VEHICLE GUIDANCE SYSTEM AND METHOD FOR OPERATING A DRIVING FUNCTION TAKING INTO ACCOUNT THE STOP LINE DISTANCE

Description

[0001] The invention relates to a vehicle guidance system and a corresponding method for operating a driving function, in particular a driver assistance function, of a vehicle in conjunction with a signaling unit.

[0002] A vehicle can have one or more driving functions that support the driver in controlling the vehicle, particularly in longitudinal control. An example of a driving function that supports the longitudinal control of a vehicle is the Adaptive Cruise Control (ACC) function, which can be used, for example, on a country road or highway to control the vehicle longitudinally at a specified set or target speed and / or at a specified target distance from a vehicle driving in front of the vehicle.

[0003] In urban areas, a vehicle traveling on a road frequently encounters intersections between the road it is traveling on and one or more other traffic routes (e.g., another road, a pedestrian walkway, etc.). At an intersection, a traffic light and / or a traffic sign (such as a stop sign) may be located to regulate right-of-way at the intersection. A traffic light and / or a traffic sign used to determine right-of-way and / or permission to enter or over an intersection is generally referred to in this document as a signaling unit.

[0004] This document addresses the technical problem of providing a driving function, in particular a driver assistance function, for the automated longitudinal guidance of a vehicle, which is configured to take signalling units into account in a reliable and robust manner, in particular to increase the availability and / or safety and / or comfort of the driving function.

[0005] WO 2019 / 079941 A1 describes a driving strategy for an automated driving function of a vehicle, taking into account traffic lights and stop lines located in front of them. Further prior art is known from DE 10 2015 218 196 A1 and DE 10 2016 205 508 A1.

[0006] The object is achieved by each of the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims.

[0007] According to one aspect, a vehicle guidance system is described for providing a driving function for the automated longitudinal guidance of a vehicle. The driving function can be designed, in particular, to automatically guide the vehicle longitudinally at and / or in conjunction with a signaling unit. The driving function can be designed according to SAE Level 2. In other words, the driving function can optionally provide automated driving and / or driver assistance (with regard to longitudinal guidance) according to SAE Level 2. The driving function can be limited to the longitudinal guidance of the vehicle. The lateral guidance of the vehicle can be provided manually by the driver during operation or by another and / or separate driving function (e.g., by a lane departure warning system).

[0008] The vehicle guidance system can be set up to automatically guide the vehicle longitudinally according to a set or target speed and / or according to a target distance from a vehicle in front traveling (directly) in front of the vehicle. For this purpose, the vehicle guidance system can provide a cruise controller by means of which the actual driving speed of the vehicle is set, in particular regulated, according to the set or target speed. Alternatively or additionally, a distance controller can be provided by means of which the actual distance of the vehicle to the vehicle in front is set, in particular regulated, according to the target distance. If there is no relevant vehicle in front or if the vehicle in front is traveling faster than the set or target speed, the driving speed of the vehicle can be regulated. Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed.While the vehicle is traveling at the target speed, the distance between the vehicle and the vehicle in front can be controlled. The vehicle guidance system can thus be configured to provide an Adaptive Cruise Control (ACC) driver assistance function.

[0009] The vehicle or the vehicle guidance system can comprise a user interface for interaction with a user, in particular with the driver, of the vehicle. The user interface can comprise one or more control elements that enable the user to specify the set or target speed and / or the target distance. Alternatively or additionally, the one or more control elements can enable the user to confirm a previously specified set and / or target speed and / or a previously specified target distance of the vehicle for operating the driving function. The one or more control elements can be designed to be operated with a hand and / or a finger of the driver. Alternatively or additionally, the one or more control elements can be arranged on a steering means (in particular on a steering wheel or on a steering handlebar) of the vehicle.

[0010] An example control element (in particular a plus / minus control element) is a button and / or a rocker switch with which the set and / or target speed or the target distance can be increased or reduced. Another example control element (in particular a set control element) is a button with which a current driving speed of the vehicle can be set as a set and / or target speed or with which a current distance of the vehicle to the vehicle in front can be set as a target distance. Another example control element (in particular a resume control element) is a button with which a previously set set and / or target speed or a previously set target distance can be reconfirmed or reactivated.

[0011] The user interface may further comprise one or more output elements (e.g. a screen and / or a loudspeaker and / or a vibrating element) with which outputs can be provided to the user of the vehicle.

[0012] Furthermore, the vehicle guidance system can be configured to take into account one or more signaling units on the carriageway (in particular the road) and / or route traveled by the vehicle during automated longitudinal guidance. A signaling unit can be provided to determine the right of way at a junction (in particular at an intersection) of the road network traveled by the vehicle. The determination of the right of way can be variable over time (such as in the case of a traffic light system with one or more different signal groups for one or more different directions of travel of the vehicle at the junction) or can be fixed (such as in the case of a traffic sign, such as a stop sign).

[0013] The vehicle guidance system can be configured to determine data relating to a signaling unit located ahead in the direction of travel of the vehicle. The data can comprise map data relating to signaling units in the road network traveled by the vehicle. The map data can each comprise one or more attributes for a signaling unit. The one or more attributes for a signaling unit can display or comprise: a type of signaling unit, in particular whether the signaling unit is a traffic light or a traffic sign; and / or a number of different signal groups of the signaling unit for different directions of travel at the junction of the road network at which the signaling unit is arranged or with which the signaling unit is associated; and / or a position (e.g. the GPS coordinates) of the signaling unit and / or the stop line of the signaling unit within the road network; and / or a relative distance of the stop line to the associated signaling unit.

[0014] The vehicle guidance system can be configured to determine the actual position (e.g., the current GPS coordinates) of the vehicle within the road network using a position sensor (e.g., a GPS receiver). Using the map data, a signaling unit (e.g., the nearest) on the vehicle's route can then be identified. Furthermore, one or more attributes related to the identified signaling unit can be determined.

[0015] Alternatively or additionally, the data relating to a signaling unit located ahead in the direction of travel of the vehicle can include environmental data relating to the signaling unit, or can be determined based on environmental data. The environmental data can be acquired by one or more environmental sensors of the vehicle. Examples of environmental sensors include a camera, a radar sensor, a lidar sensor, etc. The one or more environmental data items can be configured to acquire sensor data (i.e., environmental data) relating to the environment in the direction of travel ahead of the vehicle.

[0016] The vehicle guidance system can be configured to detect, on the basis of the environmental data (in particular, on the basis of sensor data from a camera), that a signaling unit is arranged in front of the vehicle in the direction of travel. For this purpose, an image analysis algorithm, for example, can be used. Furthermore, the vehicle guidance system can be configured to determine the type of signaling unit (e.g., traffic light or traffic sign) on the basis of the environmental data. Furthermore, the vehicle guidance system can be configured to determine, on the basis of the environmental data, the (signaling) status of the signaling unit with regard to the permission to cross the intersection associated with the signaling unit. In particular, the colors (green, yellow, or red) of one or more signal groups of a traffic light can be determined.

[0017] The vehicle guidance system can be configured to take a detected signaling unit into account during the automated longitudinal guidance of the vehicle. In particular, the vehicle guidance system can be configured to determine, based on the data relating to the detected signaling unit, in particular based on the color of a light signal or a signal group of the signaling unit indicated by the data, whether or not the vehicle must stop at the signaling unit, in particular at the stop line of the signaling unit. For example, it can be detected that the vehicle must stop because the signal group relevant to the vehicle is red. Alternatively, it can be detected that the vehicle does not have to stop because the signal group relevant to the vehicle is green. In a further example, it can be detected that the vehicle must stop because the signaling unit is a stop sign.

[0018] The vehicle guidance system can further be configured to cause the vehicle to be automatically stopped at the detected signaling unit if it is determined that the vehicle must stop at the signaling unit. For this purpose, an automated deceleration process (to a standstill) can be initiated. The vehicle can be automatically guided to or in front of the stop line of the signaling unit. During the automated deceleration process, one or more wheel brakes (e.g. one or more friction brakes or one or more regenerative brakes) can be automatically activated by the vehicle guidance system in order to brake the vehicle (to a standstill). The temporal course of the deceleration caused can depend on the available braking distance to the detected signaling unit.

[0019] Alternatively or additionally, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally past the detected signaling unit, in particular across the stop line of the signaling unit, if it is determined that the vehicle does not need to stop at the signaling unit. In this case, the speed and / or distance control can be continued according to the set or target speed and / or the target distance to the vehicle in front.

[0020] The vehicle guidance system can thus be configured to provide an ACC driving function, taking signaling units into account. This driving function is also referred to in this document as Urban Cruise Control (UCC) driving function.

[0021] As already explained above, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally as part of the driving function depending on a target speed and / or depending on a target distance from a vehicle traveling in front of the vehicle. Furthermore, if a (possibly detected) signaling unit is not taken into account in the driving function, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally past the signaling unit, in particular beyond the stop line of the signaling unit, depending on the target speed and / or depending on the target distance, in particular regardless of the color of a light signal from the signaling unit. The driving function can thus (if a signaling unit is not taken into account) be operated as if the signaling unit (and the associated intersection) did not exist.

[0022] The vehicle guidance system may allow the vehicle user to configure the driving function via the user interface (e.g., in a configuration menu). This may include setting whether the driving function should be operated in automatic mode or manual mode.

[0023] In automatic mode, the driving function can be operated in such a way that a signaling unit detected by the vehicle guidance system and located ahead in the direction of travel is automatically taken into account during the operation of the driving function (and possibly leads to an automated deceleration of the vehicle). In particular, in automated mode, the vehicle guidance system can be configured to automatically take into account a signaling unit detected based on map data and / or environmental data during the automated longitudinal guidance of the vehicle, in particular without confirmation from the vehicle user (e.g., to cause an automated deceleration of the vehicle at the detected signaling unit if necessary).

[0024] On the other hand, the driving function can be operated in manual mode such that the detected signaling unit is only taken into account in the automated longitudinal guidance of the vehicle after confirmation by the vehicle user (and may result in an automated deceleration of the vehicle). In particular, the vehicle guidance system can be configured in manual mode to issue an offer to the vehicle user (via the vehicle's user interface) regarding the consideration of the detected signaling unit. For example, the screen can indicate that a signaling unit has been detected and that user feedback is required (to ensure that the signaling unit is taken into account in the automated longitudinal guidance of the vehicle).The detected signaling unit (in particular the signaling state of the signaling unit) can then (in particular only) be taken into account during the automated longitudinal guidance of the vehicle at the signaling unit if the offer is accepted by the user (e.g., by operating a control element, in particular the set control element). This may then result in an automated deceleration of the vehicle at the detected signaling unit. On the other hand, the vehicle guidance system can be configured to disregard and / or ignore the detected signaling unit (in particular the signaling state of the signaling unit) during the automated longitudinal guidance of the vehicle at the signaling unit if the offer is not accepted by the user.In this case, speed and / or distance control may continue (without taking the signalling unit into account, in particular as if the signalling unit were not present).

[0025] By providing different (adjustable) modes for the operation of the driving function (especially the UCC driving function), the comfort of the driving function can be further increased.

[0026] The vehicle guidance system can be configured to inform the user of the driving function about the status of the driving function via the user interface. In particular, the user of the driving function can be informed whether or not a signaling unit detected by the vehicle guidance system and located ahead in the direction of travel is taken into account during the operation of the driving function, in particular during the automated longitudinal guidance of the vehicle.

[0027] In particular, the vehicle guidance system can be configured to determine (e.g., based on the map data and / or the surrounding data) whether or not a signaling unit located ahead in the direction of travel is or can be taken into account during the operation of the driving function. If the signaling unit is or can be taken into account, an availability output, in particular an availability indicator, can be output to inform the user that the signaling unit located ahead is taken into account during the automated longitudinal guidance of the vehicle (and thus, if necessary, an automated deceleration of the vehicle at the signaling unit occurs).

[0028] Alternatively or additionally, the vehicle guidance system can be configured (if it is determined that the signalling unit ahead is not or cannot be taken into account in the driving function) to cause an unavailability output, in particular an unavailability display, (via the user interface) in order to inform the user of the vehicle that the signalling unit ahead is not taken into account in the automated longitudinal guidance of the vehicle (and thus no automated deceleration of the vehicle is caused depending on the signalling state of the signalling unit).

[0029] The comfort and safety of the driving function can be further increased by issuing an availability and / or unavailability signal. The availability and / or unavailability signals can each include a visual, acoustic, and / or haptic signal.

[0030] The vehicle guidance system can be configured to determine that the signaling state of the signal group of the signaling unit relevant to the vehicle's direction of travel is changing (e.g., while the vehicle is approaching the signal group or while the vehicle is stationary at the signal group). For example, it can be detected that a phase change from red to green occurs.

[0031] Furthermore, the vehicle guidance system can be configured (in response to the detected phase change) to convey information relating to the changed signaling state of the signal group of the signaling unit to the driver of the vehicle. For example, an output element (in particular on a screen) of the user interface can be used to display a symbol of the detected signaling unit (and possibly taken into account in the automated longitudinal guidance) as long as the signal group is red. After a phase change to green is detected, the displayed symbol can then be withdrawn if necessary, or the output can be terminated. In this way, the driver of the vehicle can be reliably informed that, for example, after the vehicle has come to a standstill, a (possibly automated) start-up process can be initiated at the signaling unit (e.g. by actuating a control element of the user interface).The withdrawal of the display can be carried out uniformly in automatic mode and / or in manual mode of the driving function.

[0032] The vehicle guidance system can be configured to issue a takeover request to the driver of the vehicle if the driving function is aborted. For example, it can be detected that the automated longitudinal guidance (depending on the set and / or target speed and / or depending on the target distance) cannot be continued or is not continued. The driving function can be aborted, for example, if the driver of the vehicle (significantly) intervenes in the longitudinal guidance of the vehicle (e.g. by pressing the brake pedal or the accelerator pedal). A takeover request (i.e., a takeover request, TOR) can then be issued to the driver of the vehicle. The longitudinal guidance must then be initiated again by the driver. By issuing a takeover request, the safety of vehicle operation can be increased.

[0033] Alternatively or additionally, a takeover request can be issued if manual intervention by the driver in the longitudinal guidance of the vehicle is expected. For example, it can be detected that the vehicle guidance system can no longer perform longitudinal guidance automatically (e.g., to reach a specific destination, such as a signaling unit). In response, a takeover request can then be issued to the vehicle driver.

[0034] As already explained above, the vehicle guidance system can be configured to detect a (first) signaling unit located in front of the vehicle in the direction of travel during operation of the driving function. The first signaling unit can be detected based on the map data and / or the surrounding data.

[0035] In particular, the vehicle guidance system can be configured to determine position data relating to the position of the first signaling unit relative to the (current) position of the vehicle based on the vehicle's surroundings data. The position data can indicate the position (e.g. as GPS coordinates) of the first signaling unit, in particular of a signal group and / or a signal generator of the first signaling unit. Alternatively or additionally, the position data can indicate the distance, in particular the lateral distance and / or the distance in the direction of travel of the vehicle, between the vehicle and the first signaling unit, in particular between the vehicle and the signal group and / or the signal generator of the first signaling unit. The distance can be specified, for example, in meters or in an alternative unit of length.

[0036] The vehicle guidance system can be configured to determine the position data based on a temporal sequence of images from a surrounding camera of the vehicle. Alternatively or additionally, the vehicle guidance system can be configured to determine the position data based on the sensor data from a lidar sensor of the vehicle.

[0037] Furthermore, the vehicle guidance system can be configured to determine, based on the map data for the road network traveled by the vehicle, distance data relating to the (lateral) distance between the first signaling unit and the stop line of the first signaling unit. The map data can comprise distance data for one or more stop lines of the respective signaling unit for a plurality of different signaling units in the road network. Furthermore, the map data can comprise the distance data for a signaling unit as a map attribute of the signaling unit. The distance data can have been determined in advance, in particular learned (e.g., by using collected environmental data from a plurality of different vehicles during journeys past the respective signaling unit).

[0038] Depending on the position data and the distance data, an automated deceleration of the vehicle can then be initiated at the first signaling unit. In particular, the time profile of the deceleration value of the automated deceleration, and / or the maximum deceleration value of the automated deceleration, and / or the start of the automated deceleration can be determined depending on the position data and the distance data.

[0039] The vehicle guidance system can, in particular, be configured to determine the stop line distance between the vehicle and the stop line of the first signaling unit based on the position data and the distance data. The stop line distance can be determined from the combination of the measured distance between the vehicle and the signaling unit (i.e., the position data) and the displayed distance between the signaling unit and the stop line (i.e., the distance data). The automated deceleration of the vehicle can then be effected depending on the determined stop line distance, in particular such that the vehicle comes to a stop at the stop line of the first signaling unit.

[0040] By taking into account (currently measured) position data and (predetermined) distance data, the distance between the vehicle and the stop line of the first signaling unit can be determined in a precise and robust manner, so that the vehicle can be driven to the stop line of the first signaling unit in a reliable and automated manner.

[0041] If several different stop lines are assigned to a signaling unit, the actual distance between the stop line and the first signaling unit may vary. In particular, the first signaling unit may have differently positioned stop lines for several different signal groups or signal heads. The map data may be designed to display distance data for the different signal groups or signal heads (e.g., as map attributes). Alternatively, the map data may be designed such that the distance data display the maximum distance between the stop line and the first signaling unit. In other words, the distance data may display the distance of the stop line of the first signaling unit that is furthest in front of the first signaling unit. In still other words, the first signaling unit may have several different stop lines (e.g.,for different signal groups and / or signal heads), which at least partially have different distances from the first signaling unit. The map data can then indicate the maximum distance between the stop lines and the first signaling unit. This can ensure particularly reliable braking of the vehicle at the first signaling unit.

[0042] As already explained above, the vehicle guidance system can be configured to determine, based on the environmental data, that the vehicle should or must stop at the first signaling unit (e.g., because the relevant signal indicator of the first signaling unit is red). Automated deceleration of the vehicle can be initiated (if necessary only) in response to this, in order to ensure that the vehicle comes to a stop at the stop line of the first signaling unit. The automated deceleration can thus be initiated depending on the signaling status of the first signaling unit in order to enable particularly comfortable and safe automated longitudinal guidance of the vehicle.

[0043] The vehicle guidance system can be configured to detect a signal generator, in particular a light signal or traffic light, of the first signaling unit based on the environmental data. The position data relating to the position of the first signaling unit relative to the vehicle can then be determined in a particularly precise and robust manner based on the detected signal generator of the first signaling unit (since the signal generator can typically be recognized particularly well based on the environmental data (in particular based on the image data from a camera)).

[0044] The vehicle guidance system can be configured to detect, based on the environmental data, a signal group from a plurality of different signal groups of the first signaling unit that is relevant to the direction of travel of the vehicle (e.g., a signal group for turning right, driving straight ahead, or turning left). Position data for the detected signal group of the first signaling unit can then be determined based on the environmental data (indicating the distance between the vehicle and the detected signal group).

[0045] The map data can include distance data for a plurality of different stop lines for the corresponding plurality of different signal groups of the first signaling unit. The vehicle guidance system can then be configured to determine distance data for the stop line of the detected signal group of the first signaling unit based on the map data. Furthermore, the vehicle guidance system can be configured to effect automated deceleration of the vehicle depending on the position data and the distance data for the detected signal group of the first signaling unit in order to ensure that the vehicle comes to a stop at the stop line of the detected signal group of the first signaling unit.

[0046] The vehicle guidance system can thus be configured to locate the stop line for the signal group relevant to the vehicle's direction of travel, in particular its route, and to take it into account when operating the driving function. This can further increase the comfort and safety of the driving function.

[0047] According to a further aspect, a method for providing a driving function for automated longitudinal guidance of a vehicle at a signaling unit is described. The method comprises, during operation of the driving function, determining, based on environmental data from one or more environmental sensors of the vehicle, position data relating to the position of a first signaling unit arranged in front of the vehicle in the direction of travel relative to the (current) position of the vehicle. In particular, the position data can indicate the distance between the first signaling unit and the vehicle.

[0048] The method further comprises determining, based on map data relating to the road network traveled by the vehicle, distance data relating to the distance between the first signaling unit and the stop line of the first signaling unit. The distance data can be determined in advance and stored in the map data as a map attribute for the first signaling unit.

[0049] Furthermore, the method comprises causing an automated deceleration of the vehicle at the first signaling unit (possibly taking into account the current color of the signal generator of the first signaling unit) depending on the position data and the distance data, in particular depending on the distance between the vehicle and the stop line determined on the basis of the position data and on the basis of the distance data.

[0050] 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 at least one of the vehicle guidance systems described in this document.

[0051] According to a further aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a control unit of a vehicle) and thereby to perform at least one of the methods described in this document.

[0052] 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 at least one of the methods described in this document.

[0053] For the purposes of this document, the term "automated driving" can be understood as driving with automated longitudinal or lateral guidance, or autonomous driving with automated longitudinal and lateral guidance. Automated driving can, for example, involve extended driving on the highway or temporary driving during parking or maneuvering. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation include assisted, partially automated, highly automated, or fully automated driving. These levels of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication "Research Compact," issue 11 / 2012). In assisted driving, the driver continuously performs longitudinal or lateral guidance, while the system assumes the other function within certain limits.In partially automated driving (TAF), the system assumes longitudinal and lateral guidance for a certain period of time and / or in specific situations, whereby the driver must continuously monitor the system, as in assisted driving. In highly automated driving (HAF), the system assumes longitudinal and lateral guidance for a certain period of time without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle after a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; for this application, a driver is no longer required. The four levels of automation mentioned above correspond to SAE Levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineering). For example, highly automated driving (HAF) corresponds to Level 3 of the SAE J3016 standard.Furthermore, SAE J3016 also specifies SAE Level 5 as the highest level of automation, which is not included in the BASt definition. SAE Level 5 corresponds to driverless driving, in which the system can automatically handle all situations like a human driver throughout the entire journey; a driver is generally no longer required. The aspects described in this document specifically concern a driving function or driver assistance function designed according to SAE Level 2.

[0054] The invention will be described in more detail below using exemplary embodiments. Figur 1 exemplary components of a vehicle; Figur 2a an exemplary traffic light system; Figur 2b an example traffic sign; Figur 3 an exemplary traffic situation; Figur 4 an exemplary user interface; and Figuren 5a bis 5j as well as Fig. 6 and Fig. 7 Flowcharts of exemplary methods for providing a driving function for automated longitudinal guidance of a vehicle at a signaling unit.

[0055] As stated at the outset, this document deals with increasing the reliability, availability and / or comfort of a driving function, in particular a driver assistance system, of a vehicle in connection with a signalling unit at an intersection point of the carriageway or road used by the vehicle with another traffic route.

[0056] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 includes one or more environmental sensors 103 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) configured to capture environmental data relating to the environment of the vehicle 100 (in particular, the environment in front of the vehicle 100 in the direction of travel). Furthermore, the vehicle 100 includes one or more actuators 102 configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 102 include: a braking system, a drive motor, a steering system, etc.

[0057] The control unit 101 can be configured to provide a driving function, in particular a driver assistance function, based on the sensor data from the one or more environmental sensors 103 (i.e., based on the environmental data). For example, an obstacle on the travel trajectory of the vehicle 100 can be detected based on the sensor data. The control unit 101 can then control one or more actuators 102 (e.g., the braking system) to automatically decelerate the vehicle 100 and thereby prevent a collision between the vehicle 100 and the obstacle.

[0058] Particularly within the framework of the automated longitudinal guidance of a vehicle 100, one or more signaling units (e.g., a traffic light and / or a traffic sign) on the roadway or street traveled by the vehicle 100 can be taken into account in addition to a vehicle in front. In particular, the status of a traffic light or traffic light system can be taken into account, so that the vehicle 100 automatically decelerates to the stop line of the traffic light at a red light relevant to its own (planned) direction of travel and / or accelerates (if necessary again) at a green light.

[0059] Traffic signal systems can be constructed very heterogeneously in different countries and also have varying degrees of complexity with regard to the direction of travel and traffic signal assignment. For example, different directions of travel can be controlled by a first group of signals or by one signal group, while another direction can be controlled by another signal group. Furthermore, the repeating signals of a signal group can be geographically located at different points within an intersection. It can therefore be difficult for a control unit 101 (also referred to in this document as a vehicle guidance system) to determine, based on the sensor data, which one or more signals of a traffic signal system at an intersection are relevant to the planned direction of travel of the vehicle 100 and which are not (particularly if the vehicle 100 is still relatively far from the traffic signal system).

[0060] Fig. 2a shows an example of a traffic signal system 200. The Fig. 2a The traffic light system 200 shown has four different signal heads 201 arranged at different positions on the approach to an intersection. The left signal head 201 has an arrow 202 pointing to the left, indicating that this signal head 201 applies to left-turning vehicles. The two middle signal heads 201 have an arrow 202 pointing upwards (or no arrow 202), indicating that these two signal heads 201 apply to straight-ahead travel. The individual light signals of these two signal heads 201 form signal groups. Furthermore, the right signal head 201 has an arrow 202 pointing to the right, indicating that this signal head 201 applies to right-turning vehicles.

[0061] The Fig. 2a The traffic signal system 200 shown is only one example of many different possible configurations of a traffic signal system 200. A traffic signal system 200 can have a relatively large number of different characteristics. Example features are, the number of signal heads 201 and / or signal groups; the positions of the one or more signal heads 201; and / or the assignment of a signal head 201 to a possible direction of travel across an intersection.

[0062] Fig. 2b shows an exemplary stop sign as a traffic sign 210, by which the right of way is regulated at a traffic junction, in particular at an intersection. The control unit 101 of the vehicle 100 can be configured to recognize a traffic sign 210 relevant to the right of way of the vehicle 100 on the road or roadway traveled by the vehicle 100 based on the sensor data of the one or more environmental sensors 103 (i.e., based on the environmental data) and / or based on digital map information (i.e., map data).

[0063] Fig. 3 shows, by way of example, a vehicle 100 moving on a roadway toward a signaling unit 200, 210 (in particular toward a traffic light system 200 and / or toward a traffic sign 210). The one or more environmental sensors 103 of the vehicle 100 can be configured to capture sensor data (in particular image data) relating to the signaling unit 200, 210. The sensor data can then be analyzed (e.g., using an image analysis algorithm) to determine characteristics of one or more features of the signaling unit 200, 210. In particular, based on the sensor data, it can be determined whether the signaling unit 200, 210 is a traffic light system 200 or a traffic sign 210. Furthermore, it can be determined which signal generator 201 of the traffic light system 200 is relevant for the (planned) direction of travel of the vehicle 100. Furthermore, the (signaling) state of the relevant signal generator 201 (e.g.the color, such as red, yellow or green).

[0064] The quality and / or reliability with which the characteristic of a signaling unit 200, 210 can be determined based on the environmental data typically depend on the distance 311 of the vehicle 100 from the signaling unit 200, 210. Furthermore, current weather conditions typically have a significant influence on the quality and / or reliability of the determined characteristic. Furthermore, the quality and / or reliability can vary for different characteristics.

[0065] The vehicle 100 can have a storage unit 104 on which digital map information (i.e., map data) relating to the road network traveled by the vehicle 100 is stored. The map data can indicate, as attributes, characteristics of one or more features of one or more signaling units 200, 210 in the road network. In particular, the map data for a traffic light system 200 can indicate the assignment of the one or more signal heads 201 or signal groups 201 to different possible directions of travel. In other words, the map data can indicate which signal head or signal group 201 is responsible for authorizing which direction of travel. The map data can optionally be received at the vehicle 100 by means of a communication unit 105 of the vehicle 100 via a wireless communication connection (e.g., a WLAN or LTE communication connection).

[0066] The control unit 101 of the vehicle 100 can be configured (e.g., based on the current position of the vehicle 100 and on the basis of a planned route and / or on the basis of the environmental data of one or more environmental sensors 103) to determine that the vehicle 100 is approaching a signaling unit 200, 210 ahead. Furthermore, the control unit 101 can determine the characteristics of one or more features of the signaling unit 200, 210 ahead based on the (stored and / or received) map data. In particular, the map data can be used to determine which signal generator or signal group 201 of a traffic light system 200 is assigned to the current or planned direction of travel of the vehicle 100. Furthermore, the current status of the assigned signal generator or signal group 201 can be determined based on the environmental data.Based on this, an automated driving function (e.g., automated longitudinal guidance of the vehicle 100) can then be carried out reliably and conveniently. In particular, by taking the map data into account, the characteristics of one or more relevant features of a signaling unit 200 can be determined even at a relatively large distance 311 between the vehicle 100 and the signaling unit 200, thereby increasing the reliability, availability, and convenience of an automated driving function.

[0067] A vehicle 100 may be configured to use information relating to a signaling unit 200, 210 that is or has been passed by the vehicle 100 to create and / or supplement the map data. The map data may be created and / or supplemented locally by the vehicle 100 and / or centrally by a central unit 300 (e.g., by a backend server) (see Fig. 3 ). In the immediate vicinity of a signaling unit 200, 210, the one or more environmental sensors 103 of a vehicle 100 can typically detect environmental data that precisely indicate the characteristics of one or more features of the signaling unit 200, 210. In particular, the association between signal generators or signal groups 201 and possible directions of travel can be determined precisely and reliably in the immediate vicinity based on the detected environmental data.

[0068] The vehicle 100 can be configured to transmit the determined information (e.g., the environmental data and / or the determined characteristics of the one or more features) via a wireless communication connection 301 to the central unit 300 (in conjunction with an identifier for the respective signaling unit 200, 210, for example, in conjunction with the position of the signaling unit 200, 210). The central unit 300 can then, based on the information provided by a plurality of vehicles 100, create and / or update map data that displays the characteristics of one or more features as attributes for a plurality of different signaling units 200, 210. The map data can then be provided to the individual vehicles 100 in order to support the operation of an automated driving function (as explained above).

[0069] The vehicle 100 typically includes a user interface 107 with one or more control elements and / or with one or more output elements. Fig. 4 shows an exemplary user interface 107 with a display unit 400, in particular with a screen, for outputting visual information. On the display unit 400, a suggestion for automatically driving the vehicle 100 can be output to a signaling unit 200, 210 located ahead, for example, via a display element 401. Alternatively or additionally, a display element 402 can be provided, which displays the status of the driving function (e.g., active or inactive).

[0070] Alternatively or additionally, the user interface 107 may comprise at least one loudspeaker 420 as an output element, via which an acoustic output (e.g. a warning tone) can be output to the driver of the vehicle 100.

[0071] Furthermore, the user interface 107 can comprise one or more control elements 411, 412, 413 that enable the driver of the vehicle 100 to activate and / or parameterize the driving function. An exemplary control element is a rocker switch 411, which enables the driver to specify a set speed (i.e., a target driving speed) for the vehicle 100, in particular to increase or reduce it. Another exemplary control element is a set control element 412, which enables the driver to specify the current driving speed as the set speed and / or to accept a suggestion for automatically driving the vehicle 100 at a signaling unit 200, 210 located ahead. Furthermore, the user interface 107 can comprise a resume control element 413, which enables the driver, for example, to reactivate the driving function at a previously specified set speed.

[0072] The control unit 101 of the vehicle 100 can be configured to provide automated longitudinal guidance of the vehicle 100 in urban areas. This driving function can be referred to, for example, as an Urban Cruise Control (UCC) driving function. The driving function can be provided in an automatic mode (aUCC) and / or in a manual mode (mUCC).

[0073] The driver may be enabled to specify via the user interface 107 whether the driving function should be operated in automatic or manual mode.

[0074] The control unit 101 of the vehicle 100 can be configured to detect a signaling unit 200, 210 ahead on the route of the vehicle 100 based on the environmental data of the one or more environmental sensors 103 and / or based on the map data (in conjunction with the position data of the position sensor 106 of the vehicle 100). In the manual mode of the UCC driving function, a suggestion or a request can then be issued via the user interface 107 as to whether the signaling unit 200, 210 should be taken into account in the automated longitudinal guidance of the vehicle 100 or not. The driver of the vehicle 100 can then, e.g., by actuating the set control element 412, accept or reject or ignore the suggestion. On the other hand, in the automatic mode of the UCC driving function, the detected signaling unit 200, 210 can, if necessary, be automatically (i.e.without requiring feedback from the driver) in the automated longitudinal guidance of the vehicle 100.

[0075] If the detected signaling unit 200, 210 is taken into account in the automated longitudinal guidance of the vehicle 100, then (depending on the type and / or (signaling) state of the signaling unit 200, 210) an automatic deceleration can be initiated to automatically bring the vehicle 100 to a standstill (e.g., at a red traffic light or a stop sign). Furthermore, (e.g., after a change in the (signaling) state of the signaling unit 200, 210, such as after a change to green) an automatic start of the vehicle 100 can be initiated. The vehicle 100 can then be automatically accelerated back to the set speed (taking into account a specified minimum or target distance from a vehicle in front).

[0076] The UCC driving function thus enables the driver of a vehicle 100 to use the ACC driving function even on a road with one or more signaling units 200, 210 (without having to deactivate and reactivate the ACC function on the individual signaling units 200, 210).

[0077] The control unit 101 can be configured to determine, based on the surroundings data and / or the map data, whether or not a signaling unit 200, 210 located ahead can be taken into account in the automated longitudinal guidance. If it is determined that the signaling unit 200, 210 located ahead cannot be taken into account in the automated longitudinal guidance, an output (e.g., a visual output via a display unit 400, 402) can be sent to the driver of the vehicle 100 to inform the driver of the vehicle 100 that the signaling unit 200, 210 located ahead cannot be taken into account in the automated longitudinal guidance. This display can be referred to as an "unavailability display." It is then the task of the driver of the vehicle 100 to decelerate the vehicle 100 before the signaling unit 200, 210, if necessary (e.g.,because the traffic light turns red or because the signalling unit 200, 210 is a stop sign).

[0078] Furthermore, the control unit 101 can be configured to detect, during operation of the UCC driving function, that the vehicle 100 can no longer be automatically guided longitudinally (e.g., because the driver has manually intervened in the longitudinal guidance of the vehicle 100). In this case, a takeover request (i.e., a takeover request, TOR) can be issued to the driver of the vehicle 100 to prompt the driver to manually take over the longitudinal guidance of the vehicle 100.

[0079] The vehicle 100 may include one or more driver sensors 108 configured to acquire sensor data relating to the driver of the vehicle 100 (this sensor data is also referred to as driver data in this document). An exemplary driver sensor 108 is a camera directed at the driver position of the vehicle 100. The control unit 101 may be configured to determine, based on the driver data, whether or not the driver is sufficiently attentive to the driving task or to monitoring the driving function. Alternatively or additionally, the driver's level of attention to the driving task or to monitoring the driving function may be determined. Furthermore, the control unit 101 may be configured to operate the driving function, in particular the UCC driving function, depending on the determined level of attention of the driver.This way, the comfort and safety of the driving function can be further increased.

[0080] As already explained above, the control unit 101 can be configured to recognize or detect a signaling unit 200, 210 located ahead based on map data (in conjunction with position data relating to the current position of the vehicle 100). Furthermore, the control unit 101 can be configured to recognize or detect the signaling unit 200, 210 located ahead based on environmental data from one or more environmental sensors 103 (in particular from a camera) of the vehicle 100. The automated (UCC) driving function can be operated on the detected signaling unit 200, 210 depending on whether the signaling unit 200, 210 was recognized based on the map data and / or on the basis of the environmental data; at or from which recognition time the signaling unit 200, 210 was recognized based on the map data or on the basis of the environmental data; and / or at which configuration time a configuration change of the UCC driving function (e.g., between automatic mode and manual mode) was made relative to the recognition time of the signaling unit 200, 210.

[0081] In particular, the control unit 101 can be configured to inform the driver about the unavailability of the automated longitudinal guidance support at the detected signaling unit 200, 210 (e.g., by means of an optical, a haptic, and / or an acoustic output via the user interface 107) if the signaling unit 200, 210 was detected only on the basis of the surroundings data, but not on the basis of the map data.

[0082] The control unit 101 can thus be configured to offer and / or provide automated longitudinal guidance support at the detected signaling unit 200, 210 only if the signaling unit 200, 210 is detected not only based on environmental data but also based on map data. If automated longitudinal guidance support cannot be provided at the detected signaling unit 200, 210, the driver can be informed of the unavailability of the automated support via the user interface 107 (through an unavailability output). This can enable safe operation of the UCC driving function.In particular, it can be reliably avoided that the stop line of a recognized signaling unit 200, 210 is crossed in an inadmissible manner because the driver mistakenly assumes that he is being supported in the longitudinal guidance at the recognized signaling unit 200, 210.

[0083] In a signaling unit 200, particularly in a traffic light system 200, with multiple signal groups 201, it is often not possible to reliably determine which traffic light color is relevant for the vehicle 100. A signal group 201 can comprise all synchronized traffic lights or signal generators of a traffic light system 200. At an intersection with separately switched traffic lights for left-turners on the one hand and for straight-ahead or right-turners on the other, there is thus an approach with two different signal groups 201.

[0084] The control unit 101 can be configured to provide the automatic mode of the UCC driving function, i.e., aUCC, possibly only at a traffic signal system 200 with a single signal group 201. At a traffic signal system 200 with several different signal groups 201, the manual mode of the UCC driving function, i.e., mUCC, can be provided. In this case, the driver receives a suggestion for longitudinal guidance support via the user interface 107, which the driver can then accept, if necessary, by actuating a control element 412 of the user interface 107 (which, for example, leads to automated braking at a red signal group 201).

[0085] So that the driving function knows how many different signal groups 201 the traffic signal system 200 has and with which functional characteristic (aUCC or mUCC) it can react to the traffic signal system 200 when approaching, the number of signal groups 201 can be stored as a map attribute in the map data (i.e. in the digital map information). Since this map data can be incorrect in individual cases or the number of signal groups 201 can change due to reconstruction work, a situation can arise in which the UCC driving function (based on the map data) assumes that a traffic signal system 200 with only one signal group 201 for a signaling unit 200, 210 ahead, but two different traffic light colors are detected based on the surrounding data.

[0086] If the map attributes relating to a signaling unit 200, 210 differ from what is detected based on the surrounding data acquired by the vehicle 100, this may be due to the map attributes being incorrect or due to the surrounding data being misinterpreted (false positive). A false positive in the surrounding data often only exists for a relatively short period of time.

[0087] In order to be able to rule out a false positive, the control unit 101 can be configured to repeatedly check the situation in response to a detected deviation or in response to a detected contradiction between environmental data and map data, before a vehicle reaction occurs (in particular before an unavailability output is triggered or before the driving function is operated in manual mode). By repeatedly checking, it may be possible to resolve the contradiction, and thus enable an improved reaction of the driving function to the situation. This delayed reaction can be postponed until a decision time or decision position that is as close as possible to the detected signaling unit 200, 210.which, however, still leaves sufficient time to be able to react safely to the signaling unit 200, 210 automatically and / or manually even after the delayed reaction.

[0088] If the UCC driving function detects several different traffic light colors on the basis of the surrounding data when approaching a traffic light 200 which, according to map data, only has one signal group 201, the decision as to whether manual or automatic braking can be carried out on the traffic light 200 (i.e. whether mUCC or aUCC is carried out) can be delayed. This is possible if the signal group deviation is detected early enough that a reliable reaction to the traffic light 200 can still be carried out even after a delayed reaction. In this case, if a signal group deviation is detected, the driving function does not initially react to the traffic light 200. It is only at the decision time or at the decision position at whichat which a mUCC offer would have to be issued to the driver at the latest in order to comply with both a specified minimum issue duration of the offer and the necessary braking distance of the vehicle 100 under the specification of a maximum comfort deceleration, a decision can then be made as to whether the driving function is operated in automatic mode or in manual mode.

[0089] At the decision point, an mUCC offer is preferentially issued if the discrepancy or contradiction between the surrounding data and the map data still exists. On the other hand, if no discrepancy is detectable at the decision point, a (temporary) false positive of the surrounding data can be assumed, and the driving function can automatically (in aUCC mode) adjust to the traffic light system 200.

[0090] The control unit 101 can thus be configured to determine a decision point or a decision position before a detected signaling unit 200, 210, at which a decision must be made at the latest as to whether the UCC driving function is operated in automatic mode or manual mode. If, at the decision point or at the decision position, there is a contradiction between the environment data-based detection of the signaling unit 200, 210 and the map data-based detection of the signaling unit 200, 210, the UCC driving function can be operated in manual mode. If there is no contradiction, the UCC driving function can be operated in automatic mode. This can increase the comfort and safety of the UCC driving function.

[0091] The control unit 101 can thus be configured to flexibly decide whether the UCC driving function can be operated in automatic mode or manual mode for a detected signaling unit 200, 210. The UCC driving function can thus be operated in mixed operation with automatically performed automated braking and manual offers for performing automated braking. In particular, depending on the complexity of an intersection, such as an intersection, automated braking can be performed automatically, or the need for driver confirmation can be detected before performing automated braking.

[0092] In other words, the control unit 101 can be configured to flexibly decide, based on the map data and the environmental data, whether the UCC function at a detected signaling unit 200, 210 is to be operated in automatic mode or manual mode. In particular, a decision can be made as to whether a detected intersection can be safely controlled in an automated manner or not, and / or whether the relevant signal group 201 can be determined for the vehicle 100 or not.

[0093] If the UCC function is operated in automatic mode and the signal group 201 relevant to vehicle 100 has a braking-relevant color, automated braking can be initiated automatically (without confirmation from the driver of vehicle 100). The automatic initiation of automated braking can be communicated to the driver via user interface 107, e.g., via the instrument cluster.

[0094] If the intersection cannot be safely managed, the UCC function can be operated in manual mode, and the driver can be given an offer to perform automated braking via the user interface 107, in particular via the instrument cluster (optionally visually). In particular, the driver can be shown which traffic light color the vehicle 100 considers relevant. Furthermore, the driver can be shown which control element 412 can be used to accept the offer. The driver can then accept the offer if necessary (e.g., by actuating the control element 412), and automated braking can then be initiated and / or performed with respect to the detected signaling unit 200, 210 if necessary. If the offer is not accepted, the vehicle 100 can be guided automatically longitudinally across the intersection (without taking the detected signaling unit 200, 210 into account).

[0095] The flexible operation of the UCC driving function in automatic mode or in manual mode (depending on the complexity of the detected signaling units 200, 210) can increase the comfort, safety and availability of the UCC driving function.

[0096] The driver of vehicle 100 can be enabled to configure the UCC driving function via user interface 107. The driver can, for example, specify whether the UCC driving function should be operated (if possible) in automatic mode (aUCC) or whether the UCC driving function should generally only be operated in manual mode (mUCC). The configuration or change of the configuration can, for example, take place at a configuration time or at a configuration position (within the lane or road network).

[0097] It may happen that a driving function, in particular the UCC driving function, is already being operated at the configuration time or at the configuration position with respect to a signaling unit 200, 210. The control unit 101 can be configured to only take into account the change in the configuration of the driving function effected at the configuration time or at the configuration position when operating the driving function when the vehicle 100 is in a state in which the configuration changes do not cause an immediate vehicle reaction.

[0098] Within the scope of the UCC driving function, a configuration change via the user interface 107 that could cancel active braking for a specific signaling unit 200, 210 can only be accepted once the active braking has ended or if the active braking has been canceled due to other influences (e.g., cancellation by the driver). The configuration change therefore only affects the next driving situation with a signaling unit 200, 210. Therefore, if the UCC driving function is deactivated (e.g., by the passenger) during active traffic light braking for a traffic light 200, the vehicle 100 continues to brake to a stop in front of the traffic light 200. The driving function is only actually deactivated after the braking.

[0099] In another example within the scope of the UCC driving function, it is possible to switch from an automatic takeover (aUCC) to a manual takeover (mUCC) of a detected signaling unit 200, 210 while the function is already controlling a specific signaling unit 200, 210. The change is then preferably only implemented after the completion of the control already in progress, so that a manual offer is only issued for a subsequently detected signaling unit 200, 210.

[0100] The control unit 101 can thus be configured to check whether, at the configuration time or at the configuration position of a configuration change of the UCC driving function, a signaling unit 200, 210 for the UCC driving function has already been detected and / or whether automated longitudinal guidance with respect to a detected signaling unit 200, 210 has already taken place. If this is the case, the configuration change may only be taken into account for the directly following signaling unit 200, 210 (and not for the signaling unit 200, 210 that has already been detected and / or taken into account). In particular, deactivation of the driving function may only take place after completion of the automated longitudinal guidance with respect to the already detected signaling unit 200, 210. This can ensure particularly safe operation of the UCC driving function.

[0101] As already explained above, the control unit 101 can be configured to detect a signaling unit 200, 210 located in front of the vehicle 100 in the direction of travel based on the surrounding data (and possibly based on the map data). Furthermore, the color of a signal group 201 of the signaling unit 200, 210 can be determined based on the surrounding data.

[0102] It may happen (e.g., in the case of a relatively late change in the color of a signal group 201 from green to yellow) that automated and / or manual braking can no longer be performed for a detected signaling unit 200, 210 (with a certain, specified maximum deceleration). In such a case, an unavailability output could be output to the driver of the vehicle 100 to indicate to the driver that no automated braking will occur for the detected signaling unit 200, 210. However, the output of an unavailability output, in particular an unavailability indication, would typically not be useful in such a situation, since manual braking can no longer be performed by the driver of the vehicle 100 either.

[0103] The control unit 101 can be configured to suppress an unavailability output if it is detected shortly before reaching the signaling unit 200, 210 that the signaling unit 200, 210 cannot be taken into account in the automated longitudinal guidance of the vehicle 100. In particular, the control unit 101 can be configured to check at a time or at a position at which the unavailability of support for a signaling unit 200, 210 is detected, whether the time until the signaling unit 200, 210 is reached corresponds to or falls below a specific time threshold; and / or whether the distance 311 until the signaling unit 200, 210 is reached corresponds to or falls below a specific distance threshold.

[0104] The duration threshold and / or the distance threshold can each be speed-dependent or speed-independent. The duration threshold and / or the distance threshold can be set such that for durations longer than the duration threshold and / or for distances greater than the distance threshold, manual braking of the vehicle 100 by the driver to stop the vehicle 100 at the detected signaling unit 200, 210 is still possible and / or advisable. For example, a maximum possible deceleration of the vehicle 100 and / or a predefined reaction time of the driver can be taken into account.

[0105] The control unit 101 may be configured to inhibit the output of an unavailability output if it is determined that the time until the signaling unit 200, 210 is reached corresponds to or falls below the specific time threshold; and / or that the distance 311 until the signaling unit 200, 210 is reached corresponds to or falls below the specific distance threshold.

[0106] On the other hand, the output of the unavailability output can be caused.

[0107] The control unit 101 can thus be configured to ensure that no unavailability indication (NVA) is output due to false detection and / or due to a traffic light that switches to yellow late in an area that is not relevant for the driver until the traffic light 200 is reached (in particular because manual braking is no longer expedient), since the output of such an NVA would represent an additional disturbance factor for the driver.

[0108] In particular, it can be ensured that no NVA is output at a specific distance x 311 in [m] and / or at a specific time interval in [s] before reaching the traffic light 200. The minimum distance x to the stop position of the traffic light 200 can be independent of speed and can possibly represent a lower limit. Below this distance value, the NVA may then generally not be displayed. The time criterion can be speed-dependent. This criterion can then result in the NVA not being output, particularly at relatively high speed ranges. By suppressing the output of the NVA, the comfort of the driving function for the driver of the vehicle 100 can be increased.

[0109] As already explained above, the UCC driving function can be operated in a manual mode, in which the driver of vehicle 100 is provided with an offer for longitudinal guidance assistance at a recognized signaling unit 200, 210. The driver of vehicle 100 then has the option of accepting the offer (e.g., by actuating the set control element 212). If the offer is accepted, automated braking can be performed, for example, at the recognized signaling unit 200, 210 if necessary.

[0110] It may happen, e.g., when the vehicle 100 is traveling on a straight road, that the next signaling unit 200, 210 ahead is already detected at a relatively large (temporal and / or spatial) distance 311 before reaching the signaling unit 200, 210 (based on the surrounding data). At this moment, the detected signaling unit 200, 210 may still be irrelevant for the longitudinal guidance of the vehicle 100 and / or for the driver of the vehicle 100. An output to the driver of the vehicle 100, e.g., regarding an offer to support the automated longitudinal guidance at the detected signaling unit 200, 210, could be perceived by the driver as disturbing and / or irritating.

[0111] Furthermore, it may happen that the signaling unit 200, 210 is covered at a later time and thus no longer detectable. This could lead to a withdrawal of the offer to the driver and thus to driver confusion.

[0112] The control unit 101 can be configured to determine whether the (spatial and / or temporal) distance 311 to a detected signaling unit 200, 210 is equal to or greater than an output threshold. Furthermore, the control unit 101 can be configured to trigger an output related to the detected signaling unit 200, 210 (e.g., an offer to consider the detected signaling unit 200, 210 in automated longitudinal guidance) only when the (spatial and / or temporal) distance 311 to the detected signaling unit 200, 210 is equal to or less than the output threshold.

[0113] The control unit 101 can thus be configured to consider a required minimum output distance to a detected signaling unit 200, 210. A missing condition regarding a minimum output distance could lead to confusion for the driver, since implausible changes with respect to an offer to support automated longitudinal guidance at the detected signaling unit 200, 210 could be displayed on the screen 400 (e.g., in the instrument cluster and / or in the head-up display), even though the signaling unit 200, 210 (e.g., a red traffic light) is not (yet) relevant to the driver. Such changes could, for example, be caused by uncertainties in camera detection (due to the relatively high distance).

[0114] The control unit 101 can be configured to only output an offer with respect to a signaling unit 200, 210 if a certain distance to the signaling unit 200, 210 is undershot. If necessary, no display is made if the vehicle 100 is in the xth row (with x> 1) in front of the signaling unit 200, 210. False and / or implausible displays can thus be eliminated. The control unit 101 can thus be configured to suppress the output of an offer as long as the predefined output distance 311 to the signaling unit 200, 210 is not undershot. This can increase user convenience.

[0115] The control unit 101 can be configured to sequentially search for a (directly) subsequent second signaling unit 200, 210, which can or should be taken into account in the longitudinal guidance of the vehicle 100, after the support for the longitudinal guidance of the vehicle 100 has ended at a first signaling unit 200, 210. In particular, within the scope of the mUCC driving function, after the braking process has been completed at a first signaling unit 200, 210, a suggestion for considering a subsequent second signaling unit 200, 210 can be output. Alternatively, within the scope of the aUCC driving function, after the braking process has been completed at a first signaling unit 200, 210, the subsequent second signaling unit 200, 210 can be automatically considered (and, if necessary, an associated automated braking process) can take place.

[0116] The detection of a subsequent second signaling unit 200, 210 may be impaired, particularly when approaching a traffic light (i.e., at a first signaling unit 200, 210) (e.g., because the surrounding data still partially display information relating to the first signaling unit 200, 210). This may lead to driving function behavior that is implausible for the driver of the vehicle 100.

[0117] The control unit 101 can be configured to determine the time period and / or the spatial distance since the vehicle 100 started moving at the first signaling unit 200, 210. The output of an offer for considering a subsequent second signaling unit 200, 210 and / or the automatic consideration of a subsequent second signaling unit 200, 210 can be suppressed, as long as the time duration is less than or equal to a time duration threshold; and / or as long as the spatial distance of the vehicle 100 from the first signaling unit 200, 210 is less than or equal to a distance threshold; and / or as long as the driving speed of the vehicle 100 is less than or equal to a speed threshold.

[0118] The control unit 101 can thus be configured to suppress all manual and / or automatic offers for consideration by signaling units 200, 210 for a defined period of time after the vehicle 100 has started moving. Alternatively or additionally, it may be necessary for a minimum speed of the vehicle 100 to be exceeded in order to allow a manual and / or automatic offer.

[0119] In particular, after vehicle 100 starts moving, a blocking timer can be started that suppresses all offers up to a defined time from the beginning of the "driving" state. Furthermore, no offers may be issued up to a defined speed. This can further increase the convenience of the driving function.

[0120] As explained above, the vehicle 100 may include one or more driver sensors 108 configured to collect driver data (i.e., sensor data) relating to the driver of the vehicle 100. The UCC driving function may be operated based on the driver data. In particular, information may be output to the driver of the vehicle 100 or prevented based on the driver data.

[0121] The control unit 101 of the vehicle 100 can be configured to determine, based on the driver data, whether the driver is sufficiently attentive with regard to the driving task or with regard to monitoring the driving function. Furthermore, the control unit 101 can be configured to supplement an unavailability indicator (NVA) displayed on the screen 400 of the user interface 107 by outputting a visual and / or haptic signal if it is determined that the driver is not sufficiently attentive. This can increase the comfort and safety of the UCC driving function.

[0122] The unavailability indicator can be issued, for example, if it is detected that the driving function can no longer react to the traffic light in time (e.g., due to late detection of a traffic light, due to the traffic light turning yellow late, due to a concealed camera 103, etc.) (and thus automated braking at the traffic light is not available). The NVA can be displayed, for example, in the instrument cluster and / or the head-up display. If the driver is inattentive at the time the NVA is issued, this could lead to the driver overlooking the visual indication (and continuing to assume that the traffic light 200 is being taken into account in the automated longitudinal guidance).

[0123] In addition to the visual warning, an acoustic signal can be given to a driver identified as inattentive, prompting them to pay attention. Alternatively or in addition, a steering wheel vibration and / or activation of light strips on the steering wheel can be triggered. This ensures that the traffic light for which NVA is displayed is not missed by the driver.

[0124] Based on the sensor data from an interior camera 108, the driver's state can be determined using a driver model. If it is detected that the driver is inattentive, a sound can be emitted in addition to the unavailability indicator. Alternatively or additionally, additional haptic or further visual feedback can be provided.

[0125] During operation of a driving function, in particular a driver assistance function, a change in the driving behavior of the vehicle 100 may occur. For example, the driving function may automatically abort a braking process that has already been initiated, e.g., in order to accelerate the vehicle 100 again. This can occur, for example, within the scope of the UCC driving function if, during automated braking at a traffic light system 200 with a red signal group 201, the signal group 201 changes to green. The change in the driving behavior of the vehicle 100 caused by the driving function may be perceived as unsettling and / or uncomfortable by the driver of the vehicle 100, particularly if the driver of the vehicle 100 is inattentive.

[0126] The control unit 101 can be configured to determine that the driving behavior of the vehicle 100 caused by the driving function of the vehicle 100 has changed significantly or will change significantly at a specific time of change. Furthermore, the control unit 101 can be configured to determine, based on the driver data from the one or more driver sensors 108, that the driver of the vehicle 100 is inattentive to the driving task at the time of change. In response, information indicating the change in driving behavior can be output to the driver of the vehicle 100 (e.g., via a visual and / or acoustic output). This can increase the comfort for the driver of the vehicle 100.

[0127] The UCC driving function is typically designed as a driving function according to SAE Level 2. With such a driving function, especially with such a driver assistance system, the driver is only supported in the (longitudinal) guidance of the vehicle 100 and must still be able to act independently at all times. The driving function can be configured such that, in a situation in which the driving function changes the driving behavior of the vehicle 100 in such a way that the driver must react or at least monitor the vehicle 100 with increased attention, information relating to the change in driving behavior is output.

[0128] The control unit 101 can thus be configured to inform a driver identified as inattentive visually and / or acoustically and / or haptically about the change when the driving function changes its characteristics significantly, e.g., if braking is aborted and the vehicle accelerates back into free travel.

[0129] If the UCC driving function automatically brakes for a traffic light 200 and this changes from red to green during control, the control unit 101 can cause the UCC driving function to abort the braking and transition to clear driving or to following driving (if there is a vehicle ahead), particularly if the driver is detected as being attentive via the interior camera 108. If the driver is not detected as being attentive in this situation, the driver can be alerted to the changed conditions, e.g., via a gong, acoustically and / or visually. For safety reasons, braking can then be continued despite the traffic light being green until the driver is detected as being attentive again. In this way, the safety of the driving function can be further increased.

[0130] Another example within the scope of the UCC driving function is the unavailability indicator (NVA). If a red traffic light 200 is detected so late that braking is no longer (automatically) possible given the functional limits of the driving function, the driving function typically does not initiate braking and instead displays an unavailability indicator to the driver. If the driver does not brake independently in this situation, a red traffic light 200 could be passed. For this reason, the driver's attention (particularly via the interior camera 108) can be checked (particularly at the same time) when the unavailability indicator is output. If the driver is detected as inattentive, an acoustic gong can be emitted, alerting the driver that no braking is being performed by the UCC driving function and that a driver reaction may be necessary.This can increase the safety and comfort of the driving function.

[0131] The control unit 101 of the vehicle 100 can be configured to adapt the deceleration and / or acceleration of the vehicle 100 automatically effected within the scope of a driving function, in particular within the scope of the UCC driving function, in particular the temporal progression of the deceleration and / or acceleration, depending on the driver data, in particular depending on the detected level of the driver's attention. This can increase the comfort and safety of the driving function.

[0132] By monitoring driver attention, it is possible to design the braking process of vehicle 100 in such a way that the resulting vehicle movement alerts the driver to the start of an automated braking maneuver. This can increase the likelihood that the driver of vehicle 100 will monitor the automated braking. For example, braking can begin with a jerk, triggering a haptic signal to the driver (who is detected as inattentive) as a reminder to focus attention on the driving task.

[0133] Alternatively or additionally, the temporal progression of a deceleration and / or acceleration of the vehicle 100 can depend on a selected driving mode (e.g., sporty, comfort, and / or energy-saving). For example, it may be possible (e.g., in a sport mode) to begin deceleration of the vehicle 100 at a later time and / or to perform it with an increased deceleration value if the driver of the vehicle 100 is recognized as attentive. This can increase the comfort and safety of a driving function.

[0134] The control unit 101 can be configured to determine (in particular based on the surroundings data and / or the map data) the type of signaling unit 200, 210 (from a predefined set of different types). Example types are a traffic light 200 or a traffic sign 210. Alternatively or additionally, the control unit 101 can be configured to predict (in particular based on the surroundings data and / or the map data) duration information relating to the duration that the vehicle 100 is expected to have to stop at the preceding signaling unit 200, 210 before the vehicle 100 can start moving again. Thus, (based on the map data and / or the surroundings data) stopping information relating to the stop of the vehicle 100 at the preceding signaling unit 200, 210 can be determined.

[0135] The automated deceleration of the vehicle 100 at the preceding signaling unit 200, 210 can then be effected as a function of the duration information and / or as a function of the type of signaling unit 200, 210 (i.e. as a function of the stop information). In particular, the temporal progression of the deceleration and / or the total duration of the deceleration process can be adapted or determined as a function of the duration information and / or as a function of the type of signaling unit 200, 210 (i.e. as a function of the stop information). For example, at a traffic light 200 with a red signal group 201, a relatively slow deceleration process can be selected (since the vehicle 100 must wait until the signal group 201 changes to green anyway). On the other hand, a relatively fast deceleration process can be selected at a stop sign 210, since the vehicle 100 may have to stop after stopping.can continue driving immediately (if traffic on the intersecting road allows it). Adjusting the deceleration curve can increase the comfort of the driving function.

[0136] Within the scope of the UCC driving function, the vehicle 100 is typically controlled until it comes to a standstill. As explained above, a different deceleration pattern can be used depending on the type of signaling unit 200, 210. In particular, automated braking for a traffic light 200 can differ from automated braking for a stop sign 210 (because the driver can continue driving immediately after stopping at a stop sign 210).

[0137] Alternatively or additionally, the driving style, in particular the deceleration or deceleration characteristics, of the vehicle 100 can be selected by the user of the vehicle 100 using the driving experience switch. At the driver's request, the driving function can adopt different deceleration profiles at traffic lights 200 and / or stop signs 210 using the driving experience switch (e.g., Eco, Comfort, Sport, etc.). The different deceleration profiles can be achieved by adjusting one or more parameters during trajectory planning of the vehicle 100.

[0138] By adapting the deceleration curve of the UCC driving function to the type of signaling unit 200, 210, the comfort and safety of the driving function can be increased. In particular, disruption to following traffic can be avoided, which could occur, for example, if the deceleration is too slow before a stop sign 210.

[0139] Within the scope of the UCC driving function, the driver of the vehicle 100 can be shown via the user interface 107, in particular on the screen 400, a signaling unit 200, 210 located ahead on the roadway traveled by the vehicle 100, at which the vehicle 100 must stop. For example, the symbol of a red traffic light or a stop sign can be displayed on the screen 400. Alternatively or additionally, an acoustic output can be triggered with respect to the detected signaling unit 200, 210. An automated braking process of the vehicle 100 can then be triggered automatically (aUCC) or after confirmation by the driver (mUCC) until it comes to a standstill at the signaling unit 200, 210, in particular up to the stop line of the signaling unit 200, 210.

[0140] The control unit 101 can be configured (based on the acquired environmental data) to monitor the (signaling) state, in particular the color, of the signal group 201 of the signaling unit 200, 210 relevant to the vehicle 100 while the vehicle 100 is stationary at the signaling unit 200, 210. Furthermore, the control unit 101 can be configured to change the display relating to the signaling unit 200, 210 or to completely delete or withdraw it (and / or to generate an acoustic output) when a phase change of the signal group 201 from red to green is detected and / or as soon as the vehicle 100 has come to a standstill at the signaling unit 200, 210. Thus, the driver of the vehicle 100 can be clearly informed that the signaling unit 200, 210 is no longer relevant for the longitudinal guidance of the vehicle 100.The display can be reset in automatic mode and / or manual mode of the UCC driving function.

[0141] Furthermore, the driver of the vehicle 100 can be enabled to initiate the vehicle 100's departure from the signaling unit 200, 210 (particularly after detecting a phase change from red to green) via an operating element 413 (e.g., via the Resume button) of the user interface 107. In particular, the driver can be enabled to initiate the vehicle 100's acceleration back to the set set or target speed (taking into account a set target distance from a vehicle in front) by actuating the operating element 413. Starting from the signaling unit 200, 210 by actuating the (Resume) operating element 413 can be enabled in the automatic mode and / or in the manual mode of the UCC driving function.

[0142] Furthermore, starting after a standstill at the signaling unit 200, 210 can be initiated by pressing the accelerator pedal of the vehicle 100. However, this may result in the UCC driving function being aborted. Starting via a control element 413 (in particular via a button) of the user interface 107 thus enables a convenient continuation of the UCC driving function at a sequence of consecutive signaling units 200, 210 (in automatic mode and / or in manual mode of the UCC driving function).

[0143] In particular, the UCC driving function can be designed such that, at a (possibly manually confirmed) traffic light 200 (mUCC), after a standstill and after a green change is detected, the display relating to the traffic light 200 is withdrawn. Furthermore, the driver can be enabled to drive off using button 413. This can increase the convenience of the UCC driving function. Furthermore, consistent behavior with the ACC driving function (at a standstill without a vehicle in front) can be achieved. The control unit 101 can be configured to activate a timer at a (possibly manually confirmed) traffic light 200 from the start of the phase change detection to green, which timer causes the red display relating to the traffic light 200 to be removed from the start of the vehicle 100's standstill.

[0144] The control unit 101 of the vehicle 100 can be configured to block or prevent the vehicle 100 from starting at a signaling unit 200, 210 in response to the actuation of an operating element 411, 412, 413 of the user interface 107 if it is detected that the vehicle 100 is located in the first row at the signaling unit 200, 210. In other words, starting via the actuation of an operating element 411, 412, 413 of the user interface 107 may only be enabled if at least one other vehicle 100 in front of the vehicle 100 is positioned at the signaling unit 200, 210. This can increase the safety of the UCC driving function. In particular, it can be reliably prevented that the driver of the vehicle 100, by unconsciously actuating an operating element 411, 412, 413 of the user interface 107 (in particular the rocker switch 411 and / or a button 412, 413), starts driving at a (possiblyred) traffic light 200.

[0145] It can thus be reliably prevented that the driver, when stationary at a red traffic light 200, unconsciously initiates a start, for example, by adjusting the set speed using the rocker switch 411 or confirming a limit offer with the SET button 412. Furthermore, it can be prevented that a button press by the driver causes the vehicle 100 to start moving again and accelerate to the set speed. This can be achieved in particular by making the transition from the "vehicle stationary" state to the "start" state impossible or blocked as a result of the driver confirming a control element 411, 412, 413 as long as the vehicle 100 is in the first row in front of a stop-relevant traffic light 200. Actuation of a control element 411, 412, 413 is therefore ineffective.

[0146] The control unit 101 of the vehicle 100 can be configured to determine, based on the surroundings data and / or the position data (in conjunction with the map data), whether the vehicle 100 is in the first row at a signaling unit 200, 210 or not. In particular, the distance of the vehicle 100 to the stop point or to the stop line of the signaling unit 200, 210 can be determined. Based on the determined distance, it can then be determined whether the vehicle 100 is in the first row or not.

[0147] It may happen that the state of the signaling unit 200, 210, in particular the color of a signal group 201 of the signaling unit 200, 210, cannot be detected or cannot be reliably detected based on the environmental data of one or more environmental sensors 103 of the vehicle 100. This could lead to reduced availability of the UCC driving function.

[0148] The control unit 101 can be configured to detect the vehicle in front (directly) driving in front of the vehicle 100 based on the surroundings data. The UCC driving function, in particular the automated longitudinal guidance of the vehicle 100, can then be implemented or provided at the signaling unit 200, 210 based on the driving behavior of the vehicle in front. By taking the driving behavior of the vehicle in front into account when operating the UCC driving function, the availability and thus the comfort of the driving function can be increased.

[0149] During operation of the UCC driving function, for example, it may occur that the color of a traffic light 200 cannot be adequately recognized due to obscuration or poor lighting conditions. Furthermore, with a complex intersection geometry (with different signal groups 201), it may not be possible to assign the various signal groups 201 to the individual directions of travel. To increase the degree of automation of the longitudinal control function and consequently to increase comfort for the driver, the behavior of the vehicle in front can also be evaluated and taken into account during operation of the driving function, if necessary in addition to the traffic light colors and / or the attributes of a signaling unit 200, 210 from the map data.

[0150] If, for example, the vehicle in front drives over the traffic light 200 ahead, which could potentially be green, the vehicle in front can be followed if necessary. In particular, automated braking can be canceled if necessary, as long as a potentially relevant green traffic light is detected based on the surroundings data. In other words, the control unit 101 can be configured to detect, based on the surroundings data, whether at least one of the signal groups 201 of the traffic light system or traffic light 200 ahead has a green color. If this is the case, and if it is detected (based on the surroundings data) that the vehicle in front driving (directly) in front of the vehicle 100 is driving over the traffic light system 200, the vehicle 100 can also be caused to drive over the traffic light system 200 (even if it could not be clearly determined based on the surroundings data and the map data whether the signal group 201 with the green color is relevant for the direction of travel of the vehicle 100).By taking the driving behavior of the vehicle in front into account in this way, the availability of the driving function can be increased in a safe manner.

[0151] Alternatively or additionally, the control unit 101 can be configured to assume that the traffic light 200 has switched from red to green (or is off in the case of on-demand traffic lights) if visibility of the traffic light 200 is lost while the vehicle 100 is stationary and a vehicle in front is approaching. This can then trigger an automated start-up of the vehicle 100. In other words, the control unit 101 can be configured to detect that the vehicle in front, which is (directly) in front of the vehicle 100 at a signaling unit 200, 210, is starting to move. This can then trigger an automated start-up of the vehicle 100, even without detecting the (signaling) state of the signaling unit 200, 210 (possibly only after the driver of the vehicle 100 has actuated a control element 411, 412, 413). In this way, the availability of the UCC driving function can be increased in a safe manner.

[0152] The driver of vehicle 100 typically has the option of overriding the automated longitudinal control of the UCC driving function by pressing the accelerator pedal and / or the brake pedal. The detected actuation of the accelerator pedal and / or the brake pedal can also be used to terminate the UCC driving function. However, the automatic termination of the UCC driving function in response to a detected actuation of the accelerator pedal and / or the brake pedal of vehicle 100 can lead to reduced comfort and / or reduced safety of the UCC driving function.

[0153] For example, it may happen that the stopping position of the vehicle 100 at a signaling unit 200, 210, in particular at the stop line of a signaling unit 200, 210, is perceived by the driver of the vehicle 100 as being too far in front of the signaling unit 200, 210 (in particular if the vehicle 100 is in the first row in front of the stop line and thus has no vehicle in front). In such a case, the driver might be inclined to drive the vehicle 100 closer to the stop line by pressing the accelerator pedal, which could, however, lead to the abort of the UCC driving function and / or possibly prevent automated starting within the driving function.

[0154] In another example, the driver of vehicle 100 might be inclined to change from a standstill in a first lane before a traffic light 200 to an adjacent lane (e.g., to reduce the distance to the stop line). For this purpose, the driver would press the accelerator pedal to move vehicle 100 into the adjacent lane. This could lead to the termination of the UCC driving function and thus to a lack of longitudinal guidance support when subsequently approaching the traffic light 200.

[0155] Furthermore, it could happen that a signaling unit 200, 210 detected by the UCC driving function is not taken into account in the automated longitudinal guidance of the vehicle 100 (and may be driven over without automated braking) if the driver presses the accelerator pedal at the time of detection of the signaling unit 200, 210 (and therefore the support of the UCC driving function is terminated).

[0156] On the other hand, it should be possible for the driver of the vehicle 100 to override the UCC driving function, e.g. in the event of incorrect braking of the driving function, in a reliable and comfortable manner (in particular by actuating the accelerator pedal).

[0157] The control unit 101 can be configured to determine deflection information relating to the deflection, in particular the extent of the deflection, of the accelerator pedal. The deflection information can be determined, for example, based on an accelerator pedal sensor of the vehicle 100. Alternatively or additionally, the control unit 101 can be configured to determine time information relating to the duration of the actuation of the accelerator pedal. It can then be determined, based on the deflection information and / or the time information, whether or not the support of the automated longitudinal guidance of the vehicle 100 is provided at a signaling unit 200, 210 and / or whether or not the driving function is terminated.

[0158] In particular, the control unit 101 can be configured to determine, based on the deflection information, whether the deflection of the accelerator pedal is greater or less than a deflection threshold (e.g., 25% of the maximum possible deflection of the accelerator pedal). Furthermore, the control unit 101 can be configured to determine, based on the time information, whether the duration of the deflection of the accelerator pedal is greater or less than a time threshold (e.g., 4 seconds).

[0159] The control unit 101 may be configured to allow operation of the accelerator pedal without terminating the UCC driving function if it is determined that the deflection of the accelerator pedal is less than or equal to the deflection threshold; and the duration of the accelerator pedal operation is less than or equal to the time threshold.

[0160] On the other hand, a drop or termination of the UCC driving function can be effected if it is determined that the deflection of the accelerator pedal is greater than the deflection threshold; or the duration of the accelerator pedal operation is greater than the time threshold.

[0161] The cancellation or termination may only apply to the next signaling unit 200, 210 following the accelerator pedal operation. Thus, only a temporary cancellation or termination of the UCC driving function may be effected (only for the signaling unit 200, 210 that directly follows the accelerator pedal operation).

[0162] This can increase the comfort and / or safety of the UCC driving function. In particular, this can enable the driver of the vehicle 100 to drive the vehicle 100 closer to the stop line and / or into an adjacent lane in front of a signaling unit 200, 210 by (lightly) pressing the accelerator pedal (without terminating the automated support of the UCC driving function, for example for the subsequent start of the vehicle 100). Furthermore, this can ensure that a detected signaling unit 200, 210 is taken into account in the automated longitudinal guidance of the vehicle 100 even if the driver briefly and relatively lightly presses the accelerator pedal (while the signaling unit 200, 210 is detected). Furthermore, this can enable a comfortable and safe override of an intervention by the UCC driving function.

[0163] The driving function can thus be configured in such a way that the driving function is immediately disabled (only) when a certain accelerator pedal angle is exceeded. Furthermore, the driving function can be disabled if a certain time threshold for the accelerator pedal actuation is exceeded (even if the deflection threshold is not exceeded). Alternatively, the time until the time threshold is reached can be used by the driver to approach the stop line at an intersection.

[0164] Furthermore, the driving function can be configured such that the driving function is not interrupted if a traffic light 200 is detected while the accelerator pedal is depressed. This reliably prevents the vehicle from passing the traffic light 200 without reacting.

[0165] When stationary at a red traffic light 200, it may happen that the driver starts driving by pressing the accelerator pedal when the traffic light 200 turns green because the change to green has not yet been detected by the UCC driving function (e.g., due to latency and / or failure to detect the color change). Pressing the accelerator pedal could abort the UCC driving function (and lead to the issuance of an associated takeover request (TOR). This may be perceived as disruptive by the driver of vehicle 100.

[0166] The control unit 101 can be configured to determine speed data relating to the driving speed of the vehicle 100 during a start-off process initiated by the driver of the vehicle 100 by actuating the accelerator pedal. Furthermore, the control unit 101 can be configured to take over the automated longitudinal guidance from the driver as long as the driving speed initiated by actuating the accelerator pedal has not yet exceeded a predefined speed threshold. The output of a TOR and / or the termination of the UCC driving function can thus be suppressed and / or prevented until the speed threshold is reached (and the driving function can take over the longitudinal guidance). On the other hand, the output of the TOR and / or the termination of the UCC driving function can be initiated when (in particular as soon as) the speed threshold (e.g., 10 km / h) is reached or exceeded.In this way, the comfort for the driver of the vehicle 100 can be further increased.

[0167] The control unit 101 can be configured to determine a driving mode from a plurality of different driving modes in which the vehicle 100 is operated. Exemplary driving modes are a sport driving mode in which the vehicle 100 has relatively high driving dynamics, with relatively strong acceleration and / or deceleration values; a comfort driving mode in which the vehicle 100 has a particularly comfortable driving style, with relatively low acceleration and / or deceleration values; and / or an eco driving mode in which the vehicle 100 has a particularly energy-saving driving style.

[0168] The driving mode can be set by the user of the vehicle 100, for example, via the user interface 107, e.g. via one or more control elements of the user interface 107.

[0169] The control unit 101 can further be configured to operate the UCC driving function depending on the set driving mode. In particular, the driving behavior, such as the deceleration behavior, of the vehicle 100 with respect to a signaling unit 200, 210 ahead can be adapted depending on the driving mode. For example, the point in time from which the vehicle 100 responds to a detected signaling unit 200, 210 (at which the vehicle 100 is to stop) can be adapted depending on the driving mode. In the Eco driving mode, for example, a particularly early reaction of the vehicle 100 can be effected, whereas in the Comfort driving mode a reaction is only effected later, and in the Sport driving mode the reaction is effected even later.

[0170] Alternatively or additionally, the type or nature of the vehicle's 100 response to a detected signaling unit 200, 210 to be considered can be adapted depending on the set driving mode. Examples of response types or types are: a coasting mode of the vehicle 100, in which the wheels of the vehicle 100 are decoupled from the drive motor of the vehicle 100. If necessary, the drive motor can then be deactivated; a towing mode of the vehicle 100, in which the wheels of the vehicle 100 drag the drive motor along, resulting in a towing deceleration of the vehicle 100; and / or an active (friction and / or recuperation) braking mode, in which a braking torque is actively applied to one or more wheels of the vehicle 100 (e.g., by a friction brake and / or by an electric motor).

[0171] In Eco mode, for example, when approaching a signaling unit 200, 210, the system can first switch to coasting mode, then to towing mode, and finally to braking mode. In Comfort mode, coasting mode can be omitted if necessary, and towing mode can be initiated directly, followed by braking mode. In Sport mode, coasting mode and towing mode can be omitted if necessary, and braking mode can be initiated directly.

[0172] The deceleration behavior of vehicle 100 when approaching a signaling unit 200, 210 can thus be adapted to the selected driving mode. This further increases the comfort of vehicle 100.

[0173] The control unit 101 can thus be configured to vary the (output) time for reacting to a traffic light depending on the selected driving mode. In ECO driving mode, traffic light control can begin relatively early, e.g., with an operating sequence: coasting mode, towing mode, and braking mode. In Comfort driving mode, a medium starting time can be selected for traffic light control, e.g., with an operating sequence of towing mode and braking mode. In Sport driving mode, traffic light control can begin relatively later, e.g., directly with braking mode.

[0174] Traffic light control (particularly the deceleration curve of vehicle 100) can be made particularly comfortable by adapting it to the driving mode. Furthermore, a predictive driving style can be implemented "by early deceleration," which, among other things, reduces the dynamic response to a stationary target object in advance. This can result in increased comfort and safety for the driver of vehicle 100. Depending on the driving mode (e.g., Eco, Comfort, and Sport), a (driving and / or deceleration) characteristic can be set that is adapted to the respective driving mode. This enables a particularly harmonious interaction between the ACC function and the UCC driving function.

[0175] As already explained above, the UCC driving function can cause the vehicle 100 to automatically stop at the stop line of a signaling unit 200, 210. For this purpose, the vehicle guidance system 101 can determine the position of the stop line of the signaling unit 200, 210. The vehicle 100 can then be automatically decelerated from the current position of the vehicle 100 to the position of the stop line in order to cause the vehicle 100 to come to a stop directly at the stop line.

[0176] The reliable and precise detection of line landmarks (in particular stop lines) based on the environmental data from one or more environmental sensors 103 (in particular from one or more cameras) is typically only possible from a relatively short distance. This can lead to a relatively significant deceleration of the vehicle 100 due to the relatively late detection of the exact position of the stop line within the scope of the driving function, in particular within the scope of the UCC driving function. This can be uncomfortable for the user of the vehicle 100. Furthermore, it may no longer be possible to ensure that the vehicle 100 comes to a stop precisely at the stop line. As already explained above, the map data relating to the roadway or road network traveled by the vehicle 100 can include distance data relating to the distance between the position of the stop line of a signaling unit 200, 210 and the position of the signaling unit 200, 210.The distance data can, for example, be provided in the map data as a respective attribute for the individual signaling units 200, 210 recorded in the map data. The distance data for a specific signaling unit 200, 210 can, for example, indicate that the stop line of the specific signaling unit 200, 210 is located x meters in front of the signaling unit 200, 210. If necessary, the maximum, the greatest possible, and / or the average distance between the stop line and the signaling unit 200, 210 can be displayed. The distance data can be provided for the entire signaling unit 200, 210 or for each individual signal group and / or for each signal head 201 (and for the stop line associated with it) of a signaling unit 200, 210.

[0177] The vehicle guidance system 101 can be configured to determine, based on the environmental data, the position of a signaling unit 200, 210 arranged in front of the vehicle 100 in the direction of travel, in particular the position of a specific signal group or a specific signal generator 201 of the signaling unit 200, 210. Alternatively or additionally, the distance of the vehicle 100 to the position (of the signal group or signal generator 201) of the signaling unit 200, 210 can be determined based on the environmental data. Generally speaking, position data relating to the position (of the signal group or signal generator 201) of the signaling unit 200, 210 (relative to the vehicle 100) can be determined. This can be determined, for example, precisely based on a temporal sequence of images from an environmental camera 103 of the vehicle 100 and / or based on the sensor data of a lidar sensor 103.

[0178] Furthermore, the vehicle guidance system 101 can be configured to determine, on the basis of the map data, distance data relating to the distance between (the signal group or the signal generator 201) of the detected signaling unit 200, 210 and the stop line (the signal group or the signal generator 201) of the detected signaling unit 200, 210.

[0179] Based on the measured position data for the detected signaling unit 200, 210 and based on the read-out distance data for the stop line of the detected signaling unit 200, 210, the position of the stop line relative to the vehicle 100 and / or the distance of the vehicle 100 to the stop line can then be precisely determined. For example, the position data can indicate that the detected signaling unit 200, 210 is located at a distance of y meters in front of the vehicle 100. Furthermore, the distance data can indicate that the stop line is located x meters in front of the detected signaling unit 200, 210. It can then be determined that the stop line of the detected signaling unit 200, 210 is located at a distance of z=yx meters in front of the vehicle 100.

[0180] The driving function, in particular the UCC driving function, can then be operated based on the determined distance between the vehicle 100 and the stop line of the detected signaling unit 200, 210. In particular, an automated deceleration process can be initiated based on the determined distance in order to bring the vehicle 100 to a stop directly at the stop line.

[0181] This exploits the fact that the detection of the signal generator 201 (in particular the traffic light box) of a signaling unit 200, 210 by the camera 103 of a vehicle 100 is typically possible much earlier and more robustly than the detection of a stop line. By providing the (possibly maximum) lateral distance between the (detected) signal generator 201 and the stop line in the map data, the exact distance between the vehicle 100 and the stop line can be determined early on in order to initiate a braking maneuver at an early stage. The distance data can be provided, for example, via an additional attribute in the digital map data.

[0182] The determination of the stop line distance (i.e., the distance data) for one or more signaling units 200, 210 can be carried out (in advance), for example, based on the measurement data of a plurality of vehicles 100 during a plurality of crossings of the respective signaling unit 200, 210. In particular, the distance data can have been learned based on measurement data relating to the distance between the vehicle 100, the signaling unit 200, 210, and the stop line.

[0183] The vehicle 100 with an active ACC (including UCC) driving function can thus approach a traffic junction with a signaling unit 200, 210, in particular with a traffic light system. The vehicle 100 can then initiate the stopping process (automatically or after confirmation by the driver). To do so, the driving function obtains the (possibly maximum) lateral distance between the stop line and the signaling unit 200, 210 from the digital map data. Together with the measured distance between the vehicle 100 and the signaling unit 200, 210 (based on the surrounding data), the distance between the vehicle 100 and the stop line can be determined. A comfortable braking process can then be initiated and / or performed based on the determined distance between the vehicle 100 and the stop line.

[0184] In the following, various aspects of the vehicle guidance system 101 described in this document are described using methods.

[0185] Fig. 5a shows a flowchart of an exemplary (possibly computer-implemented) method 500 for providing a driving function (in particular the UCC driving function) for the automated longitudinal guidance of a vehicle 100.

[0186] The method 500 comprises, during operation of the driving function, determining 501 data relating to a first signaling unit 200, 210 located ahead in the direction of travel of the vehicle 100. In particular, environmental data from one or more environmental sensors 103 of the vehicle 100 and / or map data relating to the road network traveled by the vehicle 100 can be determined as data.

[0187] Furthermore, the method 500 includes operating 502 the driving function on the first signaling unit 200, 210 in an automatic mode or in a manual mode depending on the data relating to the first signaling unit 200, 210. In the automatic mode, the first signaling unit 200, 210 can be taken into account in the automated longitudinal guidance of the vehicle 100, possibly automatically, and in the manual mode, possibly only after confirmation by a user of the vehicle 100.

[0188] For example, the driving function can be operated in automatic mode if, based on the data, the color of a signal group 201 of the signaling unit 200, 210 relevant to the direction of travel of the vehicle 100 can be clearly determined. If the color of the relevant signal group 201 cannot be clearly determined, manual mode can be used if necessary. Thus, depending on the available data for a signaling unit 200, 210, either the automatic mode or the manual mode of the driving function can be used flexibly. The flexible switching between automatic mode and manual mode can increase the availability and thus the convenience of the driving function.

[0189] Fig. 5b shows a flowchart of an exemplary (possibly computer-implemented) method 510 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0190] The method 510 includes, during operation of the driving function, detecting 511 that at a configuration time or at a configuration position of the vehicle 100, a user of the vehicle 100 causes a configuration change of a property of the driving function (e.g., a change from automatic mode to manual mode, or a deactivation of the driving function).

[0191] The method 510 further comprises determining 512 that, at the configuration time or at the configuration position, a first signaling unit 200, 210 located ahead in the direction of travel of the vehicle 100 is already taken into account in the automated longitudinal guidance of the vehicle 100. Furthermore, the method 510 comprises taking into account 513 the configuration change only at the signaling unit 200, 210 following the first signaling unit 200, 210 in the automated longitudinal guidance of the vehicle 100 and / or only after the automated longitudinal guidance of the vehicle 100 at the first signaling unit 200, 210 has ended or been completed (e.g., only after the vehicle 100 has braked to a standstill at the first signaling unit 200, 210). The automated longitudinal guidance for the first signaling unit 200, 210 can continue to be effected without taking the configuration change into account.This enables particularly safe operation of the driving function.

[0192] Fig. 5c shows a flowchart of an exemplary (possibly computer-implemented) method 520 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0193] During operation of the driving function, the method 520 comprises determining 521 environmental data relating to the environment of the vehicle 100 located in front of the vehicle 100 in the direction of travel. The environmental data may have been acquired by one or more environmental sensors 103 of the vehicle 100. Furthermore, the method 520 comprises detecting 522, based on the environmental data, a first signaling unit 200, 210 located in front of the vehicle 100 on the roadway traveled by the vehicle 100 in the direction of travel.

[0194] The method 520 further includes determining 523 that a contradiction exists between the first signaling unit 200, 210 detected based on the surroundings data and the map data with respect to the road network traveled by the vehicle 100. For example, it can be detected that the first signaling unit 200, 210 detected based on the surroundings data has a different (in particular a higher) number of different signal groups 201 than recorded in the map data.

[0195] In response to the detected contradiction, the method 520 also includes triggering 524 an unavailability output, in particular an NVA, to the user of the vehicle 100 to inform the user that the first signaling unit 200, 210 detected based on the environmental data is not taken into account in the driving function for the automated longitudinal guidance of the vehicle 100. This can further increase the safety of the driving function.

[0196] Fig. 5d shows a flowchart of an exemplary (possibly computer-implemented) method 530 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0197] The method 530 comprises, during operation of the driving function, determining 531 environmental data relating to the environment of the vehicle 100 located in front of the vehicle 100 in the direction of travel. Furthermore, the method 530 comprises detecting 532, on the basis of the environmental data, a first signaling unit 200, 210 which is arranged on the roadway traveled by the vehicle 100 in front of the vehicle 100 in the direction of travel.

[0198] The method 530 further comprises determining 533 distance information relating to the temporal and / or spatial distance 311 of the vehicle 100 to the first signaling unit 200, 210. Furthermore, the method 530 comprises effecting or suppressing 534 an output of information relating to the first signaling unit 200, 210 depending on the distance information. In particular, the output (in particular an offer for automated longitudinal guidance at the first signaling unit 200, 210) can be suppressed if the vehicle 100 is still too far from the first signaling unit 200, 210. Alternatively or additionally, an output (in particular an unavailability output) can be suppressed if the vehicle 100 is already too close to the first signaling unit 200, 210. In this way, the relevance of the output and thus the convenience of the driving function can be increased.

[0199] Fig. 5e shows a flowchart of an exemplary (possibly computer-implemented) method 540 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0200] The method 540 includes, during operation of the driving function, determining 541 that the vehicle 100 is performing a starting process at a first signaling unit 200, 210. Furthermore, the method 540 includes detecting 542, based on the environmental data from one or more environmental sensors 103 of the vehicle 100, a second signaling unit 200, 210 following the first signaling unit 200, 210, which is arranged in front of the vehicle 100 in the direction of travel on the roadway traveled by the vehicle 100.

[0201] In addition, the method 540 includes checking 543 whether one or more starting process conditions related to the starting process are met or not (e.g., one or more starting process conditions related to the driving speed of the vehicle 100 and / or related to the temporal or spatial distance of the vehicle 100 from the first signaling unit 200, 210).

[0202] The method 540 further includes taking into account 544 the second signaling unit 200, 210 during the automated longitudinal guidance of the vehicle 100 depending on whether the one or more starting process conditions are met or not. In particular, a second signaling unit 200, 210 that is detected in close temporal or spatial proximity to the first signaling unit 200, 210 can be disregarded. This can increase the reliability and convenience of the driving function (e.g., because the output of incorrectly detected signaling units 200, 210 is avoided).

[0203] Fig. 5f shows a flowchart of an exemplary (possibly computer-implemented) method 550 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0204] During operation of the driving function, the method 550 comprises detecting 551, based on the environmental data from one or more environmental sensors 103 of the vehicle 100, a first signaling unit 200, 210 arranged in the direction of travel in front of the vehicle 100 on the roadway traveled by the vehicle 100. Furthermore, the method 550 comprises determining 552 driver data relating to the attention of the driver of the vehicle 100 when monitoring the driving function. Furthermore, the method 550 comprises operating 553 the driving function with regard to the automated longitudinal guidance of the vehicle 100 at the first signaling unit 200, 210 depending on the driver data. In particular, the driving function can be operated in automatic mode or manual mode depending on the driver data. This can increase the safety and / or comfort of the driving function.

[0205] Fig. 5g shows a flowchart of an exemplary (possibly computer-implemented) method 560 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0206] During operation of the driving function, the method 560 includes detecting 561 a first signaling unit 200, 210 that is arranged in front of the vehicle 100 on the roadway traveled by the vehicle 100 in the direction of travel. Furthermore, the method 560 includes determining 562 stop information relating to the expected stop time of the vehicle 100 at the first signaling unit 200, 210 and / or relating to the type of the first signaling unit 200, 210 (and the associated expected stop time).

[0207] Furthermore, method 560 includes inducing 563 an automated deceleration of vehicle 100 at the first signaling unit 200, 210 depending on the stop information. In particular, the temporal progression of the deceleration can be adjusted depending on the stop information. This can increase the comfort and / or safety of the driving function.

[0208] Fig. 5h shows a flowchart of an exemplary (possibly computer-implemented) method 570 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210. The method 570 comprises, during operation of the driving function, determining 571 that the vehicle 100 is at a signaling unit 200, 210 (in particular at a red traffic light). Furthermore, the method 570 comprises detecting 572 that the driver of the vehicle 100 actuates an operating element 411, 412, 413 (in particular a button or a rocker switch) of the user interface 107 of the vehicle 100 to control the driving function. The method 570 further comprises causing 573 an automated start of the vehicle 100 in response to the detected actuation of the control element 411, 412, 413. Thus, a comfortable and safe start at a signaling unit 200, 210 can be enabled.

[0209] Fig. 5i shows a flowchart of an exemplary (possibly computer-implemented) method 580 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0210] During operation of the driving function, the method 580 includes determining 581, based on environmental data relating to a leading vehicle traveling (possibly directly) in front of the vehicle 100, that the leading vehicle is traveling over a traffic junction (in particular, over an intersection) associated with a signaling unit 200, 210. The leading vehicle can be located in the same lane as the vehicle 100.

[0211] Furthermore, in response to the detected movement of the leading vehicle, the method 580 includes causing 582 the vehicle 100 to be automatically guided behind the leading vehicle across the traffic intersection even if the state of the signaling unit 200, 210 (in particular, the color of the relevant signal group 201) with respect to the permission to cross the traffic intersection cannot be clearly determined. By taking the behavior of the leading vehicle into account, the availability and thus the comfort of the driving function can be increased.

[0212] Fig. 5j shows a flowchart of an exemplary (possibly computer-implemented) method 590 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0213] The method 590 includes, during operation of the driving function, detecting 591 that the accelerator pedal of the vehicle 100 is being actuated. Furthermore, the method 590 includes determining 592 actuation information relating to the actuation of the accelerator pedal and / or relating to a reaction of the vehicle 100 caused by the actuation of the accelerator pedal. The method 590 further includes adapting 593, in particular continuing or aborting, the operation of the driving function depending on the actuation information.In particular, by selectively actuating the accelerator pedal (per signaling unit 200, 210), it can be ensured that a detected signaling unit 200, 210 located ahead is not taken into account in the automated longitudinal guidance of the vehicle 100 (and the vehicle 100 is thus guided past the detected signaling unit 200, 210 with distance and / or speed control, in particular with the ACC driving function). By taking actuation information into account, the availability and comfort of the driving function can be safely increased. In particular, a comfortable override of the driving function (selectively per signaling unit 200, 210) can be achieved.

[0214] Fig. 6 shows a flowchart of another exemplary (possibly computer-implemented) method 600 for providing a driving function for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210. The method 600 comprises, during operation of the driving function, detecting 601 a first signaling unit 200, 210, which is arranged in front of the vehicle 100 on a roadway traveled by the vehicle 100 in the direction of travel. The signaling unit 200, 210 can be detected, for example, based on environmental data and / or on map data.

[0215] Furthermore, method 600 includes determining 602 a set driving mode from a plurality of different driving modes of vehicle 100. The driving mode can have been set by a user, in particular by the driver, of the vehicle (e.g., via a control element of the vehicle). The plurality of driving modes can include, for example, an eco driving mode, a comfort driving mode, and / or a sport driving mode. The different driving modes can be configured to effect different driving dynamics of the vehicle. The driving dynamics can be lower in eco driving mode than in comfort driving mode, and lower in comfort driving mode than in sport driving mode.

[0216] The method 600 further includes initiating 603 the automated longitudinal guidance of the vehicle 100 upon approaching the first signaling unit 200, 210, in particular during a deceleration process at the first signaling unit 200, 210, depending on the set driving mode. By taking the set driving mode into account when operating the UCC driving function, the safety and comfort of the driving function can be increased.

[0217] Fig. 7 shows a flowchart of another exemplary (possibly computer-implemented) method 700 for providing a driving function for automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210.

[0218] The method 700 comprises, during operation of the driving function, in particular during operation of the UCC driving function, determining 701, on the basis of environmental data from one or more environmental sensors 103 (in particular from a camera) of the vehicle 100, position data relating to the position of a first signaling unit 200, 210 arranged in front of the vehicle 100 in the direction of travel relative to the (current) position of the vehicle 100. The position data can in particular indicate the distance between the vehicle 100 and the first signaling unit 200, 210.

[0219] Furthermore, the method 700 includes determining 702, based on map data relating to the road network traveled by the vehicle 100, distance data relating to the distance between the first signaling unit 200, 210 and the stop line of the first signaling unit 200, 210. The distance data can be provided as a (pre-determined and / or learned) map attribute for the first signaling unit 200, 210 in the map data. The map data can be provided, for example, via a (wireless) communication connection from a vehicle-external server in the vehicle 100.

[0220] The method 700 further includes inducing 703 an automated deceleration of the vehicle 100 at the first signaling unit 200, 210 as a function of the position data and the distance data. In particular, the distance between the vehicle 100 and the stop line of the first signaling unit 200, 210 can be determined based on the position data and the distance data. The automated deceleration can then be initiated as a function of the determined distance, in particular such that the vehicle 100 comes to a stop at the stop line.

[0221] This document describes different aspects of an Urban Cruise Control (UCC) driving function, which provides comfortable and safe automated longitudinal guidance (according to SAE Level 2) taking into account signaling units 200, 210.

[0222] 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.

Claims

1. Vehicle guidance system (101) for providing a driving function for the automated longitudinal guidance of a vehicle (100) at a signaling unit (200, 210); wherein the vehicle guidance system (101) is configured, during operation of the driving function, - to determine, on the basis of environmental data from one or more environmental sensors (103) of the vehicle (100), position data relating to a position of a first signaling unit (200, 210) arranged in front of the vehicle (100) in the direction of travel relative to a position of the vehicle (100); - to determine, on the basis of map data relating to a road network used by the vehicle (100), distance data relating to a distance between the first signaling unit (200, 210) and a stop line of the first signaling unit (200, 210); and - to effect automated deceleration of the vehicle (100) at the first signaling unit (200, 210) on the basis of the position data and the distance data.

2. Vehicle guidance system (101) according to Claim 1, wherein the vehicle guidance system (101) is configured - to determine a stop line distance between the vehicle (100) and the stop line of the first signaling unit (200, 210) on the basis of the position data and on the basis of the distance data; and - to effect the automated deceleration of the vehicle (100) on the basis of the determined stop line distance, in particular in such a manner that the vehicle (100) comes to a standstill at the stop line of the first signaling unit (200, 210) .

3. Vehicle guidance system (101) according to one of the preceding claims, wherein the position data indicate - the position of the first signaling unit (200, 210), in particular of a signal group and / or of a signal generator (201) of the first signaling unit (200, 210); and / or - a distance between the vehicle (100) and the first signaling unit (200, 210), in particular the signal group and / or the signal generator (201) of the first signaling unit (200, 210).

4. Vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is configured - to determine the position data on the basis of a temporal sequence of images from an environmental camera (103) of the vehicle (100); and / or - to determine the position data on the basis of the sensor data from a lidar sensor (103) of the vehicle (100).

5. Vehicle guidance system (101) according to one of the preceding claims, wherein - the map data respectively comprise distance data for one or more stop lines of the respective signaling unit (200, 210) for a multiplicity of different signaling units (200, 210) in the road network; and / or - the map data comprise the distance data for a signaling unit (200, 210) as a map attribute of the signaling unit (200, 210).

6. Vehicle guidance system (101) according to one of the preceding claims, wherein - the first signaling unit (200, 210) has a plurality of different stop lines which have at least partially different distances from the first signaling unit (200, 210); and - the map data indicate a maximum distance between the stop lines and the first signaling unit (200, 210) .

7. Vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is configured - to determine, on the basis of the environmental data, that the vehicle (100) should or must stop at the first signaling unit (200, 210); and - in response to this, to effect automated deceleration of the vehicle (100) in order to achieve the situation in which the vehicle (100) comes to a standstill at the stop line of the first signaling unit (200, 210).

8. Vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is configured - to detect a signal generator (201), in particular a light signal, of the first signaling unit (200, 210) on the basis of the environmental data; and - to determine the position data on the basis of the detected signal generator (201) of the first signaling unit (200, 210).

9. Vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is configured - to detect, on the basis of the environmental data, a signal group from a plurality of different signal groups of the first signaling unit (200, 210) that is relevant to a direction of travel of the vehicle (100); - to determine position data for the detected signal group of the first signaling unit (200, 210) on the basis of the environmental data; - to determine, on the basis of the map data, distance data for a stop line of the detected signal group of the first signaling unit (200, 210); wherein the map data comprise distance data for a plurality of different stop lines for the corresponding plurality of different signal groups of the first signaling unit (200, 210); and - to effect automated deceleration of the vehicle (100) on the basis of the position data and the distance data for the detected signal group of the first signaling unit (200, 210) in order to achieve the situation in which the vehicle (100) comes to a standstill at the stop line of the detected signal group of the first signaling unit (200, 210).

10. Vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is configured to define - a temporal profile of a deceleration value of the automated deceleration; and / or - a maximum deceleration value of the automated deceleration; and / or - a start of the automated deceleration on the basis of the position data and the distance data.

11. Method (700) for providing a driving function for the automated longitudinal guidance of a vehicle (100) at a signaling unit (200, 210); wherein the method (700) comprises, during operation of the driving function, - determining (701), on the basis of environmental data from one or more environmental sensors (103) of the vehicle (100), position data relating to a position of a first signaling unit (200, 210) arranged in front of the vehicle (100) in the direction of travel relative to a position of the vehicle (100); - determining (702), on the basis of map data relating to a road network used by the vehicle (100), distance data relating to a distance between the first signaling unit (200, 210) and a stop line of the first signaling unit (200, 210); and - effecting (703) automated deceleration of the vehicle (100) at the first signaling unit (200, 210) on the basis of the position data and the distance data.