase (302); and - The operation of the braking element (109) ends at the second intermediate travel phase (304).

5. The apparatus (101) according to claim 4, wherein, The device (101) is designed for, - Obtain speed information regarding the speed (212) of the motor vehicle (100) at the second intermediate travel progress (304); - Obtain distance information regarding the distance (211) between the motor vehicle (100) at the second intermediate travel progress (304) and the stopping position of the signal unit (200); and - Calculate the deceleration value of the automatic deceleration of the motor vehicle (100) after the operation range (303) based on the speed information and / or the distance information.

6. The apparatus (101) according to any one of the preceding claims, wherein, - The braking operating element (109), in particular the brake pedal, is configured to deflect from a rest position; - The manipulation of the braking operating element (109) corresponds to the deflection of the braking operating element (109); and - The device (101) is designed to cause a deceleration of the magnitude and / or angle corresponding to the deflection of the braking operating element (109) during the operation range (303).

7. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - The automatic deceleration is interrupted during the operation range (303); and - During the operation range (303), instead of the automatic deceleration, deceleration is caused in accordance with the operation of the braking operation element (109).

8. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - At the start of the operating range (303), a smooth, especially abrupt, transition from the automatic deceleration to the deceleration corresponding to the operation of the braking element (109) is facilitated; and / or - At the end of the operating range (303), a smooth, especially jerky, transition is facilitated from the deceleration corresponding to the operation of the braking element (109) to the automatic deceleration.

9. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - Especially with the help of distance and / or speed regulators to automatically guide the motor vehicle (100) longitudinally; - During the automatic longitudinal guidance of the motor vehicle (100), the signal unit (200) located ahead along the driving direction of the motor vehicle (100) is detected; and - In response to the detection, - Within the range of the automatic longitudinal guidance, the vehicle (100) is automatically decelerated; and - A proposal to cancel the automatic deceleration is output through the user interface (107) of the motor vehicle (100).

10. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - Determine the signal state of the signal unit (200) located ahead of the vehicle (100) in the direction of travel; - The signal state of the signal unit (200) causes the motor vehicle (100) to automatically decelerate, particularly making: - When the signal status of the signal unit (200) indicates that the motor vehicle (100) needs to stop at the stop position of the signal unit (200), the automatic deceleration is triggered; and / or - When the signal status of the signal unit (200) indicates that the motor vehicle (100) is able to pass the stopping position of the signal unit (200), the automatic deceleration and / or the motor vehicle (100) is not prompted to automatically longitudinally guide through the signal unit (200).

11. A method (400) for cooperatively decelerating a motor vehicle (100) upon approaching a signal unit (200), wherein, The method (400) includes: - When approaching a signal unit (200) located ahead of the vehicle (100) in the direction of travel of the vehicle (100), the vehicle (100) is automatically decelerated (401); - In the operating range (303), when approaching the signal unit (200), the operation of the braking operating element (109) of the motor vehicle (100), especially the brake pedal, is identified (402); - During the operation range (303), the vehicle (100) is decelerated (403) in accordance with the operation of the braking element (109); and - After the operation range (303), the automatic deceleration of the motor vehicle (100) continues (404) as it approaches the signal unit (200).

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