Method and device for decelerating vehicle at light signaling device

Abstract

The invention relates to a device for decelerating a motor vehicle when approaching a light signal device. The device is designed to identify a light signal device having a red light signal which cannot be determined whether to be related to the motor vehicle and, in response to the identification, to automatically cause a deceleration of the motor vehicle at a first deceleration value in a first phase of the automatic deceleration process. The device is further designed to determine whether a user input of a user of the motor vehicle for interrupting the automatic deceleration process is performed in a first phase of the automatic deceleration process, and to interrupt the automatic deceleration process in a subsequent second phase of the automatic deceleration process if it is determined that the user input for interrupting the automatic deceleration process is not performed. The motor vehicle is caused to decelerate at a second deceleration value greater than the first deceleration value.

Description

Technical Field

[0001] This invention relates to a device and a corresponding method for decelerating a motor vehicle at an optical signaling device. Background Technology

[0002] A vehicle may have one or more driving functions that support the driver in guiding the vehicle, particularly in longitudinal and / or lateral directions. An exemplary driving function for supporting longitudinal guidance is adaptive cruise control (ACC), which can be used to longitudinally guide the vehicle 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 can also be used in conjunction with light signaling devices (especially traffic lights) at traffic nodes (e.g., intersections) to induce automatic longitudinal guidance, such as automatic deceleration, at the light signaling devices. Summary of the Invention

[0003] This document relates to the technical tasks of improving the comfort of a vehicle's driving function that automatically guides the vehicle longitudinally at optical signaling devices in a safe manner.

[0004] This task is accomplished by each of the independent claims. Advantageous embodiments are further described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim may form an independent invention, independent of the combination of all features of the independent claim, even in the absence of features of the independent claim or only in combination with a portion of the features of the independent claim, which may be the subject of the independent claim, divisional application, or subsequent application. This applies in the same manner to the technical teachings described in the specification, which enable the formation of inventions independent of the features of the independent claims.

[0005] According to one aspect, an apparatus is described for operating a driving function for automatically longitudinally guiding a (motorized) vehicle at a light signaling device. The driving function can be configured to automatically longitudinally guide the vehicle when using a distance regulator and / or a speed regulator. The apparatus can be configured to decelerate the motor vehicle upon approaching the light signaling device.

[0006] This device is designed to (during operation of a driving function for automatically guiding a vehicle longitudinally) identify a forward-facing optical signaling device with a red light signal along the direction of travel of a motor vehicle, wherein the red light signal alone cannot definitively determine whether it is associated with a motor vehicle. The optical signaling device and / or the red light signal can be identified based on sensor data from one or more environmental sensors (e.g., from one or more cameras). Specifically, it can be identified that the forward-facing optical signaling device has at least one red light signal. The optical signaling device can be positioned at a traffic node (e.g., an intersection) with multiple possible directions of travel for a vehicle. If necessary, it may not be possible (based on sensor data from one or more environmental sensors) to identify whether the red light signal relates to the direction of travel of a vehicle with a sufficiently high probability (e.g., a probability value greater than a certain threshold).

[0007] The device is also designed to automatically induce a vehicle to decelerate by a first deceleration value in the first stage of the automatic deceleration process in response to recognition. Therefore, it can automatically induce the vehicle to decelerate upon recognition of a red light signal (even without prior confirmation from a user of the vehicle, and especially without prior confirmation from the driver).

[0008] The first deceleration value is preferably relatively small (numerically), for example, less than or equal to 0.5 m / s. 2 The first deceleration value can be so low that the vehicle speed at the end of the first stage of the deceleration process is at most 20%, and especially at most 10%, lower than the vehicle speed at the beginning of the first stage of the deceleration process (wherein, the light signal device with red light signal is identified at the beginning of the first stage of the deceleration process).

[0009] The first phase of the deceleration process may have a duration of 2 seconds or more and / or a route-based length of 50 meters or more. Alternatively or additionally, the first phase of the deceleration process may have a predetermined duration and / or a predetermined route-based length. Alternatively or additionally, the first phase of the deceleration process may have a duration (at the start of the first phase of the deceleration process) depending on the vehicle's speed and / or the distance between the vehicle and the optical signaling device and / or a route-based length.

[0010] Therefore, at the start of the automatic deceleration process (i.e., in the first stage of the deceleration process), it can induce a deceleration of a relatively small first deceleration value in order to indicate the automatically induced deceleration to the vehicle user, especially the driver, in a traffic-safe manner and / or to the identified light signal device with a red light signal (wherein, the red light signal cannot definitively determine whether the red light signal is related to the motor vehicle, especially the direction of travel of the motor vehicle).

[0011] This device can be designed to, during the first phase of the deceleration process, particularly within the time limit of the first phase of the deceleration process, output a proposal to the user (by prompting user input) via the vehicle's user interface to interrupt the automatic deceleration process. Therefore, it is possible to output a proposal to the user, through user input, to interrupt the automatic deceleration process in a comfortable manner.

[0012] The device is also designed to determine whether, during the first phase of the automatic deceleration process, the user input from the vehicle's user was used to interrupt the automatic deceleration process.

[0013] Furthermore, the device is designed to cause the vehicle to decelerate by a second deceleration value in the subsequent second phase of the automatic deceleration process when it is determined that no user input has been executed to interrupt the automatic deceleration process. The second deceleration value can be designed to decelerate the vehicle to a stop (just) until it reaches the stop position of the light signal device during the second phase of the deceleration process.

[0014] The second deceleration value is typically (numerically) greater than the first deceleration value. The second deceleration value can, for example, be 20% or more greater than the first deceleration value (numerically).

[0015] As already described, the device can be designed to set the vehicle's speed to a set speed using a speed regulator before recognizing a light signal device with a red light signal. Furthermore, the device can be designed to terminate the automatic deceleration process and, particularly when it is determined during the first stage of the automatic deceleration process that a user input to interrupt the automatic deceleration process has been executed, and to set (and thus increase again) the vehicle's speed to the set speed using the speed regulator.

[0016] Therefore, upon recognizing a red light signal that may be associated with a motor vehicle, an automatic deceleration process can be selectively initiated. This process begins with a relatively small initial deceleration value to draw the vehicle occupant's attention to the red light signal and to provide the occupant with the possibility of comfortably interrupting the automatic deceleration process. Thus, particularly comfortable and safe automatic longitudinal guidance can be initiated upon approaching a light signal device.

[0017] The device can be designed to determine distance information (e.g., based on sensor data from one or more environmental sensors of the vehicle) regarding the distance between the vehicle and the stopped position of an identified optical signaling device with a red light signal. In particular, it can determine distance information regarding the distance at the start of the first phase of the deceleration process. A first deceleration value can then be determined based on the distance information in a particularly comfortable and safe manner, especially such that the first deceleration value increases as the distance decreases and / or decreases as the distance increases.

[0018] Alternatively or additionally, the device can be designed to obtain speed information about the vehicle's speed (based on sensor data from one or more environmental sensors of the vehicle). Specifically, speed information about the vehicle's speed can be obtained at the beginning of the first stage of the deceleration process. Then, a first deceleration value can be determined based on the speed information in a particularly comfortable and safe manner, especially such that the first deceleration value increases as the vehicle speed decreases and / or as the vehicle speed increases.

[0019] By taking distance and / or speed into account when determining the first deceleration value, the comfort and / or safety of automatic longitudinal guidance of the vehicle when approaching light signaling equipment can be further improved.

[0020] The device can be designed such that when a light signal device without red and / or yellow light signals (and only green light signals if necessary) is detected ahead along the direction of travel of the vehicle, it prompts...

[0021] • Identified optical signal devices are not considered in the automatic longitudinal guidance of motor vehicles; and / or

[0022] • Motor vehicles are guided through identified light signal devices, especially with the aid of distance and / or speed regulators, without performing an automatic deceleration process.

[0023] Therefore, automatic deceleration can only be selectively triggered when a red (or yellow if necessary) light signal (which cannot be explicitly assigned to a motor vehicle) is recognized. Otherwise, if necessary, the distance and / or speed regulators can continue to operate as if there were no light signal devices on the road ahead.

[0024] When a red (or yellow) light signal is detected, selective automatic deceleration at the light signal device can further improve the comfort of automatic longitudinal guidance.

[0025] This device can be designed to operate a motor vehicle using a driving function, wherein the vehicle is automatically guided longitudinally by means of a distance regulator and a speed regulator, and wherein the vehicle is automatically decelerated to a stop at a light signal device having a red light signal identified as associated with the vehicle. Therefore, the vehicle can operate with ACC driving function, wherein a light signal device having a red light signal is automatically considered and can be assigned to the vehicle. Thus, the vehicle can operate in an automatic mode of so-called UCC driving function (as described in this document).

[0026] This device can be designed to, within the range of driving functions, refrain from outputting (by prompting user input) a proposal to interrupt automatic deceleration in response to the recognition of a device with a red light signal determined to be associated with a motor vehicle. Therefore, a proposal to interrupt the deceleration process can only be output when it is necessary, if the probability of determining whether the red light signal is associated with the vehicle cannot be sufficiently high. This further enhances the comfort of automatic longitudinal guidance.

[0027] Alternatively or additionally, the device can be designed to, within the range of driving functions, respond to the detection of a light signal device with a red light signal determined to be associated with a motor vehicle, induce automatic deceleration with a third deceleration value, which is (numerically) greater than a first deceleration value and, in particular (numerically) less than a second deceleration value. This third deceleration value can be designed to decelerate the vehicle (directly from the start of the deceleration process) until it reaches the stopping position of the light signal device. This can further improve the comfort of driving functions.

[0028] As described above, the driving functions described in this document are specifically designed for automatically guiding the vehicle longitudinally at and / or in conjunction with optical signaling devices. The driving functions can be constructed according to SAE Level 2. In other words, the driving functions can provide automated driving and / or driver support (regarding longitudinal guidance) as needed, according to SAE Level 2. The driving functions can be limited to the longitudinal guidance of the vehicle. Lateral guidance of the vehicle can be provided manually by the driver or by additional and / or separate driving functions (e.g., via lane keeping assist) as needed during the operation of the driving functions.

[0029] According to another aspect, a (road) motor vehicle (especially a passenger car, truck, bus, or motorcycle) is described, which includes the devices described in this document.

[0030] According to another aspect, a method for decelerating a motor vehicle upon approaching a light signaling device is described. The method includes: identifying a light signaling device ahead of the vehicle along its direction of travel, having a red light signal that cannot be definitively determined and / or determined with a sufficiently high probability to be associated with the vehicle. The method further includes: in response to identification, automatically (without prior user interaction) causing the motor vehicle to decelerate by a first deceleration value in a first phase of an automatic deceleration process.

[0031] Furthermore, the method includes: determining whether a user input from the user of the motor vehicle to interrupt the automatic deceleration process was executed during a first phase of the automatic deceleration process, and when it is determined that no user input to interrupt the automatic deceleration process was executed, causing the motor vehicle to decelerate at a second deceleration value greater than the first deceleration value during a subsequent second phase of the automatic deceleration process.

[0032] According to another aspect, a software (SW) program is described. This software program can be designed to be implemented on a processor (e.g., on a vehicle controller) and thereby implement the methods described in this document.

[0033] According to another aspect, a storage medium is described. The storage medium may include software programs designed to be implemented on a processor and thereby implement the methods described in this document.

[0034] It should be noted that the methods, apparatuses, and systems described in this document can be used not only individually but also in combination with other methods, apparatuses, and systems described in this document. Furthermore, each 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

[0035] The present invention will now be described in detail with reference to embodiments. Here:

[0036] Figure 1 Exemplary components of the vehicle are shown;

[0037] Figure 2a An exemplary optical signal device is shown;

[0038] Figure 2b An exemplary driving scenario is shown;

[0039] Figure 3 An exemplary curve showing the vehicle's speed as it approaches an optical signaling device is shown; and

[0040] Figure 4 A flowchart illustrating an exemplary method for slowing down a vehicle when approaching a light signaling device is shown. Detailed Implementation

[0041] As stated at the beginning, this article relates to improving the comfort of vehicle driving by incorporating optical signaling devices along the road that the vehicle is traveling on.

[0042] Figure 1Exemplary 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 relevant to the environment of the vehicle 100 (particularly relevant to 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 include: braking devices, drive motors, steering mechanisms, etc.

[0043] The (control) device 101 of vehicle 100 may 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 may be identified based on sensor data. Device 101 may 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.

[0044] Within the scope of the automatic longitudinal guidance of vehicle 100, one or more light signal devices on the road or highway that vehicle 100 is traveling on can be considered, in addition to the vehicle in front. In particular, the signal status of the light signal devices 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 again (if necessary) at green traffic lights.

[0045] Figure 2a An exemplary optical signal device 200 is shown. Figure 2a The illustrated light signaling device 200 has four different signal transmitters 201, which are arranged at different locations at the entrance to a traffic node (e.g., an intersection). The left signal transmitter 201 has a left-pointing arrow 202 and thus indicates that this signal transmitter 201 is for left turns. The two middle signal transmitters 201 have upward arrows 202 (or no arrow 202) and thus indicate that these two signal transmitters 201 are for straight-line driving. The individual light symbols of these two signal transmitters 201 form a signal group. Furthermore, the right signal transmitter 201 has a right-pointing arrow 202 and thus indicates that this signal transmitter 201 is for right turns.

[0046] The device 101 of vehicle 100 can be configured to provide automatic longitudinal guidance for vehicle 100 in urban areas. This driving function can be referred to as Urban Cruise Control (UCC) driving function. The driving function can be provided in automatic mode (aUCC) and / or manual mode (mUCC). Where necessary, the driver can determine whether the driving function should be operated in automatic or manual mode via the user interface 107 of vehicle 100.

[0047] The device 101 of vehicle 100 may be designed to detect a light signaling device 200 ahead of vehicle 100 in its driving path, based on environmental data from one or more environmental sensors 102 and / or map data related to the road network traversed by vehicle 100 (in conjunction with position data from vehicle 100's position sensor 106). In the manual mode of the UCC driving function, a suggestion or request may be output via user interface 107 as to whether the light signaling device 200 should be considered during automatic longitudinal guidance of vehicle 100. The driver of vehicle 100 can then accept, reject, or ignore the suggestion, for example, by manipulating the operating elements of user interface 107. On the other hand, in the automatic mode of the UCC driving function, the identified light signaling device 200 may be considered automatically (i.e., without required feedback from the driver) when necessary during automatic longitudinal guidance of vehicle 100.

[0048] When the identified light signal device 200 is considered during the automatic longitudinal guidance of vehicle 100, automatic deceleration can be prompted (based on the (signal) state of the light signal device 200) to automatically bring vehicle 100 to a standstill (e.g., at a red traffic light). Furthermore, (e.g., after a change in the (signal) state of the light signal device 200, such as after switching to green) automatic starting of vehicle 100 can be prompted. Vehicle 100 can then automatically accelerate again to a set speed (taking into account a determined minimum or set distance from the vehicle ahead).

[0049] Therefore, by using the UCC driving function, the driver of vehicle 100 can also use the ACC driving function on highways with one or more optical signal devices 200 (without having to deactivate and reactivate the ACC function at each optical signal device 200 separately).

[0050] It is possible that it cannot be definitively (i.e., with a sufficiently high probability) determined that zero or more signal transmitters 201 of the forward-facing optical signaling device 200 are related to the vehicle 100, especially to the direction of travel of the vehicle 100. In this case, the optical signaling device 200 may not be automatically (i.e., without the driver's required feedback) considered in the automatic longitudinal guidance of the vehicle 100, even when the UCC driving function is operating in automatic mode.

[0051] The device 101 of vehicle 100 may be designed (especially when the UCC driving function is running in automatic mode) to identify, with a sufficiently high probability, one or more signal transmitters 201 of the forward light signaling device 200 and, if necessary, which signal transmitters 201 or those signal transmitters 201 are associated with vehicle 100. On the other hand, (based on environmental data) it may be possible to identify that at least one signal transmitter 201 has a signal state (e.g., red) that requires stopping at the stop position of the signal transmitter 201.

[0052] In this case, automatic deceleration of vehicle 100 can be initiated, aiming to bring vehicle 100 to a stop at the stop position of signal transmitter 201. Furthermore, device 101 can be designed to output a notification via user interface 107 indicating that signal transmitter 201 (with a red signal status) has been identified and thus automatic deceleration has been initiated. Additionally, the driver of vehicle 100 can be informed that automatic deceleration can be terminated via user input (e.g., by manipulating operating elements and / or the drive pedal), after which vehicle 100 can continue driving using distance and / or speed adjustment.

[0053] Figure 3 An exemplary curve is shown showing the vehicle 100's speed 212 as a function of travel progress 300 when approaching the light signaling device 200. Travel progress 300 may correspond to position and / or time during the approach process. The stopping position of the light signaling device 200 is arranged at a stopping travel progress 303. At the identification travel progress 301, it is identified that the forward light signaling device 200 has a signal transmitter 201 with a red light signal, wherein, however, it cannot be definitively (i.e., with a sufficiently high probability) identified whether the signal transmitter 201 is associated with the vehicle 100. There is a specific distance 211 between the position corresponding to the identification travel progress 301 and the position corresponding to the stopping travel progress 303.

[0054] Before the travel progress is identified at 301, the vehicle 100 typically has a set speed of 311 due to the operation of the speed regulator. Upon identification of the travel progress at 301, the vehicle 100 automatically decelerates due to the detected signal transmitter 201 displaying a red light signal, causing the vehicle 100's travel speed to decrease at 212. Furthermore, from the identification of the travel progress at 301, a prompt is output to the driver of the vehicle 100, indicating that the vehicle 100 will decelerate to a stop unless further user input is prompted.

[0055] In the first stage of the deceleration process (starting from the identification of travel progress 301), a relatively small first deceleration value (e.g., less than or equal to 0.5 m / s) is induced.2 The automatic deceleration of vehicle 100 is achieved through a first stage of deceleration. The purpose of this first stage is to draw the attention of the driver of vehicle 100 to the identified light signal device 200 with a red light signal and / or the output prompt. The vehicle speed 212 decreases only relatively slightly during the first stage of the deceleration process (see curve 321). The first stage of the deceleration process gives the driver of vehicle 100 the possibility of interrupting the automatic deceleration process before the vehicle speed 212 deviates significantly from the set speed 311.

[0056] If no user input is recognized, then starting from intermediate driving progress 302 (within the second phase of the deceleration process), the automatic deceleration can be increased to a second deceleration value (numerically higher than the first deceleration value), wherein the second deceleration value is designed to decelerate the vehicle 100 to a standstill until a stop driving progress 303 is reached (see curve 322). Intermediate driving progress 302 can, for example, follow the recognized driving progress 301 at a time distance of greater than or equal to 2 seconds and / or at a route-based distance of greater than or equal to 50 meters.

[0057] Figure 2b An exemplary driving scenario is illustrated, wherein vehicle 100 has a specific distance 211 from the stopping position of optical signal device 200 and a specific driving speed 212 (e.g., set speed 311) at a driving progress recognition 301. The first deceleration value of the first stage of automatic deceleration may depend on the distance 211 and / or the vehicle's driving speed 212 (at the driving progress recognition 301). Here, the first deceleration value can increase as the driving speed 212 increases and / or as the distance 211 decreases. Conversely, the first deceleration value can decrease as the driving speed 212 decreases and / or as the distance 211 increases.

[0058] By adapting the initial deceleration value in this way during the first stage of automatic deceleration, the urgency of potential user input (for interrupting the automatic deceleration process) can be intuitively conveyed to the driver. This can further enhance the comfort and / or safety of the driving function.

[0059] Therefore, a driving function is described, wherein each identified red traffic light 201 is activated or braked (with a relatively low first deceleration value) to make the driver notice the identified red traffic light 201. Here, situation-related deceleration may be prompted based on the detection of the distance 211 to the traffic light 201, the current vehicle speed 212, and / or the color of the red signal.

[0060] Once the red traffic light 201 is recognized (at the point of recognizing the travel progress 301), a ramp-limited deceleration can be initiated, specifically based on the distance 211 to the traffic light 201 and / or based on the current vehicle speed 212 (with a first deceleration value). Automatic deceleration with the first deceleration value can be initiated for a specific duration. Furthermore, a suggestion to interrupt the automatic deceleration process can be output to the driver again for the specified duration. If the driver does not execute user input to interrupt the automatic deceleration process, the deceleration value can be increased in the second phase of the deceleration process (starting from the intermediate travel progress 302) to bring the vehicle 100 to a stop.

[0061] Figure 4 A flowchart is shown of a method 400 (computer-implemented if necessary) for operating a driving function for automatically longitudinally guiding a (motorized) vehicle 100 at a light signaling device 200. Method 400 may be particularly designed to induce deceleration of the motor vehicle 100 upon approach to the light signaling device 200.

[0062] Method 400 includes a light signal device 200 that identifies a red light signal ahead of the vehicle 100 along the direction of travel of the vehicle 100, having a red light signal that cannot (clearly and / or with a sufficiently high probability) be determined to be associated with the vehicle 100. Therefore, it is possible to identify a red light signal that may be associated with the direction of travel of the vehicle 100, but cannot determine with a sufficiently high probability that the red light signal is actually associated with the vehicle 100. This can be determined during automatic operation of the vehicle in driving function UCC mode.

[0063] Method 400 further includes, in response to identification 401, automatically causing 402 the vehicle 100 to decelerate by a (numerically relatively small) first deceleration value during the first phase of the automatic deceleration process. Here, the first deceleration value may remain constant throughout the entire first phase of the automatic deceleration process.

[0064] Therefore, the vehicle 100 can be directly (without being asked by the user and / or confirmed by the user) decelerated by a first deceleration value after identification 401. The first deceleration value is preferably (numerically) low enough that the vehicle 100 has a speed 212 greater than zero when the automatic deceleration process continues at the stop position of the optical signal device 200 with a constant first deceleration value.

[0065] Furthermore, method 400 includes determining whether, during the first phase of the automatic deceleration process (during which a (constant) deceleration at a first deceleration value is caused), user input by the user of the motor vehicle 100, particularly the driver, to interrupt the automatic deceleration process is executed. Exemplary user input includes manipulation of the driving pedal or manipulation of an operating element.

[0066] Method 400 further includes, if it is determined (during the first phase of the automatic deceleration process) that no user input for interrupting the automatic deceleration process has been executed, then in the subsequent second phase of the automatic deceleration process, causing vehicle 100 to decelerate (numerically) by a second deceleration value greater than the first deceleration value. The second phase of the automatic deceleration process and / or the second deceleration value can be designed to cause vehicle 100 to automatically decelerate to a stop, particularly causing vehicle 100 to stop (just) upon reaching the stop position of the optical signaling device 200.

[0067] The measures described in this document can be used to improve the comfort of the driving function used for automatic longitudinal guidance at the optical signaling device 200 in a safe manner.

[0068] 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 decelerating a motor vehicle (100) upon approach to an optical signaling device (200); wherein, The device (101) is designed for, - A light signal device (200) that identifies a red light signal in front of the vehicle (100) along the driving direction of the vehicle (100) and has a red light signal that cannot be determined to be related to the vehicle (100). - In response to the recognition, the vehicle (100) is automatically decelerated by a first deceleration value during the first stage of the automatic deceleration process; - Determine whether, during the first phase of the automatic deceleration process, a user input from the user of the motor vehicle (100) to interrupt the automatic deceleration process was executed; as well as - When it is determined that no user input is executed to interrupt the automatic deceleration process, in the subsequent second phase of the automatic deceleration process, the motor vehicle (100) is caused to decelerate at a second deceleration value greater than the first deceleration value.

2. The apparatus (101) according to claim 1, wherein, The device (101) is designed for, - Obtain distance information regarding the distance (211) between the stopping position of the motor vehicle (100) and the optical signal device (200); as well as - The first deceleration value is obtained based on the distance information, in particular, the first deceleration value increases as the distance (211) decreases and / or decreases as the distance (211) increases.

3. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - Obtain speed information regarding the driving speed (212) of the motor vehicle (100); and - The first deceleration value is obtained based on the speed information, in particular, the first deceleration value decreases as the driving speed (212) decreases and / or increases as the driving speed (212) increases.

4. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed to, during the first phase of the deceleration process, particularly within the first phase of the deceleration process, output a proposal to interrupt the automatic deceleration process to the user via the user interface (107) of the motor vehicle (100).

5. The apparatus (101) according to claim 4, wherein, The device (101) is designed for, - The motor vehicle (100) is operated using a driving function, wherein the motor vehicle (100) is automatically guided longitudinally by means of a distance regulator and a speed regulator, and wherein the motor vehicle (100) is automatically decelerated to a stop at a light signal device (200) having a red light signal determined to be associated with the motor vehicle (100); and - Within the scope of the driving function, in response to the detection of a light signal device (200) having a red light signal determined to be associated with the motor vehicle (100), no suggestion to interrupt the automatic deceleration is output to the user.

6. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - The motor vehicle (100) is operated using a driving function, wherein the motor vehicle (100) is automatically guided longitudinally by means of a distance regulator and a speed regulator, and wherein the motor vehicle (100) is automatically decelerated to a stop at a light signal device (200) having a red light signal determined to be associated with the motor vehicle (100); and - Within the range of the driving function, in response to the detection of a light signal device (200) having a red light signal determined to be associated with the motor vehicle (100), automatic deceleration is caused by a third deceleration value, which is greater than the first deceleration value and particularly less than the second deceleration value.

7. The apparatus (101) according to any one of the preceding claims, wherein, - The first deceleration value is less than or equal to 0.5 m / s 2 ; and / or - The first deceleration value is so low that the speed (212) of the motor vehicle (100) at the end of the first phase of the deceleration process is at most 20%, and especially at most 10%, lower than the speed (212) of the motor vehicle (100) at the beginning of the first phase of the deceleration process.

8. The apparatus (101) according to any one of the preceding claims, wherein, - The first phase of the deceleration process has a duration of 2 seconds or more and / or a route-based length of 50 meters or more; and / or - The first phase of the deceleration process has a predetermined duration and / or a predetermined route-based length; and / or - The first phase of the deceleration process has a duration and / or a length of route that depends on the speed (212) of the motor vehicle (100) and / or the distance (211) between the motor vehicle (100) and the optical signal device (200).

9. The apparatus (101) according to any one of the preceding claims, wherein, - The second deceleration value is 20% or more higher than the first deceleration value; and / or - The second deceleration value is designed to decelerate the motor vehicle (100) to a standstill during the second phase of the deceleration process until it reaches the stop position of the optical signaling device (200).

10. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed to, when it detects a light signal device (200) without red and / or yellow light signals ahead along the driving direction of the motor vehicle (100), prompt... - The identified optical signal device (200) is not considered in the automatic longitudinal guidance of the motor vehicle (100); and / or - The motor vehicle (100) is guided through the identified optical signal device (200) in particular by means of a distance regulator and / or speed regulator without performing an automatic deceleration process.

11. The apparatus (101) according to any one of the preceding claims, wherein, The device (101) is designed for, - Before recognizing the light signal device (200) with a red light signal, the driving speed (212) of the motor vehicle (100) is set to a set speed (311) by means of a speed regulator; and / or - When it is determined, particularly during the first stage of the automatic deceleration process, that a user input for interrupting the automatic deceleration process has been executed, the automatic deceleration process is terminated and the driving speed (212) of the motor vehicle (100) is set to the set speed (311) by means of the speed regulator.

12. A method (400) for decelerating a motor vehicle (100) upon approach to an optical signaling device (200); wherein, The method (400) includes: - Identify (401) a light signal device (200) with a red light signal that cannot be determined to be related to the motor vehicle (100) in front of it along the driving direction of the motor vehicle (100); - In response to the recognition (401), during the first stage of the automatic deceleration process, the vehicle (100) is automatically caused (402) to decelerate by a first deceleration value; - Determine (403) whether, during the first phase of the automatic deceleration process, a user input from the user of the motor vehicle (100) to interrupt the automatic deceleration process was executed; and - When it is determined that no user input is executed to interrupt the automatic deceleration process, in the subsequent second phase of the automatic deceleration process, the motor vehicle (100) is caused (404) to decelerate at a second deceleration value greater than the first deceleration value.

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