Method and apparatus for activating the driving function when approaching a signal display unit

Abstract

Improve the comfort of the driving function for the automated longitudinal driving of the vehicle in the signal display unit. 【Solution means】A device for operating a driving function for the automated longitudinal driving of a vehicle when approaching a signal display unit located in front - Specify a first vehicle speed value based on distance information about the distance to the signal display unit located in front of the vehicle and a first deceleration value for decelerating the vehicle, - Compare the actual speed of the vehicle with the first vehicle speed value, and - Depending on the comparison, to bring about or prevent driving function measures for the driving function is configured, One or more driving function measures include - Output of an offer for manual approval of the signal display unit for the operation of the driving function, - Automatic approval of the signal display unit for the operation of the driving function and / or - Reduction of the acceleration value of the acceleration of the vehicle used in the speed control of the driving function with respect to a standard value is included.

Description

[Technical Field]

[0001] The present invention relates to a device and a corresponding method for activating the vehicle's driving functions, particularly the vehicle's speed control, when approaching a signal display unit. [Background technology]

[0002] A vehicle may be equipped with one or more driving functions to assist the driver during driving (guiding), particularly during longitudinal driving (guiding) and / or lateral driving (guiding). An exemplary driving function to assist longitudinal driving of a vehicle is an adaptive cruise control (ACC) function, which can be used to drive the vehicle longitudinally at a set set speed or target speed and / or a set set distance or target distance relative to a preceding vehicle traveling ahead of the vehicle. Driving functions can also be used in connection with signal display units (particularly traffic lights) at traffic junctions (e.g., intersections) to bring about automated longitudinal driving, such as automated deceleration, in the signal display unit. [Overview of the project] [Problems that the invention aims to solve]

[0003] This specification addresses the challenge of improving the driving comfort of automated longitudinal driving of vehicles in signal display units. [Means for solving the problem]

[0004] The problem is solved by each independent claim. Preferred embodiments are described, in particular, in the dependent claims. It should be noted that additional features of claims dependent on independent claims can form an invention independent of the original and all combinations of features of the independent claims, either without the features of the independent claims or only in combination with some of the features of the independent claims, and such invention may be made subject to the independent claims, divisional applications, or subsequent applications. This also applies to technical suggestions described in the specification that can form an invention independent of one of the features of the independent claims.

[0005] According to one embodiment, a device is described for operating the driving function for automated longitudinal driving of a (motorized) vehicle when approaching a signal display unit located ahead (e.g., a signal light system or a traffic sign).

[0006] The signal indicator unit may include, in particular, traffic signal lights. The device can be configured to take into account the signal indicator unit, in particular the signal indicator state (e.g., color) of the signal indicator unit, when a vehicle is being driven in an automated longitudinal direction. The device can be configured, for example, to depend on the signal indicator state of the signal indicator unit so that (when the signal indicator state (e.g., green) indicates that the vehicle is free to drive at the intersection) the vehicle is driven longitudinally through the signal indicator unit based on speed control to a target speed. On the other hand, the device can be configured to automate the vehicle to decelerate until it comes to a stop at the stopping position of the signal indicator unit so that (when the signal indicator state (e.g., yellow or red) indicates that the vehicle must stop at the signal indicator unit) the vehicle is being driven to a stop.

[0007] Furthermore, the device can be configured to identify distance information (temporal and / or spatial) of a signal display unit located ahead of the vehicle. In particular, the distance can be identified in terms of travel time in seconds and / or travel distance in meters.

[0008] Distance information can be determined based on sensor data from one or more of the vehicle's surrounding sensors (e.g., cameras and / or lidar sensors) and / or based on a digital map of the lane network in which the vehicle is traveling. This data can also be used to recognize signal display units located ahead.

[0009] Furthermore, the device can be configured to determine a first vehicle speed value based on distance information regarding the distance to a signal display unit located in front of the vehicle, and based on a (pre-defined) first deceleration value for decelerating the vehicle. The first deceleration value can be set, for example, by the vehicle user or the vehicle manufacturer.

[0010] The device can be configured to determine a first vehicle speed value such that, when a constant deceleration of a first deceleration value is applied from a vehicle speed having a first vehicle speed value, the vehicle stops at the exact stopping position of a signal display unit located at a distance from the vehicle, as represented by distance information.

[0011] In lieu of or in addition to the above, the apparatus shall, in particular

[0012]

number

[0013] The system can be configured to calculate a first vehicle speed value based on |a|, where |a| is the absolute value of the first deceleration value and d is the distance represented by distance information relative to the stopping position of the signal display unit.

[0014] Furthermore, the device can be configured to compare the actual speed of the vehicle with a first vehicle speed value. In particular, it can determine whether the actual speed is greater than or less than the first vehicle speed value.

[0015] Furthermore, the device can be configured to provide or prevent one or more driving function measures for the driving function depending on the comparison. If the actual speed of the vehicle is equal to or higher than the first vehicle speed value, it is possible to provide one or more driving function measures. On the other hand, if the actual speed of the vehicle is less than the first vehicle speed value, one or more driving function measures can be prevented in some cases.

[0016] One or more driving function measures include · output of an offer for manual approval of the signal display unit for the operation of the driving function (when the driving function is operating in manual mode), · automatic approval of the signal display unit for the operation of the driving function (when the driving function is operating in automatic mode), and / or · reduction of the acceleration value of the vehicle acceleration used in the speed control of the driving function with respect to the standard value and can include.

[0017] Therefore, it is possible to adjust the operation of the driving function for the signal display unit located in front depending on the actual speed of the vehicle with respect to the first vehicle speed value (depending on the comfortable first deceleration value). Therefore, a particularly comfortable operation of the driving function can be made possible.

[0018] The device can be configured to identify the current first vehicle speed value for each of a series of time points (repeatedly, particularly periodically) during the approach of the vehicle to the signal display unit located in front, respectively, based on the distance information about the current distance and based on the first deceleration value. And the current actual speed of the vehicle can be compared with the current first vehicle speed value respectively, and one or more driving function measures can be provided or prevented depending on each comparison. Therefore, it is possible to provide a continuously comfortable operation of the driving function (during the entire approach process to the signal display unit).

[0019] The device can also be configured to determine whether the distance to the signal display unit located in front is greater than or less than a (predetermined) distance threshold based on the distance information about the signal display unit located in front of the vehicle. When the distance is less than the distance threshold, one or more driving function measures can be brought about (in any case) independently of the comparison of the actual speed with the first vehicle speed value. On the other hand, when the distance is greater than the distance threshold, one or more driving function measures can be selectively brought about or blocked depending on the comparison of the actual speed with the first vehicle speed value.

[0020] Therefore, the operation depending on the speed comparison of the driving function can be restricted to a relatively large distance from the signal display unit, thereby further improving the comfort of the driving function.

[0021] The device can be configured to determine a second vehicle speed value based on the distance information about the signal display unit located in front of the vehicle and based on a second deceleration value for decelerating the vehicle, and the second deceleration value is a value (absolute value) smaller than the first deceleration value. The second vehicle speed value can be determined in the same way as the first vehicle speed value, but the second deceleration value is used instead of the first deceleration value.

[0022] And the actual speed of the vehicle can be compared with the second vehicle speed value, and one or more driving function measures can be brought about or blocked depending on the comparison of the actual speed with the first vehicle speed value and depending on the comparison of the actual speed with the second vehicle speed value. By considering two different vehicle speed values, it is possible to further improve the comfort and stability of the driving function.

[0023] The device can be configured to trigger one or more driving function measures if the actual vehicle speed is equal to or greater than a first vehicle speed value. On the other hand, if the actual vehicle speed is less than a second vehicle speed value, one or more driving function measures can be blocked. To further improve the comfort and stability of the driving function, a hysteresis range can be provided between the two vehicle speed values.

[0024] The device, in particular, determines one state z of the driving function for each of a series of time points while a vehicle is approaching the signal display unit. n It is possible to configure it to identify the following: In this case, if the actual speed is greater than or equal to the first vehicle speed value, state z n This can correspond to a first state value in which one or more driving function measures are brought about. Also, if the actual speed is less than or equal to the second vehicle speed value, state z n This may correspond to a second state value in which one or more driving function measures are blocked. Also, if the actual speed is less than the first vehicle speed value and greater than the second vehicle speed value, state z at time n. n This is the state z at the (directly preceding) time point n-1. n-1 This can be addressed. By using a state that is iteratively adjusted (adapted) over time, it is possible to further improve the comfort and stability of the driving function.

[0025] The device can be configured such that, even if the actual speed at time n is less than or equal to the second vehicle speed value, the automatic approval of the signal display unit to the operation of the driving function is maintained at time n if automatic approval has already been given at a preceding time. Therefore, in the automatic mode of the driving function, it is possible to prevent the cancellation of the automatic approval already given by the signal display unit, thereby further improving the comfort of the driving function.

[0026] In another embodiment, a motorized vehicle (in particular a passenger car or freight car or bus or motorcycle) including the device described herein is described.

[0027] In another embodiment, a method is described for operating the driving function for automated longitudinal driving of a (motorized) vehicle when approaching a signaling unit located ahead (e.g., a signal light system or a traffic sign). The method includes determining a first vehicle speed value based on distance information relating to the distance of the signaling unit located ahead from the vehicle, and based on a (pre-defined) first (desired) deceleration value for deceleration of the vehicle.

[0028] The method also includes comparing the current speed of the vehicle with a first vehicle speed value, and, depending on the comparison, bringing about or preventing one or more driving function measures with respect to the driving function.

[0029] In another embodiment, a software (SW) program is described. The software program can be configured to be executed in a processor (for example, in a vehicle control system) and thereby perform the methods described herein.

[0030] In another embodiment, a storage medium is described. The storage medium may include a software program that is installed to run on a processor and thereby perform the method described herein.

[0031] The term "automated driving" may be understood, within the scope of this specification, as driving with automated longitudinal and lateral driving or automated driving with automated longitudinal and lateral driving. Automated driving may be, for example, relatively long-duration driving on a highway or limited-duration driving in parking or maneuvering. The term "automated driving" includes automated driving with appropriate degrees of automation. Exemplary degrees of automation include assisted driving, partially automated driving, highly automated driving, or fully automated driving. These degrees of automation are defined by the German Federal Institute for Road Traffic (BASt) (see BASt publication "Forschung kompakt," November 2012). In assisted driving, the driver continuously performs longitudinal and lateral driving, while the system performs other functions to a certain extent. In partially automated driving (TAF), the system performs longitudinal and lateral driving for a certain period and / or in special circumstances, and the driver needs to continuously monitor the system as in the case of assisted driving. In highly automated driving (HAF), the system handles longitudinal and lateral driving for a certain period without requiring a driver to continuously monitor the system, although the driver must be able to operate the vehicle for a certain period of time. In fully automated driving (VAF), the system automatically performs driving in all situations for a specific use case, and a driver is no longer required for that specification case. The four levels of automation described above correspond to SAE levels 1-4 of the SAE J3016 standard (SAE: Society of Automotive Engineering). For example, highly automated driving (HAF) corresponds to SAE J3016 level 3. Furthermore, SAE J3016 also includes SAE level 5 as the highest level of automation, which is not included in the definition of BASt. SAE level 5 corresponds to driverless driving, in which the system can perform all situations like a human driver throughout the entire driving process, and a driver is generally no longer required.The embodiments described herein relate, in particular, to driving functions or driver assistance functions formed by SAE Level 2.

[0032] It should be noted that the methods, apparatus, and systems described herein can be used individually or in combination with other methods, apparatus, and systems described herein. Furthermore, each aspect of the methods, apparatus, and systems described herein can be combined in various ways. In particular, the features of the claims can be combined in various ways. Features indicated in parentheses should be understood as optional features.

[0033] The present invention will be described in detail below based on examples. [Brief explanation of the drawing]

[0034] [Figure 1] This is a diagram illustrating exemplary components of a vehicle. [Figure 2a] This is a diagram illustrating an example of a signal light system. [Figure 2b] This is a diagram illustrating an exemplary traffic sign. [Figure 3a] This is a diagram illustrating an example of a driving situation. [Figure 3b] This figure shows an example of the vehicle's speed change under the driving conditions illustrated in Figure 3a. [Figure 4] This figure shows an example of the progression of vehicle speed values ​​during the approach to a signal display unit. [Figure 5] This diagram shows a flowchart illustrating an exemplary method for operating the vehicle's driving function in a signal display unit. [Modes for carrying out the invention]

[0035] As explained at the outset, this specification addresses improving the functionality of vehicles, particularly the comfort of driver assistance systems, in relation to signal display units at junctions (merging points, intersections) with the lanes in which the vehicle is traveling. In particular, this specification addresses enabling comfortable approval of signal display units for the comfortable and safe operation of speed control and / or driving functions in the signal display units.

[0036] Figure 1 shows exemplary components of vehicle 100. Vehicle 100 includes one or more ambient 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 detect ambient data relating to the area around vehicle 100 (particularly relating to the area in the direction of travel in front of vehicle 100). Furthermore, vehicle 100 includes one or more actuators 103, each of which is configured to affect the longitudinal and / or lateral driving of vehicle 100. Exemplary actuators 102 include brake equipment, drive motors, steering components, etc.

[0037] The (control) device 101 of the vehicle 100 can be configured to provide driving functions, particularly driver assistance functions, based on sensor data from one or more ambient sensors 102 (i.e., based on ambient data). For example, based on sensor data, it is possible to detect obstacles in the vehicle 100's travel path. Based on this, the device 101 can control one or more actuators 103 (e.g., braking equipment) to automatically decelerate the vehicle 100, thereby avoiding a collision between the vehicle 100 and the obstacle.

[0038] In the automated longitudinal operation of vehicle 100, in addition to the vehicle ahead, one or more signaling units (e.g., signal lights and / or traffic signs) in the lane or road on which vehicle 100 is traveling can be considered. In this case, the signaling status of signal lights or traffic signals can be considered in particular so that vehicle 100, when automated, slows down to the stop position of the traffic signal when it is red and / or accelerates (possibly again) when it is green.

[0039] Figure 2a shows an exemplary traffic signaling system 200. The traffic signaling system 200 illustrated in Figure 2a comprises four different traffic lights 201, which are positioned at different locations on the access road to a traffic junction (e.g., an intersection). The traffic light 201 on the left has a leftward arrow 202, indicating that the traffic light 201 applies to left-turning vehicles. The two traffic lights 201 in the center have upward arrows 202 (or no arrows), indicating that both traffic lights 201 apply to straight-ahead traffic. The individual lights on both traffic lights 201 form a signal group. Furthermore, the traffic light 201 on the right has a rightward arrow 202, indicating that the traffic light 201 applies to right-turning vehicles.

[0040] Figure 2b shows an exemplary stop sign as a traffic sign 210, which defines the right of way at traffic junctions, particularly intersections. The (control) device 101 of the vehicle 100 can be configured to detect traffic signs 210 relating to the vehicle's travel on the road or lane it is traveling on, based on sensor data from one or more ambient sensors 102 (i.e., based on ambient data) and / or based on a digital map (i.e., based on map data).

[0041] In the (ACC) driving function, vehicle 100 can be automatically driven longitudinally according to a set speed or target speed and / or a target distance to a preceding vehicle traveling in front of (immediately in front of) vehicle 100. For this purpose, the driving function may include a speed control device, which adjusts the actual speed of vehicle 100 according to the set speed or target speed, and in particular, is controlled in a closed loop. Alternatively, or in addition thereto, the driving function may include a distance control device, which adjusts the actual distance of the vehicle to a preceding vehicle according to a set distance or target distance, and in particular is controlled. If there is no preceding vehicle, or if the preceding vehicle is traveling at a speed higher than the set speed or target speed, the driving speed of vehicle 100 can be adjusted and in particular is controlled according to the set speed or target speed. Alternatively, or in addition thereto, if the preceding vehicle is traveling at a speed lower than the set speed or target speed, the distance of vehicle 100 to the preceding vehicle can be adjusted and in particular is controlled according to a set distance or target distance.

[0042] The vehicle 100's device 101 can be configured to provide automated longitudinal driving of the vehicle 100 within an urban area. This driving function may be called Urban Cruise Control (UCC). The driving function can be provided in an automatic mode (aUCC) and / or a manual mode (mUCC). In this case, the driver may be able to set, depending on the situation, whether the driving function should operate in automatic mode or manual mode via the vehicle 100's user interface 107.

[0043] The vehicle 100's device 101 can be configured to detect signal display units 200, 210 located ahead of the vehicle 100's travel route based on ambient data from one or more ambient sensors 102 and / or map data relating to the lane network on which the vehicle 100 travels (associated with the position data of the vehicle 100's position sensor 106). In the manual mode of the UCC driving function, it is possible to output a suggestion or response request (i.e., a response request output) via the user interface 107 regarding whether the signal display units 200, 210 should be considered in the automated longitudinal driving of the vehicle 100 (i.e., whether the signal display units 200, 210 should be approved for operation of the driving function). The driver of the vehicle 100 can then accept, reject, or ignore the suggestion, for example, by operating the operating elements of the user interface 107. On the other hand, in the automatic mode of the UCC driving function, during the automated longitudinal driving of the vehicle 100, the detected signal display units 200, 210 can be taken into consideration automatically in some cases (i.e., without necessary notification from the driver) (i.e., they can be approved for operation of the driving function).

[0044] Therefore, in manual mode, it is possible to generate a response request for the signal indicator units 200 and 210 to assume operation of the (UCC) driving function. In automatic mode, it is possible to automatically assume operation of the signal indicator units 200 and 210 for the (UCC) driving function.

[0045] When the detected signal indicator units 200, 210 are taken into consideration (i.e., approved) in the automated longitudinal driving of vehicle 100, it is possible to cause automatic deceleration (depending on the type and / or (signal indicator) state of the signal indicator units 200, 210) to automatically bring vehicle 100 to a stop (e.g., at a red light or stop sign). It is also possible to cause automatic starting of vehicle 100 (e.g., after a change in the (signal indicator) state of signal indicator units 200, 210 (e.g., after switching to a green light)). Then, vehicle 100 can automatically accelerate again to a target speed (taking into consideration the set minimum or target distance to the preceding vehicle).

[0046] Therefore, the UCC driving function may enable the driver of vehicle 100 to use the ACC driving function even on roads with one or more signal display units 200, 210 (without having to deactivate and reactivate the ACC function in each individual signal display unit 200, 210).

[0047] Vehicle 100 may be traveling toward signal display units 200 and 210, as illustrated in Figures 3a and 3b, and at this time, even though vehicle 100 is traveling freely, its actual speed 311 may be lower than the target speed 312 of the driving function. This can occur, for example, when the user of vehicle 100 activates the driving function while vehicle 100 is traveling toward signal display units 200 and 210 in lane 300. Alternatively, this situation may occur when vehicle 100 is initially following a preceding vehicle (traveling at a relatively low speed) and the preceding vehicle leaves lane 300 (for example, by turning towards an entrance).

[0048] Therefore, when the driving function is activated, the control device 101 of vehicle 100 can recognize that vehicle 100 is driving freely (without a preceding vehicle) and has an actual speed 311 that is (significantly) lower than the target speed 312 of the speed control device of the driving function. Then, in order to set, in particular control, the vehicle 100's driving speed 310 to the target speed 312, it is possible to accelerate the vehicle 100 with the (relatively large) standard acceleration (i.e., a relatively large standard value of acceleration) of the speed control device. However, this can lead to a situation where vehicle 100 accelerates with a relatively large standard acceleration even though vehicle 100 should stop at the stopping position 302 of the signal display units 200, 210 located ahead. This can lead to an unpleasant situation for the user of the driving function. In particular, using a relatively large standard acceleration can reduce the duration available to the user of vehicle 100 to select (i.e., approve) the signal display units 200, 210 in the manual mode of the driving function.

[0049] The (control) device 101 can be configured to identify distance information for the distance 305 between the initial position 301 of the vehicle 100 (for example, when speed control (cruise control) is in operation) and the stopping position 302 of the signal display units 200, 210. The initial position 301 may correspond to the position of the vehicle 100 where there is a free-traveling state and therefore the vehicle 100 should be accelerated to a target speed 312.

[0050] The acceleration value can be determined depending on the distance information. In this case, the acceleration value can be increased as the distance 305 increases. For example, if the distance 305 is greater than a predetermined distance value, it is possible to use a standard acceleration value. On the other hand, if the distance 305 is less than or equal to the distance value, it is possible to use an acceleration value smaller than the standard acceleration value.

[0051] Figure 3b shows the speed progression 321 of vehicle 100's speed 310 when using standard acceleration values. Furthermore, Figure 3b also shows the speed progression 322 when using reduced acceleration values. The reduced acceleration values ​​extend the time until vehicle 100 reaches the decision position 303, where the driver must decide whether the signal display units 200, 210 located ahead should be considered during the operation of the driving function. Therefore, it is possible to improve the driver comfort of vehicle 100.

[0052] As described above, in manual mode of the driving function, it is possible to output an offer for approval of recognized signal display units 200 and 210. On the other hand, in automatic mode of the driving function, it is possible to automatically approve recognized signal display units 200 and 210. In this case, outputting an offer that is too early, unnecessary, or relatively late, and / or automatic approval, may lead to a loss of comfort. This specification describes measures to improve the comfort of the driving function with respect to the output of offers and / or automatic approval of signal display units 200 and 210.

[0053] In this regard, Figure 4 shows different decelerations 410 that may change along time 400 or be constant over time when approaching the signal display units 200, 210. In particular, it is possible to set a first deceleration value 411. The first deceleration value 411 may correspond to a desired deceleration, for example (which may be set by the user of the vehicle 100) for the automatic deceleration process at the signal display units 200, 210. Figure 4 further shows a first section transition 421 of the travel section that the vehicle 100 travels to the stopping position 302 of the signal display units 200, 210 when using a (constant) deceleration 410 with the first deceleration value 411. The vehicle 100 reaches the stopping position 402 at a first time point 401. Furthermore, Figure 4 shows the first speed progression 431 of the vehicle speed 310 of vehicle 100 from the initial point 403 (when deceleration 420 at the first deceleration value 411 begins to occur) to the first point 401 (when vehicle 100 stops at the stopping position 302).

[0054] The first speed progression 431 shows a first vehicle speed value for each of the series of time points 400. At this time, the first vehicle speed value 431 decreases as the distance 305 of the vehicle 100 to the stopping position 302 of the signal display units 200, 210 decreases.

[0055] The device 101 of the vehicle 100 can be configured to compare the actual speed of the vehicle 100 at time 400, particularly at the initial time 403, with a first vehicle speed value for that time 400. The output of an offer and / or automatic approval for the forward-positioned signal display units 200, 210 can then be brought about or blocked depending on the comparison. In particular, if the actual speed is greater than or equal to the first vehicle speed value (and in some cases only if the actual speed is greater than or equal to the first vehicle speed value), the output of an offer and / or automatic approval may be brought about. On the other hand, if the actual speed is less than the first vehicle speed value, the output of an offer and / or automatic approval may be blocked.

[0056] Therefore, during the process of the vehicle 100 approaching the signal display units 200, 210, it may be possible to output an offer and / or automatically approve it only at the point 400 when the actual speed of the vehicle 100 (for the first time) reaches or exceeds the first vehicle speed value, or just at that point 400.

[0057] Therefore, it is possible to output and / or automatically approve the offer at point 400 during the approach process, which provides a comfortable deceleration for the vehicle. Furthermore, it is possible to reliably avoid outputting unnecessary offers.

[0058] The device 101 can be configured to bring about or prevent acceleration, as described in relation to Figures 3a and 3b, by the driving function, particularly the speed control device, depending on a comparison between the actual speed of the vehicle 100 and a first vehicle speed value. If the actual speed of the vehicle 100 is greater than or equal to the first vehicle speed value (and in some cases only if the actual speed is greater than or equal to the first vehicle speed value), it is possible to bring about a reduction in acceleration. On the other hand, if the actual speed of the vehicle 100 is less than the first vehicle speed value, it is possible to prevent a reduction in acceleration.

[0059] By selectively reducing the (maximum possible) acceleration used in the driving functions, particularly by the speed control system, it is possible to further improve the comfort of the driving functions.

[0060] Figure 4 shows a second deceleration value 412 that results in a deceleration 410 of vehicle 100 that is smaller in value than the first deceleration value 411 and slower than the first deceleration value 411. When the second deceleration value 412 is used, a second interval transition 422 occurs, as shown in Figure 4, extending to the second time point 402 (following the first time point 401), in order to reach the stopping position 302 of the signal display units 200, 210. Figure 4 also shows a second speed transition 432, which represents the second speed value for a series of time points 400, when vehicle 100 is decelerated (constantly) by the second deceleration value 412.

[0061] (For example, at time point 403) The actual speed of vehicle 100 can be compared with the second speed value (for time point 403). If the actual speed is less than the second vehicle speed value (in some cases only if the actual speed is less than the second vehicle speed value), the output of the offer, automatic approval and / or reduction of acceleration can be blocked.

[0062] As can be seen from FIG. 4, a hysteresis range 433 is generated between the second speed value 432 and the first speed value 431 to prevent switching (variation) between different states of the driving function. If the actual speed of vehicle 100 is between the second speed value and the first speed value (therefore within the hysteresis range 433), it is possible to maintain the current state of the driving function for the output of the offer and for the acceleration used by the speed control device (and in some cases for automatic approval).

[0063] Therefore, the device 101 depends on the actual speed of the vehicle 100 at time point n403 and on the first and second speed values at time point n403, and for the output of the offer and for the acceleration used by the speed control device (and in some cases for automatic approval), the state z n of the driving function can be configured to be updated at time point n403. At this time, the state z n can have a first state value, and in the first state value, the output of the offer, the reduction of the acceleration used by the speed control device and / or automatic approval are performed. On the other hand, the state z n can have a second state value, and in the second state value, the output of the offer, the reduction of the acceleration used by the speed control device and / or automatic approval are not performed.

[0064] The device 101 can be configured to bring about one or more of the following state transitions from the state z n-1 at the previous time point n - 1 to the state z n at the current time point n. • If the actual speed at the current time point n is greater than or equal to the first speed value, then z n = First state value (z n-1 It is unrelated to that; ·z n =If the actual velocity at the current time n is less than the first velocity value and greater than the second velocity value, then z n =z n-1 ; and / or • If the actual speed at the current time n is less than or equal to the second speed value, then z n = Second state value ( z n-1 (Unrelated to that).

[0065] The above state changes can be made, in particular, with respect to the output of the offer and / or the reduction of acceleration used by the speed control device. On the other hand, for automatic approval, in some cases, state z n = The first state value may remain in place once that state is first reached (regardless of any further increase in the actual speed of vehicle 100). In other words, once automatic approval is performed, that automatic approval remains in place (regardless of any further increase in the actual speed of vehicle 100). Therefore, particularly smooth operation of the driving function can be achieved.

[0066] As described above, even when there is no need to decelerate (for example, when vehicle 100 is stopped and / or when signal display units 200, 210 are relatively far away), unnecessary offers for manual approval of signal display units 200, 210 and / or unnecessary automatic approval may occur. The measures described herein can avoid such situations, thereby improving the comfort of the driving function.

[0067] Alternatively, or in addition to this, a reduction in the dynamics of the speed control system, which may be perceived by the user as too sluggish, may be achieved. The measures described herein can avoid such situations, thereby improving the comfort of the driving function.

[0068] As described above, situational awareness can be performed by comparing the actual speed of vehicle 100 with one or more vehicle speed values. One or more speed values ​​can be identified based on one or more deceleration values ​​411, 412.

[0069] If the actual speed is less than a second speed value (for example, depending on a predetermined minimum deceleration of 412), it is possible to block the offer output. Alternatively, or in addition to this, it is possible to set the maximum acceleration limit and / or dynamics (of the speed control device) to standard values ​​in order to accelerate to the set speed.

[0070] If the actual speed is greater than a first speed value (for example, depending on the desired deceleration of 411), the output of the offer can be actively switched off. Alternatively, or in addition to this, the maximum acceleration limit and / or dynamics of the speed control device can be reduced.

[0071] When it is detected that the distance 305 to the signal display units 200 and 210 falls below a (configurable (adjustable)) minimum distance, it is possible to output an offer even if deceleration is not necessary (without considering the actual speed of the vehicle 100). In this case, it is also possible to set (and reduce) the dynamics to a deceleration state.

[0072] One or more comparison speeds (i.e., vehicle speed values) can be based on an acceleration assumption (configurable (adjustable)) that precisely reaches the stopping position 302, assuming a constant degree of deceleration. One or more vehicle speed values,

[0073]

number

[0074] It can be calculated as follows, where |a| is the absolute value of each deceleration value 411,412, and d is the distance 305 from the stop position 302 of the signal display units 200,210.

[0075] To avoid possible switching (fluctuations) of the perceived situation (i.e., state), the range 433 placed between the two velocity values ​​functions as hysteresis.

[0076] Figure 5 shows a flowchart of an exemplary method 500 (potentially computer-implemented) for automated longitudinal driving of the (motorized) vehicle 100 when approaching signal display units 200, 210 located ahead. The driving function may also potentially provide automated lateral driving of the vehicle 100.

[0077] Method 500 includes determining a first vehicle speed value based on distance information 305 relating to the distance of signal display units 200, 210 located in front of the vehicle 100, and based on a (pre-defined) first deceleration value 411 for decelerating the vehicle 100.

[0078] Method 500 also includes comparing the current speed of the vehicle 100 with a first vehicle speed value 502, and, depending on the comparison 502, bringing about or preventing one or more driving function measures with respect to the driving function 503. One or more driving function measures are • Output of an offer for manual approval of the operation of the driving function by signal display units 200, 210 (when the driving function is operating in manual mode). • Automatic approval of the signal display units 200, 210 to the operation of the driving function (when the driving function is operating in automatic mode), and / or • Reduction of the acceleration value of the vehicle 100 used in speed control of the driving function relative to the standard value. It is possible to include this.

[0079] The measures described herein can reliably improve the comfort of the driving function for automated longitudinal driving in the signal display units 200 and 210.

[0080] The present invention is not limited to the embodiments shown. In particular, it should be noted that the specification and drawings illustrate only the principles of the proposed methods, apparatus, and systems.

Claims

1. A device (101) that activates the automated longitudinal driving function of a vehicle (100) when approaching a signal display unit (200, 210) located in front, wherein the device (101) - Based on distance information regarding the distance (305) from the vehicle (100) to the signal display units (200, 210) located in front of it, and based on a first deceleration value (411) for decelerating the vehicle (100), a first vehicle speed value is determined. - To compare the actual speed of the vehicle (100) with the first vehicle speed value, - Depending on the comparison, to bring about or prevent one or more driving function measures with respect to the driving function. It is composed of, The aforementioned one or more driving function measures, - Output of an offer for manual approval of the operation of the driving function by the signal display unit (200, 210), - Automatic approval of the signal display units (200, 210) to the operation of the driving function and / or - Reduction of the acceleration value of the vehicle (100) used in the speed control of the aforementioned driving function relative to the standard value. Apparatus (101) characterized by including

2. The aforementioned device (101) - If the actual speed of the vehicle (100) is equal to or greater than the first vehicle speed value, the one or more driving function measures are brought about, and / or - If the actual speed of the vehicle (100) is less than the first vehicle speed value, the one or more driving function measures are to be blocked. The apparatus (101) according to claim 1, characterized by its configuration.

3. The device (101) determines, for each of the series of time points (403) as the vehicle (100) approaches the signal display unit (200, 210) located in front, - Based on distance information for the current distance (305) and based on the first deceleration value (411), the current first vehicle speed value is determined, respectively. - To compare the current actual speed of each of the vehicles (100) with the current first vehicle speed value, and - Depending on each comparison, to bring about or prevent the one or more driving function measures described above. The apparatus (101) according to claim 1 or 2, characterized by being configured as follows.

4. The device (101) is configured to determine the first vehicle speed value when a constant deceleration (410) is applied from a vehicle speed (310) having a first vehicle speed value to the first deceleration value (411), such that the vehicle (100) stops at the stopping position (302) of the signal display unit (200, 210) which is located at a distance (305) represented by the distance information from the vehicle (100), characterized in that the device (101) is configured to determine the first vehicle speed value.

5. The aforementioned device (101) is particularly [Math 1] The device (101) according to any one of claims 1 to 4, characterized in that it is configured to calculate the first vehicle speed value based on the above, where |a| is the absolute value of the first deceleration value (411) and d is the distance (305) represented by the distance information with respect to the stopping position (302) of the signal display unit (200, 210).

6. The aforementioned device (101) - Based on the distance information (305) regarding the distance (100) from the vehicle (100) to the signal display units (200, 210) located in front of it, and based on a second deceleration value (412) for decelerating the vehicle (100), the system is configured to determine a second vehicle speed value, wherein the second vehicle speed value (412) is smaller than the first deceleration value (411), - The system is configured to compare the actual speed of the vehicle with the second vehicle speed value, and - The system is configured to bring about or prevent the one or more driving function measures, depending on a comparison of the actual speed with the first vehicle speed value and depending on a comparison of the actual speed with the second vehicle speed value. The apparatus (101) according to any one of claims 1 to 5.

7. The aforementioned device (101) - If the actual speed of the vehicle (100) is equal to or greater than the first vehicle speed value, the one or more driving function measures are brought about, and / or - If the actual speed of the vehicle (100) is less than the second vehicle speed value, the one or more driving function measures are to be blocked. The apparatus (101) according to claim 6, characterized by its configuration.

8. - The device (101) determines one state z of the driving function for each of the time points n (403) in a series of time points while the vehicle (100) is approaching the signal display unit (200, 210) located in front. ｎ It is configured to identify, - If the actual speed is greater than or equal to the first vehicle speed value, then state z ｎ However, it corresponds to a first state value that brings about one or more of the aforementioned driving function measures, - If the actual speed is less than or equal to the second vehicle speed value, then state z ｎ However, this corresponds to a second state value in which one or more of the aforementioned driving function measures are blocked, and - If the actual speed is less than the first vehicle speed value and greater than the second vehicle speed value, then the state z at time n ｎ However, state z at the preceding time point n-1 ｎ－１ Supports The apparatus (101) according to claim 6 or 7, characterized in that it is the same as the one described in claim 6 or 7.

9. The device (101) according to claim 8, characterized in that even if the actual speed at time n (403) is less than or equal to the second vehicle speed value, if automatic approval has already been given at a preceding time, the automatic approval of the signal display unit (200, 210) to the operation of the driving function is maintained at time n (403).

10. The aforementioned device (101) - Based on the distance information regarding the distance (305) of the signal display units (200, 210) located in front, determine whether the distance (305) is greater than or less than the distance threshold. - If the distance (305) is smaller than the distance threshold, the one or more driving function measures are brought about regardless of the comparison of the actual speed with the first vehicle speed value, and - If the distance (305) is greater than the distance threshold, the system will bring about or prevent the one or more driving function measures, depending on a comparison of the actual speed with the first vehicle speed value. The apparatus (101) according to any one of claims 1 to 9, characterized by being configured as follows.

11. A method (500) for activating the automated longitudinal driving function of a vehicle (100) when approaching a signal display unit (200, 210) located in front, wherein the method (500) - Based on distance information regarding the distance (305) from the vehicle (100) to the signal display units (200, 210) located in front of it, and based on a first deceleration value (411) for decelerating the vehicle (100), a first vehicle speed value is determined (501). - Comparing the actual speed of the vehicle (100) with the first vehicle speed value (502), and - Relying on the comparison (502), to bring about or prevent one or more driving function measures with respect to the driving function (503) It includes, The aforementioned one or more driving function measures, - Output of an offer for manual approval of the operation of the driving function by the signal display unit (200, 210), - Automatic approval of the signal display units (200, 210) to the operation of the driving function and / or - Reduction of the acceleration value of the vehicle (100) used in the speed control of the aforementioned driving function relative to the standard value. A method (500) characterized by including the following.

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