Method and device for longitudinal guidance of a vehicle when approaching a possible right-of-way point

Abstract

A device is described for longitudinally guiding a vehicle when approaching a possible right-of-way location, where the vehicle must yield to other road users. The device is configured to detect a possible right-of-way location ahead and, following the detection, to reduce the vehicle's speed from a set speed to an approach speed reduced compared to the set speed. The device is further configured, following the reduction in the speed, to determine that the detected possible right-of-way location is not relevant for the vehicle and, in response to the determination, to increase the vehicle's speed back to the set speed.

Description

[0001] The invention relates to a method and a corresponding device that assist the driver of a motor vehicle when driving the vehicle at a priority point.

[0002] A vehicle may have one or more driver assistance functions that support the driver in longitudinally controlling the vehicle. An example driver assistance function is a distance and / or speed control system (in particular, Adaptive Cruise Control, ACC), which is configured to adjust the vehicle's speed depending on a set speed and / or a set distance from a vehicle traveling in front of the vehicle.

[0003] A driver assistance function can be configured to take a signaling device (e.g., a traffic light) into account when guiding the vehicle longitudinally. For example, the driver assistance function can trigger automated braking at a red light.

[0004] This document addresses the technical task of increasing the comfort and reliability of automated longitudinal guidance when approaching a priority point ahead.

[0005] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0006] According to one aspect, a device is described for operating a (motor) vehicle when approaching a traffic junction (e.g., an intersection, a roundabout, a pedestrian crossing, etc.) with a possible right-of-way point, where the vehicle must yield to other road users. In other words, the device can be designed for longitudinal guidance of a (motor) vehicle when approaching a possible right-of-way point, where the vehicle must yield to other road users.

[0007] The device is configured to detect a possible right-of-way location ahead. The possible right-of-way location can be detected, for example, based on sensor data from one or more environmental sensors (such as a camera) of the vehicle and / or based on a digital map relating to the road network traveled by the vehicle (where the digital map includes different possible right-of-way locations at different traffic junctions as map attributes and / or points of interest).

[0008] The device can be configured to guide the vehicle longitudinally and / or transversely as it approaches the traffic junction and / or the possible right-of-way point, at least partially automatically, in particular according to SAE Level 2. In particular, the longitudinal guidance of the vehicle (e.g., using a distance and / or speed controller) can be effected automatically by the vehicle. The vehicle can be guided longitudinally at a specific set speed (specified by the driver).

[0009] The device is configured to reduce the vehicle's speed from the set speed to an approach speed that is lower than the set speed following detection of the possible priority point ahead. The vehicle's speed can be reduced with a specific (predefined) deceleration. The approach speed can then be used as a target value for the cruise control. Thus, after reducing the vehicle's speed, the vehicle can automatically approach the detected possible priority point at the reduced approach speed. The approach speed can be, for example, 10% or more lower than the set speed.

[0010] The vehicle typically approaches the detected possible right-of-way location on a specific lane. The approach speed may depend on the speed limit applicable to the lane. In particular, the approach speed may correspond to the speed limit.

[0011] The detected possible approach point typically has a specific stopping position. When approaching the detected possible approach point, the vehicle has a specific distance-based and / or time-based distance from the stopping position, which decreases as the vehicle approaches the detected possible approach point. A specific (second) distance threshold can be set for the approach process (at which a decision should be made at the latest as to whether the detected possible approach point is relevant for the vehicle or not). The second distance threshold can be set in advance.

[0012] The approach speed may be (been set) such that the vehicle, starting from the distance-based and / or time-based distance corresponding to the second distance threshold, with a predefined deceleration, which is in particular 2 m / s 2or less, the vehicle can be decelerated to a standstill until it reaches the stopping position of the detected possible priority point. The approach speed can thus be so low that the approach speed enables comfortable and reliable deceleration of the vehicle to a standstill (for automated stopping at the stopping position of the detected possible priority point).

[0013] The device can be configured to determine, following the reduction in driving speed, that the detected possible approach point is not relevant for the vehicle. In particular, based on sensor data from one or more environmental sensors of the vehicle, it can be determined that the detected possible approach point is not relevant for the vehicle (e.g., because the detected possible approach point does not exist, or because the signal generator of the signaling unit at the traffic junction indicates that the vehicle has the right of way).

[0014] In response to determining that the detected possible right-of-way location is not relevant for the vehicle, the vehicle's speed can be automatically increased back to the set speed. The vehicle can then be automatically guided past the detected possible right-of-way location (at the set speed).

[0015] A (control) device for a vehicle is thus described, which is designed to at least temporarily reduce the driving speed of the vehicle when approaching a possible approach point in order to effect a particularly comfortable and reliable automated longitudinal guidance.

[0016] The device can be configured to determine (e.g., based on the sensor data from one or more environmental sensors) distance information relating to the distance-based and / or time-based distance of the stopping position of the detected possible approach point from the vehicle. The driving speed of the vehicle can be reduced from the set speed to the approach speed if, in particular as soon as, the distance-based and / or time-based distance is equal to or less than a first distance threshold. The first distance threshold can depend on the set speed and can, in particular, be increased as the set speed increases.The automatic reduction of the vehicle's driving speed (in particular, the automatic reduction of the target speed for the vehicle's cruise control) can thus be initiated at a defined distance before reaching the stopping position of the detected possible approach point. This further increases the comfort and reliability of the automated longitudinal guidance.

[0017] The device can be configured to repeatedly check (in particular periodically, e.g., at a frequency of 1 Hz or more), in particular based on sensor data from one or more environmental sensors of the vehicle, whether the detected possible approach point is relevant for the vehicle or not. The check can be performed as long as the distance-based and / or time-based distance is greater than the second distance threshold, wherein the second distance threshold is less than the first distance threshold.

[0018] The vehicle's speed can be increased back to the set speed as soon as it is determined that the detected possible priority point is not relevant for the vehicle. This further increases the comfort and reliability of automated longitudinal guidance when approaching the detected possible priority point.

[0019] The device can be configured to automatically decelerate the vehicle to a standstill until it reaches the stopping position of the detected possible approach point, especially as soon as it is detected that the detected possible approach point is relevant to the vehicle. By automatically decelerating the vehicle after detecting a relevant approach point, the comfort and reliability of the automated longitudinal guidance can be further increased when approaching the detected possible approach point.

[0020] The device can be set up if, until the second distance threshold is reached, it cannot be determined whether the detected possible approach point is relevant for the vehicle or not, • in a first operating mode, to cause the vehicle’s speed to increase back to the set speed; and • in a second operating mode, to cause the vehicle to be automatically decelerated to a standstill until it reaches the stopping position of the detected possible approach point.

[0021] Furthermore, the device can be configured to determine whether the first operating mode or the second operating mode has been specified by a user, in particular by the driver, of the vehicle. The vehicle can then be automatically guided longitudinally when approaching the detected possible right-of-way point, depending on the determination according to the first operating mode or according to the second operating mode. By providing different operating modes when the relevance of a possible right-of-way point is not recognized, the comfort and reliability of the automated longitudinal guidance when approaching the detected possible right-of-way point can be further increased.

[0022] According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises the device described in this document.

[0023] According to a further aspect, a method is described for the longitudinal guidance of a (motor) vehicle when approaching a possible right-of-way location, at which the vehicle must yield to other road users. The method comprises detecting a possible right-of-way location ahead, and following the detection, reducing the vehicle's speed from a set speed to an approach speed that is reduced compared to the set speed. The method further comprises, following the reducing the speed, determining that the detected possible right-of-way location is not relevant for the vehicle, and in response to the determination, increasing the vehicle's speed to the set speed.

[0024] According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0025] According to a further aspect, a storage medium is described. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0026] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways. Furthermore, features listed in parentheses are to be understood as optional features.

[0027] The invention will be described in more detail below using exemplary embodiments. Fig. 1 an exemplary vehicle with a driver assistance function; Fig. 2a an exemplary traffic junction with a pre-arrival point; Fig. 2b an exemplary signaling unit at a traffic junction; Fig. 3 an exemplary temporal progression of the driving speed of a vehicle when approaching a priority point; and Fig. 4 is a flowchart of an exemplary method for operating a vehicle when approaching a right-of-way location.

[0028] As stated at the beginning, this document deals with a comfortable and reliable automated longitudinal guidance of a vehicle when approaching a possible priority point ahead. In this context, Fig. 1 shows an exemplary vehicle 100 including one or more environmental sensors 102, each configured to collect sensor data relating to the surroundings of the vehicle 100. Exemplary environmental sensors 102 include a camera, a lidar sensor, a radar sensor, an ultrasonic sensor, etc.

[0029] A (control) device 101 of the vehicle 100 can be designed to evaluate the sensor data of the one or more environment sensors 102 in order to detect objects in the environment of the vehicle 100.

[0030] The vehicle 100 may further comprise one or more longitudinal and / or lateral guidance actuators 103 (e.g., a (combustion engine or electric motor) drive motor, a braking device, and / or a steering device) configured to effect automated longitudinal and / or lateral guidance of the vehicle 100. The (control) device 101 may be configured to operate the one or more actuators 103 of the vehicle 100 as a function of the sensor data from the one or more environmental sensors 102 (in particular as a function of one or more detected objects) in order to provide a driving function, in particular a driver assistance function, in which the longitudinal and / or lateral guidance of the vehicle 100 is effected at least partially or completely automatically by the vehicle 100.

[0031] The driver assistance function provided by device 101 can, for example, be configured to automatically set the driving speed of vehicle 100 to a set speed and / or to automatically cause vehicle 100 to be guided longitudinally at a specific set distance from the vehicle in front traveling directly in front of vehicle 100. The driver assistance function can further be configured to take signaling units (e.g., traffic lights, road signs, etc.) into account during the automated longitudinal guidance of vehicle 100. For example, automated braking of vehicle 100 can be initiated at a red light.

[0032] The vehicle 100 may include a user interface 104 (e.g., with a screen and / or with one or more controls) through which information relating to the driver assistance function may be provided.

[0033] For example, the driver can be informed via user interface 104 whether or not a signaling unit ahead is being taken into account by the driver assistance function. Alternatively or additionally, the driver of vehicle 100 can be enabled to specify the set speed and / or the set distance via the vehicle's user interface 104.

[0034] Furthermore, the vehicle 100 can include a position sensor 106 (e.g., a GNSS (Global Navigation Satellite System) receiver) configured to determine position data relating to the current position of the vehicle 100. The position data can be evaluated in conjunction with a digital map relating to the road network traveled by the vehicle 100 in order to determine the position of the vehicle within the road network. The digital map can, for example, show different possible right-of-way points within the road network, at each of which vehicles must observe the possible right-of-way of another road user.

[0035] A yield point is typically located at a traffic junction where the roadway of vehicle 100 intersects with the path of another road user (e.g., another vehicle, a cyclist, a pedestrian, etc.). The yield point can result from a traffic rule (e.g., "right before left") or from a signaling unit (e.g., a traffic light, or a traffic sign, such as a yield sign, a stop sign, or a zebra crossing). Whether vehicle 100 must yield to another road user at the yield point can vary over time and / or can result from the state of the signaling unit (e.g., the color of a traffic light signal).

[0036] Fig. 2a shows an exemplary traffic situation in which the vehicle 100 is traveling on a roadway 201 toward a traffic junction (e.g., an intersection) 200. The right-of-way at the traffic junction 200 can be regulated by a signaling unit 202, in particular by a traffic sign or a traffic light. The entrance to the traffic junction 200 can represent a right-of-way point at which the vehicle 100 must yield to another road user if the traffic light 202 is red. In this case, the vehicle 100 should stop at the stopping position 207 of the right-of-way point and yield to another road user 206, e.g., a crossing vehicle.

[0037] As in Fig. As shown in Figure 2b, a signaling unit 202 can have a plurality of different signal generators 211, 212, e.g., for different lanes and / or for different directions of travel at the traffic junction 200 (e.g., straight-ahead travel, or right-turn, or left-turn). The individual signal generators 211, 212, in particular the signaling state of the individual signal generators 211, 212, can typically only be detected with a relatively high degree of reliability when the distance 208 of the vehicle 100 to the signaling unit 202 is equal to or less than a specific detection distance. The detection distance of different signaling units 202 may be different (e.g., depending on the environment of the respective signaling unit 202).

[0038] For example, at a relatively large distance 208, the signaling state of the signaling unit 202 cannot be clearly recognized, or there may be uncertainty regarding the assignment of a signal generator 211, 212 of the signaling unit 202 to the direction of travel of the vehicle 100.

[0039] The fact whether the vehicle 100 must yield to another road user at a priority point ahead can thus possibly only be detected with a sufficiently high degree of reliability if the distance 208 to the priority point is equal to or less than a certain detection distance, wherein the detection distance can be different for different priority points.

[0040] Fig. 3 shows an exemplary curve of the driving speed 310 of the vehicle 100 as it approaches a possible priority point ahead. The curve of the driving speed 310 can be a function of the driving progress 300 as it approaches the possible priority point ahead. The driving progress can correspond to the time (until reaching the stopping position 207 of the priority point) or the distance (until the stopping position 207 of the priority point).

[0041] The driver assistance function automatically guides the vehicle 100 longitudinally at the set speed 311 (phase 321 of the approach process to the possible priority point ahead). The (control) device 101 of the vehicle 100 can be configured (e.g., as part of the driver assistance function) to detect a possible priority point ahead (e.g., based on the sensor data from one or more environmental sensors 102 and / or based on the position data from the position sensor 106 (in conjunction with a digital map for the road network traveled by the vehicle 100)). The possible right-of-way location ahead can be recognized, for example, by a first driving progress 301, wherein the first driving progress 301 may have a specific time-based or distance-based distance 308 to the stop driving progress 307 (ie at the time of reaching the stop position 207 or to the stop position 207).

[0042] In response to the detected possible right-of-way location ahead, the driving speed 310 can be automatically reduced from the set speed 311 to a reduced approach speed 312 (in a second phase 322 of the approach process). The approach speed 312 can be selected so low that • the approach speed 312 enables a comfortable stopping of the vehicle 100 at the stopping position 207 (starting from a subsequent third driving progress 303); and / or • the approach speed 312 enables reliable detection of the signaling state of a signaling unit 202 at the priority point.

[0043] The approach speed 312 may, for example, depend on the speed limit on the roadway 201 (e.g., correspond to the speed limit).

[0044] The driving speed 310 can be reduced from the first driving progress 301 (in a second phase 322 of the approach process) with a specific (predefined) delay, so that the vehicle 100 has the reduced approach speed 312 at a subsequent second driving progress 302. Starting from the second driving progress 302, the vehicle 100 can be automatically guided longitudinally at the approach speed 312 in a third phase 323 of the approach process.

[0045] The (control) device 101 can be configured to check whether the set speed 311 is greater than the (possibly predefined) approach speed 312. The reduction of the travel speed 310 is preferably only effected if the set speed 311 is greater than the approach speed 312.

[0046] The (control) device 101 can be configured to repeatedly check (e.g., based on the sensor data of the one or more environmental sensors 102) as the vehicle 100 approaches the possible right-of-way location whether or not the possible right-of-way location is actually relevant for the vehicle 100 (and thus represents a right-of-way location to be considered for the vehicle 100). The repeated check can be performed from the first driving progress 301 up to a third driving progress 303. The third driving progress 303 can have a specific (predefined) time-based or distance-based distance 309 from the stopping driving progress 307 (i.e., at the time of reaching the stopping position 207 or to the stopping position 207).

[0047] If it is detected at a specific driving progress 304 (between the first driving progress 301 and the third driving progress 303) that the possible right-of-way location is not relevant for the vehicle 100, the driving speed 310 of the vehicle 100 can be automatically increased from the approach speed 312 to the set speed 311 (speed curve 332).

[0048] If it is detected at a specific driving progress 304 (between the first driving progress 301 and the third driving progress 303) that the possible right-of-way location is relevant for the vehicle 100, an automated deceleration of the vehicle 100 can be effected such that the vehicle 100 comes to a stop at the stop position 207 (ie at the stop driving progress 307) (speed curve 331).

[0049] If it is still not possible to determine from the third driving progress 303 whether the possible right-of-way location ahead is relevant for the vehicle 100, • in a first operating mode of the driver assistance function, the driving speed 310 is automatically increased again to the set speed 311 (speed curve 333); or • in an alternative second operating mode of the driver assistance function, automated braking of the vehicle 100 can be effected.

[0050] The device 101 can thus be configured to temporarily reduce the set speed 311 of the vehicle 100 (to an approach speed 312) after a speed-dependent distance threshold 308 to a signaling unit 202 located ahead is undershot, such that—as soon as the signaling unit 202 is detected by the sensor system 102—a comfortable stop at the predicted stop position 207 is possible. Preferably, a certain minimum speed (as the approach speed 312) is not undershot. If the sensor detection fails, a stop at the stop position 207 can be effected without sensor sighting.

[0051] By reducing the driving speed 310 to the approach speed 312, the driving speed 310 can be adapted to the detection range (of the one or more environmental sensors 102) for determining traffic light relevance.

[0052] If a traffic light 202 is detected by the sensor system 102, but the traffic light relevance for the vehicle 100 cannot be determined, the reduced driving speed 310 may be continued until the traffic light relevance can be determined.

[0053] Fig. 4 shows a flowchart of a (possibly computer-implemented) method 400 for longitudinal guidance of a (motor) vehicle 100 when approaching a possible right-of-way location, where the vehicle 100 must yield to other road users. The right-of-way location may include a signaling unit 202 (in particular a traffic light) that regulates the right-of-way. The possible right-of-way location may be located at a traffic junction 200, in particular at an intersection. The method 400 may be executed by a (control) device 101 of the vehicle 100.

[0054] The method 400 includes detecting 401 a possible priority point ahead. The priority point can be detected based on a digital map of the road network traveled by the vehicle 100. For example, it can be detected that the vehicle 100 is approaching a traffic junction 200 where a priority point could be located.

[0055] The method 400 further includes, following detection 401, reducing 402 the driving speed 310 of the vehicle 100 from the set speed 311 to an approach speed 312 that is reduced compared to the set speed 311. The set speed 311 can have been set by the driver of the vehicle 100. The vehicle 100 can be automatically guided longitudinally at the set speed 311 using a cruise control. The detection of a possible priority point ahead can result in the driving speed 310 (in particular the target value for the cruise control) being reduced from the set speed 311 to the approach speed 312. This allows for comfortable and reliable automated longitudinal guidance for approaching the detected possible priority point.

[0056] While approaching the detected possible right-of-way point, it can be checked repeatedly, in particular periodically, whether the detected possible right-of-way point is relevant for the vehicle 100 or not. This can be done based on the sensor data of the one or more environmental sensors 102 of the vehicle 100. In particular, it can be checked, • whether the detected possible precedent exists at all or not (and is not relevant if it does not exist); • which signaling state (e.g. which color) one or more signal transmitters 211, 212 of a signaling unit 202 have at the detected possible priority point; and / or • which signal generator 211, 212 is relevant for the direction of travel of the vehicle 100.

[0057] The method 400 includes, following the reduction 402 of the driving speed 310, the determination 403 that the detected possible approach point is not relevant for the vehicle 100. For example, it can be recognized that • the detected possible precedence point does not exist at all and is therefore not relevant; • the one or more signal transmitters 211, 212 of the signaling unit 202 at the priority point are not relevant to the direction of travel of the vehicle 100; and / or • the signal head 211, 212 relevant to the direction of travel of the vehicle 100 has a signaling state indicating that the vehicle 100 has the right of way (e.g. because the signal head 211, 212 has the color “green”).

[0058] Furthermore, in response to the determining 403, the method 400 includes increasing 404 the driving speed 310 of the vehicle 100 to the set speed 311. The vehicle 100 can then be automatically guided past the detected possible approach point at the set speed 311.

[0059] The measures described in this document can provide particularly convenient and reliable automated longitudinal guidance when approaching a possible priority point ahead.

[0060] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

[1] Device (101) for longitudinal guidance of a vehicle (100) when approaching a possible priority point where the vehicle (100) has to give way to other road users; wherein the device (101) is configured, - to detect an upcoming potential right-of-way point; - following the detection, to reduce the driving speed (310) of the vehicle (100) from a setting speed (311) to an approach speed (312) reduced compared to the setting speed (311); - to determine, following the reduction of the driving speed (310), that the detected potential approach point is not relevant for the vehicle (100); and - in response to the determination to increase the vehicle's (100) driving speed (310) back to the setting speed (311). [2] Device (101) according to claim 1, wherein the device (101) is configured, - To determine distance information relating to a distance-based and / or time-based distance of a stopping position (207) from the detected possible approach point to the vehicle (100); and - to cause the vehicle's speed (310) to be reduced from the setting speed (311) to the approach speed (312) when, in particular when, the distance-based and / or time-based distance is equal to or less than a first distance threshold (308). [3] Device (101) according to claim 2, wherein the first distance threshold value (308) depends on the setting speed (311) and in particular increases with increasing setting speed (311). [4] Device (101) according to one of claims 2 to 3, wherein the device (101) is configured, - to repeatedly check, in particular based on sensor data from one or more environmental sensors (102) of the vehicle (100), whether the detected potential approach point is relevant to the vehicle (100) or not, especially as long as the distance-based and / or time-based distance is greater than a second distance threshold (309); wherein the second distance threshold (309) is less than the first distance threshold (308); and - to cause the vehicle's (100) driving speed (310) to be increased back to the setting speed (311) as soon as it is recognized that the detected possible approach point is not relevant for the vehicle (100). [5] Device (101) according to claim 4, wherein the approach speed (312) is such that the vehicle (100) can be decelerated to a standstill from a distance-based and / or time-based distance corresponding to the second distance threshold (308) with a predefined deceleration up to the stopping position (207) of the detected possible approach point. [6] Device (101) according to one of claims 4 to 5, wherein the device (101) is configured to cause the vehicle (100) to be automatically decelerated to a standstill up to the stopping position (207) of the detected possible approach point as soon as it is recognized that the detected possible approach point is relevant for the vehicle (100). [7] Device (101) according to any one of claims 4 to 6, wherein the device (101) is set up when, until the second distance threshold value (309) is reached, it cannot be determined whether the detected possible approach point for the vehicle (100) is relevant or not, - in a first operating mode, to cause the vehicle's (100) travel speed (310) to be increased back to the setting speed (311); and - in a second operating mode to cause the vehicle (100) to be automatically decelerated to a standstill up to the stopping position (207) of the detected possible approach point. [8] Device (101) according to claim 7, wherein the device (101) is configured, - to determine whether the first operating mode or the second operating mode has been set by a user of the vehicle (100); and - to automatically guide the vehicle (100) longitudinally as it approaches the detected possible approach point, depending on whether it is determined according to the first operating mode or the second operating mode. [9] Device (101) according to any of the preceding claims, wherein - the vehicle (100) approaches the detected potential right-of-way point on a roadway (201); and - the approach speed (312) depends on a speed limit applicable to the roadway (201). [10] Device (101) according to one of the preceding claims, wherein the device (101) is configured, - to detect the upcoming potential right-of-way point based on a digital map of the road network traveled by the vehicle (100); and / or - to determine, based on sensor data from one or more environmental sensors (102) of the vehicle (100), that the detected potential approach point is not relevant for the vehicle (100). [11] Device (101) according to one of the preceding claims, wherein the device (101) is configured to automatically adjust the travel speed (310) according to the setting speed (311) or the approach speed (312) by means of a speed controller. [12] Method (400) for longitudinal guidance of a vehicle (100) when approaching a possible priority point where the vehicle (100) has to give way to other road users; wherein the method (400) comprises, - Detecting (401) an upcoming potential right-of-way point; - following the detection (401), reduction (402) of the vehicle's (100) speed (310) from a setting speed (311) to an approach speed (312) reduced compared to the setting speed (311); - following the reduction (402) of the driving speed (310), determining (403) that the detected possible approach point is not relevant for the vehicle (100); and - in response to determining (403), increasing (404) the speed (310) of the vehicle (100) to the setting speed (311).

Images