Method and device for accelerating a vehicle at a signalling unit

Abstract

A device for accelerating a vehicle as part of a speed control process during a journey towards an upcoming signalling unit is described. The device is configured to determine that, during the journey towards the upcoming signalling unit, the actual driving speed of the vehicle is below the target driving speed of the speed control process. The device is also configured to determine distance information relating to the distance between the upcoming signalling unit and the vehicle and, as part of the process of controlling the speed to the target driving speed, to cause an acceleration of the vehicle with an acceleration value that depends on the distance information.

Description

[0001] Method and device for accelerating a vehicle at a signaling unit

[0002] The invention relates to a device and a corresponding method for operating a driving function of a vehicle, in particular a speed control of the vehicle, on a signaling unit.

[0003] A vehicle can have one or more driving functions that support the driver of the vehicle in guiding the vehicle, in particular in longitudinal and / or lateral guidance. An example driving function to support the longitudinal guidance of a vehicle is the Adaptive Cruise Control (ACC) function, which can be used to guide the vehicle longitudinally at a specified set or target speed and / or at a specified set or target distance from a vehicle driving in front of the vehicle. The driving function can also be used in conjunction with a signaling unit (in particular with a traffic light) at a traffic junction (e.g. at an intersection) in order to effect automated longitudinal guidance, such as automated deceleration, at the signaling unit.This document deals with the technical task of safely increasing the comfort of a driving function for the automated longitudinal guidance of a vehicle at a signaling unit.

[0004] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0005] According to one aspect, a device for accelerating a (motor) vehicle as part of a speed control system when traveling toward a signaling unit ahead (e.g., a traffic light or a traffic sign) is described. The speed control system can be part of a driving function, in particular an ACC driving function. The speed control system can be used when the vehicle is traveling in a clear area (without a vehicle directly in front of it). The driving speed can be controlled to a target driving speed (specified by the vehicle user).

[0006] The signaling unit may in particular comprise a traffic light.

[0007] The device can be configured to control the signaling unit, in particular the

[0008] The signaling state (e.g., the color) of the signaling unit must be taken into account during the automated longitudinal guidance of the vehicle. The device can, for example, be configured, depending on the signaling state of the signaling unit, to cause the vehicle to be automatically guided longitudinally past the signaling unit to the target driving speed using the speed control (if the signaling state (e.g., green) indicates that the vehicle has clear passage at the intersection). On the other hand, the device can be configured to automatically decelerate the vehicle to a standstill at the stop position of the signaling unit (if the signaling state (e.g., yellow or red) indicates that the vehicle must stop at the signaling unit).

[0009] The device is configured to determine that, when traveling towards the signaling unit ahead, the actual speed of the vehicle is below the target speed of the cruise control (e.g., 10% or more below the target speed). Such a situation may occur, in particular, when the cruise control is activated. Within the scope of the cruise control, acceleration with a certain standard value is typically effected in order to set, in particular regulate, the vehicle's speed to the target speed. The standard value may depend on the difference between the actual speed and the target speed (and typically increases with increasing difference).

[0010] Thus, particularly when there is a relatively large difference between the actual driving speed and the target driving speed, a relatively strong acceleration of the vehicle can occur, which may be perceived as uncomfortable by the vehicle user when driving towards the signaling unit ahead (particularly if the signaling unit is not far from the vehicle). The device is further configured to determine distance information relating to the (temporal and / or spatial) distance of the signaling unit ahead from the vehicle. In particular, the distance can be determined in seconds of travel time and / or in meters of travel distance.

[0011] The distance information can be determined based on sensor data from one or more of the vehicle's environmental sensors (e.g., a camera and / or a lidar sensor) and / or based on a digital map of the road network traveled by the vehicle. This data can also be used to detect the signaling unit ahead.

[0012] The device is further configured to accelerate the vehicle to the target speed within the context of cruise control at an acceleration value that depends on the distance information. In other words, cruise control can continue to occur at the (set) target speed. However, the acceleration used within the context of cruise control and / or the maximum permissible acceleration within the context of cruise control can depend on the distance information.

[0013] The acceleration value can be increased with increasing distance and / or decreased with decreasing distance. The device can, for example, be configured to determine, based on the distance information, that the distance is equal to or less than a (predefined) distance threshold. In response to the determination, a reduced acceleration value can be effected compared to the standard acceleration value used in cruise control.

[0014] The acceleration used in cruise control during a clear run can thus be adjusted depending on the (temporal and / or spatial) distance to a signaling unit ahead. This can increase user comfort (especially when cruise control is activated).

[0015] The acceleration used in cruise control (which, for example, represents a control variable of the cruise control loop) can be adjusted depending on a control error. The control error can depend on the difference between the actual vehicle speed and the target vehicle speed or can equal the difference. The cruise controller can determine the vehicle's acceleration as a control variable. The acceleration value typically depends on the control error and typically increases with increasing control error.

[0016] Within the scope of the speed control, a maximum acceleration value can be specified so that this maximum value cannot be exceeded (even in the presence of a relatively large control error). During normal operation of the speed controller, the maximum value can correspond to a specific standard maximum value.

[0017] The device can be configured to establish and / or adjust the maximum acceleration value of the vehicle used within the cruise control as a function of the distance information, in particular such that the maximum acceleration value increases with increasing distance and / or decreases with decreasing distance. The device can, for example, be configured to determine, based on the distance information, that the distance is equal to or smaller than a (predefined) distance threshold value. In response to the determination, a reduced maximum acceleration value can be used compared to the standard maximum acceleration value used within the cruise control.The selective reduction of the maximum permissible value of the vehicle's acceleration within the scope of the speed control depending on the distance information enables the provision of a particularly comfortable driving function when approaching a signaling unit.

[0018] The device may be configured to determine that the actual driving speed is below the target driving speed due to activation of the cruise control.

[0019] For example, a user input from a vehicle user can be detected at the vehicle's user interface indicating that cruise control should be activated (at a specific starting position). Based on the detected user input, it can then be reliably determined that the actual driving speed is below the target driving speed due to the activation of cruise control.

[0020] Alternatively or additionally, the device can be configured to determine that the vehicle (at the starting position) has transitioned from following a vehicle in front with distance control to free travel with cruise control (e.g., because the vehicle in front has left the lane traveled by the vehicle). This can be detected based on the sensor data from one or more environmental sensors. It can then be determined, based on the detected transition from distance control to cruise control, that the actual driving speed is below the target driving speed due to the activation of cruise control.

[0021] The vehicle's acceleration value can be determined based on the distance information, possibly only if it has been determined that the actual driving speed is below the target driving speed due to cruise control activation. The distance-dependent setting of the cruise control acceleration value can thus be limited to the cruise control activation phase. This can further increase user comfort.

[0022] The device can be configured to determine whether the cruise control (or the driving function) is operated in an automatic mode in which the preceding signaling unit is automatically taken into account in the longitudinal guidance of the vehicle, or in a manual mode in which the preceding signaling unit is only taken into account in the longitudinal guidance of the vehicle after acceptance of an offer by a user of the vehicle.

[0023] The device can, for example, be configured (in manual mode) to issue an offer to the vehicle user via the vehicle's user interface to the effect that the signaling unit ahead, in particular the signaling state of the signaling unit ahead, is taken into account in the vehicle's speed control. The user then has the option of accepting or rejecting the offer via a user input. On the other hand, in automatic mode, the signaling unit can be automatically considered without querying the user.

[0024] The device described in this document can thus be configured to adjust the acceleration value used in cruise control based on the distance information to a signaling unit ahead, even if the signaling unit is not yet taken into account in the automated longitudinal guidance of the vehicle. This allows the user to extend the period in which to accept the offer to consider the signaling unit. This can increase the comfort of the driving function.

[0025] As already explained above, the cruise control described in this document can be implemented as part of a driving function designed to automatically guide the vehicle longitudinally at and / or in conjunction with a signaling unit. The driving function can be configured according to SAE Level 2. In other words, the driving function can, if necessary, provide automated driving and / or driver assistance (with regard to longitudinal guidance) according to SAE Level 2. The driving function can be limited to longitudinal guidance of the vehicle. Lateral guidance of the vehicle can, if necessary, be provided manually by the driver or by another and / or separate driving function (e.g., by a lane departure warning system) during operation of the driving function.

[0026] As part of the driving function, the vehicle can be automatically guided longitudinally according to the set or target speed and / or according to the set or target distance to a vehicle in front of the vehicle driving (directly) in front of the vehicle. For this purpose, the driving function can provide the cruise control described in this document, by means of which the actual driving speed of the vehicle is set, in particular regulated, according to the set or target speed. Alternatively or additionally, a distance controller can be provided, by means of which the actual distance of the vehicle to the vehicle in front is set, in particular regulated, according to the set or target distance. If there is no relevant vehicle in front or if the vehicle in front is traveling faster than the set or target speed, the driving speed of the vehicle can be regulated. Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed.While the vehicle is traveling at the target speed, the distance between the vehicle and the vehicle in front can be regulated. The driving function can thus be configured to provide an Adaptive Cruise Control (ACC) driver assistance function. The vehicle can comprise a user interface for interaction with a user, in particular with the driver, of the vehicle. The user interface can comprise one or more control elements that enable the user to specify the set or target speed and / or the set or target distance. Alternatively or additionally, the one or more control elements can enable the user to confirm a previously specified set and / or target speed and / or a previously specified set or target distance of the vehicle for the operation of the driving function. The one or more control elements can be designed to be operated with a hand and / or with a finger of the driver.Alternatively or additionally, the one or more control elements can be arranged on a steering means (in particular on a steering wheel or on a steering bar) of the vehicle.

[0027] Furthermore, the driving function can be configured to take one or more signaling units on the carriageway (in particular road) and / or route used by the vehicle into account during automated longitudinal guidance. A signaling unit can be provided to determine right of way at a junction (in particular at an intersection) of the carriageway network used by the vehicle. The determination of right of way can be variable over time (such as in the case of a traffic light system, for example a set of traffic lights, with one or more different signal groups (each with one or more signal heads) for one or more different directions of travel of the vehicle at the junction) or can be fixed (such as in the case of a traffic sign, for example a stop sign).

[0028] During operation of the driving function, data relating to a signaling unit (at an intersection) located ahead in the direction of travel of the vehicle may be determined. The data may include map data relating to signaling units and / or intersections in the road network traveled by the vehicle. The map data (i.e., the digital map) may each include one or more attributes for each signaling unit. The one or more attributes for a signaling unit may display or include:

[0029] • the type of signalling unit, in particular whether the signalling unit is a traffic light or a traffic sign; and / or

[0030] • the number of different signal groups (and the number of signal heads per signal group) of the signalling unit for different directions of travel and / or for different lanes at the junction of the road network at which the signalling unit is located or with which the signalling unit is associated; and / or

[0031] • the position (e.g. the GPS coordinates) of the signalling unit and / or the stop line of the signalling unit within the road network; and / or

[0032] • the relative distance of the stop line to the associated signalling unit; and / or

[0033] • the relative distance and / or the relative arrangement of the individual signal generators of the signaling unit to one another.

[0034] The driving function can be configured to determine the actual position (e.g. the current GPS or GNSS coordinates) of the vehicle within the road network using a position sensor (e.g. a GPS or GNSS receiver) of the vehicle and / or using odometry. Based on the map data, a (e.g. the nearest) signaling unit on the vehicle's route or on the approach to an intersection ahead can then be detected. Furthermore, one or more map attributes relating to the detected signaling unit can be determined. Alternatively or additionally, the data relating to a signaling unit ahead in the direction of travel of the vehicle (at an intersection) can comprise environmental data relating to the signaling unit or can be determined based on environmental data. The environmental data can be recorded by one or more environmental sensors of the vehicle.Examples of environmental sensors are a camera, a radar sensor, a lidar sensor, etc. The one or more environmental data can be configured to capture sensor data (i.e., environmental data) relating to the environment in the direction of travel in front of the vehicle.

[0035] The driving function can be configured to recognize, on the basis of the environmental data (in particular, on the basis of the sensor data from a camera), that a signaling unit is arranged in front of the vehicle in the direction of travel. For this purpose, an image analysis algorithm can be used, for example. Furthermore, the driving function can be configured to determine the type of signaling unit (e.g., traffic light or traffic sign) on the basis of the environmental data. Furthermore, the driving function can be configured to determine, on the basis of the environmental data, the (signaling) status of the signaling unit with regard to the permission to cross the intersection associated with the signaling unit. In particular, the colors (green, yellow, or red) of one or more signal groups of a traffic light can be determined.

[0036] The driving function can be configured to take a detected signaling unit into account during the automated longitudinal guidance of the vehicle. In particular, the driving function can be configured to determine, based on the data relating to the detected signaling unit, in particular based on the color of a light signal or a signal group of the signaling unit indicated by the data, whether or not the vehicle must stop at the signaling unit, in particular at the stop position of the signaling unit. For example, it can be detected that the vehicle must stop because the signal group relevant to the vehicle is red. Alternatively, it can be detected that the vehicle does not have to stop because the signal group relevant to the vehicle is green. In a further example, it can be detected that the vehicle must stop because the signaling unit is a stop sign.

[0037] The driving function can further be configured to cause the vehicle to be automatically stopped at the detected signaling unit if it is determined that the vehicle must stop at the signaling unit. For this purpose, an automated deceleration process (to a standstill) can be initiated. The vehicle can be automatically guided to or before the stop position of the signaling unit. During the automated deceleration process, one or more wheel brakes (e.g. one or more friction brakes or one or more regenerative brakes) can be automatically activated by the driving function in order to brake the vehicle (to a standstill). The temporal course of the deceleration caused can depend on the available braking distance to the detected signaling unit.

[0038] Alternatively or additionally, the driving function can be configured to automatically guide the vehicle longitudinally past the detected signaling unit, in particular past the stop position of the signaling unit, if it is determined that the vehicle does not need to stop at the signaling unit. In this case, the speed and / or distance control can be continued according to the set or target speed and / or according to the set or target distance to the vehicle in front.

[0039] The driving function can thus be configured to provide an ACC driving function, taking signaling units into account. The driving function is also referred to in this document as the Urban Cruise Control (UCC) driving function.

[0040] For the purposes of this document, the term "automated driving" can be understood as driving with automated longitudinal or lateral guidance, or autonomous driving with automated longitudinal and lateral guidance. Automated driving can, for example, involve extended driving on the highway or temporary driving during parking or maneuvering. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation include assisted, partially automated, highly automated, or fully automated driving. These levels of automation were defined by the Federal Highway Research Institute (BASt) (see the BASt publication "Research Compact," issue 11 / 2012). In assisted driving, the driver continuously performs longitudinal or lateral guidance, while the system assumes the other function within certain limits.In partially automated driving (TAF), the system assumes longitudinal and lateral guidance for a certain period of time and / or in specific situations, whereby the driver must continuously monitor the system, as in assisted driving. In highly automated driving (HAF), the system assumes longitudinal and lateral guidance for a certain period of time without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle after a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; for this application, a driver is no longer required. The four levels of automation mentioned above correspond to SAE Levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineering). For example, highly automated driving (HAF) corresponds to Level 3 of the SAE J3016 standard.Furthermore, SAE J3016 also specifies SAE Level 5 as the highest level of automation, which is not included in the BASt definition. SAE Level 5 corresponds to driverless driving, in which the system can automatically handle all situations like a human driver throughout the entire journey; a driver is generally no longer required. The aspects described in this document specifically concern a driving function or driver assistance function designed according to SAE Level 2.

[0041] According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises the device described in this document.

[0042] According to another aspect, a method for accelerating a vehicle under cruise control while traveling toward a signaling unit ahead is described. The method includes determining that, while traveling toward the signaling unit ahead, the actual traveling speed of the vehicle is below the target traveling speed of the cruise control (and that this speed difference is due to a recent activation of the cruise control).

[0043] The method further comprises determining distance information relating to the distance of the signaling unit located ahead from the vehicle, and causing the vehicle to accelerate as part of the cruise control to the target driving speed (set by the user of the vehicle) with an acceleration value that depends on the distance information.

[0044] According to a further aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a control unit of a vehicle) and thereby to carry out the method described in this document. According to a further aspect, a storage medium is described. The storage medium can comprise a SW program configured to be executed on a processor and thereby to carry out the method described in this document.

[0045] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways. Furthermore, features listed in parentheses are to be understood as optional features.

[0046] The invention will be described in more detail below using exemplary embodiments.

[0047] Figure 1 shows exemplary components of a vehicle;

[0048] Figure 2a shows an example of a traffic light system;

[0049] Figure 2b shows an example traffic sign;

[0050] Figure 3a shows an exemplary driving situation;

[0051] Figure 3b shows exemplary speed curves of the vehicle in the driving situation shown in Fig. 3a; and

[0052] Figure 4 is a flowchart of an exemplary method for accelerating a vehicle at a signaling unit.

[0053] As stated at the outset, this document deals with increasing the 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 traveled by the vehicle. In particular, this document deals with enabling comfortable and safe speed control at a signaling unit. Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 102 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.), each of which is configured to acquire environmental data relating to the environment of the vehicle 100 (in particular relating to the environment in the direction of travel in front of the vehicle 100).Furthermore, the vehicle 100 includes one or more actuators 103 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.

[0054] The (control) device 101 of the vehicle 100 can be configured to provide a driving function, in particular a driver assistance function, based on the sensor data from the one or more environmental sensors 102 (i.e., based on the environmental data). For example, an obstacle on the travel trajectory of the vehicle 100 can be detected based on the sensor data. The device 101 can then control one or more actuators 103 (e.g., the braking system) to automatically decelerate the vehicle 100 and thereby prevent a collision of the vehicle 100 with the obstacle.

[0055] Within the scope of the automated longitudinal guidance of a vehicle 100, in addition to a vehicle in front, one or more signaling units (e.g., a traffic light and / or a traffic sign) on the carriageway or road traveled by the vehicle 100 can be taken into account. In particular, the signaling status of a traffic light or traffic light system can be taken into account, so that the vehicle 100 automatically decelerates to the stop position of the traffic light at a red light relevant to its own (planned) direction of travel and / or accelerates (if necessary again) at a green light. Fig. 2a shows an exemplary traffic light system 200. The traffic light system 200 shown in Fig. 2a has four different signal heads 201, which are arranged at different positions on an approach to an intersection. The left signal head 201 has an arrow 202 pointing to the left, thus indicating that this signal head 201 applies to left-turning vehicles.The two middle signal heads 201 have an upward arrow 202 (or no arrow 202), indicating that these two signal heads 201 are for straight-ahead travel. 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 is for right-turning vehicles.

[0056] Fig. 2b shows an exemplary stop sign as a traffic sign 210, which regulates the right of way at a traffic junction, in particular at an intersection. The (control) device 101 of the vehicle 100 can be configured to recognize a traffic sign 210 relevant to the travel of the vehicle 100 on the road or lane traveled by the vehicle 100 based on the sensor data of the one or more environmental sensors 102 (i.e., based on the environmental data) and / or based on digital map information (i.e., map data).

[0057] The device 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 as an Urban Cruise Control (UCC) driving function. The driving function can be provided in an automatic mode (aUCC) and / or in a manual mode (mUCC). The driver can optionally be enabled to specify via the user interface 107 of the vehicle 100 whether the driving function should be operated in automatic or manual mode. The device 101 of the vehicle 100 can be configured to detect a signaling unit 200, 210 located ahead on the route of the vehicle 100 based on the environmental data of the one or more environmental sensors 102 and / or based on map data relating to the road network traveled by the vehicle 100 (in conjunction with the position data of a position sensor 106 of the 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 or not the signaling unit 200, 210 should be taken into account in the automated longitudinal guidance of the vehicle 100. The driver of the vehicle 100 can then accept, reject, or ignore the suggestion, e.g., by actuating a control element of the user interface 107. On the other hand, in automatic mode of the UCC driving function, the recognized signaling unit 200, 210 can be taken into account automatically (i.e., without requiring feedback from the driver) in the automated longitudinal guidance of the vehicle 100.

[0058] If the detected signaling unit 200, 210 is taken into account in the automated longitudinal guidance of the vehicle 100, then (depending on the type and / or (signaling) state of the signaling unit 200, 210) an automatic deceleration can be initiated in order to automatically bring the vehicle 100 to a standstill (e.g., at a red traffic light or at a stop sign). Furthermore, (e.g., after a change in the (signaling) state of the signaling unit 200, 210, such as after a change to green) an automatic start of the vehicle 100 can be initiated. The vehicle 100 can then be automatically accelerated back to the target speed (taking into account a specified minimum or target distance from a vehicle in front).

[0059] The UCC driving function thus enables the driver of a vehicle 100 to use the ACC driving function even on a road with one or more signaling units 200, 210 (without having to deactivate and reactivate the ACC function on the individual signaling units 200, 210).

[0060] It may happen that the vehicle 100, as shown by way of example in Figures 3a and 3b, approaches a signaling unit 200, 210 and has an actual speed 311 that is lower than the target speed 312 of the driving function, even though the vehicle 100 is in a clear lane. This may occur, for example, if the user of the vehicle 100 activates the driving function while the vehicle 100 is traveling on a lane 300 toward the signaling unit 200, 210. Alternatively, such a situation may arise if the vehicle 100 was initially traveling in a following sequence behind a (relatively slow-moving) vehicle in front, and the vehicle in front has left the lane 300 (e.g., has turned into a driveway).

[0061] The control device 101 of the vehicle 100 can thus detect that the vehicle 100, with the driving function activated, is in a clear lane (without a vehicle in front) and has an actual speed 311 that is (significantly) lower than the target speed 312 of the cruise control of the driving function. The vehicle 100 could then be accelerated with a (relatively high) standard acceleration of the cruise control in order to set, in particular, regulate, the driving speed 310 of the vehicle 100 to the target speed 312. However, this could lead to a situation in which the vehicle 100 is accelerated with the relatively high standard acceleration even though the vehicle 100 should come to a stop at the stop position 302 of a signaling unit 200, 210 located ahead. This can lead to an uncomfortable situation for the user of the driving function.In particular, by using a relatively high standard acceleration, the time available for the user of the vehicle 100 to select the signaling unit 200, 210 in the manual mode of the driving function can be reduced. The (control) device 101 can be configured to determine distance information relating to the distance 305 between the starting position 301 of the vehicle 100 (when cruise control is activated) and the stop position 302 of the signaling unit 200, 210. The starting position 301 can correspond to the position of the vehicle 100 at which it is recognized that a free-to-drive situation exists for the vehicle 100, and the vehicle 100 should therefore be accelerated to the target speed 312.

[0062] The acceleration value can then be determined based on the distance information. The acceleration value can be increased as the distance 305 increases. For example, the default acceleration value can be used if the distance 305 is greater than a certain distance threshold. On the other hand, a reduced acceleration value compared to the default value can be used if the distance 305 is equal to or less than the distance threshold.

[0063] Fig. 3b shows the speed curve 321 of the speed 310 of the vehicle 100 when using the standard acceleration value. Furthermore, Fig. 3b shows the speed curve 322 when using the reduced acceleration value. The reduced acceleration value extends the time until the vehicle 100 reaches the decision position 303, at which the driver must decide, at the latest, whether or not the signaling unit 200, 210 ahead should be taken into account when operating the driving function. This can increase comfort for the driver of the vehicle 100.

[0064] For example, it may happen that the vehicle 100 is operated with the driving function deactivated (in particular with a deactivated distance and / or cruise control). The driver of the vehicle 100 is then typically not informed of a signaling unit 200, 210 ahead. In particular, the signaling unit 200,

[0065] 210 is typically not taken into account in the longitudinal guidance of the vehicle 100.

[0066] As soon as the driver activates the driving function, a signaling unit 200, 210 ahead may be detected and / or displayed, which should be taken into account during longitudinal guidance (e.g., due to the signaling status). The driver then has the option (if the driving function is operated in manual mode) to select the detected signaling unit. At the same time, however, the vehicle 100 may accelerate at the default value in order to set the vehicle 100 to the target speed 312 for a clear-run situation. Depending on the distance 305 and the actual driving speed 311 of the vehicle 100, the relatively rapid acceleration to the signaling unit 200, 210 ahead reduces the amount of time available for the driver to accept the offer of the driving function.

[0067] The device 101 described in this document can be configured to effect a dynamic reduction of the vehicle 100 (compared to the default value) in a situation in which the driving function has been activated and a relevant signaling unit 200, 210 has been detected, thereby avoiding a relatively strong acceleration to the set free-run target speed 312. For example, instead of a (maximum possible) default value of 1 m / s 2 an acceleration limit of 0.2 m / s 2 be used. This measure allows the driver to continue to accept a manual offer in a timely manner to take account of the signaling unit 200, 210, even if the signaling unit 200, 210 is relatively close.

[0068] Fig. 4 shows a flow chart of a (possibly computer-implemented) method 400 for accelerating a (motor) vehicle 100 within the scope of a speed control (in particular within the scope of the UCC driving function) when driving towards a signaling unit 200, 210 ahead.

[0069] The method 400 includes determining 401 that, when traveling toward the signaling unit 200, 210 ahead, the actual driving speed 311 of the vehicle 100 is below the target driving speed 312 of the cruise control. For example, it can be determined that at a starting position 301 of the vehicle 100, the actual driving speed 311 is lower than the target speed 312. Furthermore, it can be determined, if necessary, that this speed difference is due to the activation of the cruise control (in particular the UCC driving function) (which occurred at the starting position 301).

[0070] The method 400 further comprises determining 402 distance information relating to the distance 305 of the (stopping position 302 of the) preceding signaling unit 200, 210 from the vehicle 100 (in particular from the starting position 301 of the vehicle 100). The distance information can indicate the temporal and / or spatial distance 305 (i.e., the travel distance) to the signaling unit 200, 210. The temporal distance results from the travel distance and the travel speed 310 of the vehicle 100. The distance information can, in particular, indicate that the signaling unit 200, 210 is arranged at a distance 305 from the vehicle 100 that is equal to or less than a predefined distance threshold value.

[0071] Furthermore, the method 400 includes causing 403 an acceleration of the vehicle 100 within the scope of the cruise control to the target driving speed 312 (specified by the vehicle user) with an acceleration value, in particular with a maximum possible acceleration value that depends on the distance information. The acceleration value can be reduced as the distance 305 decreases or increased as the distance 305 increases.

[0072] In other words, the speed of the vehicle 100 can be controlled to the target speed 312. The difference between the respective actual speed 311 and the target speed 312 can be determined as a control error. An acceleration of the vehicle 100 can be effected as a control variable. However, the acceleration value can be limited to a value that depends on the distance information.

[0073] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance on a signaling unit 200, 210.

[0074] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

Claims 1) Device (101) for accelerating a vehicle (100) as part of a speed control when traveling towards a signaling unit (200, 210) in front; wherein the device (101) is designed - to determine that, when traveling towards the signaling unit (200, 210) ahead, an actual driving speed (311) of the vehicle (100) is below a target driving speed (312) of the cruise control; - to determine distance information relating to a distance (305) of the preceding signaling unit (200, 210) from the vehicle (100); and - to cause an acceleration of the vehicle (100) with an acceleration value which depends on the distance information as part of the speed control to the target driving speed (312). 2) Device (101) according to claim 1, wherein the device (101) is configured to increase the acceleration value of the acceleration with increasing distance (305) and / or to reduce it with decreasing distance (305). 3) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine, based on the distance information, that the distance (305) is equal to or less than a distance threshold; and - in response to the determination, to effect a reduced acceleration value compared to a standard acceleration value used in the cruise control. ) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine that the actual driving speed (311) is below the target driving speed (312) due to activation of the cruise control; and - to determine the acceleration value of the acceleration of the vehicle (100), in particular only as a function of the distance information, if it has been determined that the actual driving speed (311) due to activation of the cruise control is below the target driving speed (312). ) Device (101) according to claim 4, wherein the device (101) is arranged - detecting a user input from a user of the vehicle (100) at a user interface (107) of the vehicle (100) indicating that the cruise control should be activated; and - to determine on the basis of the detected user input that the actual driving speed (311) is below the target driving speed due to an activation of the cruise control (312). ) Device (101) according to one of claims 4 to 5, wherein the device (101) is arranged - to determine that the vehicle (100) has transitioned from a following journey with a distance control to a preceding vehicle to a free journey with speed control, in particular because the preceding vehicle has left a roadway (300) travelled by the vehicle (100); and - to determine on the basis of the detected transition from distance control to speed control that the actual Driving speed (311) is below the target driving speed (312) due to activation of the cruise control. 7) Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine a maximum value of the acceleration of the vehicle (100) used in the context of the speed control as a function of the distance information, in particular such that the maximum value of the acceleration increases with increasing distance (305) and / or decreases with decreasing distance (305). 8) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine whether the cruise control is operated in an automatic mode in which the preceding signalling unit (200, 210) is automatically taken into account in the longitudinal guidance of the vehicle (100), or in a manual mode in which the preceding signalling unit (200, 210) is only taken into account in the longitudinal guidance of the vehicle (100) after acceptance of an offer by a user of the vehicle (100); and - to determine the acceleration value of the acceleration of the vehicle (100), in particular only as a function of the distance information when the cruise control is operated in manual mode. 9) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to issue an offer to a user of the vehicle (100) via a user interface (107) of the vehicle (100) to the effect that the signalling unit (200, 210) located ahead, in particular a Signaling state of the preceding signaling unit (200, 210) is taken into account in the context of the speed control of the vehicle (100); and - in response to an acceptance of the offer, depending on the signaling state of the signaling unit (200, 210), to cause - the vehicle (100) is automatically guided longitudinally past the signalling unit (200, 210) to the target driving speed (312) based on the speed control; or - the vehicle (100) is automatically decelerated to a standstill at a stop position (302) of the signaling unit (200, 210). ) Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine the distance information and / or to detect the preceding signaling unit (200, 210), - based on sensor data from one or more environmental sensors (102) of the vehicle (100); and / or - based on a digital map for a road network traveled by the vehicle (100). ) Method (400) for accelerating a vehicle (100) within the scope of speed control when traveling towards a signaling unit (200, 210) ahead; wherein the method (400) comprises, - Determining (401) that, when traveling towards the signaling unit (200, 210) in front, an actual driving speed (311) of the vehicle (100) is below a target driving speed (312) of the cruise control; - determining (402) distance information relating to a distance (305) of the preceding signaling unit (200, 210) from the vehicle (100); and - causing (403) an acceleration of the vehicle (100) within the scope of the cruise control to the target driving speed (312) with an acceleration value which depends on the distance information.

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