Method and device for the operation of a driving function when approaching a signalling unit

Abstract

The invention relates to a device for the operation of a driving function for automated longitudinal control of a vehicle when approaching an upcoming signalling unit. The device is designed such that it determines a first driving speed value based on distance information relating to the distance of the signalling unit from the vehicle, and based on a first deceleration value for the deceleration of the vehicle. The device is also designed to compare the actual speed of the vehicle with the first driving speed value and, according to the comparison, it is also designed to bring about or inhibit one or more driving function measures in relation to the driving function. The one or more driving function measures comprise: issuing a suggestion for manual application of the signalling unit to the operation of the driving function; automatic application of the signalling unit to the operation of the driving function; and / or reducing an acceleration value of an acceleration of the vehicle, which is used within the scope of a speed control operation of the driving function, relative to a standard value.

Description

[0001] Method and device for operating a driving function when approaching 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, when approaching 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.

[0004] This document deals with the technical task of increasing the comfort of a driving function for the automated longitudinal guidance of a vehicle at a signaling unit.

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

[0006] According to one aspect, a device for operating a driving function for the automated longitudinal guidance of a (motor) vehicle when approaching a signaling unit located ahead (e.g. a traffic light system or a traffic sign) is described.

[0007] The signaling unit can, in particular, comprise a traffic light. The device can be configured to take the signaling unit, in particular the signaling state (e.g., the color) of the signaling unit, 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 at a target speed using cruise 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).

[0008] The device can be 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.

[0009] 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.

[0010] The device can further be configured to determine a first driving speed value based on the distance information regarding the distance of the signaling unit located ahead from the vehicle and on the basis of a (predefined) first deceleration value for decelerating the vehicle. The first deceleration value can be set, for example, by the user of the vehicle or by the vehicle manufacturer.

[0011] The device can be configured to determine the first driving speed value such that, when applying a constant deceleration with the first deceleration value, the vehicle comes to a stop (exactly) at the stop position of the signaling unit, which is at a distance from the vehicle specified by the distance information.

[0012] Alternatively or additionally, the device can be set up to determine the first driving speed value on the basis of, in particular as, where | a | is the magnitude of the first delay value, and where d is the distance to the stop position of the signaling unit specified by the distance information.

[0013] The device can further be configured to compare the actual speed of the vehicle with the first driving speed value. In particular, it can be determined whether the actual speed is greater or less than the first driving speed value.

[0014] Furthermore, the device can be configured to initiate or inhibit one or more driving function measures related to the driving function depending on the comparison. The one or more driving function measures can be initiated if the actual speed of the vehicle is equal to or greater than the first driving speed value. On the other hand, the one or more driving function measures can be inhibited if the actual speed of the vehicle is lower than the first driving speed value.

[0015] The one or more driving function measures may include

[0016] • an offer for a manual transfer of the signalling unit to the operation of the driving function (if the driving function is operated in a manual mode); • the automatic transfer of the signalling unit to the operation of the driving function (if the driving function is operated in an automatic mode); and / or

[0017] • a reduction in the acceleration value of the vehicle's acceleration used in the cruise control of the driving function compared to a standard value.

[0018] This makes it possible to adapt the operation of the driving function with respect to a signaling unit ahead depending on the actual speed of the vehicle relative to a first driving speed value (dependent on a comfortable first deceleration value). This enables particularly comfortable operation of the driving function.

[0019] The device can be configured to determine a current first driving speed value for each point in a sequence of points in time (repeatedly, in particular periodically) as the vehicle approaches the signaling unit ahead, based on distance information relating to the current distance and the first deceleration value. The current actual speed of the vehicle can then be compared with the current first driving speed value, and the one or more driving function measures can be initiated or inhibited depending on the respective comparison. This allows for permanently comfortable operation of the driving function (during the entire approach process to the signaling unit).

[0020] The device can be configured to determine, based on the distance information relating to the distance of the signaling unit ahead, whether the distance is greater than or less than a (predefined) distance threshold. The one or more driving function measures can be initiated (in any case) independently of the comparison of the actual speed with the first driving speed value if the distance is less than the distance threshold. On the other hand, the one or more driving function measures can be initiated or inhibited selectively depending on the comparison of the actual speed with the first driving speed value if the distance is greater than the distance threshold.

[0021] The speed comparison-dependent operation of the driving function can thus be limited to relatively large distances from the signaling unit, which further increases the comfort of the driving function.

[0022] The device can be configured to determine a second driving speed value based on the distance information relating to the distance of the forward signaling unit from the vehicle and on the basis of a second deceleration value for decelerating the vehicle, wherein the second deceleration value is smaller in magnitude than the first deceleration value. The second driving speed value can be determined analogously to the first driving speed value, but using the second deceleration value instead of the first deceleration value.

[0023] The actual speed of the vehicle can then be compared with the second driving speed value, and the one or more driving function measures can be initiated or inhibited depending on the comparison of the actual speed with the first driving speed value and the comparison of the actual speed with the second driving speed value. By taking two different driving speed values ​​into account, the comfort and stability of the driving function can be further increased.

[0024] The device can be configured, in particular, to trigger the one or more driving function measures when the actual speed of the vehicle is equal to or greater than the first driving speed value. On the other hand, the one or more driving function measures can be inhibited if the actual speed of the vehicle is less than the second driving speed value. A hysteresis range can be provided between the two driving speed values ​​to further increase the comfort and stability of the driving function.

[0025] The device can in particular be set up to determine a state z for each time point n of the sequence of times as the vehicle approaches the signalling unit ahead. n of the driving function. If the actual speed is equal to or greater than the first driving speed value, the state z ncorrespond to a first state value at which the one or more driving function measures are effected. Furthermore, if the actual speed is equal to or less than the second driving speed value, the state z n correspond to a second state value at which the one or more driving function measures are inhibited. Furthermore, if the actual speed is less than the first driving speed value and greater than the second driving speed value, the state z n at time n the state z n - i at a (directly) preceding time n-1. By using a state that is iteratively adjusted over time, the comfort and stability of the driving function can be further increased.

[0026] The device can be configured to maintain an automatic transfer of the signaling unit to the operation of the driving function at time n if the automatic transfer has already occurred at a previous time, even if the actual speed at time n is equal to or less than the second driving speed value. In the automatic mode of the driving function, a revocation of an already occurred automatic transfer of the signaling unit can thus be prevented, thereby further increasing the convenience of the driving function. 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.

[0027] According to a further aspect, a method for operating a driving function for the automated longitudinal guidance of a (motor) vehicle when approaching a signaling unit located ahead (e.g., a traffic light or a traffic sign) is described. The method comprises determining a first driving speed value based on distance information regarding the distance of the signaling unit located ahead from the vehicle and based on a (predefined) first (desired) deceleration value for decelerating the vehicle.

[0028] The method further comprises comparing the actual speed of the vehicle with the first driving speed value, and effecting or inhibiting one or more driving function measures with respect to the driving function depending on the comparison.

[0029] According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0030] According to a further aspect, a storage medium is described. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0031] 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.

[0032] 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.

[0033] The invention will be described in more detail below using exemplary embodiments.

[0034] Figure 1 shows exemplary components of a vehicle;

[0035] Figure 2a shows an example of a traffic light system;

[0036] Figure 2b shows an example traffic sign;

[0037] Figure 3a shows an exemplary driving situation;

[0038] Figure 3b shows exemplary speed curves of the vehicle in the driving situation shown in Fig. 3a;

[0039] Figure 4 shows exemplary curves of driving speed values ​​for an approach process to a signaling unit; and

[0040] Figure 5 is a flowchart of an exemplary method for operating a driving function of a vehicle on a signaling unit.

[0041] As stated at the beginning, this document deals with increasing the comfort of a driving function, in particular a driver assistance system, of a vehicle in conjunction with a signaling unit at an intersection of the roadway traveled by the vehicle. In particular, this document deals with enabling convenient and safe speed control at a signaling unit and / or convenient takeover of a signaling unit for the operation of a driving function.

[0042] 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 configured to acquire environmental data relating to the environment of the vehicle 100 (in particular, relating to the environment in front of the vehicle 100 in the direction of travel). Furthermore, the vehicle 100 comprises one or more actuators 103, each configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 102 are: a braking system, a drive motor, a steering system, etc.

[0043] 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.

[0044] Within the scope of the automated longitudinal guidance of a vehicle 100, in addition to a leading vehicle, one or more signaling units (e.g., a traffic light and / or a traffic sign) on the roadway or street traveled by the vehicle 100 can be taken into account. In 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.

[0045] Fig. 2a shows an example of a traffic signal system 200. The traffic signal system 200 shown in Fig. 2a has four different signal heads 201 that are arranged at different positions on an approach to a traffic junction (e.g., an intersection). The left signal head 201 has an arrow 202 pointing left, indicating that this signal head 201 is for left-turning vehicles. The two middle signal heads 201 have an arrow 202 pointing upwards (or no arrow 202), indicating that these two signal heads 201 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 an arrow 202 pointing right, indicating that this signal head 201 is for right-turning vehicles.

[0046] 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 a digital map (i.e., based on map data).

[0047] Within the scope of an (ACC) driving function, the vehicle 100 can be automatically guided longitudinally according to a set or target speed and / or according to a set or target distance from a vehicle in front traveling (directly) in front of the vehicle 100. For this purpose, the driving function can have a cruise control by which the actual driving speed of the vehicle 100 is set, in particular regulated, according to the set or target speed. Alternatively or additionally, the driving function can include a distance control by which the actual distance of the vehicle 100 from the vehicle in front is set, in particular regulated, according to the set or 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 driving speed of the vehicle 100 can be set, in particular regulated, according to the set or target speed.Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed, the distance of the vehicle 100 to the vehicle in front can be adjusted, in particular regulated, according to the set or target distance.

[0048] 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.

[0049] 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 a request (i.e., a request output) can be output via the user interface 107 as to whether the signaling unit 200, 210 should be taken into account in the automated longitudinal guidance of the vehicle 100 or not (i.e., whether the signaling unit 200, 210 should be incorporated into the operation of the driving function). The driver of the vehicle 100 can then accept, reject, or ignore the crate, e.g. by operating a control element of the user interface 107.On the other hand, in the automatic mode of the UCC driving function, the detected signaling unit 200, 210 can be taken into account automatically (ie without required feedback from the driver) in the automated longitudinal guidance of the vehicle 100 (ie be incorporated into the operation of the driving function).

[0050] Thus, in manual mode, a request can be made to take over the signaling unit 200, 210 for the operation of the (UCC) driving function. In automatic mode, an automatic takeover of the signaling unit 200, 210 for the operation of the (UCC) driving function can occur.

[0051] If the detected signaling unit 200, 210 is taken into account (i.e., has been adopted) 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).

[0052] The UCC driving function can thus enable 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). It can 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 can occur, for example, if the user of the vehicle 100 activates the driving function while the vehicle 100 is approaching the signaling unit 200, 210 on a roadway 300.Alternatively, such a situation may occur if the vehicle 100 has initially driven in a following journey 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).

[0053] The control device 101 of the vehicle 100 can thus detect that the vehicle 100, with the driving function activated, is in free travel (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 (i.e., with a relatively high standard acceleration value) 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 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 (i.e., to take over) the signaling unit 200, 210 in 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 (e.g., 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 of the vehicle 100 exists, and the vehicle 100 should therefore be accelerated to the target speed 312.

[0054] The acceleration value can 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 value. 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 value.

[0055] 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 the comfort for the driver of the vehicle 100.

[0056] As explained above, in manual mode of the driving function, an offer can be issued to take over a detected signaling unit 200, 210. Conversely, in automatic mode of the driving function, an automatic takeover of a detected signaling unit 200, 210 can occur. In this case, an offer issued too early, unnecessary, or relatively late and / or automatic takeover can lead to a loss of comfort. This document describes measures to increase the comfort of the driving function with regard to the offer issued and / or the automatic takeover of a signaling unit 200, 210.

[0057] In this context, Fig. 4 shows different delays 410, which may change over time 400 during an approach to a signaling unit 200, 210, or which may be constant over time. In particular, a first delay value 411 can be specified. The first delay value 411 can, for example, correspond to a desired delay (possibly specified by the user of the vehicle 100) for an automated deceleration process at a signaling unit 200, 210. Fig.

[0058] Fig. 4 further shows a first route profile 421 of the distance traveled by the vehicle 100 up to the stop position 302 of the signaling unit 200, 210 when using a (constant) deceleration 410 with the first deceleration value 411. The vehicle 100 reaches the stop position 402 at a first time 401. Furthermore, Fig. 4 shows a first speed profile 431 of the driving speed 310 of the vehicle 100 between the initial time 403 (from which the deceleration 420 with the first deceleration value 411 is effected) up to the first time 401 (at which the vehicle 100 comes to a stop at the stop position 302).

[0059] The first speed curve 431 indicates a first driving speed value for a sequence of times 400. The first driving speed value 431 decreases as the distance 305 of the vehicle 100 to the stop position 302 of the signaling unit 200, 210 decreases.

[0060] The device 101 of the vehicle 100 can be configured to compare the actual speed of the vehicle 100 at a time 400, in particular at the initial time 403, with the first driving speed value for this time 400. The offer output and / or the automatic takeover with respect to the preceding signaling unit 200, 210 can then be initiated or prevented depending on the comparison. In particular, the offer output and / or the automatic takeover can be initiated (possibly only) if the actual speed is equal to or greater than the first driving speed value. On the other hand, the offer output and / or the automatic takeover can be prevented if the actual speed is less than the first driving speed value.

[0061] During the approach process of the vehicle 100 to the signaling unit 200, 210, the offer output and / or the automatic takeover can thus possibly only take place or exactly at the time 400 at which the actual speed of the vehicle 100 (for the first time) reaches or exceeds the first driving speed value.

[0062] This allows the offer output and / or the automatic takeover to occur at a time 400 during an approach process, which leads to a comfortable deceleration of the vehicle 100. Furthermore, unnecessary offer outputs can be reliably avoided.

[0063] The device 101 can be configured to effect or prevent the reduction in acceleration caused by the driving function, in particular by the cruise control, as described in connection with Figures 3a and 3b, depending on the comparison between the actual speed of the vehicle 100 and the first driving speed value. The reduction in acceleration can be effected (possibly only) if the actual speed of the vehicle 100 is equal to or greater than the first driving speed value. On the other hand, the reduction in acceleration can be prevented if the actual speed of the vehicle 100 is less than the first driving speed value. By such a selective reduction in the (maximum possible) acceleration used by the driving function, in particular by the cruise control, the comfort of the driving function can be further increased.

[0064] Fig. 4 shows a second deceleration value 412, which is smaller in magnitude than the first deceleration value 411, and thus leads to a slower deceleration 410 of the vehicle 100 than the first deceleration value 411. Using the second deceleration value 412 results in the second route 422 shown in Fig. 4, which runs up to a second time 402 (which follows the first time 401) in order to reach the stopping position 302 of the signaling unit 200, 210. Furthermore, Fig. 4 shows a second speed curve 432, which indicates second speed values ​​for a sequence of times 400, in the event that the vehicle 100 is decelerated (constantly) with the second deceleration value 412.

[0065] The actual speed of vehicle 100 (e.g., at time 403) can be compared with the second speed value (for time 403). The offer output, automatic acceptance, and / or reduction of acceleration can be prevented (if necessary only) if the actual speed is less than the second speed value.

[0066] As can be seen from Fig. 4, a hysteresis range 433 is created between the second speed curve 432 and the first speed curve 431, which can be used to prevent jumping back and forth between different states of the driving function. If the actual speed of the vehicle 100 lies between the second speed value and the first speed value (and thus within the hysteresis range 433), the current state of the driving function can be maintained with regard to the offer output and with regard to the reduction of the acceleration used by the cruise control (and, if applicable, with regard to the automatic takeover).

[0067] The device 101 can thus be configured to have the state z at a time n 403 nthe driving function with respect to the offer output and with respect to the reduction of the acceleration used by the cruise control (and possibly with respect to the automatic takeover) depending on the actual speed of the vehicle 100 at the time n 403 and depending on the first and second speed values ​​at the time n 403. In this case, the state z n have a first state value at which the offer output, the reduction of the acceleration used by the speed controller and / or the automatic takeover take place. On the other hand, the state z n have a second state value at which the offer output, the reduction of the acceleration used by the speed controller and / or the automatic takeover do not occur.

[0068] The device 101 may be configured to perform one or more of the following state transitions from state zn -i at the previous time n-1 to the state z n at the current time n,

[0069] • z n =first state value (independent of z n -i) if at the current time n the actual speed is equal to or greater than the first speed value;

[0070] • z n = Zn-i, if at the current time n the actual speed is less than the first speed value and greater than the second speed value; and / or

[0071] • z n =second state value (independent of z n-i) if at the current time n the actual speed is equal to or less than the second speed value. The above-mentioned state changes can occur in particular with regard to the offer output and / or with regard to the reduction of the acceleration used by the speed controller. On the other hand, for the automated transfer, the state z can be used. n =first state value remains (regardless of the further development of the actual speed of the vehicle 100) as soon as this state is reached for the first time. In other words, once an automatic takeover has been performed, it preferably remains (regardless of the further development of the actual speed of the vehicle 100). This allows for particularly comfortable operation of the driving function.

[0072] As already explained above, an unnecessary offer for a manual takeover and / or an unnecessary automated takeover of a signaling unit 200, 210 may occur even when there is no need for deceleration (e.g., when the vehicle 100 is stationary and / or when the signaling unit 200, 210 is relatively far away). The measures described in this document can avoid such situations, thereby increasing the comfort of the driving function.

[0073] Alternatively or additionally, the dynamic response of the cruise control can be reduced if the user perceives it as too sluggish. The measures described in this document can prevent such situations, thereby increasing the comfort of the driving function.

[0074] As described, a situation can be detected by comparing the actual speed of vehicle 100 with one or more driving speed values. The one or more speed values ​​can be determined based on one or more deceleration values ​​411, 412. If the actual speed is less than the second speed value (which, for example, depends on a specific minimum deceleration 412), the offer output can be suppressed. Alternatively or additionally, the maximum acceleration limit and / or the dynamics (of the cruise control) can be set to the default value in order to accelerate to the set speed.

[0075] If the actual speed is greater than the first speed value (which depends, for example, on a desired deceleration 411), an offer output can be activated. Alternatively or additionally, the maximum acceleration limit and / or the dynamics of the speed controller can be reduced.

[0076] If it is detected that the distance 305 to the signaling unit 200, 210 falls below a (adjustable) minimum distance, the offer can be triggered (without taking into account the actual speed of the vehicle 100), possibly even if there is no need for deceleration. Furthermore, in this case, the dynamics can be designed (and reduced) for a deceleration situation.

[0077] The one or more comparison speeds (ie the driving speed values) can be based on (adjustable) acceleration assumptions with which the stopping position 302 is reached exactly, assuming a constant deceleration. The one or more driving speed values ​​can be determined as where | a | is the magnitude of the respective deceleration value 411, 412, and where d is the distance 305 to the stop position 302 of the signaling unit 200, 210. The range 433 arranged between the two speed values ​​serves as a hysteresis to prevent possible toggling of the detected situations (ie, states).

[0078] Fig. 5 shows a flowchart of an exemplary (possibly computer-implemented) method 500 for operating a driving function for the automated longitudinal guidance of a (motor) vehicle 100 when approaching a signaling unit 200, 210 located ahead. The driving function can also, if necessary, bring about an automated lateral guidance of the vehicle 100.

[0079] The method 500 comprises determining 501, based on distance information relating to the distance 305 of the preceding signaling unit 200, 210 from the vehicle 100 and based on a (predefined) first deceleration value 411 for decelerating the vehicle 100, a first driving speed value.

[0080] The method 500 further comprises comparing 502 the actual speed of the vehicle 100 with the first driving speed value, as well as effecting or preventing 503 one or more driving function measures with respect to the driving function depending on the comparison 502. The one or more driving function measures may include:

[0081] • an offer output for a manual transfer of the signaling unit 200, 210 into the operation of the driving function (if the driving function is operated in the manual mode);

[0082] • the automatic transfer of the signalling unit 200, 210 into the operation of the driving function (if the driving function is operated in the automatic mode); and / or

[0083] • a reduction in the acceleration value of the acceleration of the vehicle 100, which is used in the context of the speed control of the driving function, compared to a standard value. The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance at a signaling unit 200, 210. The present invention is not limited to the exemplary 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 by way of example.

Claims

Claims 1) Device (101) for operating a driving function for the automated longitudinal guidance of a vehicle (100) when approaching a signalling unit (200, 210) in front; wherein the device (101) is configured - to determine a first driving speed value on the basis of distance information relating to a distance (305) of the preceding signalling unit (200, 210) from the vehicle (100) and on the basis of a first deceleration value (411) for decelerating the vehicle (100); - to compare an actual speed of the vehicle (100) with the first driving speed value; and - depending on the comparison, to effect or prevent one or more driving function measures relating to the driving function; the one or more driving function measures include, - an offer output for a manual transfer of the signalling unit (200, 210) into the operation of the driving function; - an automatic transfer of the signalling unit (200, 210) into the operation of the driving function; and / or - a reduction of an acceleration value of an acceleration of the vehicle (100) used in the context of a speed control of the driving function compared to a standard value. 2) Device (101) according to claim 1, wherein the device (101) is arranged - to effect the one or more driving function measures when the actual speed of the vehicle (100) is equal to or greater than the first driving speed value; and / or - to prevent one or more driving function measures if the actual speed of the vehicle (100) is less than the first driving speed value. 3) Device (101) according to one of the preceding claims, wherein the device (101) is arranged, during the approach of the vehicle (100) to the signaling unit (200, 210) located ahead, for each time point (403) of a sequence of times (400), in each case - to determine a respective current first driving speed value on the basis of distance information relating to the respective current distance (305) and on the basis of the first deceleration value (411); - to compare the current actual speed of the vehicle (100) with the current first driving speed value; and - to initiate or prevent one or more driving function measures depending on the respective comparison. 4) Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine the first driving speed value such that the vehicle (100), when applying a constant deceleration (410) with the first deceleration value (411), starting from a driving speed (310) with the first driving speed value, comes to a stop at a stop position (302) of the signaling unit (200, 210) which is at a distance (305) from the vehicle (100) specified by the distance information. 5) Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine the first driving speed value on the basis of, in particular as, where | a | is the magnitude of the first delay value (411), and where d is the distance (305) specified by the distance information to 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 a second driving speed value based on the distance information relating to the distance (305) of the preceding signaling unit (200, 210) from the vehicle (100) and on the basis of a second deceleration value (412) for decelerating the vehicle (100); wherein the second deceleration value (412) is smaller in magnitude than the first deceleration value (411); - to compare the actual speed of the vehicle (100) with the second driving speed value; and - to effect or prevent the one or more driving function measures depending on the comparison of the actual speed with the first driving speed value and depending on the comparison of the actual speed with the second driving speed value. ) Device (101) according to claim 6, wherein the device (101) is configured, - to effect the one or more driving function measures when the actual speed of the vehicle (100) is equal to or greater than the first driving speed value; and - to prevent the one or more driving function measures if the actual speed of the vehicle (100) is less than the second driving speed value. 8) Device (101) according to one of claims 6 to 7, wherein - the device (101) is arranged to determine a state z for each time n (403) of a sequence of times (400) during the approach of the vehicle (100) to the signalling unit (200, 210) located ahead n to determine the driving function; - if the actual speed is equal to or greater than the first driving speed value, the state z n corresponds to a first state value at which the one or more driving function measures are effected; - if the actual speed is equal to or less than the second driving speed value, the state z n corresponds to a second state value at which the one or more driving function measures are inhibited; and - if the actual speed is less than the first driving speed value and greater than the second driving speed value, the state z n at time n the state z n-i at a previous time n-1. 9) Device (101) according to claim 8, wherein the device (101) is configured to maintain an automatic transfer of the signaling unit (200, 210) into the operation of the driving function at the time n (403) if the automatic transfer has already taken place at a previous time, even if the actual speed at the time n (403) is equal to or less than the second driving speed value. 10) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine on the basis of the distance information relating to the distance (305) of the preceding signalling unit (200, 210) whether the Distance (305) is greater than or less than a distance threshold; - to effect the one or more driving function measures independently of the comparison of the actual speed with the first driving speed value if the distance (305) is smaller than the distance threshold value; and - to initiate or prevent the one or more driving function measures depending on the comparison of the actual speed with the first driving speed value if the distance (305) is greater than the distance threshold value. ) Method (500) for operating a driving function for the automated longitudinal guidance of a vehicle (100) when approaching a signaling unit (200, 210) in front; wherein the method (500) comprises, - determining (501), on the basis of distance information relating to a distance (305) of the preceding signaling unit (200, 210) from the vehicle (100) and on the basis of a first deceleration value (411) for decelerating the vehicle (100), a first driving speed value; - comparing (502) an actual speed of the vehicle (100) with the first driving speed value; and - effecting or preventing (503) one or more driving function measures with respect to the driving function in dependence on the comparison (502); wherein the one or more driving function measures comprise, - an offer output for a manual transfer of the signalling unit (200, 210) into the operation of the driving function; - an automatic transfer of the signalling unit (200, 210) into the operation of the driving function; and / or - a reduction of an acceleration value of an acceleration of the vehicle (100) used in the context of a speed control of the driving function compared to a standard value.

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