VEHICLE CONTROL SYSTEM AND METHOD FOR OPERATING A DRIVING FUNCTION IN DIFFERENT MODES

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 connection with a signaling unit.

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

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

[0004] US 2013 / 0253754 A1 describes a method for detecting traffic signals. DE 10 2018 203353 A1 describes a method for operating a driving function on a signaling system. EP 1 772 339 A1 describes a method for relieving the driver of a motor vehicle.

[0005] This document addresses the technical task of providing a driving function, in particular a driver assistance function, for the automated longitudinal control of a vehicle, which is designed to take signaling units into account in a reliable and robust manner, in particular to increase the availability and / or the safety and / or comfort of the driving function.

[0006] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims.

[0007] According to one aspect, a vehicle guidance system is described for providing a driving function for automated longitudinal control of a vehicle. The driving function can be specifically designed 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 provide automated driving and / or driver assistance (with respect to longitudinal control) according to SAE Level 2. The driving function can be limited to longitudinal control of the vehicle. Lateral control of the vehicle can be provided manually by the driver during operation or by another and / or separate driving function (e.g., a lane keeping assist system).

[0008] The vehicle guidance system can be configured to automatically guide the vehicle longitudinally according to a set or target speed and / or a target distance to a vehicle traveling directly in front of it. For this purpose, the vehicle guidance system can provide a speed controller that sets, and in particular regulates, the vehicle's actual speed according to the set or target speed. Alternatively or additionally, a distance controller can be provided that sets, and in particular regulates, the vehicle's actual distance to the vehicle in front according to the target distance. If no relevant vehicle in front is present, or if the vehicle in front is traveling faster than the set or target speed, the vehicle's speed can be regulated. Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed, the vehicle's speed can be regulated.When the vehicle is traveling at the set speed, the distance to the vehicle in front can be regulated. The vehicle guidance system can therefore be configured to provide an Adaptive Cruise Control (ACC) driver assistance function.

[0009] The vehicle or vehicle control system may include a user interface for interaction with a user, in particular the driver. The user interface may include one or more controls that allow the user to set the set speed and / or target distance. Alternatively or additionally, the one or more controls may allow the user to confirm a previously set speed and / or target distance for the operation of the driving function. The one or more controls may be designed to be operated by the driver's hand and / or finger. Alternatively or additionally, the one or more controls may be located on a steering element (in particular a steering wheel or steering column) of the vehicle.

[0010] An example of a control element (especially a plus / minus control element) is a button and / or a rocker switch that can be used to increase or decrease the set and / or target speed or the target distance. Another example of a control element (especially a set control element) is a button that can be used to set the current vehicle speed as the set and / or target speed, or to set the current distance of the vehicle to the vehicle in front as the target distance. Another example of a control element (especially a resume control element) is a button that can be used to confirm or reactivate a previously set set and / or target speed or a previously set target distance.

[0011] The user interface may also include one or more output elements (e.g. a screen and / or a speaker and / or a vibration element) that can produce output to the user of the vehicle.

[0012] Furthermore, the vehicle guidance system can be configured to consider one or more signaling units on the roadway (especially street) and / or route traveled by the vehicle during automated longitudinal guidance. A signaling unit can be designed to determine the right-of-way at an intersection (especially a junction) of the roadway network traveled by the vehicle. The determination of the right-of-way can be variable over time (such as with a traffic light system, for example, with one or more different signal groups for one or more different directions of travel for the vehicle at the intersection) or fixed (such as with a traffic sign, for example, a stop sign).

[0013] The vehicle guidance system is configured to obtain data relating to a signaling unit located ahead in the vehicle's direction of travel. This data may include map data relating to signaling units on the road network being traveled. The map data may include one or more attributes for each signaling unit. These one or more attributes for each signaling unit may display or include: a type of signaling unit, in particular whether the signaling unit is a traffic signal or a traffic sign; and / or a number of different signal groups of the signaling unit for different directions of travel at the intersection of the road network where the signaling unit is located 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 vehicle's current position (e.g., its current GPS coordinates) within the road network using a position sensor (e.g., a GPS receiver). Based on the map data, a signaling unit (e.g., the nearest one) on the vehicle's route can then be identified. Furthermore, one or more attributes relating to the identified signaling unit can be determined.

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

[0016] The vehicle guidance system can be configured to recognize, based on environmental data (especially sensor data from a camera), that a signaling device is located ahead of the vehicle in the direction of travel. For this purpose, an image analysis algorithm can be used, for example. Furthermore, the vehicle guidance system can be configured to determine the type of signaling device (e.g., traffic lights or road signs) based on the environmental data. Additionally, the vehicle guidance system can be configured to determine the signaling status of the device, specifically whether it permits the vehicle to proceed through the intersection associated with the device. 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 device into account during automated longitudinal control of the vehicle. Specifically, the vehicle guidance system can be configured to determine, based on data relating to the detected signaling device, particularly the color of a light signal or signal group displayed by the data, whether the vehicle must stop at the signaling device, especially at the stop line of the signaling device. For example, it can be determined that the vehicle must stop because the relevant signal group is red. Alternatively, it can be determined that the vehicle does not need to stop because the relevant signal group is green. In another example, it can be determined that the vehicle must stop because the signaling device is a stop sign.

[0018] The vehicle guidance system can also be configured to automatically stop the vehicle at the detected signaling device when it is determined that the vehicle must stop at that device. For this purpose, an automated deceleration process (to a standstill) can be initiated. The vehicle can be automatically guided to or just before the stop line of the signaling device. During the automated deceleration process, the vehicle guidance system can automatically activate one or more wheel brakes (e.g., one or more friction brakes or one or more regenerative brakes) to decelerate the vehicle (to a standstill). The duration of the deceleration can depend on the available braking distance to the detected signaling device.

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

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

[0021] As explained above, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally, depending on a target speed and / or a target distance to a vehicle ahead. Furthermore, if a (potentially detected) signaling device is not taken into account during the driving function, the vehicle can be automatically guided past the signaling device, specifically beyond the stop line of the signaling device, depending on the target speed and / or the target distance, and regardless of the color of any light signal at the signaling device. Thus, if a signaling device is not taken into account, the driving function can potentially operate as if the signaling device (and the associated intersection) did not exist.

[0022] The vehicle guidance system allows the vehicle user to configure the driving function via the user interface (e.g., in a configuration menu). According to the invention, it is possible to set whether the driving function should operate in an automatic mode or in a manual mode.

[0023] In automatic mode, the driving function is operated in such a way that a signaling device 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 may result in automated deceleration of the vehicle). In particular, the vehicle guidance system may be configured in automated mode to automatically take into account a signaling device detected based on map data and / or environmental data during automated longitudinal control of the vehicle, especially without confirmation from the vehicle user (e.g., to effect automated deceleration of the vehicle at the detected signaling device if necessary).

[0024] On the other hand, in manual mode, the driving function is operated in such a way that the detected signaling device is only taken into account during automated longitudinal control of the vehicle after confirmation by the vehicle user (and may result in 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 device. For example, the screen can display that a signaling device has been detected and that feedback from the user is required (in order for the signaling device to be taken into account during automated longitudinal control of the vehicle).The detected signaling unit (in particular, its signaling state) can be taken into account during automated longitudinal control of the vehicle at the signaling unit if the user accepts the offer (e.g., by actuating a control element, especially the set control element). In such cases, the vehicle may decelerate automatically at the detected signaling unit. Conversely, the vehicle control system may be configured to disregard and / or ignore the detected signaling unit (in particular, its signaling state) during automated longitudinal control of the vehicle at the signaling unit if the user does not accept the offer.In this case, the speed and / or distance control can continue (without taking the signaling unit into account, in particular as if the signaling unit were not present).

[0025] By providing different (adjustable) modes for operating 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 its status via the user interface. In particular, the user can be informed whether a signaling unit detected by the vehicle guidance system and located ahead in the direction of travel is being taken into account during the operation of the driving function, especially during automated longitudinal control of the vehicle.

[0027] In particular, the vehicle guidance system can be configured (e.g., based on map data and / or environmental data) to determine whether a signaling unit ahead in the direction of travel is taken into account, or can be taken into account, during the operation of the driving function. If the signaling unit is taken into account, or can be taken into account, an availability output, in particular an availability indicator, can be issued to inform the user that the ahead signaling unit is being considered during the automated longitudinal guidance of the vehicle (and thus, if necessary, the vehicle will decelerate automatically at the signaling unit).

[0028] Alternatively or additionally, the vehicle guidance system may be configured (if it is determined that the preceding signaling unit is not or cannot be taken into account in the driving function) to issue an unavailability output, in particular an unavailability indicator, (via the user interface) to inform the vehicle user that the preceding signaling unit is not taken into account in the automated longitudinal guidance of the vehicle (and thus no automated deceleration of the vehicle is effected depending on the signaling state of the signaling unit).

[0029] The availability and / or unavailability of the driving function can be further enhanced by issuing availability and / or unavailability alerts. These alerts can each include visual, audible, and / or haptic feedback.

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

[0031] Furthermore, the vehicle guidance system can be configured (in response to the detected phase change) to transmit information to the driver regarding the changed signaling state of the signal group of the signaling unit. For example, a symbol of the detected signaling unit (which may be considered in automated longitudinal guidance) can be displayed via an output element (particularly on a screen) of the user interface as long as the signal group is red. After a phase change to green is detected, the displayed symbol can then be removed or the output can be terminated. This reliably informs the driver that, for example, after the vehicle has come to a standstill at the signaling unit, a (possibly automated) start-up process can be initiated (e.g., by activating a user interface control).The display can be reset 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 vehicle driver if the driving function is interrupted. For example, it can detect that automated longitudinal control (depending on the set and / or target speed and / or the target distance) cannot be continued or is not being continued. An interruption of the driving function can occur, for example, if the vehicle driver (significantly) intervenes in the vehicle's longitudinal control (e.g., by pressing the brake or accelerator pedal). A takeover request (TOR) can then be issued to the vehicle driver. The longitudinal control must then be resumed by the driver. Issuing a takeover request can increase the safety of vehicle operation.

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

[0034] As explained above, the vehicle guidance system can be configured to determine data (in particular map data and / or environmental data) relating to a signaling unit located ahead of the vehicle in the direction of travel (hereinafter also referred to as a "first" signaling unit). Furthermore, the vehicle guidance system can be configured to operate the driving function at the first signaling unit in automatic or manual mode, depending on the data relating to the first signaling unit. According to the invention, the vehicle guidance system is also configured to selectively operate the driving function at the first signaling unit in manual mode (if necessary), even if a user setting regarding the configuration of the driving function indicates that the driving function should be operated in automatic mode.

[0035] The vehicle guidance system is configured to determine a user setting, initiated by the vehicle user, regarding whether the driving function should operate (by default) in automatic or manual mode. Depending on the data from the first signaling unit, the driving function may then be operated in manual mode at the first signaling unit, even if the user setting indicates that the driving function should operate in automatic mode. Conversely, if the user setting indicates that the driving function should operate in manual mode, the vehicle guidance system may be configured to operate the driving function in manual mode at the first signaling unit, even if the data from the first signaling unit would otherwise allow for automatic operation.

[0036] The vehicle guidance system can therefore be configured to use the manual mode of the driving function even when the user setting indicates that the driving function should operate in automatic mode. By selectively using the manual mode, the unavailability of a signaling unit can be avoided, thereby increasing the availability, safety, and comfort of the driving function.

[0037] The vehicle guidance system can be configured to determine a decision point and / or decision position before reaching the first signaling unit, at which point an offer regarding consideration of the first signaling unit should or must be issued to the vehicle user. The decision point and / or decision position may depend on the required duration of the intervention (in particular, the required duration of the automated delay) with respect to the first signaling unit and / or on the (typical) reaction speed of the user to an offer.

[0038] In particular, the vehicle guidance system can be configured to determine an intervention point or position before reaching the first signaling unit, at which the first signaling unit should or must be considered during automated longitudinal control of the vehicle (e.g., to be able to decelerate the vehicle automatically to a standstill). Alternatively or additionally, the vehicle guidance system can be configured to determine a reaction period or distance granted to the user to react to an offer regarding the consideration of the first signaling unit. The decision point and / or decision position can then be determined based on the intervention point or position, and / or on the reaction period or distance.

[0039] The vehicle guidance system can also be configured to determine whether, at the time or position of the decision, there is a discrepancy between the map data and the environmental data regarding a property of the first signaling unit. Examples of such properties include: the type of signaling unit and / or the number of different signal groups.

[0040] In particular, the vehicle guidance system can be configured to determine a map-based number of distinct signal groups of the first signaling unit as a property of the first signaling unit, based on the map data. Furthermore, the vehicle guidance system can be configured to determine a sensor-based number of distinct signal groups of the first signaling unit as a property of the first signaling unit, based on the environmental data. It can then be determined that a discrepancy exists between the map data and the environmental data if the map-based number of signal groups differs from the sensor-based number of signal groups, especially if the sensor-based number of signal groups is greater than the map-based number of signal groups.For example, a contradiction may exist if different signal colors are detected based on the environmental data, but the map data indicates that the signaling unit, in particular the traffic light system, only has one signal group.

[0041] The driving function can then be operated at the first signaling unit in either automatic or manual mode, depending on whether or not a discrepancy is determined between the map data and the environmental data at the decision time or location. Specifically, the vehicle guidance system can be configured to operate the driving function at the first signaling unit in automated mode if it is determined that no discrepancy exists between the map data and the environmental data at the decision time. Alternatively or additionally, the vehicle guidance system can be configured to operate the driving function at the first signaling unit in manual mode if it is determined that a discrepancy exists between the map data and the environmental data at the decision time.This allows the availability, safety and comfort of the driving function to be increased in a particularly pronounced way.

[0042] The vehicle guidance system can be configured to determine, even before the decision point or position, that a discrepancy exists between the map data and the environmental data regarding at least one property of the first signaling unit. In response, the decision as to whether the driving function at the first signaling unit operates in automatic or manual mode can then be made dependent on a recheck for the existence of a discrepancy at the decision point or position.

[0043] In other words, the vehicle guidance system can be configured to wait after an early detection of a discrepancy with a signaling unit to see if the discrepancy resolves itself or is confirmed at a later time. Repeated checks can be performed up to the (latest possible) decision point or position. If the discrepancy resolves, the driving function can operate in automatic mode. If the discrepancy does not resolve itself, the driving function can be operated in manual mode. Repeated checks of a detected discrepancy can reduce or prevent false detections (especially false positives). This further increases the availability, safety, and comfort of the driving function.

[0044] The vehicle guidance system is configured to determine a complexity measure for the complexity of the intersection located at the first signaling unit, based on the data (especially map data and / or environmental data). The intersection can be a junction of the roadway traveled by the vehicle with one or more other traffic routes (e.g., with at least one other roadway, with at least one pedestrian crossing, etc.). The complexity measure and / or the complexity itself can depend, for example, on the number of different signal groups at the first signaling unit.

[0045] The driving function at the first signaling unit operates in automatic or manual mode, depending on the determined complexity level. Specifically, the driving function may operate in automatic mode if the complexity level indicates relatively low complexity (e.g., only a single signal group). Conversely, the driving function may only operate in manual mode if the complexity level indicates relatively high complexity (e.g., several different signal groups). Determining and considering a complexity level further enhances the availability, safety, and user-friendliness of the driving function.

[0046] The vehicle guidance system can be configured to determine a number of different signal groups for different directions of travel based on data (especially environmental data and / or map data) related to the first signaling unit. Depending on the determined number of different signal groups, the driving function at the first signaling unit can then be operated in automatic or manual mode. Specifically, the driving function at the first signaling unit may only operate in manual mode if the determined number of different signal groups is greater than one. Alternatively or additionally, the driving function at the first signaling unit may operate in automatic mode if the determined number of different signal groups is one.This will further increase the availability, safety and comfort of the driving function.

[0047] According to another aspect, a method for providing a driving function for the automated longitudinal control of a vehicle is described. The method includes acquiring data relating to a first signaling unit located ahead of the vehicle in the direction of travel. Furthermore, the method includes operating the driving function at the first signaling unit based on the data relating to the first signaling unit, either automatically or manually. In automatic mode, the first signaling unit can be considered automatically, while in manual mode, it is only considered after confirmation by a vehicle user during the automated longitudinal control of the vehicle.

[0048] According to another aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described that includes at least one of the vehicle guidance systems described in this document.

[0049] According to another aspect, a software (SW) program is described. The SW program can be set up to run on a processor (e.g., on a vehicle's control unit) and thereby execute at least one of the procedures described in this document.

[0050] According to another aspect, a storage medium is described. The storage medium can include a software program that is configured to run on a processor and thereby execute at least one of the procedures described in this document.

[0051] Within the context of this document, the term "automated driving" can refer to driving with automated longitudinal or lateral control, or autonomous driving with automated longitudinal and lateral control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking or maneuvering. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, partially automated, highly automated, and 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 control, while the system takes over the other function within certain limits.In partially automated driving (TAF), the system takes over longitudinal and lateral control for a certain period and / or in specific situations, while the driver must continuously monitor the system, as with assisted driving. In highly automated driving (HAF), the system takes over longitudinal and lateral control for a certain period without the driver needing to continuously monitor the system; however, the driver must be able to take over control of the vehicle within a certain timeframe. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific use case; no driver is required for this use case. The four automation levels mentioned above 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 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, where 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 relate in particular to a driving function or driver assistance function that is trained according to SAE Level 2.

[0052] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways.

[0053] The invention will now be described in more detail using exemplary embodiments. Figur 1 Examples of vehicle components; 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 Flowcharts of exemplary procedures for providing a driving function for automated longitudinal guidance of a vehicle at a signaling unit.

[0054] 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 signaling unit at an intersection of the roadway or street travelled by the vehicle with another traffic route.

[0055] Fig. 1 Figure 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 103 (e.g., one or more cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) configured to acquire environmental data relating to the vehicle 100's surroundings (in particular, the surroundings in the direction of travel in front of the vehicle 100). Furthermore, the vehicle 100 comprises one or more actuators 102 configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Examples of actuators 102 include: a braking system, a drive motor, a steering system, etc.

[0056] The control unit 101 can be configured to provide a driving function, in particular a driver assistance function, based on the sensor data from one or more environmental sensors 103 (i.e., based on the environmental data). For example, an obstacle on the vehicle 100's trajectory 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.

[0057] Particularly within the context of automated longitudinal guidance of a vehicle 100, in addition to a vehicle ahead, one or more signaling units (e.g., a traffic light system and / or a traffic sign) on the roadway or street traveled by the vehicle 100 can be taken into account. In particular, the status of a traffic light system can be considered, so that the vehicle 100 automatically decelerates at a red light relevant to its own (planned) direction of travel until it reaches the stop line of the traffic light and / or accelerates again when the traffic light turns green.

[0058] Traffic signal systems can be very heterogeneous in design across different countries and can also vary in complexity with regard to the direction-of-travel signal assignment. For example, different directions of travel may be controlled by one group of signals, while another direction may be controlled by a different group of signals. Furthermore, the repeating signals within a signal group may be located at different points within an intersection. Therefore, it can be difficult for a control unit 101 (also referred to in this document as the vehicle guidance system) to determine, based on sensor data, which one or more signals of a traffic signal system at an intersection are relevant to the intended direction of travel of the vehicle 100 and which are not (especially if the vehicle 100 is still relatively far from the traffic signal system).

[0059] Fig. 2a shows an exemplary traffic signal system 200. The one in Fig. 2a The illustrated traffic signal system 200 has four different signal heads 201, which are arranged at different positions at an approach to an intersection. The left signal head 201 has a left-pointing arrow 202, indicating that this signal head 201 applies to left-turning traffic. The two middle signal heads 201 have an upward-pointing arrow 202 (or no arrow 202), indicating that these two signal heads 201 apply to straight-ahead traffic. The individual light signals of these two signal heads 201 form signal groups. Furthermore, the right signal head 201 has a right-pointing arrow 202, indicating that this signal head 201 applies to right-turning traffic.

[0060] The in Fig. 2a The traffic signal system 200 shown is just one example of the many different possible configurations of a traffic signal system 200. A traffic signal system 200 can have a relatively large number of different characteristics. Examples of such characteristics are: the number of signal heads 201 and / or signal groups; the positions of one or more signal heads 201; and / or the assignment of a signal head 201 to a possible direction of travel across an intersection.

[0061] Fig. 2b Figure 1 shows an example of a stop sign (traffic sign 210) that regulates right-of-way at a traffic junction, particularly 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 carriageway traveled by the vehicle 100, based on sensor data from one or more environmental sensors 103 (i.e., based on environmental data) and / or based on digital map information (i.e., map data).

[0062] Fig. 3 Figure 1 shows an example of a vehicle 100 moving on a roadway towards a signaling unit 200, 210 (in particular a traffic signal 200 and / or a traffic sign 210). The one or more environmental sensors 103 of the vehicle 100 can be configured to acquire 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 the characteristics of one or more features of the signaling unit 200, 210. In particular, it can be determined from the sensor data whether the signaling unit 200, 210 is a traffic signal 200 or a traffic sign 210. Furthermore, it can be determined which signal element 201 of the traffic signal 200 is relevant for the (planned) direction of travel of the vehicle 100. Furthermore, the (signaling) state of the relevant signal transmitter 201 (e.g.the color (e.g., red, yellow, or green) can be determined.

[0063] The accuracy and / or reliability with which the value of a feature of a signaling unit 200, 210 can be determined based on environmental data typically depends on the distance 311 of the vehicle 100 to the signaling unit 200, 210. Furthermore, current weather conditions also typically have a significant influence on the accuracy and / or reliability of the determined value of a feature. In addition, the accuracy and / or reliability can vary for different features.

[0064] 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 display attributes representing values ​​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 signal system 200 can show the assignment of one or more signal heads 201 or signal groups 201 to different possible directions of travel. In other words, the map data can show which signal head or signal group 201 is responsible for enabling traffic in which direction. The map data can optionally be received by the vehicle 100 via a communication unit 105 using a wireless communication connection (e.g., a WLAN or LTE communication connection).

[0065] 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 from one or more environmental sensors 103) to determine that the vehicle 100 is approaching an upcoming signaling unit 200, 210. Furthermore, the control unit 101 can determine the values ​​of one or more features of the upcoming signaling unit 200, 210 based on the (stored and / or received) map data. In particular, it can determine, based on the map data, which signal head or signal group 201 of a traffic signal system 200 is assigned to the current or planned direction of travel of the vehicle 100. Additionally, the current status of the assigned signal head 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 executed reliably and comfortably. In particular, by taking the map data into account, the values ​​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 comfort of an automated driving function.

[0066] A vehicle 100 can be configured to use information relating to a signaling unit 200, 210, which the vehicle 100 is passing or has passed, to create and / or supplement the map data. The map data can be created and / or supplemented locally by the vehicle 100 and / or centrally by a central unit 300 (e.g., a backend server) (see Fig. 3 In the immediate vicinity of a signaling unit 200, 210, environmental data can typically be acquired by the one or more environmental sensors 103 of a vehicle 100, which precisely indicate the characteristics of one or more features of the signaling unit 200, 210. In particular, the assignment between signal transmitters or signal groups 201 and possible directions of travel can be determined precisely and reliably in the immediate vicinity based on the acquired environmental data.

[0067] The vehicle 100 can be configured to transmit the determined information (e.g., the environmental data and / or the determined values ​​of one or more features) to the central unit 300 via a wireless communication link 301 (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). Based on the information provided, the central unit 300 can then create and / or update map data for a large number of vehicles 100, which displays the values ​​of one or more features as attributes for a large number of different signaling units 200, 210. The map data can then be provided to the individual vehicles 100 to support the operation of an automated driving function (as described above).

[0068] The vehicle 100 typically includes a user interface 107 with one or more controls and / or with one or more output elements. Fig. 4 Figure 107 shows an exemplary user interface with a display unit 400, in particular with a screen, for outputting visual information. For example, a suggestion for the automatic driving of the vehicle 100 at an upstream signaling unit 200, 210 can be displayed on the display unit 400 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).

[0069] Alternatively or additionally, the user interface 107 can include at least one loudspeaker 420 as an output element, through which an acoustic output (e.g. a warning tone) can be sent to the driver of the vehicle 100.

[0070] Furthermore, the user interface 107 can include one or more controls 411, 412, 413 that allow the driver of the vehicle 100 to activate and / or parameterize the driving function. An example of a control is a rocker switch 411, which allows the driver to set a set speed (i.e., a target driving speed) for the vehicle 100, in particular to increase or decrease it. Another example of a control is a set control 412, which allows the driver to set the current driving speed as the set speed and / or to accept a suggestion for the automatic driving of the vehicle 100 at an upstream signaling unit 200, 210. The user interface 107 can also include a resume control 413, which allows the driver, for example, to reactivate the driving function with a previously set set speed.

[0071] 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 Urban Cruise Control (UCC). The driving function can be provided in an automatic mode (aUCC) and / or in a manual mode (mUCC).

[0072] The driver may be enabled to specify via user interface 107 whether the driving function should be operated in automatic or manual mode.

[0073] The control unit 101 of vehicle 100 can be configured to detect a signaling unit 200, 210 ahead on the route of vehicle 100, based on the environmental data from one or more environmental sensors 103 and / or on the map data (in conjunction with the position data from the position sensor 106 of vehicle 100). In manual mode of the UCC driving function, a suggestion or request can then be issued via the user interface 107 as to whether the signaling unit 200, 210 should be taken into account during the automated longitudinal guidance of vehicle 100. The driver of vehicle 100 can then accept, reject, or ignore the suggestion, for example, by pressing the set control element 412. On the other hand, in automatic mode of the UCC driving function, the detected signaling unit 200, 210 can be automatically (i.e.,(without the required feedback from the driver) are taken into account during the automated longitudinal guidance of the vehicle 100.

[0074] If the detected signaling unit 200, 210 is taken into account during the automated longitudinal control of the vehicle 100, an automatic deceleration can be initiated (depending on the type and / or signaling state of the signaling unit 200, 210) to bring the vehicle 100 to a standstill (e.g., at a red traffic light or a stop sign). Furthermore, the vehicle 100 can be automatically started moving again (e.g., after a change in the signaling state of the signaling unit 200, 210, such as after a change to green). The vehicle 100 can then be automatically accelerated back to the set speed (taking into account a defined minimum or target distance to a vehicle in front).

[0075] 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 at each individual signaling unit 200, 210).

[0076] The control unit 101 can be configured to determine, based on environmental data and / or map data, whether an upcoming signaling unit 200, 210 can be taken into account for automated longitudinal guidance. If it is determined that the upcoming signaling unit 200, 210 cannot be taken into account for automated longitudinal guidance, an output (e.g., a visual output via a display unit 400, 402) can be sent to the driver of vehicle 100 to inform them that the upcoming signaling unit 200, 210 cannot be taken into account for automated longitudinal guidance. This output can be referred to as an "unavailability indicator." It is then the responsibility of the driver of vehicle 100 to decelerate the vehicle 100 before the signaling unit 200, 210, if necessary (e.g., by braking)., because the traffic light changes to red, or because the signaling unit 200, 210 is a stop sign).

[0077] Furthermore, the control unit 101 can be configured to detect, during the 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 (TOR) can be issued to the driver of the vehicle 100 to instruct the driver to manually take over the longitudinal guidance of the vehicle 100.

[0078] 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 example of a driver sensor 108 is a camera directed at the driver's position in the vehicle 100. The control unit 101 may be configured to determine, based on the driver data, whether the driver is paying sufficient attention to the driving task or to monitoring the driving function. Alternatively or additionally, the level of the driver's 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 driver attention.This will further increase the comfort and safety of the driving function.

[0079] As already explained above, the control unit 101 can be configured to recognize or detect an upstream signaling unit 200, 210 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 upstream signaling unit 200, 210 based on environmental data from one or more environmental sensors 103 (in particular, a camera) of the vehicle 100. The automated (UCC) driving function can be operated at the recognized signaling unit 200, 210 depending on this. whether the signaling unit 200, 210 was detected based on map data and / or on the basis of environmental data; at or from what detection time the signaling unit 200, 210 was detected based on map data or on the basis of environmental data; and / or at what configuration time a configuration change of the UCC driving function (e.g. between automatic mode and manual mode) was made relative to the detection time of the signaling unit 200, 210.

[0080] 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 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 environment data, but not on the basis of the map data.

[0081] 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 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 (by means of an unavailability output). This ensures the safe operation of the UCC driving function.In particular, this reliably prevents the stop line of a detected signaling unit 200, 210 from being crossed in an impermissible manner because the driver mistakenly assumes that he will be supported in longitudinal guidance at the detected signaling unit 200, 210.

[0082] In a signaling unit 200, particularly a traffic signal 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 heads of a traffic signal system 200. At an intersection with separately controlled traffic lights for left turns on the one hand and for straight-ahead or right turns on the other, there is therefore an approach with two different signal groups 201.

[0083] The control unit 101 can be configured to provide the automatic mode of the UCC driving function, i.e., aUCC, only at a traffic light system 200 with a single signal group 201. At a traffic light 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).

[0084] To enable the driving function to know how many different signal groups 201 the traffic signal 200 has and which functional mode (aUCC or mUCC) can be used to react to the traffic signal 200, 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 faulty in individual cases, or the number of signal groups 201 can change due to modifications, a situation can arise where the UCC driving function (based on the map data) assumes that an upcoming signal unit 200, 210 has only one signal group 201, but two different traffic light colors are detected based on the surrounding data.

[0085] If the map attributes relating to a signaling unit 200, 210 differ from what is detected based on the environmental data acquired by the vehicle 100, this may be due to incorrect map attributes or to a misinterpretation of the environmental data (false positive). A false positive of the environmental data often only occurs for a relatively short period of time.

[0086] To prevent false positives, control unit 101 can be configured to repeatedly check the situation in response to a detected discrepancy or contradiction between environmental data and map data before any vehicle reaction occurs (especially before an unavailability message is issued or before the driving function is operated in manual mode). This repeated checking may resolve the contradiction, thus enabling an improved response from the driving function to the situation. This delayed reaction can be postponed until a decision point or position that is as close as possible to the detected signaling unit 200, 210.which, however, still leaves enough time to be able to react automatically and / or manually to the signaling unit 200, 210 even after the delayed reaction.

[0087] If the UCC driving function detects several different traffic light colors based on 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 to brake manually or automatically for traffic light 200 (i.e., whether mUCC or aUCC is performed) can be delayed. This is possible if the signal group deviation is detected early enough that a safe reaction to traffic light 200 is still possible even after a delayed reaction. In this case, if a signal group deviation is detected, the driving function does not initially react to traffic light 200. Only at the decision point or at the decision position where...At the latest when an mUCC offer would have to be issued to the driver 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.

[0088] At the decision point, a mUCC offer will be preferentially issued if the discrepancy or contradiction between environmental data and map data persists. If, on the other hand, no discrepancy is detectable at the decision point, a (temporary) false positive of the environmental data can be assumed, and the driving function can automatically (in aUCC mode) adjust to traffic signal 200.

[0089] The control unit 101 can thus be configured to determine a decision point or decision position before a detected signaling unit 200, 210, at which a decision must be made as to whether the UCC driving function operates in automatic or manual mode. If, at the decision point or decision position, there is a conflict 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 conflict, the UCC driving function can be operated in automatic mode. This increases the comfort and safety of the UCC driving function.

[0090] The control unit 101 can thus be configured to flexibly decide whether the UCC driving function can be operated in automatic or manual mode for a detected signaling unit 200, 210. The UCC driving function can therefore operate in mixed mode with automatically performed automated braking and manual requests to perform automated braking. In particular, depending on the complexity of an intersection, such as a junction, automated braking can be performed automatically, or the need for driver confirmation before performing automated braking can be detected.

[0091] In other words, the control unit 101 can be configured to flexibly decide, based on map data and environmental data, whether the UCC function should be operated in automatic or manual mode at a detected signaling unit 200, 210. Specifically, it can decide whether a detected intersection can be safely controlled automatically or not, and / or whether the relevant signal group 201 can be determined for the vehicle 100 or not.

[0092] When the UCC function is operating in automatic mode, and the signal group 201 relevant to vehicle 100 displays a brake-related 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 the user interface 107, e.g., via the instrument cluster.

[0093] If the intersection cannot be safely controlled, the UCC function can be operated in manual mode, and the driver can be offered the option of automated braking via the user interface 107, particularly via the instrument cluster (possibly visually). Specifically, the driver can be shown which traffic light color is considered relevant by the vehicle 100. Furthermore, the driver can be shown which control element 412 can be used to accept the offer. The driver can then accept the offer (e.g., by pressing control element 412), and automated braking can then be initiated and / or carried out in relation to the detected signaling unit 200, 210. If the offer is not accepted, the vehicle 100 can be automatically guided through the intersection (without taking the detected signaling unit 200, 210 into account).

[0094] 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.

[0095] 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 operate in automatic mode (aUCC) if possible, or whether it should only operate in manual mode (mUCC). Configuration or changes to the configuration can be made, for example, at a specific time or location (within the road network).

[0096] It is possible that a driving function, in particular the UCC driving function, is already being operated with respect to a signaling unit 200, 210 at the configuration time or configuration position. The control unit 101 may be configured to only take into account the change in the configuration of the driving function made at the configuration time or configuration position when the vehicle 100 is in a state in which the configuration changes do not cause an immediate vehicle reaction.

[0097] Within the UCC driving function, a configuration change via user interface 107, which could cancel active braking at a specific signaling unit 200, 210, can only be applied once the active braking has ended or if it has been canceled by other means (e.g., by the driver). The configuration change therefore only affects the next driving situation involving a signaling unit 200, 210. Thus, if the UCC driving function is deactivated (e.g., by the passenger) during active braking at a traffic light 200, the vehicle 100 will continue braking until it comes to a complete stop at the traffic light 200. The driving function is only actually deactivated after the braking process is complete.

[0098] In another example within the context of the UCC driving function, it may be possible to switch from automatic takeover (aUCC) to manual takeover (mUCC) of a detected signaling unit 200, 210 while the function is already controlling for a specific signaling unit 200, 210. The change is then preferably only made after the completion of the already running control process, so that a manual offer is only issued for a subsequently detected signaling unit 200, 210.

[0099] The control unit 101 can thus be configured to check whether, at the configuration time or position of a configuration change to the UCC driving function, a signaling unit 200, 210 for the UCC driving function has already been detected and / or automated longitudinal guidance has already taken place with respect to a detected signaling unit 200, 210. If this is the case, the configuration change may only be applied to the immediately following signaling unit 200, 210 (and not to the signaling unit 200, 210 that has already been detected and / or considered). In particular, deactivation of the driving function may only occur after completion of the automated longitudinal guidance with respect to the already detected signaling unit 200, 210. This ensures particularly safe operation of the UCC driving function.

[0100] As 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 environmental data (and possibly on the map data). Furthermore, the color of a signal group 201 of the signaling unit 200, 210 can be determined based on the environmental data.

[0101] It can happen (e.g., during 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 specific, predetermined maximum deceleration). In such a case, an unavailability message could be issued to the driver of vehicle 100 to indicate that no automated braking will occur for the detected signaling unit 200, 210. However, issuing an unavailability message, particularly an unavailability indicator, would typically not be useful in such a situation, since manual braking can no longer be performed, nor should it be performed, by the driver of vehicle 100.

[0102] The control unit 101 can be configured to suppress an unavailability output if it is only shortly before reaching the signaling unit 200, 210 that it is detected 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 position where 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 certain time threshold; and / or whether the distance 311 until the signaling unit 200, 210 is reached corresponds to or falls below a certain distance threshold.

[0103] 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 remains 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.

[0104] The control unit 101 can be configured to suppress the output of an unavailability message if it is determined that that the time until the signaling unit 200, 210 is reached corresponds to or falls below the specified time threshold; and / or that the distance 311 until the signaling unit 200, 210 is reached corresponds to or falls below the specified distance threshold.

[0105] On the other hand, the output of the unavailability output can be triggered.

[0106] The control unit 101 can therefore be configured to ensure that, due to false detection and / or a traffic light that switches late to yellow in an area not relevant to the driver, no unavailability indicator (NVA) is issued until traffic light 200 is reached (especially because manual braking is no longer practical), since issuing such an NVA would represent an additional distraction for the driver.

[0107] In particular, it can be ensured that no NVA (Non-Vehicle Alert) is displayed at a specific distance x 311 in [m] and / or at a specific time interval in [s] before reaching traffic light 200. The minimum distance x to the stopped position of traffic light 200 can be independent of speed and may represent a lower limit. Below this distance, the NVA may not be displayed at all. The time criterion can be speed-dependent. This criterion can then prevent the NVA from being displayed, especially at relatively high speeds. Suppressing the NVA display can increase the driving comfort for the driver of vehicle 100.

[0108] As explained above, the UCC driving function can be operated in a manual mode, in which the driver of vehicle 100 is offered assistance with longitudinal guidance at a detected signaling unit 200, 210. The driver of vehicle 100 then has the option of accepting the offer (e.g., by activating the set control element 212). If the offer is accepted, automated braking can be performed at the detected signaling unit 200, 210, if necessary.

[0109] It can happen, for example, when vehicle 100 is traveling on a straight road, that the next signaling unit 200, 210 is detected at a relatively large (temporal and / or spatial) distance 311 before reaching it (based on environmental data). At this moment, the detected signaling unit 200, 210 may still be irrelevant for the longitudinal guidance of vehicle 100 and / or for the driver of vehicle 100. An output to the driver of vehicle 100, e.g., regarding an offer to support automated longitudinal guidance at the detected signaling unit 200, 210, could be perceived by the driver as disruptive and / or irritating.

[0110] Furthermore, it is possible that the signaling unit 200, 210 may become obscured at a later time and thus no longer be recognized. This could lead to the offer being withdrawn to the driver and therefore to confusion for the driver.

[0111] 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 only trigger an output regarding the detected signaling unit 200, 210 (e.g., an offer to consider the detected signaling unit 200, 210 in automated longitudinal guidance) if the (spatial and / or temporal) distance 311 to the detected signaling unit 200, 210 is equal to or less than the output threshold.

[0112] Control unit 101 can thus be configured to take into account 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, as implausible changes regarding an offer to support automated longitudinal guidance at the detected signaling unit 200, 210 could be displayed on screen 400 (e.g., in the instrument cluster and / or the head-up display), even though the signaling unit 200, 210 (e.g., a red light) is not (yet) relevant to the driver. Such changes could be caused, for example, by uncertainties in camera detection (due to the relatively large distance).

[0113] Control unit 101 can be configured to only display an offer related to a signaling unit 200, 210 if a certain distance to the signaling unit 200, 210 is not exceeded. If necessary, no display will occur if vehicle 100 is in the xth row (where x > 1) in front of the signaling unit 200, 210. Incorrect and / or implausible displays can thus be eliminated. Control unit 101 can therefore 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 exceeded. This can increase user convenience.

[0114] The control unit 101 can be configured to sequentially search for a (directly) subsequent second signaling unit 200, 210 after the longitudinal guidance support of the vehicle 100 has ended at a first signaling unit 200, 210, which can or should be taken into account in the longitudinal guidance of the vehicle 100. In particular, within the framework of the mUCC driving function, a suggestion for taking a subsequent second signaling unit 200, 210 into account can be issued after the braking process at a first signaling unit 200, 210 has been completed. Alternatively, within the framework of the aUCC driving function, after the braking process at a first signaling unit 200, 210 has been completed, the subsequent second signaling unit 200, 210 can be automatically taken into account (and, if necessary, an associated automated braking action can be carried out).

[0115] The detection of a subsequent second signaling unit 200, 210 can be impaired, particularly when starting from a stop at a traffic light (i.e., at a first signaling unit 200, 210) (e.g., because the environmental data still partially displays information relating to the first signaling unit 200, 210). This can lead to implausible behavior of the driving function for the driver of vehicle 100.

[0116] The control unit 101 can be configured to determine the time duration and / or the spatial distance since the vehicle 100 started moving at the first signaling unit 200, 210. The output of an offer to consider 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 duration is less than or equal to a 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 vehicle's speed 100 is less than or equal to a speed threshold.

[0117] The control unit 101 can thus be configured to suppress all manual and / or automatic offers for consideration of 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 for a manual and / or automatic offer to be permitted.

[0118] In particular, a lockout timer can be activated after the vehicle starts moving (100 km / h), suppressing all offers until a defined time has elapsed since the "driving" state began. Furthermore, no offers may be displayed until a defined speed is reached. This further enhances the driving experience.

[0119] As explained above, the vehicle 100 can 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 can be operated based on this driver data. In particular, information can be output to the driver of the vehicle 100 based on this driver data, or, if necessary, the output can be suppressed.

[0120] The control unit 101 of the vehicle 100 can be configured to determine, based on driver data, whether the driver is sufficiently attentive to the driving task or to monitoring the driving function. Furthermore, the control unit 101 can be configured to supplement the 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.

[0121] The unavailability indicator can be displayed, for example, when it is detected that the driving function (e.g., due to late detection of a traffic light, a late change to yellow, a blocked camera 103, etc.) can no longer react to the traffic light in time (and thus automated braking at the traffic light is not available). The unavailability indicator can be displayed, for example, in the instrument cluster and / or the head-up display. If the driver is inattentive at the time the unavailability indicator is displayed, this could lead to the driver overlooking the visual warning (and continuing to assume that the traffic light 200 is being taken into account by the automated longitudinal control).

[0122] In addition to the visual indicator, an acoustic signal can be emitted to a driver identified as inattentive, prompting them to pay attention. Alternatively or additionally, steering wheel vibration and / or activation of illuminated strips on the steering wheel can be triggered. This ensures that the traffic light indicated for the NVA (National People's Army) is not overlooked by the driver.

[0123] Using sensor data from an interior camera (108), the driver's condition can be determined with the help of a driver model. If it is detected that the driver is inattentive, an audible signal can be emitted in addition to the unavailability indicator. Alternatively or additionally, further haptic or visual feedback can be provided.

[0124] During the operation of a driving function, particularly a driver assistance function, the vehicle's driving behavior may change. For example, the driving function may automatically abort an already initiated braking maneuver, e.g., to accelerate the vehicle again. This can occur, for example, within the context of the UCC driving function, if, during automated braking at a traffic light 200 with a red signal group 201, the signal group 201 changes to green. The change in the vehicle's driving behavior caused by the driving function may be perceived as disconcerting and / or uncomfortable by the driver of the vehicle 100, especially if the driver is inattentive.

[0125] The control unit 101 can be configured to determine that the driving behavior of vehicle 100, caused by the vehicle's driving function, has changed or will change significantly at a specific point in time. Furthermore, the control unit 101 can be configured, based on driver data from one or more driver sensors 108, to determine that the driver of vehicle 100 is inattentive to the driving task at that point in time. In response, information regarding the change in driving behavior can be output to the driver of vehicle 100 (e.g., via visual and / or audible signals). This can increase driver comfort.

[0126] The UCC driving function is typically designed as a driving function according to SAE Level 2. With such a driving function, particularly with such a driver assistance system, the driver is only supported in the (longitudinal) control of the vehicle 100 and must remain able to act independently at all times. The driving function can be designed such that, in a situation where the driving function changes the vehicle's behavior in such a way that the driver must react or at least monitor the vehicle 100 with increased attention, information regarding the change in driving behavior is provided.

[0127] The control unit 101 can therefore be configured to inform a driver identified as inattentive about the change visually and / or audibly and / or haptically if the driving function significantly changes its characteristics, e.g., if braking is interrupted and the vehicle accelerates back into free driving.

[0128] If the UCC driving function automatically brakes at a traffic light (200) and the light changes from red to green during the braking process, the control unit (101) can cause the UCC driving function to abort the braking and transition to free-running mode or following mode (if there is a vehicle ahead), particularly if the driver is detected as attentive by the interior camera (108). If the driver is not detected as attentive in this situation, the driver can be alerted to the changed conditions, for example, by an audible and / or visual warning signal. For safety reasons, braking can then continue despite the green light until the driver is detected as attentive again. This further enhances the safety of the driving function.

[0129] Another example within the UCC driving function is the unavailability indicator (UAE). If a red light (200) is detected so late that braking is no longer (automatically) possible, taking into account the driving function's limitations, 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, they could run a red light (200). For this reason, driver attention can be checked (especially simultaneously) with the display of the unavailability indicator (particularly via the interior camera 108). If the driver is detected as inattentive, an audible chime can be emitted to alert the driver that the UCC driving function will not brake and that a driver reaction may be necessary.This can increase the safety and comfort of the driving function.

[0130] The control unit 101 of the vehicle 100 can be configured to adjust the deceleration and / or acceleration automatically induced during a driving function, particularly within the UCC driving function, especially the timing of the deceleration and / or acceleration, of the vehicle 100 depending on driver data, particularly depending on the detected level of driver attention. This allows for an increase in the comfort and safety of the driving function.

[0131] By monitoring driver attention, it is possible to design the braking sequence of vehicle 100 in such a way that the driver is alerted to the start of an automated braking maneuver by the resulting vehicle movement. This increases the likelihood that the driver of vehicle 100 will monitor the automated braking. For example, braking can be initiated with a jolt, which creates a haptic signal for the (perceived as inattentive) driver, prompting them to refocus their attention on the driving task.

[0132] Alternatively or additionally, the timing of deceleration and / or acceleration of vehicle 100 can depend on a selected driving mode (e.g., Sport, Comfort, and / or Energy Saving). For example, it may be possible (e.g., in Sport mode) to initiate deceleration of vehicle 100 at a later time and / or with a higher deceleration value if the driver of vehicle 100 is detected as attentive. This can increase the comfort and safety of a driving function.

[0133] The control unit 101 can be configured (particularly based on environmental data and / or map data) to determine the type of signaling unit 200, 210 (from a predefined set of different types). Examples of such types are a traffic signal 200 or a traffic sign 210. Alternatively or additionally, the control unit 101 can be configured (particularly based on environmental data and / or map data) to predict the duration that the vehicle 100 is expected to have to stop at the upcoming signaling unit 200, 210 before it can proceed. Thus, information regarding the vehicle 100's stop at the upcoming signaling unit 200, 210 can be determined (based on map data and / or environmental data).

[0134] The automated deceleration of vehicle 100 at the preceding signaling unit 200, 210 can then be effected depending on the duration information and / or depending on the type of signaling unit 200, 210 (i.e., depending on the stop information). In particular, the temporal progression of the deceleration and / or the total duration of the deceleration process can be adjusted or set depending on the duration information and / or depending on the type of signaling unit 200, 210 (i.e., depending on 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 vehicle 100 has to wait anyway until the signal group 201 changes to green). On the other hand, at a stop sign 210, a relatively fast deceleration process can be selected, since vehicle 100 may have to stop again after coming to a complete stop.Driving can resume immediately (if traffic on the intersecting road allows). Adjusting the deceleration curve can increase driving comfort.

[0135] Within the framework of the UCC driving function, the vehicle's braking speed is typically regulated until it comes to a complete stop (100). As explained above, a different deceleration profile can be used depending on the type of signaling unit (200, 210). In particular, automated braking for a traffic light (200) may differ from automated braking for a stop sign (210) (because the driver may be able to continue driving immediately after stopping at a stop sign (210)).

[0136] Alternatively or additionally, the driving mode, in particular the deceleration or deceleration characteristics, of vehicle 100 can be selected by the user of vehicle 100 via the driving experience switch. At the driver's request, the driving function can assume different deceleration profiles at traffic lights 200 and / or stop signs 210 via the driving experience switch (e.g., Eco, Comfort, Sport, etc.). The different deceleration profiles can be achieved by adjusting one or more parameters in the trajectory planning of vehicle 100.

[0137] 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, which could occur, for example, if the deceleration before a stop sign 210 is too slow, can be avoided.

[0138] Within the framework of the UCC driving function, the driver of 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 vehicle 100, at which 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 in relation to the detected signaling unit 200, 210. An automated braking maneuver of vehicle 100 can then be initiated automatically (aUCC) or after confirmation by the driver (mUCC), bringing it to a standstill at the signaling unit 200, 210, in particular to the stop line of the signaling unit 200, 210.

[0139] The control unit 101 can be configured (based on the acquired environmental data) to monitor the (signaling) status, in particular the color, of signal group 201 of signaling unit 200, 210 relevant to vehicle 100 while vehicle 100 is stationary at signaling unit 200, 210. Furthermore, the control unit 101 can be configured to change or completely clear / revoke the display relating to signaling unit 200, 210 (and / or to produce an acoustic signal) when a phase change of signal group 201 from red to green is detected and / or as soon as vehicle 100 has come to a standstill at signaling unit 200, 210. This allows the driver of vehicle 100 to be clearly informed that signaling unit 200, 210 is no longer relevant for the longitudinal guidance of vehicle 100.The display can be reset in automatic mode and / or in manual mode of the UCC driving function.

[0140] Furthermore, the driver of vehicle 100 can be enabled to initiate the start of the vehicle 100 at the signaling unit 200, 210 (especially after a detected phase change from red to green) via a control element 413 (e.g., via the Resume button) of the user interface 107. Specifically, the driver can be enabled to accelerate the vehicle 100 back to the set set speed (taking into account a set target distance to a vehicle in front) by pressing control element 413. Starting the vehicle at the signaling unit 200, 210 by pressing the (Resume) control element 413 can be enabled in automatic mode and / or in manual mode of the UCC driving function.

[0141] Furthermore, starting after a standstill at signaling unit 200, 210 can be initiated by pressing the vehicle's accelerator pedal 100. However, this may lead to an interruption of the UCC driving function. Starting via a control element 413 (in particular a button) of the user interface 107 thus enables a convenient continuation of the UCC driving function at a sequence of successive signaling units 200, 210 (in automatic mode and / or in manual mode of the UCC driving function).

[0142] In particular, the UCC driving function can be configured such that, at traffic light 200 (mUCC), after the vehicle has come to a standstill and a green light change has been detected, the indicator for traffic light 200 is reset. Furthermore, the driver can be enabled to start moving again using button 413. This increases the comfort of the UCC driving function. It also ensures consistent behavior with the ACC driving function (when stationary without a vehicle in front). The control unit 101 can be configured to activate a timer at traffic light 200 (possibly manually confirmed) from the start of phase change detection after the light turns green. This timer then causes the red indicator for traffic light 200 to be reset once the vehicle has come to a standstill.

[0143] The control unit 101 of vehicle 100 can be configured to block or prevent vehicle 100 from moving forward at a signaling unit 200, 210 in response to the activation of a control element 411, 412, 413 of the user interface 107, if it is detected that vehicle 100 is positioned in the first row at the signaling unit 200, 210. In other words, moving forward via the activation of a control element 411, 412, 413 of the user interface 107 may only be permitted if at least one other vehicle 100 is positioned in front of vehicle 100 at the signaling unit 200, 210. This increases the safety of the UCC driving function. In particular, this reliably prevents the driver of vehicle 100 from inadvertently activating a control element 411, 412, 413 of the user interface 107 (especially the rocker switch 411, and / or a button 412, 413) to initiate a start at a (possibly)red traffic light causes 200.

[0144] This reliably prevents the driver from inadvertently initiating acceleration while stationary at a red light 200, for example, by adjusting the set speed using rocker switch 411 or confirming a limit offer with the SET button 412. Furthermore, it prevents the vehicle 100 from starting up and accelerating to the set speed when the driver presses a button. This is achieved in particular by preventing the transition from the "vehicle stationary" state to the "starting" state following driver confirmation of a control element 411, 412, or 413, as long as the vehicle 100 is in the first row before a stop-relevant traffic light 200. Activating a control element 411, 412, or 413 is therefore ineffective.

[0145] The control unit 101 of vehicle 100 can be configured to determine, based on environmental data and / or position data (in conjunction with map data), whether vehicle 100 is in the first row at a signaling unit 200, 210 or not. In particular, the distance of vehicle 100 to the stopping point or stop line of the signaling unit 200, 210 can be determined. Based on this determined distance, it can then be determined whether vehicle 100 is in the first row or not.

[0146] It may happen that the status 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 from one or more environmental sensors 103 of the vehicle 100. This could lead to reduced availability of the UCC driving function.

[0147] The control unit 101 can be configured to detect the vehicle directly in front of vehicle 100 based on environmental data. The UCC driving function, in particular the automated longitudinal guidance of vehicle 100, can then be performed 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.

[0148] During operation of the UCC driving function, it may occur, for example, that the color of a traffic light (200) is only partially recognizable due to obstruction or poor lighting conditions. Furthermore, in complex intersection geometries (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 improve driver comfort, the behavior of the vehicle in front can also be evaluated and taken into account during the operation of the driving function, in addition to the traffic light colors and / or the attributes of a signaling unit (200, 210) from the map data.

[0149] If the vehicle in front, for example, passes through the upcoming traffic light 200, which could potentially be green, the vehicle in front can be followed. In particular, automated braking can be canceled as long as a potentially relevant green traffic light is detected based on the environmental data. In other words, the control unit 101 can be configured to detect, based on the environmental data, whether at least one of the signal groups 201 of the upcoming traffic signal 200 is green. If this is the case, and if it is detected (based on the environmental data) that the vehicle in front (directly) of vehicle 100 is passing through traffic signal 200, then vehicle 100 can also be made to pass through traffic signal 200 (even if it could not be clearly determined based on the environmental and map data whether signal group 201 with the green color is relevant for the direction of travel of 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 safely.

[0150] Alternatively or additionally, the control unit 101 can be configured to assume, if the traffic light 200 is obscured while the vehicle 100 is stationary and a vehicle in front is starting to move, that the traffic light 200 has changed from red to green (or, in the case of demand-responsive traffic lights, has been switched off). This can then trigger an automated start-up maneuver for the vehicle 100. In other words, the control unit 101 can be configured to detect when the vehicle in front, which is (directly) in front of the vehicle 100 at a signaling unit 200, 210, is starting to move. It can then trigger an automated start-up maneuver for the vehicle 100, even without detecting the (signaling) status of the signaling unit 200, 210 (possibly only after the driver of the vehicle 100 has activated a control element 411, 412, 413). This can increase the availability of the UCC driving function in a safe manner.

[0151] The driver of vehicle 100 typically has the option of overriding the automated longitudinal guidance of the UCC driving function by pressing the accelerator and / or brake pedal. The detected press of the accelerator and / or 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 press of the accelerator and / or brake pedal of vehicle 100 can lead to reduced comfort and / or reduced safety of the UCC driving function.

[0152] For example, the driver of vehicle 100 may perceive the stopping position of vehicle 100 at a signaling unit 200, 210 (especially at the stop line of a signaling unit 200, 210) as being too far in front of the signaling unit 200, 210 (particularly if vehicle 100 is in the first row before the stop line and therefore has no vehicle in front). In such a case, the driver might be inclined to move vehicle 100 closer to the stop line by pressing the accelerator pedal, which, however, could lead to the termination of the UCC driving function and / or potentially prevent automated starting within the driving function.

[0153] In another example, the driver of vehicle 100 might be inclined to change lanes from a standstill in the first lane before traffic light 200 to an adjacent lane (e.g., to reduce the distance to the stop line). To do this, 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 accelerating from the stop at traffic light 200.

[0154] 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 operates 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).

[0155] On the other hand, it should be possible for the driver of vehicle 100 to reliably and comfortably override the UCC driving function, e.g. in the event of incorrect braking of the driving function (especially by actuating the accelerator pedal).

[0156] The control unit 101 can be configured to determine deflection information regarding the deflection, in particular the extent of the deflection, of the accelerator pedal. This 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 regarding the duration of the accelerator pedal deactivation. Based on the deflection information and / or the time information, it can then be determined whether or not the support for the automated longitudinal guidance of the vehicle 100 is provided at a signaling unit 200, 210, and / or whether the driving function is terminated or not.

[0157] 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 value (e.g., 25% of the maximum possible deflection of the accelerator pedal). Furthermore, the control unit 101 can be configured, based on the time information, to determine whether the duration of the accelerator pedal deflection is greater or less than a time threshold value (e.g., 4 seconds).

[0158] The control unit 101 can be configured to allow the accelerator pedal to be actuated 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 actuation is less than or equal to the time threshold.

[0159] On the other hand, a drop or termination of the UCC driving function can be triggered 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.

[0160] The cancellation or abort may only apply to the next signaling unit 200, 210 that follows the accelerator pedal actuation. Therefore, only a temporary cancellation or a temporary termination of the UCC driving function may be effected (only for the signaling unit 200, 210 that directly follows the accelerator pedal actuation).

[0161] This allows for increased comfort and / or safety of the UCC driving function. Specifically, it enables the driver of vehicle 100 to move the vehicle closer to the stop line and / or into an adjacent lane in front of a signal unit 200, 210 by (lightly) pressing the accelerator pedal (without terminating the automated support of the UCC driving function, such as for the subsequent acceleration of vehicle 100). Furthermore, this ensures that a detected signal unit 200, 210 is taken into account during the automated longitudinal guidance of vehicle 100 even if the driver briefly and relatively lightly presses the accelerator pedal (while the signal unit 200, 210 is detected). Finally, this allows for a convenient and safe override of an intervention by the UCC driving function.

[0162] The driving function can thus be configured such that it is immediately disengaged only when a certain accelerator pedal angle is exceeded. Furthermore, the driving function can be disengaged if a certain time threshold for accelerator pedal actuation is exceeded (even if the deflection threshold is not exceeded). Alternatively, the driver can use the time until the time threshold is reached to cautiously approach the stop line of an intersection.

[0163] Furthermore, the driving function can be designed in such a way that it is not deactivated when a traffic light (200) is detected while the accelerator pedal is depressed. This reliably prevents the vehicle from passing a traffic light (200) without reacting.

[0164] When stopped at a red light (200), the driver might start moving by pressing the accelerator pedal when the light turns green, because the UCC driving function has not yet recognized the change to green (e.g., due to latency and / or failure to detect the color change). Pressing the accelerator pedal could cause the UCC driving function to terminate (and trigger a corresponding takeover request (TOR)). This could be perceived as disruptive by the driver of vehicle 100.

[0165] The control unit 101 can be configured to determine speed data relating to the vehicle's speed during a starting maneuver initiated by the driver of vehicle 100 by pressing the accelerator pedal. Furthermore, the control unit 101 can be configured to take over automated longitudinal control from the driver as long as the speed achieved by pressing the accelerator pedal has not yet exceeded a predefined speed threshold. The issuance of a TOR (Traffic Error Rate) and / or the termination of the UCC (Unified Control and Vehicle Control) driving function can thus be suppressed and / or prevented until the speed threshold is reached (and longitudinal control can be taken over by the driving function). Conversely, the issuance of a TOR and / or the termination of the UCC driving function can be triggered when (especially as soon as) the speed threshold (e.g., 10 km / h) is reached or exceeded.This will further increase the comfort for the driver of the vehicle 100.

[0166] 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. Examples of driving modes are: a sport driving mode in which the vehicle exhibits relatively high driving dynamics, with relatively strong acceleration and / or deceleration values; a comfort driving mode in which the vehicle exhibits a particularly comfortable driving style, with relatively low acceleration and / or deceleration values; and / or an eco driving mode in which the vehicle exhibits a particularly energy-saving driving style.

[0167] 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 controls of the user interface 107.

[0168] The control unit 101 can also be configured to operate the UCC driving function depending on the selected driving mode. In particular, the driving behavior, such as the deceleration behavior, of the vehicle 100 in relation to an upcoming signaling unit 200, 210 can be adapted depending on the driving mode. For example, the point in time at which the vehicle 100 reacts to a detected signaling unit 200, 210 (at which the vehicle 100 is to stop) can be adjusted depending on the driving mode. In Eco driving mode, for example, a particularly early reaction of the vehicle 100 can be triggered, while in Comfort driving mode a reaction occurs later, and in Sport driving mode the reaction occurs even later.

[0169] Alternatively or additionally, the type or nature of the vehicle's reaction 100 to a detected signaling unit 200, 210 that must be taken into account can be adapted depending on the selected driving mode. Examples of reaction types or natures are: A sailing mode of vehicle 100, in which the wheels of vehicle 100 are decoupled from the drive motor of vehicle 100. The drive motor can then be deactivated if necessary; a towing mode of vehicle 100, in which the wheels of vehicle 100 drag the drive motor, resulting in a towing deceleration of 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 vehicle 100 (e.g., by a friction brake and / or by an electric motor).

[0170] In Eco mode, for example, when approaching a signaling unit 200 or 210, the vessel can first switch to coasting, then towing, and finally to braking. In Comfort mode, coasting can be omitted, and towing followed directly by braking. In Sport mode, coasting and towing can be omitted, and braking can be initiated directly.

[0171] The deceleration behavior of vehicle 100 when approaching a signaling unit 200, 210 can therefore be adapted to the selected driving mode. This further increases the comfort of vehicle 100.

[0172] 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, the traffic light control can begin relatively early, for example, with an operating sequence of coasting, towing, and braking. In Comfort driving mode, a medium start time for the traffic light control can be selected, for example, with an operating sequence of towing and braking. In Sport driving mode, the traffic light control can begin relatively late, for example, directly with braking.

[0173] Traffic light control (especially the deceleration of the vehicle) can be made particularly comfortable by adapting it to the driving mode. Furthermore, anticipatory driving is possible "by releasing the accelerator early," which, among other things, reduces the vehicle's speed when approaching a stationary object. This can result in increased comfort and safety for the driver of the vehicle. 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 mode. This allows for a particularly harmonious interaction between the ACC function and the UCC driving function.

[0174] The following section describes different aspects of the vehicle guidance system 101 described in this document, using procedures as examples. It should be noted that the different features of the various procedures can be combined in any way.

[0175] Fig. 5a shows a flowchart of an exemplary (possibly computer-implemented) procedure 500 for providing a driving function (in particular the UCC driving function) for automated longitudinal guidance of a vehicle 100.

[0176] The procedure 500 comprises, during the operation of the driving function, the determination 501 of 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.

[0177] Furthermore, the procedure 500 includes operating 502 the driving function at the first signaling unit 200, 210 depending on the data relating to the first signaling unit 200, 210 in an automatic mode or in a manual mode. In the automatic mode, the first signaling unit 200, 210 may be taken into account automatically, and in the manual mode, only after confirmation by a user of the vehicle 100 during the automated longitudinal guidance of the vehicle 100.

[0178] For example, the driving function can be operated in automatic mode if the relevant color for the vehicle's direction of travel (100) of a signal group (201) of signaling unit (200, 210) can be clearly determined based on the data. If the color of the relevant signal group (201) cannot be clearly determined, manual mode can be used. Thus, depending on the available data for a signaling unit (200, 210), the driving function can be flexibly switched between automatic and manual modes. This flexible switching between automatic and manual modes increases the availability and therefore the user-friendliness of the driving function.

[0179] Fig. 5b shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0180] The method 510 comprises, during the operation of the driving function, the detection 511 that at a configuration time or configuration position of the vehicle 100 a user of the vehicle 100 makes a configuration change to a property of the driving function (e.g. a change from automatic mode to manual mode, or a deactivation of the driving function).

[0181] Method 510 further comprises determining 512 that, at the configuration time or configuration position, a first signaling unit 200, 210 located ahead of the vehicle 100 in the direction of travel is already taken into account during the automated longitudinal control of the vehicle 100. Method 510 also comprises taking into account 513 the configuration change only at the signaling unit 200, 210 following the first signaling unit 200, 210 during the automated longitudinal control of the vehicle 100 and / or only after the automated longitudinal control of the vehicle 100 has ended or been completed at the first signaling unit 200, 210 (e.g., only after the vehicle 100 has braked at the first signaling unit 200, 210 to a standstill). The automated longitudinal guidance for the first signaling unit 200, 210 can continue to be carried out without taking the configuration change into account.This allows for particularly safe operation of the driving function.

[0182] Fig. 5c shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0183] Method 520 comprises, during the operation of the driving function, the determination 521 of environmental data relating to the area 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, method 520 comprises the detection 522, based on the environmental data, of a first signaling unit 200, 210, which is located in front of the vehicle 100 in the direction of travel on the roadway traversed by the vehicle 100.

[0184] Procedure 520 further includes determining 523 that a discrepancy exists between the first signaling unit 200, 210 detected on the basis of the environmental data and the map data with regard to the road network traveled by the vehicle 100. For example, it can be recognized that the first signaling unit 200, 210 detected on the basis of the environmental data has a different (in particular a higher) number of different signal groups 201 than recorded in the map data.

[0185] Furthermore, in response to the detected contradiction, procedure 520 includes issuing a non-availability message, in particular an NVA, to the user of vehicle 100, in order to inform the user that the first signaling unit 200, 210 detected on the basis of the environmental data is not taken into account in the driving function for the automated longitudinal guidance of vehicle 100. This further increases the safety of the driving function.

[0186] Fig. 5d shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0187] Method 530 comprises, during the operation of the driving function, the determination 531 of environmental data relating to the area in front of the vehicle 100 in the direction of travel. Furthermore, method 530 comprises the detection 532, based on the environmental data, of 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.

[0188] Method 530 further comprises determining 533 distance information regarding the temporal and / or spatial distance 311 of the vehicle 100 to the first signaling unit 200, 210. Method 530 also comprises causing or suppressing 534 an output of information regarding the first signaling unit 200, 210 depending on the distance information. In particular, the output (especially 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 (especially 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 comfort of the driving function can be increased.

[0189] Fig. 5e shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0190] Method 540 comprises, during the operation of the driving function, determining 541 that the vehicle 100 is performing a starting maneuver at a first signaling unit 200, 210. Furthermore, method 540 comprises 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 on the roadway traveled by the vehicle 100 in the direction of travel ahead of the vehicle 100.

[0191] Furthermore, the procedure 540 includes checking 543 whether one or more starting process conditions are met with regard to the starting process (e.g. one or more starting process conditions with regard to the speed of the vehicle 100 and / or with regard to the temporal or spatial distance of the vehicle 100 from the first signaling unit 200, 210).

[0192] 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 one or more starting-up 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 comfort of the driving function (e.g., by avoiding the output of incorrectly detected signaling units 200, 210).

[0193] Fig. 5f shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0194] Method 550 comprises, during the operation of the driving function, detecting 551, based on environmental data from one or more environmental sensors 103 of the vehicle 100, a first signaling unit 200, 210, which is arranged on the roadway traveled by the vehicle 100 in the direction of travel ahead of the vehicle 100. Furthermore, Method 550 comprises determining 552 driver data relating to the attention of the driver of the vehicle 100 while monitoring the driving function. Method 550 also 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 in manual mode depending on the driver data. This allows the safety and / or comfort of the driving function to be increased.

[0195] Fig. 5g shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0196] Method 560 comprises, during the operation of the driving function, the detection 561 of a first signaling unit 200, 210, which is arranged on the roadway traveled by the vehicle 100 in the direction of travel ahead of the vehicle 100. Furthermore, method 560 comprises the determination 562 of stopping information with regard to the expected stopping duration of the vehicle 100 at the first signaling unit 200, 210 and / or with regard to the type of the first signaling unit 200, 210 (and the associated expected stopping duration).

[0197] Furthermore, procedure 560 includes initiating 563 an automated deceleration of the vehicle 100 at the first signaling unit 200, 210 depending on the stopping information. In particular, the timing of the deceleration can be adjusted depending on the stopping information. This can increase the comfort and / or safety of the driving function.

[0198] Fig. 5h Figure 570 shows a flowchart of an exemplary (possibly computer-implemented) procedure 570 for providing a driving function (in particular the UCC driving function) for the automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210. During operation of the driving function, the procedure 570 includes determining 571 that the vehicle 100 is stopped at a signaling unit 200, 210 (in particular at a red light). Furthermore, the procedure 570 includes recognizing 572 that the driver of the vehicle 100 is operating a control 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. Method 570 further comprises causing 573 an automated start-up of the vehicle 100 in response to the detected actuation of the control element 411, 412, 413. This enables comfortable and safe starting at a signaling unit 200, 210.

[0199] Fig. 5i shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0200] The procedure 580 comprises, during the operation of the driving function, determining 581, based on environmental data relating to a front vehicle (possibly directly) in front of vehicle 100, that the front vehicle is passing over a traffic junction (in particular an intersection) associated with a signaling unit 200, 210. The front vehicle may be positioned in the same lane as vehicle 100.

[0201] Furthermore, in response to the detected movement of the vehicle in front, procedure 580 includes the action 582 that the vehicle 100 is automatically guided behind the vehicle in front 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 regard to the permission to cross the traffic intersection cannot be clearly determined. By taking the behavior of the vehicle in front into account, the availability and thus the comfort of the driving function can be increased.

[0202] Fig. 5j shows a flowchart of an exemplary (possibly computer-implemented) procedure 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.

[0203] Method 590 comprises, during the operation of the driving function, detecting 591 that the accelerator pedal of the vehicle 100 is being actuated. Furthermore, method 590 comprises determining 592 actuation information relating to the actuation of the accelerator pedal and / or to a reaction of the vehicle 100 caused by the actuation of the accelerator pedal. Method 590 also comprises adjusting 593, in particular continuing or terminating, 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, upcoming signaling unit 200, 210 is not taken into account during the automated longitudinal guidance of the vehicle 100 (and the vehicle 100 is thus guided past the detected signaling unit 200, 210 using distance and / or speed control, especially the ACC driving function). By considering actuation information, the availability and comfort of the driving function can be increased safely. In particular, this allows for comfortable override of the driving function (selectively per signaling unit 200, 210).

[0204] Fig. 6Show a flowchart of another exemplary (possibly computer-implemented) method 600 for providing a driving function for the automated longitudinal guidance of a vehicle 100 at a signaling unit 200, 210. The method 600 comprises, during the operation of the driving function, the detection 601 of a first signaling unit 200, 210, which is arranged on a roadway traveled by the vehicle 100 in the direction of travel ahead of the vehicle 100. The signaling unit 200, 210 can be detected, for example, based on environmental data and / or on map data.

[0205] Furthermore, the procedure 600 comprises determining 602 a set driving mode from a plurality of different driving modes of the vehicle 100. The driving mode may 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 may include, for example, an Eco driving mode, a Comfort driving mode, and / or a Sport driving mode. The different driving modes may be designed to produce different driving dynamics of the vehicle. The driving dynamics in Eco driving mode may be lower than in Comfort driving mode, and in Comfort driving mode lower than in Sport driving mode.

[0206] Method 600 further comprises activating 603 the automated longitudinal guidance of the vehicle 100 when approaching the first signaling unit 200, 210, particularly during a deceleration process at the first signaling unit 200, 210, depending on the selected driving mode. By taking the selected driving mode into account when operating the UCC driving function, the safety and comfort of the driving function can be increased.

[0207] 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.

[0208] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems.

Claims

1. A vehicle guidance system (101) for providing a driving function for the automated longitudinal guidance of a vehicle (100); wherein the vehicle guidance system (101) is arranged to - determine data relating to a first signaling unit (200, 210) that is located ahead in the direction of travel of the vehicle (100); - determine a user setting effected by the user of the vehicle (100) relating to whether the driving function is to be operated in an automatic mode or in a manual mode; wherein the first signaling unit (200, 210) is taken into account in the automated longitudinal guidance of the vehicle (100) automatically in the automatic mode and in the manual mode only after confirmation by a user of the vehicle (100); - determine, on the basis of the data relating to the first signaling unit (200, 210), a complexity measure for a complexity of a junction of a roadway traveled by the vehicle (100) with one or more other traffic routes, which junction is arranged at the first signaling unit (200, 210); - operate the driving function at the first signaling unit (200, 210) in dependence on the determined complexity measure in the automatic mode or in the manual mode, such that the driving function at the first signaling unit (200, 210) is operated in the manual mode in dependence on the data relating to the first signaling unit (200, 210) even when the user setting indicates that the driving function is to be operated in the automatic mode.

2. The vehicle guidance system (101) according to claim 1, wherein the vehicle guidance system (101) is arranged to determine, as data relating to the first signaling unit (200, 210), - map data relating to signaling units (200, 210) in a road network traveled by the vehicle (100); and / or - environment data relating to the first signaling unit (200, 210), which were detected by one or more environment sensors (103) of the vehicle (100).

3. The vehicle guidance system (101) according to claim 2, wherein - the map data comprise one or more attributes for the first signaling unit (200, 210); and - the one or more attributes indicate - a type of the first signaling unit (200, 210), in particular whether the first signaling unit (200, 210) is a traffic light system (200) or a traffic sign (210); and / or - a number of different signal groups (201) of the first signaling unit (200, 210) for different directions of travel at the junction of the road network at which the first signaling unit (200, 210) is arranged; and / or - a position of the first signaling unit (200, 210) and / or of a stop line of the first signaling unit (200, 210) within the road network; and / or - a relative distance of the stop line of the signaling unit (200, 210) to the signaling unit (200, 210).

4. The vehicle guidance system (101) according to one of claims 2 to 3, wherein the vehicle guidance system (101) is arranged to - determine a decision time and / or a decision position before reaching the first signaling unit (200, 210), at which an offer relating to the consideration of the first signaling unit (200, 210) should be output to the user of the vehicle (100) at the latest; - determine whether at the decision time or at the decision position there is a contradiction between the map data and the environment data regarding a property of the first signaling unit (200, 210); and - operate the driving function at the first signaling unit (200, 210) in the automatic mode or in the manual mode in dependence on whether it is determined that at the decision time or at the decision position there is a contradiction between the map data and the environment data or not.

5. The vehicle guidance system (101) according to claim 4, wherein the vehicle guidance system (101) is arranged to - operate the driving function at the first signaling unit (200, 210) in the automated mode when it is determined that at the decision time there is no contradiction between the map data and the environment data; and / or - operate the driving function at the first signaling unit (200, 210) in the manual mode when it is determined that at the decision time there is a contradiction between the map data and the environment data.

6. Vehicle guidance system (101) according to one of claims 4 to 5, wherein the vehicle guidance system (101) is arranged to - determine, on the basis of the map data, a map-based number of different signal groups (201) of the first signaling unit (200, 210) as a property of the first signaling unit (200, 210); - determine, on the basis of the environment data, a sensor-based number of different signal groups (201) of the first signaling unit (200, 210) as a property of the first signaling unit (200, 210); and - determine that there is a contradiction between the map data and the environment data when the map-based number of signal groups (201) deviates from the sensor-based number of signal groups (201), in particular when the sensor-based number of signal groups (201) is greater than the map-based number of signal groups (201).

7. The vehicle guidance system (101) according to one of claims 4 to 6, wherein the vehicle guidance system (101) is arranged to - determine, already before the decision time or the decision position, that there is a contradiction between the map data and the environment data regarding a property of the first signaling unit (200, 210); and - in response thereto make a decision as to whether the driving function is operated at the first signaling unit (200, 210) in the automatic mode or in the manual mode dependent on a renewed verification of the presence of a contradiction at the decision time or at the decision position.

8. The vehicle guidance system (101) according to one of claims 4 to 7, wherein the vehicle guidance system (101) is arranged to - determine an intervention time or an intervention position before reaching the first signaling unit (200, 210), at which the first signaling unit (200, 210) should or must be taken into account in the automated longitudinal guidance of the vehicle (100) at the latest; and / or - determine a reaction period or a reaction distance which is granted to the user to react to an offer relating to the consideration of the first signaling unit (200, 210); and - determine the decision time and / or the decision position on the basis of - the intervention time or the intervention position; and / or - the reaction period or the reaction distance.

9. The vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is arranged to - determine, on the basis of the data relating to the first signaling unit (200, 210), a number of different signal groups (201) for different directions of travel of the vehicle (100); and - operate the driving function at the first signaling unit (200, 210) in the automatic mode or in the manual mode in dependence on the determined number of different signal groups (201); in particular operate the driving function at the first signaling unit (200, 210) in the manual mode when the determined number of different signal groups (201) is greater than one; and - in particular operate the driving function at the first signaling unit (200, 210) in the automatic mode when the determined number of different signal groups (201) is equal to one.

10. The vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) in the manual mode is arranged to - output an offer relating to the consideration of the first signaling unit (200, 210) to the user of the vehicle (100), in particular via a user interface (107) of the vehicle (100); and - take into account the first signaling unit (200, 210) in the automated longitudinal guidance of the vehicle (100) at the first signaling unit (200, 210) if the offer is accepted by the user; and / or - not take into account the first signaling unit (200, 210) in the automated longitudinal guidance of the vehicle (100) at the first signaling unit (200, 210) if the offer is not accepted by the user.

11. The vehicle guidance system (101) according to one of the preceding claims, wherein the vehicle guidance system (101) is arranged, if the first signaling unit (200, 210) is taken into account in the automated longitudinal guidance of the vehicle (100), to - determine, on the basis of the data relating to the first signaling unit (200, 210), in particular on the basis of a color of a light signal of the first signaling unit (200, 210) indicated by the data, whether the vehicle (100) must stop at the first signaling unit (200, 210), in particular at a stop line of the first signaling unit (200, 210), or not; and - cause the vehicle (100) to be stopped automatically at the first signaling unit (200, 210) if it is determined that the vehicle (100) must stop at the first signaling unit (200, 210); and / or - cause the vehicle (100) to be longitudinally guided automatically past the first signaling unit (200, 210), in particular over the stop line of the first signaling unit (200, 210), if it is determined that the vehicle (100) does not have to stop at the first signaling unit (200, 210).

12. A method (500) for providing a driving function for the automated longitudinal guidance of a vehicle (100); wherein the method (500) comprises - determining (501) data relating to a first signaling unit (200, 210) that is located ahead in the direction of travel of the vehicle (100); - determining a user setting effected by the user of the vehicle (100) relating to whether the driving function is to be operated in an automatic mode or in a manual mode; wherein the first signaling unit (200, 210) is taken into account in the automated longitudinal guidance of the vehicle (100) automatically in the automatic mode and in the manual mode only after confirmation by a user of the vehicle (100); - determining, on the basis of the data relating to the first signaling unit (200, 210), a complexity measure for a complexity of a junction of a roadway traveled by the vehicle (100) with one or more other traffic routes, which junction is arranged at the first signaling unit (200, 210); and - operating (502) the driving function at the first signaling unit (200, 210) in dependence on the determined complexity measure in the automatic mode or in the manual mode, such that the driving function at the first signaling unit (200, 210) is operated in the manual mode in dependence on the data relating to the first signaling unit (200, 210) even if the user setting indicates that the driving function is to be operated in the automatic mode.