System and method for automated longitudinal guidance of a motor vehicle until it comes to a standstill

Abstract

System for automated longitudinal guidance of a motor vehicle, by which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill, characterized by - a sensor unit (S) designed to detect an infrastructure component (A) that requires the motor vehicle (FZG) to brake to a standstill, - a first investigation unit (E1) which is trained to determine a standstill position (Pos0) upon detection of infrastructure component (A) based on currently available information (s) from the sensor unit (S) about the infrastructure component (A), - a second investigation unit (E2) which is trained to determine an adapted standstill position (aPos0) based on the determined standstill position (Pos0) when the infrastructure component (A) is no longer detected by the sensor unit (S), and when the infrastructure component (A) is still detected and an error value (FW) is determined, and - a control unit (SE) which is designed to automatically initiate braking to a standstill at the determined standstill position (Pos0) when an infrastructure component (A) is detected, and to initiate braking to a standstill at the determined adapted standstill position (aPos0) when an infrastructure component (A) is no longer detected.

Description

[0001] The invention relates to a system and a method for automated longitudinal guidance of a motor vehicle until it comes to a standstill according to the preamble of claims 1 and 9.

[0002] Various driver assistance systems are already known from the state of the art, which support the driver in his driving task, detect ahead signal transmitters, e.g. traffic lights or their light state and take this into account when controlling the driver assistance systems.

[0003] For example, DE 10 2008 010 968 A1 discloses a system for displaying information in a vehicle, comprising an image acquisition unit for capturing the vehicle's surroundings, an evaluation unit for evaluating the image data with regard to the presence of traffic signs or traffic control devices, and a display unit for showing information when at least one traffic sign or traffic control device is detected. In detail, the system is characterized by the fact that, depending on the current or planned route, adapted information is displayed when different traffic signs or traffic control devices are detected for different route options.

[0004] From DE 10 2013 226 599 A1 a method for adaptive distance and speed control of a vehicle is known, in which the vehicle can be automatically braked to a standstill due to a detected infrastructure component.

[0005] From DE 10 2015 224 112 A1 a system for influencing vehicle systems is known, taking into account relevant signal transmitters, wherein information about identified hidden signal transmitters is also taken into account for the identification of relevant signal transmitters.

[0006] From DE 10 2011 009 665 A1 a method for operating a vehicle during a traffic jam by controlling the acceleration and / or deceleration of the vehicle is known.

[0007] The object of the invention is now to provide an improved and safe automated vehicle longitudinal guidance system when the traffic infrastructure component is no longer clearly identified.

[0008] This problem is solved by a system according to claim 1 and a method according to claim 9. Advantageous further developments result from the dependent claims.

[0009] The invention is based on the understanding that, due to the technology involved in camera-based detection of relevant infrastructure components, the measurement error caused by image processing increases disproportionately with distance. This means that the position of an infrastructure component determined by image processing can deviate from its actual position. At the same time, however, automated braking processes aim for minimal vehicle deceleration to ensure comfortable braking. Consequently, a so-called target braking maneuver must be initiated at greater distances, thus within the range of larger measurement errors. If visibility to the traffic infrastructure component (traffic light, sign, road marking) is lost, odometric calculations can continue briefly until visibility is restored. Afterward (when visibility of the traffic infrastructure component is restored), the measurement becomes increasingly accurate due to the reduced distance.Determining the remaining distance to the target standstill position.

[0010] However, if the loss of visibility persists or visibility is not restored – for example, due to overhead trucks – the calculated distance cannot be updated. This can lead to a discrepancy between the stationary position determined and the target position based on the camera-based sensor unit and the actual position at which the vehicle must come to a standstill. If visual contact with the infrastructure component is only re-established shortly before the calculated stationary position, an inconvenient delay may be necessary to reach the now more accurately determined stationary position.

[0011] To improve known systems for the automated longitudinal guidance of a motor vehicle, by which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill, the following subsystems are provided according to the invention: - A sensor unit trained to detect an infrastructure component that requires the vehicle to brake to a standstill, - a first investigation unit that is trained, upon detection of an infrastructure component, to determine a standstill position based on currently available information from the sensor unit (regarding the infrastructure component), upon reaching which the vehicle must have braked to a standstill, - a second investigation unit, which may be part of the first investigation unit and is trained to determine an adapted standstill position based on the determined standstill position when the infrastructure component is (still) recognized and an error value is determined, in the event that the infrastructure component is no longer recognized (and relevant for target braking, e.g., due to safety loss), and - a control unit that is designed to automatically initiate braking to a standstill at the determined standstill position when a relevant infrastructure component is detected for target braking, and to automatically initiate braking to a standstill at the determined adapted standstill position when a relevant infrastructure component is no longer detected.

[0012] In simplified terms, the invention provides that, provided that an infrastructure component requiring the vehicle to brake to a standstill is first detected, and a standstill position has been determined based on the currently available information from the sensor unit, whenever this infrastructure component or the relevant information from this infrastructure component can no longer be detected, the last determined and valid standstill position is adapted accordingly, taking into account a determined error value, and used for longitudinal guidance. Thus, even in the event of loss of visibility, it can be ensured that potential measurement errors of the sensor unit do not negatively affect the determination of the standstill position.

[0013] The automated longitudinal control system can be part of an automated driving system. The term "automated driving" encompasses automated driving with any degree of automation. Examples of automation levels include assisted, partially automated, highly automated, and fully automated driving. These levels of automation were defined by the German Federal Highway Research Institute (BASt) (see BASt publication "Research Compact," issue 11 / 2012). In assisted driving, the driver continuously performs longitudinal or lateral control, while the system takes over the other function within certain limits. In partially automated driving (TAF), the system takes over longitudinal and lateral control for a certain period and / or in specific situations, whereby the driver must continuously monitor the system, as in assisted driving.In highly automated driving (HAD), the system takes over longitudinal and lateral control for a certain period without the driver needing to continuously monitor the system; however, the driver must be able to take over control of the vehicle within a certain timeframe. In fully automated driving (VAD), the system can automatically handle driving in all situations for a specific use case; no driver is required for this use case. The four automation levels mentioned above, as defined by the German Federal Highway Research Institute (BASt), correspond to SAE Levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineering). For example, highly automated driving (HAD) corresponds to Level 3 of the SAE J3016 standard according to BASt. Furthermore, SAE J3016 also includes SAE Level 5 as the highest level of automation, which is not included in the BASt definition.SAE Level 5 corresponds to driverless driving, where the system can automatically handle all situations like a human driver throughout the entire journey; a driver is generally no longer required.

[0014] The term sensor unit refers to any type of sensor unit that operates, at least partially, using a camera. Appropriate image processing allows for the identification of infrastructure components and their positions from the acquired images, necessitating a complete stop.

[0015] The term "infrastructure components" encompasses stationary or temporary traffic signal systems and / or traffic signs and / or relevant road markings such as stop lines or crosswalks, or similar features. The stopping position is predetermined depending on the type and location of the identified infrastructure component.

[0016] By analogy with the basic idea of ​​the device according to the invention, a correspondingly designed method for the automated longitudinal guidance of a motor vehicle, in which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill, is characterized according to the invention by the following steps: - Detecting an infrastructure component that requires the vehicle to brake to a standstill, - Determining a standstill position when an infrastructure component is detected, based on currently available information from the sensor unit about the infrastructure component (e.g., type and / or position of the infrastructure component). - Determining an adapted standstill position based on the determined standstill position when an infrastructure component is detected and a determined error value, if the previously detected infrastructure component is no longer detected by the sensor unit, and - if an infrastructure component is detected (by the sensor unit), initiate automated braking to a standstill at the determined standstill position, and if an infrastructure component is no longer detected (by the sensor unit), initiate automated braking to a standstill at the determined adapted standstill position.

[0017] Advantageous further developments of the device according to the invention also apply accordingly to the method according to the invention.

[0018] When determining the stationary position based on current information from the sensor unit about a currently detected infrastructure component, further relevant information, such as data from a navigation system, can be taken into account. This navigation system data and / or the available data about the detected infrastructure component (type and / or position of the infrastructure component) can be supplemented by data provided by other road users or by central traffic systems via Car-to-X communication.

[0019] When determining the adapted standstill position, if the relevant infrastructure component can no longer be detected by the vehicle's own sensor system, considering a calculated error value plays a crucial role. The more accurate the calculated error value, the more precisely the standstill position can be adapted. The error value should be a measure of how large (absolute, relative, percentage) the deviation of the determined standstill position from the actual stopping position can be. For this purpose, the error value can be determined based on relevant information, either already acquired or acquirable, regarding the inaccuracy or potential error in the (previous) determination of the standstill position, using the currently available information from the relevant infrastructure component that has been detected by the sensor unit.

[0020] In the simplest case, the error value represents an error distance or error path, which indicates how large the distance or path is by which the determined standstill position can deviate from the actual stopping position applicable due to the infrastructure component.

[0021] With such an error value, the adapted standstill position can advantageously be determined by calculating the difference between the last determined standstill position and the determined error value. In other words, if visibility is lost or an infrastructure component is no longer recognized, the determined error distance is subtracted from the previously determined standstill position. This results in the adapted standstill position being reached earlier than the previously determined standstill position. This ensures that the actual stopping position is not overshot or that an uncomfortable delay does not occur.

[0022] To ensure with a very high probability, or to rule out, that the actual stopping position is exceeded due to the automated longitudinal intervention, it can be provided that the adapted stopping position is determined based on the determined stopping position when the infrastructure component is detected and a determined worst-case error value, in particular by calculating the difference between the determined stopping position and the determined worst-case error value, whereby the worst-case error value is determined based on available information from a worst-case scenario during the determination of the stopping position. The term "worst-case scenario" refers to scenarios in which the sensor unit is maximally inaccurate or..."Poor" data is provided, so that, based on this maximally poor information provided by the sensor unit, a standstill position is determined that deviates maximally from the actual stopping position.

[0023] The error value to be taken into account can advantageously be determined via a requirements specification in the form of a so-called look-up table.

[0024] To determine the error value, especially the worst-case error value, all available relevant information that could influence the standstill position determined based on the sensor system's information about the infrastructure component can be considered. In particular, the (worst-case) error value can be determined based on available information about (distance-dependent) measurement inaccuracies of the sensor unit. For example, the vehicle may contain a table that specifies, depending on the distance, the maximum percentage by which the determined distance or position of a detected infrastructure component can deviate from the actual distance or position.

[0025] Alternatively or additionally, the error value, in particular the worst-case error value, can also be determined depending on or taking into account available information about the current vehicle speed, the last recorded or determined distance between the vehicle and the last determined stationary position, information about the weather and / or time of day, and / or other available information about the vehicle's surroundings. In particular, information about the position of the sun (e.g., low sun) or other weather conditions that affect the sensor's visibility (e.g., heavy rain or snowfall) can be considered when determining the error value.

[0026] Alternatively or additionally, the error value, especially the worst-case error value, can also be determined based on available fleet data from other road users, which can be made available, in particular, by connecting the vehicle or system to a backend system. Specifically, the error value can be determined on a derivative-specific and / or environment-specific basis. Advantageously, the fleet data (fl) can include at least one or more of the following information: vehicle derivative, sensor type, distance-dependent sensor signal, and / or retrospectively corrected sensor signal. For example, the fleet data could consist of (distance-dependent) measurement error values ​​from identical sensor units or of error values ​​determined under the same or similar (operating) conditions (e.g., weather conditions, time of day, speed, distance) or traffic situations.

[0027] It is also conceivable that the error value, in particular the word-case error value, is determined based on available information, previously determined error values ​​of the vehicle itself, or information provided by other vehicles or road users (so-called fleet data). For example, each time visibility returns and the adapted standstill position is reached, the system can determine how "good" the error value was by comparing the last determined error value with the deviation of the adapted standstill position and the actual stopping position, which should now be visible again through the sensor unit. In this way, for example, vehicles can retrospectively determine via odometry—or know—at what distance they received which sensor value after passing the relevant infrastructure component. Additionally, other relevant parameters that can influence the sensor value (e.g.,The system can assign factors such as time of day, sun position, and weather conditions to the distance measured. This data can be sent to an external data storage system (backend), which can then be accessed by other vehicles. From this, assumptions about future error values ​​can be derived. For example, due to local conditions (traffic lights slightly misaligned, multiple traffic lights), the distance might be consistently underestimated when the sun is low. This "error" can be retrospectively identified and a notification sent to the backend, allowing other vehicles in similar situations to better determine the error value or the actual distance to the stopping position by taking this information into account.

[0028] The invention will now be explained in more detail using the following exemplary embodiment. This will show Fig. 1. A traffic situation to illustrate possible measurement errors of a camera-based sensor unit of a vehicle, Fig. 2 a highly simplified structure of an exemplary system according to the invention for the automated longitudinal guidance of a motor vehicle, Fig. 3 an exemplary embodiment of a second determination unit according to the invention for determining an adapted standstill position, and Fig. 4 an exemplary flowchart for carrying out a method according to the invention.

[0029] The Fig. Figure 1 illustrates a traffic situation to demonstrate potential measurement errors of a vehicle's camera-based sensor unit, where a vehicle (FZG) is approaching a T-junction equipped with a traffic light (A). Due to the position of the traffic light (A) and its current signal (red), the vehicle must not pass the stop position (AP).

[0030] At time t1, the vehicle (FZG) detects the traffic light (A) as a relevant infrastructure component using its forward-facing camera-based sensor unit, requiring the vehicle to brake to a standstill. Due to the current distance (d1) of the vehicle (FZG) to the traffic light (A) at time t1, a standstill position is determined, based on the sensor unit's measurement errors. This position lies within the stopping area (AB_d1) (hatched area including the white area AB_d2 and the stopping position AP). As the vehicle (FZG) continues to move, the measurement error decreases with decreasing distance. For example, at time t2, the vehicle (FZG) is already closer to the traffic light (A). Based on the current distance (d2) of the vehicle (FZG) to the traffic light (A), a standstill position is determined that lies within the stopping area AB_d2 (white area including the stopping position AP). This area AB_d2 is significantly smaller than the area AB_d1.The maximum deviation of the determined standstill position from the actual stopping position is already significantly lower than at time t1.

[0031] To ensure that the actual stopping position AP is not overshot, the last determined standstill position must be adapted in the event of a possible loss of visibility of the infrastructure component, thus preventing an overshoot. According to the invention, this is ensured by taking into account a determinable error value when determining the standstill position (= adapted standstill position).

[0032] The one in Fig. 2. The system shown for the automated longitudinal guidance of a motor vehicle, by which the motor vehicle is automatically braked based on a detected infrastructure component, such as a traffic light or a stop sign, which requires the motor vehicle to brake to a standstill at least in the current traffic situation, comprises the following components: - a camera-based sensor unit S, - a first investigation unit E1, - a second investigation unit E2, which is part of the first investigation unit E1, and - a control unit SE for initiating automated braking of the vehicle to a standstill.

[0033] The camera-based sensor unit S is designed to detect relevant infrastructure components that require the vehicle to brake to a standstill. These infrastructure components can include traffic lights, stop signs, or similar devices. They can also include traffic signs where the current traffic situation necessitates braking at a specific location. For example, this could be a pedestrian crossing that another road user intends to cross. The sensor unit transmits relevant data (e.g., type and position or distance to the infrastructure component) to the first detection unit E1.

[0034] The first detection unit E1 is designed to determine a standstill position Pos0, based on the currently available information s from sensor unit S, upon detection of a relevant infrastructure component. Upon reaching this position, the vehicle must have braked to a complete stop. The standstill position Pos0 is, for example, the position of the stop line, if present, or, if no stop line is present, the position of a virtual stop line.

[0035] The second detection unit E2 serves to determine an adapted standstill position aPos0. This adapted standstill position aPos0 must be determined if the camera-based sensor unit S no longer detects the previously identified, relevant infrastructure component, for example, in the event of loss of line of sight or sensor failure. Crucially, when determining the adapted standstill position aPos0, the second detection unit E2 takes into account, in addition to the previously determined standstill position Pos0, that this previously determined standstill position may deviate more or less from the actual stopping position to be reached, depending on the distance. An example of a determination method will be described later with reference to… Fig. 3 explained.

[0036] Depending on the current situation, the control unit SE is configured to automatically brake the vehicle to the determined standstill position Pos0 or the determined adapted standstill position aPos0 by sending a corresponding control signal abr to the responsible actuator, which is not shown in detail here. If the relevant infrastructure component that requires braking the vehicle to a standstill is detected by the camera-based sensor unit S at the time the longitudinal guidance system intervenes, the control unit SE initiates automated braking of the vehicle to the determined standstill position Pos0, which is determined based on the current data s from the sensor unit. However, if the sensor unit S no longer detects the relevant infrastructure component, for example, because it is...If the sensor unit S is obscured or defective, the control unit SE initiates an automated braking of the vehicle to the determined adapted standstill position aPos0, which is determined based on the last determined standstill position Pos0 and a determined error value.

[0037] An exemplary detailed design of the second investigation unit E2, which serves to determine an adapted standstill position in the event of loss of visibility of the relevant infrastructure component, is shown by the Fig. 3.

[0038] The second detection unit E2 receives additional input signals v, d, mf, and fl, besides the determined standstill position Pos0 from the first detection unit E1. These signals are used to determine an error value FW. The error value FW indicates the maximum possible deviation of the determined standstill position Pos0 from the actual stopping position, which is determined by the traffic situation and infrastructure. Ideally, the error value FW is thus a distance that shows the (maximum) distance the actual stopping position can deviate from the determined standstill position Pos0.

[0039] This error value FW can be determined using a designated calculation unit BE, depending on at least one of the following available pieces of information. - Speed ​​v of the vehicle, - Distance d of the vehicle to the determined standstill position Pos0, - Available relevant fleet data, in particular derivative and / or environment-specific, and / or - Information from the sensor unit S, in particular information mf about specified (distance-dependent) measurement errors of the sensor unit.

[0040] The distance information (d) can be determined using data from a navigation system. Fleet data (fl) can be provided by connecting to a car-to-car or car-to-X system. Ideally, the fleet data (fl) should include at least one or more of the following information: vehicle variant, sensor type, distance-dependent sensor signal (measured distance value), and / or retrospectively corrected sensor signal (actual distance value). Further attributes, such as weather conditions, time of day, sun position, vehicle speed, and / or other local conditions, can be assigned to the measured sensor signals. This information can also be provided with the retrospectively corrected sensor signals, clarifying the conditions under which each sensor signal was determined and how it was retrospectively corrected.This collected information can be stored in the backend in a so-called look-up table and thus made available to other vehicles.

[0041] The specified measurement errors mf of the sensor unit can either be provided by the manufacturer or determined and provided based on previous measurements. Similarly, current weather information such as low sun angle, heavy rain or heavy snowfall, and / or time of day (day, night) can be taken into account.

[0042] From the determined standstill position Pos0 and the determined error value FW, an adapted standstill position aPos0 can be determined by calculating the difference (standstill position Pos0 minus error value FW), which is taken into account in case of loss of vision during longitudinal guidance.

[0043] The Fig.Figure 4 now shows an exemplary flowchart for carrying out a method according to the invention for the automated longitudinal guidance of a motor vehicle, in which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill.

[0044] The process begins with active automatic longitudinal guidance in step 100, in which the sensor unit continuously checks whether it detects a traffic light or stop sign as an infrastructure component that requires the vehicle to brake to a standstill. If such an infrastructure component is detected, a standstill position is then determined in step 200 based on the sensor unit's current information about the detected infrastructure component and, if applicable, other parameters. This is the position to which the vehicle must brake to a standstill. Subsequently, in step 250, a deceleration strategy for reaching the standstill position is determined and initiated based on the determined standstill position and other information (e.g., the vehicle's current position and speed).

[0045] Simultaneously with step 250, step 270 checks whether the sensor unit still detects this infrastructure component. If so, the system returns to step 200 and, based on the sensor unit's current information about the detected infrastructure component and any other parameters, determines the standstill position or adjusts the previously determined standstill position accordingly. Then, back in step 250, the system determines and initiates the deceleration strategy for reaching the standstill position, based on the newly determined or adjusted standstill position and other information (e.g., the vehicle's current position and speed).

[0046] However, if in step 270 it is determined that the sensor unit no longer recognizes the infrastructure component (because, for example, it is obscured or the sensor unit is defective), the process proceeds from step 270 to 300. In step 300, based on available information about the sensor unit (information about the camera's specifications regarding measurement error variations) and other information that provides insight into possible deviations of the determined virtual stopping position (stationary position) from the actual stationary position to be achieved (e.g., distance to the last determined stationary position, time of day (optional), weather conditions (optional), relevant information from other vehicles (optional), etc.), a worst-case error value is calculated. This value indicates the maximum deviation of the determined stationary position from the actual, relevant stopping position.Subsequently, in step 400, an adapted standstill position is determined based on the determined standstill position for the identified infrastructure component and the determined error value by calculating the difference (determined standstill position minus error value).

[0047] After determining the adapted standstill position, in step 500 the initiated longitudinal guidance according to step 250 is aborted and instead, depending on the determined adapted standstill position and further information (e.g. current position and speed of the vehicle), a deceleration strategy to reach the standstill position is determined and initiated accordingly.

[0048] Simultaneously, the system returns to step 270 and checks again whether the sensor unit detects the infrastructure component. If not, steps 300-500 are executed again. However, if the infrastructure component is detected again, the initiated longitudinal guidance is aborted after step 500 and executed after step 250. The entire procedure is carried out until the current standstill position (standstill position or the adapted standstill position) is reached.

[0049] The invention described here ensures that even if visibility of the relevant infrastructure component is lost very early on, the vehicle does not overshoot the actual stopping position. Instead, it tends to brake to a standstill before reaching the actual stopping position.

Claims

[1] System for automated longitudinal guidance of a motor vehicle, by which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill, characterized by - a sensor unit (S) designed to detect an infrastructure component (A) that requires the motor vehicle (FZG) to brake to a standstill, - a first investigation unit (E1) which is trained to determine a standstill position (Pos0) upon detection of infrastructure component (A) based on currently available information (s) from the sensor unit (S) about the infrastructure component (A), - a second investigation unit (E2) which is trained to determine an adapted standstill position (aPos0) based on the determined standstill position (Pos0) when the infrastructure component (A) is no longer detected by the sensor unit (S), and when the infrastructure component (A) is still detected and an error value (FW) is determined, and - a control unit (SE) which is designed to automatically initiate braking to a standstill at the determined standstill position (Pos0) when an infrastructure component (A) is detected, and to initiate braking to a standstill at the determined adapted standstill position (aPos0) when an infrastructure component (A) is no longer detected. [2] System according to claim 1, characterized by , that the adapted standstill position (aPos0) is determined by taking the difference between the determined standstill position (Pos0) and the determined error value (FW). [3] System according to any of the preceding claims, characterized by, that the adapted standstill position (aPos0) is determined based on the determined standstill position (Pos0) with a recognized infrastructure component (A) and a determined worst-case error value, in particular by calculating the difference between the determined standstill position and the determined worst-case error value, wherein the worst-case error value can be determined based on available information of a worst-case scenario. [4] System according to any of the preceding claims, characterized by , that the error value (FW), in particular the worst-case error value, can be determined depending on known information (s) of the sensor unit (S), especially depending on known information about measurement inaccuracy errors (mf) of the sensor unit (S). [5] System according to any of the preceding claims, characterized bythat the error value (FW), in particular the worst-case error value, can be determined depending on available information about the current vehicle speed (v), the last recorded or determined distance (d) between the vehicle and the last determined stationary position, weather information, information about the time of day and / or other available information about the vehicle environment. [6] System according to any of the preceding claims, characterized by that the error value (FW), in particular the worst-case error value, can be determined depending on available fleet data (fl), which is provided especially by connection to a backend system. [7] System according to claim 6, characterized by that the fleet data (fl) includes at least one or more of the following information: Vehicle derivative, sensor type, distance-dependent determined sensor signal and / or retrospectively corrected sensor signal. [8] System according to any of the preceding claims, characterized by , that the error value (FW), in particular the worst-case error value, can be determined depending on available information, previously determined error values, or deviations of the determined standstill position from an actually applicable stopping position (AP). [9] Method for automated longitudinal control of a motor vehicle in which the motor vehicle can be automatically braked to a standstill based on a detected infrastructure component that requires the motor vehicle to be braked to a standstill, characterized by the following steps: - Detecting an infrastructure component that requires the vehicle to brake to a standstill (100), - Determining a standstill position when an infrastructure component is detected, based on currently available information from the sensor unit about the infrastructure component (200), - Determining an adapted standstill position based on the determined standstill position when an infrastructure component is detected and a determined error value (300) when the previously detected infrastructure component is no longer detected by the sensor unit (400), and - if an infrastructure component is detected, initiate automated braking to a standstill at the determined standstill position (250), and if an infrastructure component is no longer detected, initiate automated braking to a standstill at the determined adapted standstill position (500).

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