Vehicle driving system and method for operating driving functions in different modes

Abstract

To provide a navigation function for automated longitudinal driving of a vehicle, configured to reliably take into account a signal display unit. [Solution] A vehicle driving system that provides driving functions for automated longitudinal driving of a vehicle (100), wherein the vehicle driving system is configured to detect data about a first signal display unit (200, 210) located ahead in the driving direction of the vehicle (100), and depending on the data about the first signal display unit (200, 210), operate the driving functions of the first signal display unit (200, 210) in an automatic mode or a manual mode, wherein in the automated longitudinal driving of the vehicle (100), the first signal display unit (200, 210 is taken into account automatically in the automatic mode, and is taken into account only after approval by the user of the vehicle (100) in the manual mode.

Description

Technical Field

[0001] The present invention relates to a vehicle driving system and a corresponding method for operating a driving function of a vehicle, particularly a driver assistance function, in relation to a signal display unit.

Background Art

[0002] A vehicle can be provided with one or more driving functions for assisting a driver of the vehicle during driving, particularly during longitudinal driving. An exemplary driving function for assisting longitudinal driving of a vehicle is an Adaptive Cruise Control (ACC) function, and the Adaptive Cruise Control function can be used, for example, on a road or highway to longitudinally drive a vehicle at a set (set) driving speed or a target driving speed, and / or at a target distance set with respect to a preceding vehicle traveling ahead of the vehicle.

[0003] In an urban area, a vehicle often encounters a junction of a road on which the vehicle is traveling, which has one or more other traffic routes (such as other roads, sidewalks, etc.) during driving on the road. Traffic signal facilities and / or traffic signs (such as a stop sign) that define the right of way at the junction may be arranged at the junction. Traffic signal facilities and / or traffic signs for setting the right of way and / or permission to enter or pass through a junction are generally referred to herein as a signal display unit.

Summary of the Invention

Problems to be Solved by the Invention

[0004] This specification addresses the technical problem of providing a driving function, particularly a driver assistance function, for automated longitudinal driving of a vehicle, which is configured to reliably and firmly consider a signal display unit in order to improve the availability and / or safety and / or comfort of the driving function.

Means for Solving the Problems

[0005] 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.

[0006] In one embodiment, a vehicle driving system is described that provides driving functions for automated longitudinal driving of a vehicle (longitudinal guidance (such as acceleration / deceleration and control of inter-vehicle distance)). The driving functions can be configured, in particular, in a signal display unit and / or in association with a signal display unit to automatically drive the vehicle longitudinally. In this case, the driving functions can be formed by SAE Level 2. In other words, the driving functions can, in some cases, provide automated driving and / or driving assistance (for longitudinal driving) by SAE Level 2. The driving functions can be limited to longitudinal driving of the vehicle. Lateral driving of the vehicle (lateral guidance (such as steering control)) can be provided manually by the driver during operation or by other and / or separate driving functions (e.g., by lane keeping assist).

[0007] A vehicle driving system can be configured to automatically drive the vehicle 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) the vehicle. For this purpose, the vehicle driving system can be provided with a speed control device, which adjusts the actual speed of the vehicle according to the set speed or target speed, in particular with closed-loop control. Alternatively, or in addition thereto, a distance control device can be provided, which adjusts the actual distance of the vehicle to a preceding vehicle according to a target distance, in particular with closed-loop control. 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 vehicle's speed can be controlled with closed-loop control. 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 the vehicle to the preceding vehicle can be controlled with closed-loop control. Thus, the vehicle driving system can provide adaptive cruise control (ACC) driver assistance functions.

[0008] A vehicle or vehicle driving system may include a user interface for interaction with the vehicle's user, particularly the driver. The user interface may include one or more operating elements that allow the user to set a set speed or target speed and / or target distance. Alternatively, or in addition thereto, one or more operating elements may allow the user to approve a preset set speed and / or target speed and / or a preset target distance for the vehicle for the operation of the driving functions. One or more operating elements may be shaped to be operated by the driver's hand and / or fingers. Alternatively, or in addition thereto, one or more operating elements may be located on the vehicle's steering means (particularly the steering wheel or steering linkage).

[0009] An exemplary operating element is a button and / or rocker switch capable of increasing or decreasing a set speed and / or target speed or target distance. Another exemplary operating element (in particular a set operating element) is a button that can set the vehicle's current speed as the set speed and / or target speed, or set the vehicle's current distance to a preceding vehicle as the target distance. Another exemplary operating element (in particular a reset operating element) is a button that can re-approve or reactivate a preset set speed and / or target speed or a preset target distance.

[0010] Furthermore, the user interface may include one or more output elements (e.g., a display and / or a speaker and / or a vibration element) that can provide output to the vehicle user.

[0011] Furthermore, the vehicle driving system may be configured to take into account one or more signaling units in the lanes (particularly roads) and / or routes on which the vehicle is traveling in automated longitudinal driving. The signaling units may be configured to set priority at junctions (particularly intersections) of the lane network on which the vehicle is traveling. In this case, the setting of priority may be temporarily changeable (for example, a signal light system, e.g., a traffic signal system having one or more different signal groups for one or more different directions of travel for vehicles at a junction) or it may be set permanently (for example, a traffic sign, e.g., a stop sign).

[0012] A vehicle driving system can be configured to detect data about signal indicator units located ahead in the direction of travel of the vehicle. This data may include map data about signal indicator units in the lane network on which the vehicle is traveling. The map data may include one or more attributes of each signal indicator unit. One or more attributes of a signal indicator unit are: • The type of signal display unit, in particular whether the signal display unit is a signal light system or a traffic sign, and / or The number of different signal groups of the signal display unit for different directions of travel at junctions in a lane network, and / or the number of different signal groups of the signal display unit for different directions of travel at junctions in a lane network that are located in or associated with the signal display unit, and / or • The location of the signal display unit and / or the stop line of the signal display unit within the lane network (e.g., GPS coordinates), and / or • Relative distance of the stop line to the associated signal display unit It is possible to indicate or include.

[0013] The vehicle driving system can be configured to detect the vehicle's actual position within the lane network (e.g., current GPS coordinates) using the vehicle's position sensors (e.g., GPS receiver). Based on map data, it can then detect traffic signal units (e.g., the following) along the vehicle's route. Furthermore, it can detect one or more attributes of the detected traffic signal units.

[0014] Alternatively, or in addition to this, data about a signal display unit located in front of the vehicle in the direction of travel may include or be detected based on ambient data about the signal display unit. Ambient data may be detected by one or more ambient sensors of the vehicle. Exemplary ambient sensors include cameras, radar sensors, and lidar sensors. One or more ambient data may be configured to detect sensor data (i.e., ambient data) about the area in front of the vehicle in the direction of travel.

[0015] The vehicle driving system can be configured to detect, based on ambient data (particularly camera sensor data), the presence of a signal display unit in front of the vehicle in the direction of travel. For this purpose, for example, an image analysis algorithm can be used. Furthermore, the vehicle driving system can be configured to detect the type of signal display unit (e.g., signal lights or traffic signs) based on ambient data. The vehicle driving system can also be configured to detect, based on ambient data, the (signal display) status of the signal display unit regarding permission to pass through the junction associated with the signal display unit. In particular, it is possible to detect the color (blue, yellow, or red) of one or more signal groups of the signal lights.

[0016] A vehicle driving system can be configured to take into account signal indicator units detected during the automated longitudinal driving of a vehicle. In particular, the vehicle driving system can be configured to determine whether a vehicle needs to stop at a signal indicator unit, especially at the stop line of the signal indicator unit, based on data about the detected signal indicator unit, and especially based on the color of the signal lights or signal groups of the signal indicator unit displayed by the data. For example, it can be detected that a vehicle needs to stop because the signal group associated with the vehicle is red. Alternatively, it can be detected that a vehicle does not need to stop because the signal group associated with the vehicle is blue. In another example, it can be detected that a vehicle needs to stop because the signal indicator unit is a stop sign.

[0017] Furthermore, the vehicle driving system can be configured to automatically stop the vehicle at a detected signal indicator unit if it is determined that the vehicle needs to stop at that unit. For this purpose, an automated deceleration process (to a stop) can be provided. At this time, the vehicle can be automatically driven to or just before the stop line at the signal indicator unit. During the automated deceleration process, one or more wheel brakes (e.g., one or more friction brakes or one or more regenerative brakes) are controlled by the vehicle driving system to brake the vehicle (to a stop). The temporal progression of the resulting deceleration may depend on the available braking distance to the detected signal indicator unit.

[0018] Alternatively, or in addition thereto, the vehicle driving system may be configured to allow a vehicle to pass through a signaling unit, particularly beyond the stop line of the signaling unit, when it is determined that the vehicle does not need to stop at the signaling unit. In this case, speed control and / or distance control can be continued according to the set speed or target speed and / or the target distance to the preceding vehicle.

[0019] Therefore, the vehicle driving system can be configured to provide ACC driving functionality in consideration of the signal display unit. In this specification, the driving functionality is also referred to as Urban Cruise Control (UCC).

[0020] As already mentioned above, the vehicle driving system can be configured in its driving function to automatically drive the vehicle longitudinally depending on a target speed and / or a target distance to a preceding vehicle traveling ahead of the vehicle. Furthermore, the vehicle driving system can be configured to automatically drive the vehicle longitudinally, depending on a target speed and / or a target distance at a signal indicator unit, regardless of the color of the signal lights at the signal indicator unit, and especially beyond the stop line at the signal indicator unit, when the signal indicator unit (if detected) is not considered in the driving function. Thus, the driving function can, in some cases, operate as if the signal indicator unit (and therefore the associated junction) were not present (when the signal indicator unit is not considered).

[0021] The vehicle driving system may allow the driver to configure driving functions, in some cases, via a user interface (e.g., in a settings menu). In some cases, it may be possible to set whether the driving functions should operate in automatic mode or manual mode.

[0022] In automatic mode, the driving function can be operated such that signal indicator units located ahead in the direction of travel, as detected by the vehicle driving system, are automatically taken into consideration when the driving function is operating (and, in some cases, lead to automated braking of the vehicle). In particular, the vehicle driving system can be configured in automatic mode to automatically take into consideration signal indicator units detected based on map data and / or surrounding data, in the automated longitudinal driving of the vehicle, especially without the approval of the vehicle user, (for example, to bring about automated deceleration of the vehicle as needed at detected signal indicator units).

[0023] On the other hand, the driving function can be operated in manual mode such that detected signal indicator units are only considered in the automated longitudinal driving of the vehicle (and potentially lead to automated deceleration of the vehicle) after approval by the vehicle user. In particular, the vehicle driving system can be configured in manual mode to output a suggestion to the vehicle user (via the vehicle's user interface) to consider detected signal indicator units. For example, the display can indicate that a signal indicator unit has been detected and that a user response is required (to ensure that the signal indicator unit is considered in the automated longitudinal driving of the vehicle). Once the suggestion is accepted by the user (e.g., by operating an operating element, particularly a set operating element), the detected signal indicator unit (particularly the signal indication state of the signal indicator unit) can be considered in the automated longitudinal driving of the vehicle at the signal indicator unit. And, potentially, automated deceleration of the vehicle at the detected signal indicator unit occurs. On the other hand, the vehicle driving system may be configured to disregard and / or ignore the detected signal display unit (in particular the signal display state of the signal display unit) in the automated longitudinal driving of the vehicle at the signal display unit, if the proposal is not accepted by the user. In this case, speed control and / or distance control may continue (without considering the signal display unit, in particular as if the signal display unit were not present).

[0024] By providing different (configurable) modes for the operation of the driving functions (especially the UCC driving function), it is possible to further improve the comfort of the driving functions.

[0025] The vehicle driving system can be configured to notify the user of the driving function about the state of the driving function based on the user interface. In particular, it is possible to notify the user of the driving function whether a signal display unit located ahead in the driving direction is considered during the operation of the driving function, especially during the automated longitudinal driving of the vehicle.

[0026] In particular, the vehicle driving system can be configured to identify (e.g., based on map data and / or surrounding data) whether a signal display unit located ahead in the driving direction is considered during the operation of the driving function or can be considered. If the signal display unit is considered or can be considered, in order to notify the user that the signal display unit located ahead is considered in the automated longitudinal driving of the vehicle (and thus the automated deceleration of the vehicle at the signal display unit is performed as needed), it is possible to issue a usability output, particularly a usability display, in some cases.

[0027] Alternatively, or in addition to this, the vehicle driving system is configured to cause (via the user interface) an unavailability output, particularly an unavailability display, in order to notify the user of the vehicle that a signal display unit located ahead is not considered in the automated longitudinal driving of the vehicle (and thus the automated deceleration of the vehicle is not performed depending on the signal state of the signal display unit) when the signal display unit located ahead is not considered or cannot be considered in the driving function.

[0028] By issuing the usability output and / or the unavailability output, it is possible to further improve the comfort and safety of the driving function. At this time, the usability output and / or the unavailability output can each include a visual output, an auditory output, and / or a tactile output.

[0029] The vehicle driving system can be configured to detect changes in the signal indication state of a signal group of signal indicator units related to the direction of travel of a vehicle (for example, while the vehicle is traveling toward a signal group or while the vehicle is stopped within a signal group). For example, it can detect a change in indication from red to green.

[0030] Furthermore, the vehicle driving system can be configured to inform the vehicle driver of the changed signal display state of the signal group of the signal display unit (in response to detected signal indication changes). For example, as long as the signal group has red, it is possible to display the detected (and possibly considered in automated longitudinal driving) signal display unit via the output elements of the user interface (particularly on the display). Then, after a change in indication to green is detected, the displayed symbol can be withdrawn or the output can be terminated, depending on the circumstances. Thus, for example, after the vehicle has stopped at the signal display unit, it is possible to reliably inform the vehicle driver that a (potentially automated) starting process can be initiated (e.g., by operating the operating elements of the user interface). In this case, the withdrawal of the display can be performed uniformly in the automatic and / or manual modes of the driving function.

[0031] A vehicle driving system can be configured to output a takeover request to the vehicle driver when the driving function is discontinued. For example, it can detect that automated longitudinal driving cannot or will not be continued (depending on a set speed and / or target speed, and / or target distance). For example, if the vehicle driver intervenes in the vehicle's longitudinal driving (essentially) by operating the brake or accelerator pedal, the driving function may be discontinued. A takeover request (i.e., a Take-Over Request, TOR) can then be output to the vehicle driver. Longitudinal driving can then be resumed by the driver. Outputting a takeover request can improve the safety of the vehicle's operation.

[0032] Alternatively, or in addition to this, a handover request can be issued when manual intervention by the driver in the longitudinal driving of the vehicle is expected. For example, it is possible to detect that the vehicle driving system can no longer automatically perform longitudinal driving (e.g., to reach a predetermined target point, e.g., a signal display unit). In response, a handover request can be issued to the vehicle driver.

[0033] As already mentioned above, the vehicle driving system can be configured to detect data (particularly map data and / or surrounding data) about a signal display unit located ahead in the direction of travel of the vehicle (hereinafter also referred to as the "first" signal display unit). Furthermore, the vehicle driving system can be configured to operate the driving function in the first signal display unit in automatic or manual mode, depending on the data about the first signal display unit. In particular, even if the vehicle driving system is configured to operate the driving function in automatic mode based on user settings for the configuration of the driving function, it can be configured to selectively operate the driving function in manual mode in the first signal display unit (if necessary).

[0034] In other words, the vehicle driving system can be configured to detect user settings, sometimes provided by the vehicle user, regarding whether the driving function should (standardly) operate in automatic or manual mode. The driving function can then be operated in manual mode even if the user setting indicates that the driving function should operate in automatic mode, depending on the data for the first signal display unit. On the other hand, if the user setting indicates that the driving function should operate in manual mode, the vehicle driving system can be configured to operate the driving function in manual mode in the first signal display unit, even if the operation of the driving function is possible in automatic mode based on the data for the first signal display unit.

[0035] Therefore, the vehicle driving system can be configured to also use a manual mode for the driving function as needed, even when user settings indicate that the driving function should operate in automatic mode. Selective use of the manual mode can, in some cases, avoid the unavailability of considering the signal display unit. Thus, it is possible to improve the availability, safety, and comfort of the driving function.

[0036] The vehicle driving system can be configured to detect a decision time and / or position before reaching the first signal indicator unit, at the latest, that should or should be output to the vehicle user of a suggestion to consider the first signal indicator unit. In this case, the decision time and / or position may depend on the duration required for intervention with respect to the first signal indicator unit (particularly the duration required for automated deceleration) and / or the user's (typical) response rate to the suggestion.

[0037] In particular, the vehicle driving system may be configured to detect an intervention time or position before the arrival of the first signal indicator unit, at the latest during the automated longitudinal driving of the vehicle, such that the first signal indicator unit should or should be considered (for example, so that the vehicle can still be automated and decelerated to a stop). Alternatively, or in addition to this, the vehicle driving system may be configured to detect a response period or response interval that is permissible to the user in response to a suggestion to consider the first signal indicator unit. The decision time and / or decision position may then be determined based on the intervention time or position and / or based on the response period or response interval.

[0038] Furthermore, the vehicle driving system can be configured to determine, at a given time or location, whether there is a discrepancy between map data and surrounding data regarding the characteristics of the first signal display unit. Exemplary characteristics include the type of signal display unit and / or the number of different signal groups.

[0039] In particular, the vehicle driving system can be configured to detect, based on map data, the number of different signal groups of the first signal display unit based on the map as a characteristic of the first signal display unit. The vehicle driving system can also be configured to detect, based on ambient data, the number of different signal groups of the first signal display unit based on sensors as a characteristic of the first signal display unit. When the number of signal groups based on the map differs from the number of signal groups based on sensors, especially when the number of signal groups based on sensors is greater than the number of signal groups based on the map, a discrepancy can be identified between the map data and the ambient data. For example, a discrepancy may exist if different signal colors are detected based on ambient data, but the map data indicates that the signal display unit, particularly the signal lighting equipment, has only one signal group.

[0040] Furthermore, the driving function can be operated in automatic or manual mode in the first signal display unit, depending on whether or not there is a discrepancy between the map data and the surrounding data at the time of determination or at the determined location. In particular, the vehicle driving system can be configured to operate the driving function in automatic mode in the first signal display unit when it is determined that there is no discrepancy between the map data and the surrounding data at the time of determination. Alternatively, or in addition to this, the vehicle driving system can be configured to operate the driving function in manual mode in the first signal display unit when it is determined that there is a discrepancy between the map data and the surrounding data at the time of determination. Thus, it is possible to significantly improve the availability, safety, and comfort of the driving function.

[0041] The vehicle driving system can be configured to identify, prior to the decision time or location, that a discrepancy exists between map data and surrounding data for at least one specific first signal display unit. In response, the decision of whether the driving function operates in automatic or manual mode at the first signal display unit can be made depending on a new check for the presence or absence of a discrepancy at the decision time or location.

[0042] In other words, a vehicle driving system can be configured to first wait, after an early detection of a discrepancy regarding the signal display unit, to see if the discrepancy can be resolved at a later point, or whether the discrepancy can be confirmed at a later point. In this case, it is possible to repeatedly check until the (last possible) decision point or position. If the discrepancy is resolved, the driving function can be operated in automatic mode. If the discrepancy is not resolved, the driving function can be operated in manual mode, depending on the case. By repeatedly checking the detected discrepancy, it is possible to reduce or prevent error detection (especially false detections). Therefore, it is possible to further improve the availability, safety, and comfort of the driving function.

[0043] A vehicle driving system can be configured to detect the degree of complexity of a junction located in a first signal display unit, based on data about the first signal display unit (particularly map data and / or surrounding data). In this case, the junction may be a junction of a lane on which a vehicle is traveling, having one or more other traffic routes (e.g., at least one other lane, at least one sidewalk, etc.). The degree of complexity and / or complexity may depend, for example, on the number of different signal groups in the first signal display unit.

[0044] Furthermore, the driving function in the first signal display unit can operate in either an automatic or manual mode, depending on the detected complexity level. In particular, when the complexity level is relatively low (e.g., only one signal group), the driving function can operate in an automatic mode in some cases. On the other hand, when the complexity level is relatively high (e.g., multiple different signal groups), the driving function can operate only in a manual mode in some cases. By detecting and considering the complexity level, it is possible to further improve the availability, safety, and comfort of the driving function.

[0045] The vehicle driving system can be configured to detect the number of different signal groups for different directions of travel of the vehicle, based on data (particularly map data and / or surrounding data) for a first signal display unit. The driving function can then be operated in automatic or manual mode, depending on the number of different signal groups detected in the first signal display unit. In particular, if the number of different signal groups detected is greater than one, the driving function in the first signal display unit may operate only in manual mode. Alternatively, or in addition to this, if the number of different signal groups detected is one, the driving function in the first signal display unit may operate in automatic mode. Thus, the availability, safety, and comfort of the driving function can be further improved.

[0046] In another embodiment, a method for providing a driving function for automated longitudinal driving of a vehicle is described. The method includes detecting data for a first signal indicator unit located forward in the direction of travel of the vehicle. Furthermore, the method can be configured to operate the driving function in the first signal indicator unit in an automatic or manual mode, depending on the data for the first signal indicator unit. In this case, the first signal indicator unit can be considered in the automated longitudinal driving of the vehicle automatically in the automatic mode, and possibly only after approval by the vehicle user in the manual mode.

[0047] In another embodiment, a motorized vehicle (in particular a passenger car or freight car or bus or motorcycle) is described, comprising at least one of the vehicle driving systems described herein.

[0048] 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 device) and thereby to perform at least one of the methods described herein.

[0049] In another embodiment, a storage medium is described. The storage medium may include a software program configured to run on a processor and thereby perform at least one of the methods described herein.

[0050] 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.

[0051] 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.

[0052] The present invention will be described in detail below based on examples. [Brief explanation of the drawing]

[0053] [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 3] This is a diagram illustrating an exemplary traffic situation. [Figure 4] This diagram shows an exemplary user interface. [Figure 5a] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5b] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5c] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5d] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5e]This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5f] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5g] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5h] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5i] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 5j] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Figure 6] This is a flowchart illustrating an exemplary method for providing a driving function for automated longitudinal driving of a vehicle in a signal display unit. [Modes for carrying out the invention]

[0054] As explained at the beginning, this specification relates to improving the functionality of a vehicle, particularly the reliability, availability, and / or comfort of driver assistance systems, in relation to signal display units at junctions (merging points) with other traffic routes on a road or in the lane in which a vehicle is traveling.

[0055] Figure 1 shows exemplary components of vehicle 100. Vehicle 100 includes one or more ambient sensors 103 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) which are 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 102 which are configured to affect the longitudinal and / or lateral driving of vehicle 100. Exemplary actuators 102 include brake equipment, drive motors, steering components, etc.

[0056] The control unit 101 can be configured to provide driving functions, particularly driver assistance functions, based on sensor data from one or more ambient sensors 103 (i.e., based on ambient data). For example, based on sensor data, it is possible to detect obstacles in the driving trajectory of the vehicle 100. Based on this, the control unit 101 can control one or more actuators 102 (e.g., braking equipment) to automatically decelerate the vehicle 100, thereby avoiding a collision between the vehicle 100 and the obstacle.

[0057] In particular, when the automated longitudinal operation of vehicle 100, it is possible to consider one or more signaling units (e.g., signal lights and / or traffic signs) in the lane or road on which vehicle 100 is traveling, in addition to the vehicle ahead. In this case, it is possible to consider the current state of the signal lights or traffic signals in particular so that vehicle 100, when automated, slows down to the stop line of the traffic signal when there is a red light related to its (planned) direction of travel, and / or accelerates (possibly again) when there is a green light.

[0058] Traffic signaling systems can be configured very unevenly from country to country and may have different complexities regarding direction-signal assignment. Therefore, different directions of travel may be controlled collectively by a first group of signals, or by a signal group, while other directions may be controlled by other signal groups. Furthermore, repeating signals within a signal group may be geographically located at different points in the intersection. Consequently, it can be difficult for the control unit 101 (also referred to herein as the vehicle driving system) to determine, based on sensor data, which one or more signals in the traffic signaling system at the intersection are relevant to the planned direction of travel of vehicle 100, and which are not (especially when vehicle 100 is still relatively far from the traffic signaling system).

[0059] Figure 2a shows an exemplary traffic signaling system 200. The traffic signaling system 200 shown in Figure 2a comprises four different traffic lights 201, which are positioned at different locations on the approach road to the 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.

[0060] The signal lighting system 200 illustrated in Figure 2a is merely one example of the many possible configurations of the signal lighting system 200. The signal lighting system 200 may feature a relatively large number of different characteristics. Exemplary characteristics include: • Number of traffic lights 201 and / or signal groups • The location of one or more traffic signals 201 and / or • Assignment of traffic light 201 to possible directions of travel passing through the intersection That is the case.

[0061] 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 unit 101 of the vehicle 100 can be configured to detect traffic signs 210 relating to the right of way for the vehicle 100 on the road or lane in which the vehicle 100 is traveling, based on sensor data from one or more ambient sensors 103 (i.e., ambient data) and / or digital map information (i.e., map data).

[0062] Figure 3 illustrates a vehicle 100 moving toward signal display units 200,201 (particularly signal lighting equipment 200 and / or traffic signs 210) in a lane. One or more surrounding sensors 103 of the vehicle 100 can be configured to detect sensor data (particularly image data) with respect to the signal display units 200,201. The sensor data can then be analyzed to detect the characteristics of one or more features of the signal display units 200,210. In particular, based on the sensor data, it is possible to detect whether the signal display units 200,210 are signal lighting equipment 200 or traffic signs 210. It is also possible to detect which signal light 201 of the signal lighting equipment 200 is related to the (planned) direction of travel of the vehicle 100. Furthermore, it is possible to detect the (signal display) state (e.g., color such as red, yellow, or blue) of the related signal light 201.

[0063] The quality and / or reliability of detecting the features of the signal display units 200,210 based on ambient data typically depends on the distance 311 of the vehicle 100 to the signal display units 200,210. Furthermore, current weather conditions also typically have an essential impact on the quality and / or reliability of the features detected. In addition, the quality and / or reliability of different features may vary.

[0064] Vehicle 100 may be equipped with a memory unit 104, which stores digital map information (i.e., map data) about the road network on which vehicle 100 travels. The map data can, as attributes, display the characteristics of one or more features of one or more signal display units 200, 210 on the road network. In particular, the map data can display the assignment of one or more traffic lights 201 or signal groups 201 to different possible directions of travel for the signal lighting equipment 200. In other words, the map data can display which traffic lights or signal groups 201 are authorized for which directions of travel. The map data can, in some cases, be received by vehicle 100 via a wireless communication connection (e.g., WLAN or LTE) using a communication unit 105 of vehicle 100.

[0065] The control unit 101 of the vehicle 100 can be configured to detect that the vehicle 100 is traveling toward a signal display unit 200, 210 located ahead (for example, based on the current position of the vehicle 100, based on a planned vehicle route, and / or based on ambient data from one or more ambient sensors 103). Furthermore, the control unit 101 can detect the characteristics of one or more of the signal display units 200, 210 located ahead, based on (stored and / or received) map data. In particular, it can detect which signal or signal group 201 is assigned to the vehicle 100's current or planned direction of travel, based on the map data. In addition, it can detect the current status of the assigned signal or signal group 201, based on ambient data. Based on this, automated driving functions (for example, automated longitudinal driving of the vehicle 100) can be reliably and comfortably performed. In particular, by taking map data into consideration, it is possible to detect the characteristics of one or more relevant features of the signal display unit 200 even when the distance 311 from the vehicle 100 to the signal display unit 200 is relatively large, thereby improving the reliability, availability, and comfort of the automated function.

[0066] Vehicle 100 can be configured to use information about signal display units 200, 210 that vehicle 100 is passing or has passed to create and / or supplement map data. Map data can be created and / or acquired locally by vehicle 100 and / or centrally by a central unit 300 (e.g., by a backend server) (see Figure 3). In the immediate vicinity of signal display units 200, 210, one or more ambient sensors 103 of vehicle 100 can typically detect ambient data, which accurately displays the features of one or more of the signal display units 200, 210. In particular, in the immediate vicinity, based on the detected ambient data, it is possible to accurately and reliably identify the assignment between a signal or signal group 201 and possible directions of travel.

[0067] Vehicle 100 can be configured to transmit detected information (e.g., ambient data and / or detected features of one or more features) to a central unit 300 via a wireless communication connection 301 (relating to an identifier for each signal display unit 200, 210, for example, in relation to the location of the signal display units 200, 210). The central unit 300 can then create and / or update map data based on the information provided by numerous vehicles 100, each displaying one or more feature characteristics as attributes for a number of different signal display units 200, 210. The map data can then be provided to individual vehicles 100 to support the operation of automated driving functions (as described above).

[0068] The vehicle 100 typically includes a user interface 107 having one or more operating elements and / or one or more output elements. Figure 4 shows an exemplary user interface 107 having a display unit 400, in particular a display, for outputting visual information. The display unit 400 can output suggestions for the automatic operation of the vehicle 100 from signal display units 200, 210 located ahead, for example via display unit 401. Alternatively, or supplementing thereto, a display element 402 indicating the current status of the driving function (e.g., operational or inoperable) may be provided.

[0069] Alternatively, or in addition to the above, the user interface 107 may include at least one speaker 420 as an output element, which can emit an auditory output (e.g., a warning sound) to the driver of the vehicle 100.

[0070] Furthermore, the user interface 107 may include one or more operating elements 411, 412, 413 that enable the driver of the vehicle 100 to activate and / or parameterize the driving functions. An exemplary operating element is a rocker switch 411, which enables the driver to set, in particular, increase or decrease, a set speed (i.e., target speed) for the vehicle 100. Another exemplary operating element is a set operating element 412, which enables the driver to set the current speed as the set speed and / or accept suggestions for automatic driving of the vehicle 100 from signal display units 200, 210 located ahead. The user interface 107 may also include a reset operating element 413, which enables, for example, the driver to reactivate the driving function at a previously set speed.

[0071] The control unit 101 of the vehicle 100 can be configured to provide automated longitudinal driving of the vehicle 100 within an urban area. This driving function may be called, for example, Urban Cruise Control (UCC). In this case, 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 be operated in automatic mode or manual mode via the user interface 107.

[0072] The control unit 101 of the vehicle 100 can be configured to detect signal display units 200, 210 located ahead of the vehicle 100's route based on ambient data from one or more ambient sensors 103 and / or map data (related to 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 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. The driver of the vehicle 100 can then accept, reject, or ignore the suggestion, for example, by operating the set operation element 412. On the other hand, in the automatic mode of the UCC driving function, the detected signal display units 200, 210 can be considered in some cases automatically (i.e., without necessary notification from the driver) in the automated longitudinal driving of the vehicle 100.

[0073] When the detected signal indicator units 200, 210 are taken into consideration 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 (for example, at a red light or stop sign). It is also possible to cause automatic starting of vehicle 100 (for example, after a change in the (signal indicator) state of signal indicator units 200, 210 (for example, after switching to a green light)). Then, vehicle 100 can automatically accelerate again to a set speed (taking into consideration a set minimum or target distance from the preceding vehicle).

[0074] 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).

[0075] The control unit 101 can be configured to determine, based on ambient data and / or map data, whether the signal indicator units 200 and 210 located ahead can be considered in automated longitudinal driving. If it is determined that the signal indicator units 200 and 210 located ahead cannot be considered in automated longitudinal driving, an output (e.g., a visual output via display units 400 and 402) can be provided to the driver of vehicle 100 to inform the driver that the signal indicator units 200 and 210 located ahead cannot be considered in automated longitudinal driving. This output may be called an "unavailable indicator". The driver of vehicle 100's role is then to slow down vehicle 100 as necessary before reaching the signal indicator units 200 and 210 (e.g., because the signal turns red or the signal indicator units 200 and 210 are stop signs).

[0076] Furthermore, the control unit 101 can be configured to detect during the operation of the UCC driving function that vehicle 100 can no longer be driven longitudinally automatically (for example, due to manual intervention by the driver in the longitudinal driving of vehicle 100). In this case, a Take over Request (TOR) can be issued to the driver of vehicle 100 in order to have the driver manually take over the longitudinal driving of vehicle 100.

[0077] Vehicle 100 may include one or more driver sensors 108 configured to detect sensor data relating to the driver of vehicle 100 (hereinafter also referred to as driver data). An exemplary driver sensor 108 is a camera directed towards the driver's position of vehicle 100. The control unit 101 may be configured to determine, based on the driver data, whether the driver has sufficient attention to the driving task or to monitoring the driving functions. Alternatively, or in addition to this, it may be possible to detect the degree of the driver's attention to the driving task or to monitoring the driving functions. Furthermore, the control unit 101 may be configured to operate the driving functions, particularly the UCC driving functions, depending on the detected degree of the driver's attention. Thus, the comfort and safety of the driving functions can be further improved.

[0078] As already mentioned above, the control unit 101 can be configured to recognize or detect signal display units 200, 210 located ahead based on map data (relating to position data relating to the current position of the vehicle 100). The control unit 101 can also be configured to recognize or detect signal display units 200, 210 located ahead based on ambient data from one or more ambient sensors 103 of the vehicle 100 (particularly the camera). The automated driving (UCC) function is: • Whether the signal display units 200 and 210 were detected based on map data and / or surrounding data. -At what detection point, or from what detection point, was the signal display unit 200, 210 detected based on map data or surrounding data, and / or • At what point in time (configuration point) was the setting (configuration change) of the UCC driving function (for example, between automatic and manual modes) in relation to the detection time of the signal display units 200 and 210? Depending on this, it is possible to operate in the detected signal display units 200 and 210.

[0079] In particular, the control unit 101 can be configured to inform the driver (for example, by visual, tactile, and / or auditory output via the user interface 107) of the unavailability of automated support for longitudinal driving at the detected signal display units 200 and 210 if the signal display units 200 and 210 are detected based solely on ambient data and not on map data.

[0080] Therefore, the control unit 101 can be configured to propose and / or provide automated support for longitudinal driving at detected signal display units 200, 210 only when the signal display units 200, 210 are detected not only based on ambient data but also based on map data. If automated support for longitudinal driving at detected signal display units 200, 210 cannot be provided, the driver can be notified of the unavailability of automated support (by an unavailability output) via the user interface 107. Thus, reliable operation of the UCC driving function can be ensured. In particular, it is possible to reliably avoid the driver crossing the stop line of the detected signal display units 200, 210 in an unacceptable manner due to mistakenly believing that support is available when longitudinal driving at the detected signal display units 200, 210.

[0081] In signal display units 200, particularly in signal lighting equipment 200 having multiple signal groups 201, it is often not possible to reliably detect which signal color is relevant to a vehicle 100. In this case, a signal group 201 can include all the aligned (synchronized) traffic signals or signals of the signal lighting equipment 200. Therefore, at an intersection with separately connected traffic signals, one for left-turning vehicles and the other for right-turning or straight-ahead vehicles, there are two different access roads with two different signal groups 201.

[0082] The control unit 101 can be configured to provide an automatic mode of UCC driving function, i.e., aUCC, in some cases only in a signal display unit 200 having one signal group 201. In a signal display unit 200 having multiple different signal groups 201, a manual mode of UCC driving function, i.e., mUCC, can be provided. In this case, the driver receives suggestions for support in longitudinal driving via the user interface 107, and the driver can accept these suggestions by operating the operating element 412 of the user interface 107 (which may, for example, lead to automated braking in the red signal group 201).

[0083] The number of signal groups 201 can be stored as a map attribute in the map data (i.e., digital map information) so that the driving function on the approach road to the signal display unit 201 can be determined, including how many different signal groups the signal display unit 200 has and which functional features (aUCC or mUCC) can respond to the signal display unit 200. Because the map data may be incorrect in individual cases, or the number of signal groups 201 may be changed by modification measures, the UCC driving function assumes that the signal lighting equipment 200 has only one signal group 201 at the signal display units 200, 210 located ahead (based on the map data), but based on the surrounding data, a situation may occur where two different traffic signal colors are detected.

[0084] If the map attributes for signal display units 200 and 210 differ from those detected based on the surrounding data detected by vehicle 100, this may be due to incorrect map attributes or misinterpretation of the surrounding data (false positive). False positives of surrounding data often occur only for relatively short periods.

[0085] To allow for the estimation of false detections, the control unit 101 can be configured to repeatedly check the situation in response to detected deviations or detected inconsistencies between ambient data and map data before a vehicle response is made (especially before an unavailability output is generated or before the driving function is operated in manual mode). Repeated checks may, in some cases, resolve inconsistencies and enable an improved response of the driving function to the situation. The delayed response is delayed to a decision point or position that is as close as possible to the detected signal display units 200, 210, but still leaves sufficient time to reliably respond to the signal display units 200, 210 automatically and / or manually.

[0086] Therefore, when the UCC driving function detects multiple different traffic signal colors based on surrounding data on an approach road to a signal lighting facility 200 that has only one signal group 201 according to the map data, it can delay the decision on whether the signal lighting facility 200 can be braked manually or automatically (i.e., whether mUCC or aUCC is performed). This is possible if the signal group deviation is detected early enough that a response to the signal lighting facility 200 can still be reliably made even after the delayed response. In this case, when the signal group deviation is detected, the driving function does not initially respond to the signal lighting facility 200. Only at the decision point or position where it is necessary to output a proposal for mUCC to the driver at the latest in order to comply with the proposed minimum output period and the required braking distance of the vehicle 100 under the setting of maximum comfortable deceleration can the driving function decide whether to operate in automatic mode or manual mode.

[0087] If a deviation or inconsistency between the surrounding data and the map data persists, a mUCC suggestion is preferably output at the time of decision. On the other hand, if a deviation can no longer be detected at the time of decision, a (temporary) false detection of the surrounding data can be assumed, and the driving function can be automatically controlled (in aUCC mode) to the signal lighting equipment 200.

[0088] Therefore, the control unit 101 can be configured to detect (calculate) the decision time or position prior to the detection of the signal display units 200 and 210, at which it is necessary to determine at the latest whether the UCC driving function will operate in automatic mode or manual mode. If there is a discrepancy between the detection of the signal display units 200 and 210 based on ambient data and the detection of the signal display units 200 and 210 based on map data at the decision time or position, the UCC driving function can be operated in manual mode. If there is no discrepancy, the UCC driving function can be operated in automatic mode. Therefore, it is possible to improve the comfort and safety of the UCC driving function.

[0089] Therefore, the control unit 101 can be configured to flexibly determine whether to operate the UCC driving function in automatic mode or manual mode for the detected signal display units 200, 210. Thus, the UCC driving function can operate in a mixed operation of automatically performed automated braking and manual suggestions for performing automated braking. In particular, automated braking can be performed automatically depending on the complexity of the junction, for example, an intersection, or a request for driver approval can be detected before performing automated braking.

[0090] In other words, the control unit 101 can be configured to flexibly determine, based on map data and ambient data, whether the signal display units 200, 210 in which the UCC function has been detected should operate in automatic mode or in manual mode. In particular, it can determine whether the detected junction can be reliably controlled in an automated manner and / or whether the signal group 201 associated with the vehicle 100 can be identified.

[0091] When the UCC function is operating in automatic mode and the signal group 201 associated with vehicle 100 has a color associated with braking, automated braking can be automatically activated (without approval from the driver of vehicle 100). The automatic activation of automated braking can be notified to the driver via the user interface 107, for example, the combination meter.

[0092] If the intersection cannot be reliably controlled, the UCC function can be operated in manual mode, and suggestions for the execution of automated braking can be output to the driver via the user interface 107, particularly through the combination meter (and possibly visually). In particular, it is possible to show the driver which signal light colors are considered relevant to the vehicle 100. It is also possible to show the driver which operating element 412 can accept the suggestion. The driver can then accept the suggestion in some cases (for example, by operating the operating element 412), and in some cases activate and / or execute automated braking with respect to the detected signal display units 200, 210. If the suggestion is not accepted, the vehicle 100 may, in some cases, be driven longitudinally across the automated junction (without considering the detected signal display units 200, 210).

[0093] The flexible operation of the UCC driving function in automatic or manual modes (depending on the complexity of the detected signal display units 200 and 210) makes it possible to improve the comfort, safety, and availability of the UCC driving function.

[0094] The driver of vehicle 100 may be able to set (configure) the UCC driving function via the user interface 107. In this case, the driver can, for example, set whether the UCC driving function should operate in an automatic mode (aUCC) (if possible), or whether the UCC driving function should basically operate only in a manual mode (mUCC). Setting or changing the setting can be done, for example, at the time of setting (configuration) or at the setting location (configuration location) (within the lane network or road network).

[0095] The driving function, particularly the UCC driving function, may already be activated with respect to the signal display units 200 and 210 at the time or position set. Only when the vehicle 100 is in a state where the setting change does not directly result in vehicle action can the control unit 101 be configured to take into account the change in the setting of the driving function that occurs at the time or position set in the operation of the driving function.

[0096] In the UCC driving function, in some cases, setting changes can only be adopted when active braking has ended or has been stopped due to other influences (e.g., by the driver) via a user interface 107 that can cancel active braking to predetermined signal display units 200, 210. Therefore, setting changes only affect the next driving situation with signal display units 200, 210. Consequently, if the UCC driving function is deactivated (e.g., by a passenger) during active traffic signal braking to traffic signal 200, the vehicle 100 will continue to brake until it comes to a stop before the traffic signal 200. Only after braking is the driving function actually deactivated.

[0097] In another example, in the UCC driving function, it is possible to switch from automatic acceptance (aUCC) to manual acceptance (mUCC) of detected signal display units 200, 210 in some cases, while the function already restricts predetermined signal display units 200, 210. Preferably, the change is implemented only after the completion of the control already underway, and as a result, a manual proposal output is made to subsequently detected signal display units 200, 210 for the first time.

[0098] Therefore, the control unit 101 can be configured to check whether signal indicator units 200, 210 have already been detected for the UCC driving function at the time or position in which the setting change for the UCC driving function is being made, and / or whether automated longitudinal driving has already been performed for the detected signal indicator units 200, 210. If the answer is yes, the setting change is considered for the first time for subsequent signal indicator units 200, 210 (not the signal indicator units 200, 210 that have already been detected and / or considered). In particular, the deactivation of the driving function can, in some cases, only be performed after the completion of automated longitudinal driving for the already detected signal indicator units 200, 210. Thus, particularly reliable operation of the UCC driving function can be achieved.

[0099] As already mentioned above, the control unit 101 can be configured to detect signal display units 200 and 210 located in front of the vehicle 100 in the direction of travel, based on ambient data (and possibly map data). It can also detect the color of signal group 201 of signal display units 200 and 210 based on ambient data.

[0100] (For example, if the color of signal group 201 changes relatively slowly from blue to yellow), it may no longer be possible to perform automated braking and / or manual braking (with a predetermined maximum deceleration) in response to the detected signal. In such cases, an unavailability output can be issued to the driver of vehicle 100 to indicate to the driver that automated braking will not be performed for the detected signal display units 200, 210. However, issuing an unavailability output, particularly an unavailability indicator, is typically not meaningful in such situations, because manual braking can no longer be performed, or should not be performed, by the driver of vehicle 100.

[0101] If the inability to consider the signal display units 200 and 210 in the automated longitudinal operation of the vehicle 100 is detected for the first time immediately before the signal display units 200 and 210 reach the vehicle, the control unit 101 can be configured to suppress an unavailability output. In particular, the control unit 101 can be configured to suppress an unavailability output at the time or location where the unavailability of support for the signal display units 200 and 210 is recognized. • Whether the time until the signal reaches the signal display units 200, 210 is less than or equal to a predetermined time threshold, and / or • Whether the distance 311 to reach the signal display units 200 and 210 is less than or equal to a predetermined distance threshold. It can be configured to check this.

[0102] In this case, the time threshold and / or distance threshold may or may not depend on speed. The time threshold and / or distance threshold can be set such that, for periods longer than the time threshold and / or for distances greater than the distance threshold, manual braking of the vehicle 100 by the driver is possible and / or meaningful for stopping the vehicle 100 at the detected signal display units 200, 210. In this case, for example, the maximum possible deceleration of the vehicle 100 and / or a predetermined reaction time for the driver can be taken into consideration.

[0103] The control unit 101 is • The time until the signal reaches the signal display units 200, 210 is less than or equal to a predetermined time threshold, and / or The distance 311 to reach the signal display units 200 and 210 must be less than or equal to a predetermined distance threshold. It is possible to configure the system to prevent the issuance of an unavailable output when such an issue is identified.

[0104] On the other hand, it is possible to generate an unavailability output.

[0105] Therefore, the control unit 101 can be configured to prevent the issuance of an Unavailability Indicator (NVA) due to misrecognition and / or a traffic signal that later turns yellow, up to the point of reaching the important traffic signal 200 for the driver (especially since manual braking is no longer meaningful). This is because the issuance of such an NVA can be an additional obstacle for the driver.

[0106] In this case, it is possible to prevent the issuance of NVA in particular during a predetermined distance x311 in units of "m (meters)" and / or a time interval in units of "s (seconds)" before reaching the traffic signal 200. In this case, the minimum distance x to the stopping position of the traffic signal 200 can depend on the speed and may be a lower limit in some cases. Below this distance value, the NVA may not be displayed in some cases. The time criterion can depend on the speed, and this criterion may result in the non-issuance of NVA, especially in a relatively high speed range. By suppressing the issuance of NVA, it is possible to improve the comfort of the driving function for the driver of the vehicle 100.

[0107] As already mentioned above, the UCC driving function can be operated in manual mode in which suggestions for support in longitudinal driving are output to the driver of vehicle 100 from the detected signal display units 200 and 210. The driver of vehicle 100 can then accept the suggestion (for example, by operating the set operation element 212). Once the suggestion is accepted, automated braking can be performed, for example, from the detected signal display units 200 and 210 as needed.

[0108] For example, when vehicle 100 is traveling in a straight lane, it may detect the next signal indicator unit 200,210 located ahead at a relatively large (temporal and / or spatial) distance 311 (based on surrounding data) before reaching the signal indicator unit 200,210. At this moment, the detected signal indicator unit 200,210 may, in some cases, still be irrelevant to the longitudinal driving of vehicle 100 and / or to the vehicle itself. For example, an output from the detected signal indicator unit 200,210 to the driver of vehicle 100 regarding suggestions for automated longitudinal driving support may be perceived by the driver as bothersome and / or disruptive.

[0109] Furthermore, signal display units 200 and 210 may be obscured at a later point and therefore no longer detected. This could lead to the withdrawal of suggestions to drivers and, consequently, driver confusion.

[0110] The control unit 101 can be configured to determine whether the (spatial and / or temporal) distance 311 to the detected signal indicator units 200 and 210 is greater than or equal to an output threshold. Alternatively, the control unit 101 can be configured to generate an output regarding the detected signal indicator units 200 and 210 (for example, a suggestion for considering the detected signal indicator units 200 and 210 in automated longitudinal operation) only when the (spatial and / or temporal) distance 311 to the detected signal indicator units 200 and 210 is less than or equal to an output threshold.

[0111] Therefore, the control unit 101 can be configured to take into account the minimum required output distance to the detected signal display units 200, 210. A lack of consideration regarding the minimum output distance is disruptive to the driver because, even though the signal display units 200, 210 (e.g., red light) are not yet important to the driver, the display 400 (e.g., combination meter and / or head-up display) may show unreasonable changes regarding suggestions for automated longitudinal driving support in the detected signal display units 200, 210. Such changes may arise, for example, from uncertainty in camera detection (based on relatively large distances).

[0112] The control unit 101 can be configured to output suggestions for the signal display units 200 and 210 only when it is below a predetermined distance from the signal display units 200 and 210. In this case, depending on the situation, no display will be made when the vehicle 100 is in the xth row (x>1) before the signal display units 200 and 210. Therefore, it is possible to eliminate incorrect and / or unreasonable displays. Accordingly, the control unit 101 can be configured to suppress the issuance of suggestions unless it is below a predetermined output distance 311 from the signal display units 200 and 210. Therefore, it is possible to improve user comfort.

[0113] The control unit 101 can be configured to sequentially search for subsequent (immediately following) second signal display units 200, 210 that can be considered or should be considered in the longitudinal operation of the vehicle 100 after the support for the longitudinal operation of the vehicle 100 in the first signal display units 200, 210 has ended. In particular, in the mUCC driving function, it is possible to output a suggestion for considering subsequent second signal display units 200, 210 after the braking process in the first signal display units 200, 210 has been completed. Alternatively, in the aUCC driving function, it is possible to automatically consider (and, if applicable, perform automatic braking related to) subsequent second signal display units 200, 210 after the braking process in the first signal display units 200, 210.

[0114] Recognition of the subsequent second signal display units 200, 210 may be impaired, especially when starting at a traffic signal (i.e., the first signal display units 200, 210), because (for example, surrounding data still partially displays information about the first signal display units 200, 210). This may lead to unreasonable behavior of the driving function for the driver of vehicle 100.

[0115] The control unit 101 can be configured to detect the time and / or spatial distance from the start of the vehicle 100 in the first signal display units 200, 210. ·As long as the time is less than or equal to the time threshold, and / or As long as the spatial distance of the vehicle 100 from the first signal display units 200, 210 is less than or equal to the distance threshold, and / or As long as the vehicle speed of vehicle 100 is below the speed threshold, It is possible to issue a proposal to consider subsequent second signal indicator units 200, 210 and / or to suppress the automatic consideration of subsequent second signal indicator units 200, 210.

[0116] Therefore, the control unit 101 can be configured to suppress all manual and / or automatic suggestions regarding considerations of the signal display units 200, 210 for a predetermined period after the vehicle 100 has started moving. Alternatively, or in addition to this, acceptance of manual and / or automatic suggestions may require the vehicle 100 to be below a minimum speed.

[0117] In particular, a lock timer that suppresses all suggestions for a predetermined time from the start of the "driving" state can be activated after the vehicle 100 starts moving. Furthermore, in some cases, suggestions will not be output until a predetermined speed is reached. Therefore, the comfort of the driving function can be further improved.

[0118] As already mentioned above, the vehicle 100 includes one or more driver sensors 108, which are configured to detect driver data (i.e., sensor data) about the driver of the vehicle 100. The UCC driving function can operate depending on the driver data. In particular, the output of information to the driver of the vehicle 100 can be done depending on the driver data, or in some cases, can be prevented.

[0119] The control unit 101 of the vehicle 100 can be configured to determine, based on driver data, whether the driver has sufficient attention to the driving task or to monitoring the driving functions. Furthermore, if the control unit 101 determines that the driver does not have sufficient attention, it can be configured to supplement the Unavailability Indication (NVA) displayed on the display 400 of the user interface 107 by emitting visual and / or tactile signals. Thus, it is possible to improve the comfort and safety of the UCC driving function.

[0120] An unavailability indicator may be output when it is detected that the driving function can no longer react to a traffic signal in a timely manner (e.g., due to delayed detection of traffic signals, delayed switching of traffic signals to yellow, a hidden camera 103, etc.) (and therefore automated braking at traffic signals is unavailable). The NVA may be displayed, for example, on the combination meter and / or head-up display. If the driver is not paying attention at the time the NVA is issued, this may cause the driver to miss the visual instruction (furthermore, traffic signals 200 are considered to be in the context of automated longitudinal driving).

[0121] Therefore, in order to alert the driver, in addition to visual instructions, it is possible to output, for example, an auditory signal to a driver who is detected as not paying attention. Alternatively, or in addition to this, it is possible to cause steering wheel vibration and / or the activation of a band of light on the steering wheel. Thus, it is possible to ensure that the driver does not miss the traffic signal on which the NVA is displayed.

[0122] The driver's state can be detected using a driver model based on sensor data from the internal space camera 108. If it is detected that the driver is not paying attention, an audible signal can be emitted in addition to an unavailability indicator. Alternatively, or in addition to this, an additional tactile response or another visual response can be generated.

[0123] During the operation of the driving functions, particularly the driver assistance functions, changes in the driving behavior of the vehicle 100 may occur. For example, in order to accelerate the vehicle 100, the driving functions can automatically terminate a braking process that has already begun. This can be done, for example, in the UCC driving function when the signal group 201 switches to green during automated braking in the red signal light equipment 200. Changes in the driving behavior of the vehicle 100 caused by the driving functions may be perceived as unsettling and / or unpleasant by the driver of the vehicle 100, especially if the driver of the vehicle 100 is not paying attention.

[0124] The control unit 101 can be configured to identify whether the driving behavior of the vehicle 100, resulting from the vehicle's driving function, has essentially changed or will essentially change at a predetermined point in time. Furthermore, the control unit 101 can be configured to identify, based on driver data from one or more driver sensors 108, that the driver of the vehicle 100 is not paying attention to the driving task at the point in time. In response, information about the change in driving behavior can be output to the driver of the vehicle 100 (e.g., via visual and / or auditory output). Thus, it is possible to improve the comfort of the driver of the vehicle 100.

[0125] The UCC driving function is typically configured as a driving function according to SAE Level 2. In such a driving function, and especially in such a driving assistance system, the driver must be assisted only in the (longitudinal) driving of the vehicle 100, and must remain responsive at all times. The driving function can be configured such that information regarding changes in driving behavior is output in a manner that requires the driver to react or at least monitor the vehicle 100 with heightened attention when the driving function changes the driving behavior of the vehicle 100.

[0126] Therefore, the control unit 101 can be configured to notify a driver who is detected to be lacking attention of the changes visually and / or audibly and / or tactilely when the driving function significantly alters its characteristics, for example, when braking is discontinued and acceleration is resumed to free driving (unrestricted driving).

[0127] The UCC driving function automatically applies the brakes in response to a traffic signal 200, and if the traffic signal changes from red to green during control, the control unit 101 can, in particular, detect that the driver is paying attention via the internal space camera 108, discontinue braking and switch to free driving or (if there is a preceding vehicle) follow driving. If the driver is detected to be not paying attention in this situation, the driver can be notified of the changed conditions audibly and / or visually, for example, via a chime. For safety reasons, braking continues even if the signal is green, until the driver is detected to be paying attention again. Thus, the safety of the driving function can be further improved.

[0128] Another example of the UCC driving function is the Unavailability Indicator (NVA). If a red light 200 is detected too late, considering the functional limits of the driving function, braking is no longer possible (automatically). Typically, the driving function will not initiate braking, and instead, an Unavailability Indicator will be displayed to the driver. If the driver does not brake independently in this situation, they may overrun the red light 200. For this reason, along with (and especially simultaneously with) the issuance of the Unavailability Indicator, it is possible to check the driver's attention (particularly via the internal spatial camera 108). If the driver is detected as not paying attention, the UCC driving function will not brake, and an audible chime may be issued to draw the driver's attention to the fact that a driver response may be required depending on the circumstances. Thus, it is possible to improve the safety and comfort of the driving function.

[0129] The control unit 101 of the vehicle 100 can be configured to adapt the deceleration and / or acceleration of the vehicle 100, which occurs automatically in the driving function, particularly in the UCC driving function, especially the temporal progression of deceleration and / or acceleration, depending on driver data, and especially depending on the detected degree of the driver's attention. Therefore, it is possible to improve the comfort and safety of the driving function.

[0130] By monitoring the driver's attention, it becomes possible to set the braking progression of vehicle 100 so that the resulting vehicle motion directs the driver's attention to the initiation of automated braking. Thus, the driver of vehicle 100 may monitor automated braking with increased probability. For example, braking can be initiated by a shock, which generates a tactile signal to the driver (detected as lacking attention) as a suggestion to direct attention to the driving task.

[0131] Alternatively, or in addition to this, the temporal progression of deceleration and / or acceleration of vehicle 100 can depend on the set driving mode (sport, comfort, and / or energy saving (eco)). For example, (e.g., in sport mode) deceleration of vehicle 100 can be initiated at a later time and / or performed at an increased deceleration value when the driver of vehicle 100 is detected to be attentive. Thus, it is possible to improve the comfort and safety of the driving function.

[0132] The control unit 101 can be configured to identify the type of signal indicator unit 200, 210 (from a predetermined number of different types) (particularly based on ambient data and / or map data). Exemplary types are signal light equipment 200 or traffic signs 210. Alternatively, or in addition to this, the control unit 101 can be configured to predict time information about the period during which the vehicle 100 is expected to need to stop at the signal indicator unit 200, 210 located ahead before it can start moving again (particularly based on ambient data and / or map data). Thus, it is possible to detect stop information regarding the vehicle 100 stopping at the signal indicator unit 200, 210 located ahead (based on map data and / or ambient data).

[0133] Furthermore, the automated deceleration of the vehicle 100 at the forward-positioned signal display units 200, 210 can be brought about depending on the duration information and / or the type of signal display unit 200, 210 (i.e., depending on the stop information). In particular, the temporal progression of deceleration and / or the entire duration of the deceleration process can be adapted or set depending on the duration information and / or the type of signal display unit 200, 210 (i.e., depending on the stop information). For example, in a signal lighting system 200 with a red signal group 201, a relatively slow deceleration process can be selected (because the vehicle 100 will have to wait in any case until the signal group 201 turns green). On the other hand, in a stop sign 210, a relatively rapid deceleration process can be selected because the vehicle 100 can potentially continue driving even sooner after stopping (if traffic is permitted on the intersecting road). By adapting the deceleration progression, it is possible to improve the comfort of the driving function.

[0134] In the UCC driving function, under normal circumstances, the vehicle 100 is controlled to a complete stop. At this time, as described above, it is possible to use different deceleration transitions depending on the type of signal display unit 200, 210. In particular, the automated braking for the traffic signal 200 may differ from the automated braking for the stop sign 210 (because the driver can immediately continue driving after stopping at the stop sign 210).

[0135] Alternatively, or in addition to the above, the driving mode of the vehicle 100, particularly the deceleration or reduction characteristics, can be selected by the user of the vehicle 100 via a driving experience switch. The driving function can accept different deceleration transitions in response to traffic signals 200 and / or stop signs 210, at the driver's discretion, via a driving experience switch (e.g., Eco, Comfort, Sport, etc.). Different deceleration transitions can be achieved by adjusting one or more parameters in the vehicle 100's track plan.

[0136] By adapting the deceleration progression of the UCC driving function to the type of signal display unit 200, 210, it is possible to improve the comfort and safety of the driving function. In particular, it is possible to avoid obstructing following traffic that may occur when decelerating too slowly, for example, before a stop sign 210.

[0137] In the UCC driving function, the driver of vehicle 100 is shown, via the user interface 107, particularly on the display 400, signal indicator units 200, 210 located ahead in the lane the vehicle 100 is traveling in, which require the vehicle 100 to stop. For example, a symbol for a red light or a stop sign can be displayed on the display 400. Alternatively, or in addition to this, an audible output can be generated regarding the detected signal indicator units 200, 210. Then, an automated braking process of vehicle 100 can be initiated automatically (aUCC) or after driver intervention (mUCC) until the vehicle stops at the signal indicator units 200, 210, particularly up to the stop line of the signal indicator units 200, 210.

[0138] The control unit 101 can be configured to monitor the (signal display) state, particularly the color, of the signal group 201 of the signal display units 200, 210 associated with the vehicle 100 (based on detected ambient data) while the vehicle 100 is stopped at the signal display units 200, 210. The control unit 101 can also be configured to change, completely erase, or withdraw (and / or produce an audible output) the display for the signal display units 200, 210 when a change in the indication of the signal group 201 from red to green is detected, and / or when the vehicle 100 comes to a stop at the signal display units 200, 210. Thus, the driver of the vehicle 100 can be informed in an unambiguous manner that the signal display units 200, 210 are no longer important for the longitudinal driving of the vehicle 100. The withdrawal of the display can be brought about in the automatic and / or manual modes of the UCC.

[0139] Furthermore, the driver of vehicle 100 can initiate the vehicle 100 to start moving in the signal display units 200, 210 (e.g., via the reset button) via the operating element 413 of the user interface 107 (e.g., via the reset button). In particular, the driver can operate the operating element 413 to cause vehicle 100 to accelerate again to a set speed (set speed) or target speed (taking into account the target distance set relative to the preceding vehicle). The starting of the signal display units 200, 210 by operating the (reset) operating element 413 may be possible in the automatic and / or manual modes of the UCC.

[0140] Furthermore, starting after stopping in the signal display units 200 and 210 can be brought about by operating the accelerator pedal of the vehicle 100. However, this may, in some cases, lead to the discontinuation of the UCC driving function. Therefore, starting via the operating element 413 of the user interface 107 (especially via a button) allows for a smooth continuation of the UCC driving function in a series of consecutive signal display units 200 and 210 (in both the automatic and / or manual modes of the UCC driving function).

[0141] In particular, the UCC driving function can be configured such that, at a traffic signal 200 (which may be manually approved in some cases), the display for the traffic signal 200 is withdrawn after the vehicle has stopped and after the change to green has been detected. Furthermore, the driver can start the vehicle via button 413. Therefore, the comfort of the UCC driving function can be improved. In addition, consistent behavior can be achieved through the ACC driving function (when the vehicle is stopped and there are no preceding vehicles). The control unit 101 can be configured such that, at a traffic signal 200 (which may be manually approved in some cases), a timer is activated from the start of the change to green indication, and this timer removes the red display for the traffic signal 200 from the vehicle's stopped state.

[0142] The control unit 101 of the vehicle 100 can be configured to block or prevent the vehicle 100 from starting at the signal display units 200, 210 in response to the operation of the operating elements 411, 412, 413 of the user interface 107 when it detects that the vehicle 100 is in the first row (front row) of the signal display units 200, 210. In other words, starting via the operation of the operating elements 411, 412, 413 of the user interface 107 may, in some cases, only be possible if there is at least one other preceding vehicle 100 in front of the vehicle 100 at the signal display units 200, 210. Thus, it is possible to improve the safety of the UCC driving function. In particular, it is possible to reliably prevent the driver of the vehicle 100 from accidentally operating the operating elements 411, 412, 413 (especially the rocker switch 411 and / or buttons 412, 413) of the user interface 107, which could result in starting at the traffic signal 200 (which may be red).

[0143] Therefore, by the driver setting the set speed, for example via the rocker switch 411, or by approving the limit suggestion with the set button 412, it is possible to reliably prevent the driver from unintentionally starting the vehicle when stopped at a red traffic signal 200. Furthermore, it is possible to prevent the vehicle 100 from starting again and accelerating to the set speed by the driver's button operation. This can be achieved by making it impossible or blocking the transition from the "vehicle stopped" state to the "starting" state by the driver's approval of the operating elements 411, 412, and 413, as long as the vehicle 100 is in the first row before the traffic signal 200 associated with stopping. Therefore, operation of the operating elements 411, 412, and 413 is invalid.

[0144] The control unit 101 of the vehicle 100 can be configured to determine whether the vehicle 100 is in the first row of the signal display units 200, 210 based on ambient data and / or position data (related to map data). In particular, it can detect the distance of the vehicle 100 to the stop point or stop line of the signal display units 200, 210. Based on the detected distance, it can then determine whether the vehicle 100 is in the first row.

[0145] The status of the signal display units 200 and 210, particularly the color of the signal group 201 of the signal display units 200 and 210, may not be detectable, or may not be reliably detectable, based on ambient data from one or more ambient sensors 103 of the vehicle 100. This may lead to low availability of the UCC driving function.

[0146] The control unit 101 can be configured to detect a preceding vehicle traveling in front of (immediately in front of) the vehicle 100 based on ambient data. The UCC driving function, particularly the automated longitudinal driving of the vehicle 100, can be performed or provided by the signal display units 200 and 210 based on the driving behavior of the preceding vehicle. Considering the driving behavior of the preceding vehicle in the operation of the UCC driving function can improve the availability and, consequently, the comfort of the driving function.

[0147] During the operation of the UCC driving function, it may not be possible to adequately detect the color of the traffic signal 200, for example, due to being covered or due to poor lighting conditions. Furthermore, in complex intersection geometry (with different signal groups 201), it may be impossible in some cases to assign different signal groups 201 to individual driving directions. In order to improve the degree of automation of the longitudinal control function, and therefore to improve driver comfort, it may be possible to analyze the behavior of preceding vehicles and take into consideration in the operation of the driving function, in addition to the attributes of the signal display units 200, 210 based on the color of the traffic signal and / or map data.

[0148] If a preceding vehicle travels (passes) past a traffic signal 200 that is likely green, for example, the vehicle may be able to follow the preceding vehicle. In particular, as long as a likely relevant green traffic signal is detected based on the surrounding data, the automated braking may be canceled in some cases. In other words, the control unit 101 can be configured to detect, based on the surrounding data, whether at least one of the signal groups 201 of the signal light equipment or traffic signal 200 located ahead has a green light. If it is green, and if it is detected (based on the surrounding data) that a preceding vehicle traveling in front of (immediately in front of) vehicle 100 is traveling past the signal light equipment 200, vehicle 100 will travel past the signal light equipment 200 (even if it is not possible to uniquely determine, based on the surrounding data and map data, whether the signal group 201 having a green light is relevant to the direction of travel of vehicle 100). Such consideration of the driving behavior of the preceding vehicle can be reliably improved in terms of the availability of the driving function.

[0149] Alternatively, or in addition to this, the control unit 101 can be configured to assume that the traffic signal 200 has switched from red to green (or that a temporary traffic signal (which operates when necessary) is turned off) in the event of loss of visibility of the traffic signal 200 when the vehicle 100 is stopped, and when a preceding vehicle starts moving. In some cases, this can trigger an automated starting process for the vehicle 100. In other words, the control unit 101 can be configured to detect when a preceding vehicle located in front of (immediately in front of) the vehicle 100 starts moving, as indicated by the signal display units 200 and 210. Based on this, an automated starting of the vehicle 100 can be triggered (and in some cases only after operation of the operating elements 411, 412, and 413 by the driver of the vehicle 100) without detection of the (signal display) state of the signal display units 200 and 210. Thus, it is possible to reliably improve the availability of the UCC driving function.

[0150] The driver of vehicle 100 can typically disable the automated longitudinal driving of the UCC driving function by operating the accelerator pedal and / or brake pedal. Detected operation of the accelerator pedal and / or brake pedal can also, in some cases, be used to reactivate the UCC driving function. However, the automatic termination of the UCC driving function in response to detected operation of the accelerator pedal and / or brake pedal of vehicle 100 may lead to reduced comfort and / or safety of the UCC driving function.

[0151] For example, the stopping position of vehicle 100 at the stop line of signal indicator units 200, 210, in particular, may be perceived by the driver of vehicle 100 as being too far before the signal indicator units 200, 210 (especially when vehicle 100 is in the first row before the stop line and therefore there are no preceding vehicles). In such cases, the driver is inclined to operate the accelerator pedal to move vehicle 100 closer to the stop line, which may lead to the termination of the UCC driving function and / or in some cases prevent the automated start in the driving function.

[0152] In another example, the driver of vehicle 100 might attempt to change from a stopped position in the first lane before traffic signal 200 to an adjacent lane (for example, to reduce the distance to the stop line). To this end, the driver operates the accelerator pedal to move vehicle 100 into the adjacent lane. This may result in the termination of the UCC driving function and, consequently, insufficient longitudinal driving assistance when starting at traffic signal 200.

[0153] Furthermore, if the driver operates the accelerator pedal at the time the signal display units 200 and 210 are detected (and therefore the UCC driving function assistance is terminated), the signal display units 200 and 210 detected by the UCC driving function may not be taken into consideration during the automated longitudinal driving of the vehicle (and in some cases, the vehicle may pass over them without automated braking).

[0154] On the other hand, for the driver of vehicle 100, the UCC driving function should be able to be deactivated reliably and comfortably (especially by operating the accelerator pedal) in the event of, for example, erroneous braking of the driving function.

[0155] The control unit 101 can be configured to detect vibration information, particularly regarding the degree of vibration, related to the vibration (depression) of the accelerator pedal. This vibration information can be detected, for example, based on the accelerator pedal sensor of the vehicle 100. Alternatively, or in addition to this, the control unit 101 can be configured to detect time information regarding the duration of accelerator pedal operation. Based on the vibration information and / or time information, it is possible to determine whether automated longitudinal driving assistance for the vehicle 100 is provided by the signal display units 200, 210, and / or whether the driving function is terminated.

[0156] In particular, the control unit 101 can be configured to detect, based on vibration information, whether the vibration of the accelerator pedal is greater than or less than a vibration threshold (for example, 25% of the maximum possible vibration of the accelerator pedal). Furthermore, the control unit 101 can be configured to detect, based on time information, whether the duration of the vibration of the accelerator pedal is greater than or less than a time threshold (for example, 4 seconds).

[0157] The control unit 101 is • The vibration of the accelerator pedal is below the vibration threshold, and • The duration of operation of the accelerator pedal is less than or equal to the time threshold. If this is detected, the system can be configured to allow operation of the accelerator pedal without terminating the UCC driving function.

[0158] On the other hand, - The vibration of the accelerator pedal is greater than the vibration threshold, or • The duration of operation of the accelerator pedal is greater than the time threshold. If this is detected, it is possible to disconnect or terminate the UCC driving function.

[0159] In this case, the disconnection or cancellation may, in some cases, only apply to the next signal display units 200, 210 following the operation of the accelerator pedal. Therefore, in some cases, it is possible to cause only a temporary disconnection or temporary termination of the UCC driving function (only with respect to the signal display units 200, 210 directly following the operation of the accelerator pedal).

[0160] Therefore, it is possible to improve the comfort and / or safety of the UCC driving function. In particular, the driver of vehicle 100 may be able to drive vehicle 100 to the stop line before the signal display units 200, 210 and / or to the adjacent lane by (light) operation of the accelerator pedal (at this time without terminating the automated assistance of the UCC driving function for, for example, the rearward start of vehicle 100). Furthermore, even when the driver temporarily and relatively lightly operates the accelerator pedal (while the signal display units 200, 210 are being detected), it is possible to take the detected signal display units 200, 210 into consideration in the automated longitudinal driving of vehicle 100. Moreover, in this way, it is possible to enable comfortable and safe deactivation of the intervention of the UCC driving function.

[0161] Therefore, the driving function can be configured to immediately disconnect (for the first time) when the driving pedal angle exceeds a predetermined value. Furthermore, the disconnection of the driving function can occur when a predetermined time threshold for the accelerator pedal is exceeded (and the vibration threshold is not exceeded). On the other hand, the time until the time threshold is reached can be used by the driver to approach the stop line at an intersection with caution.

[0162] Furthermore, the driving function can be configured so that it is not disconnected while the accelerator pedal is pressed when a traffic signal 200 is detected. Therefore, it is possible to reliably prevent passing a traffic signal 200 without a response.

[0163] When stopped at a red traffic light 200, the UCC driving function may not yet detect the change to green (for example, due to a delay in the color change and / or due to non-detection), and the driver may start moving when the traffic light 200 turns green. Operating the accelerator pedal may lead to the deactivation of the UCC driving function (and the issuance of a Takeover Request (TOR) or a related Takeover (Acceptance) Request). This may be perceived as inconvenient by the driver of vehicle 100.

[0164] The control unit 101 can be configured to detect speed data relating to the vehicle speed of the vehicle 100 during the starting process initiated by the driver of the vehicle 100 operating the accelerator pedal. Furthermore, the control unit 101 can be configured to take over automated longitudinal driving from the driver as long as the vehicle speed generated by the operation of the accelerator pedal has not yet exceeded a predetermined speed threshold. Thus, the activation of TOR and / or the discontinuation of the UCC driving function can be suppressed and / or prevented until the speed threshold is reached (allowing the driver to take over longitudinal driving). On the other hand, when the speed threshold (e.g., 10 km / h) is reached or exceeded (especially immediately at this time), the activation of TOR and / or the discontinuation of the UCC driving function may occur. Thus, it is possible to further improve the comfort for the driver of the vehicle 100.

[0165] The control unit 101 can be configured to detect the driving mode in which the vehicle 100 is in operation from among several different driving modes. An exemplary driving mode is: - A sports driving mode in which vehicle 100 has relatively high acceleration and / or deceleration values ​​and relatively large driving dynamics, - Vehicle 100 has a comfort driving mode which has a particularly comfortable driving manner with relatively low acceleration and / or deceleration values, and / or - Eco-driving mode in which vehicle 100 has a driving pattern that is particularly energy-saving That is the case.

[0166] The driving mode may be configurable by the user of the vehicle 100, for example, via the user interface 107, or via one or more operating elements of the user interface 107.

[0167] Furthermore, the control unit 101 can be configured to operate the UCC driving function depending on the set driving mode. In particular, the driving behavior of the vehicle 100, for example, the deceleration behavior, can be adapted with respect to the signal display units 200 and 210 located ahead, depending on the driving mode. For example, the point at which the vehicle 100 begins to react to the detected signal display units 200 and 210 (indicating that the vehicle 100 should stop) can be adapted depending on the driving mode. In eco driving mode, for example, the vehicle 100 may react particularly early, while in comfort driving mode, the reaction may only occur later, and in sport driving mode, the reaction may occur even later.

[0168] Alternatively, or in addition thereto, the types and varieties of vehicle 100's responses to detected signal display units 200, 210 to be considered can be adapted depending on the set driving mode. Exemplary types or varieties of responses are: - The wheels of vehicle 100 are disconnected from the drive source of vehicle 100, and in some cases the drive source can be deactivated, allowing vehicle 100 to operate by inertia. - The wheels of vehicle 100 tow the drive source together, which leads to a deceleration of the vehicle 100's towing action, and / or - Active (friction and / or regenerative) braking action in which brake torque is actively applied to one or more wheels of the vehicle 100 (e.g., by friction brakes and / or by electromechanisms). That is the case.

[0169] In eco driving mode, for example, when approaching signal display units 200 and 210, the vehicle can first transition to coasting, then to towing, and finally to braking. In comfort driving mode, coasting may be omitted in some cases, and towing may begin directly, followed by braking. In sport driving mode, both coasting and towing may be omitted in some cases, and braking may begin directly.

[0170] Therefore, the deceleration behavior of the vehicle 100 when approaching the signal display units 200 and 210 can be adapted to the set driving mode. Thus, the comfort of the vehicle 100 can be further improved.

[0171] Therefore, the control unit 101 can be configured to change the (output) timing of the response to traffic signals depending on the set driving mode. In eco driving mode, it is possible to start the display of traffic signals relatively early, for example, by the sequence of operations of coasting, towing, and braking. In comfort driving mode, it is possible to select the average start time for displaying traffic signals, for example, by the sequence of operations of towing and braking. In sport driving mode, it is possible to start the display of traffic signals relatively late, for example, directly by braking.

[0172] Traffic signal displays (particularly the deceleration transition of vehicle 100) can be comfortably configured to match the driving mode. Furthermore, predicted driving patterns that reduce dynamics in advance, especially with respect to existing targets, can be represented "by early acceleration release." Thus, it is possible to provide the driver of vehicle 100 with the benefits of comfort and safety. Depending on the driving mode (e.g., Eco, Comfort, and Sport), characteristics (driving characteristics and / or deceleration characteristics) adapted to each driving mode can be set. Thus, a harmonious interaction between the ACC function and the UCC driving function can be achieved.

[0173] Different embodiments of the vehicle driving system 101 described herein will be described below by method. It should be noted that the different features of the different methods can be arbitrarily combined with each other.

[0174] Figure 5a shows a flowchart of an exemplary (and possibly computer-implemented) method 500 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of a vehicle 100.

[0175] Method 500 includes detecting data relating to a first signal display unit 200, 210 located in front of the vehicle 100 in the direction of travel while the driving function is in operation 501. In particular, it is possible to detect ambient data from one or more ambient sensors of the vehicle 100 and / or map data relating to the lane network on which the vehicle 100 is traveling as data.

[0176] Furthermore, method 500 includes operating the driving functions in the first signal display units 200,210 in an automatic or manual mode, depending on data for the first signal display units 200,210. In this case, the first signal display units 200,210 can be considered in the automated longitudinal driving of the vehicle 100, possibly automatically in the automatic mode, and possibly only after approval by the user of the vehicle 100 in the manual mode.

[0177] For example, if the color associated with the direction of travel of vehicle 100 in signal group 201 of signal display units 200, 210 can be uniquely detected based on data, the driving function can be operated in automatic mode. If the color associated with signal group 201 cannot be uniquely detected, manual mode can be used in some cases. Therefore, it is possible to flexibly use either automatic or manual mode for the driving function depending on the data available for signal display units 200, 210. Flexible switching between automatic and manual modes can improve the availability and, consequently, the comfort of the driving function.

[0178] Figure 5b shows a flowchart of an exemplary (and possibly computer-implemented) method 510 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0179] Method 510 includes detecting, 511, that a change in the characteristics of the driving function occurs by the user of the vehicle 100 at a set time or position while the driving function is in operation (for example, changing from an automatic mode to a manual mode or deactivating the driving function).

[0180] Method 510 further includes identifying that, at the time of setting or at the setting position, a first (initial) signal indicator unit 200 located forward in the direction of travel of the vehicle 100 is already considered in the automated longitudinal driving of the vehicle 100 512. Furthermore, Method 510 includes considering the setting change for the first time in the signal indicator units 200, 210 following the first signal indicator units 200, 210, and / or after the completion or termination of the automated longitudinal driving of the vehicle 100 in the first signal indicator units 200, 210 (for example, for the first time after the braking of the vehicle 100 to a stopped state in the first signal indicator units 200, 210) 513. In this case, the automated longitudinal driving for the first signal indicator units 200, 210 can continue to be brought about without consideration of the setting change. Thus, particularly reliable operation of the driving function can be enabled.

[0181] Figure 5c shows a flowchart of an exemplary (and possibly computer-implemented) method 520 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0182] Method 520 includes detecting ambient data about the area around the vehicle 100 in front of the vehicle 100 in the direction of travel while the driving function is in operation 521. At this time, the ambient data can be detected by one or more ambient sensors 103 of the vehicle 100. Furthermore, Method 520 includes detecting first signal display units 200, 210 located in the lane in which the vehicle 100 is traveling, in the direction of travel of the vehicle 100, based on the ambient data 522.

[0183] Method 520 further includes identifying a discrepancy between the first signal indicator units 200, 210 detected based on ambient data and map data for the lane network on which the vehicle 100 is traveling 523. For example, it may be detected that the first signal indicator units 200, 210 detected based on ambient data have a different number (in particular a larger number) of different signal groups 201 than those shown in the map data.

[0184] In addition, method 520 includes, in response to a detected inconsistency, bringing an unavailability output, in particular an NVA, to the user of vehicle 100 to notify the user that the first signal display units 200, 210 detected based on ambient data are not considered in the driving function for automated longitudinal driving of vehicle 100 524. Thus, it is possible to further improve the safety of the driving function.

[0185] Figure 5d shows a flowchart of an exemplary (and possibly computer-implemented) method 530 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0186] Method 530 includes detecting ambient data about the area around the vehicle 100 that is in front of the vehicle 100 in the direction of travel while the driving function is in operation 531. Furthermore, Method 530 includes detecting first signal display units 200, 210 located in the lane in which the vehicle 100 is traveling, in the direction of travel ahead of the vehicle 100, based on the ambient data 532.

[0187] Method 530 further includes detecting distance information 533 about the temporal and / or spatial distance 311 of the vehicle 100 to the first signal display units 200, 210. In addition, Method 530 includes causing or suppressing the output of information about the first signal display units 200, 210 depending on the distance information 534. In particular, it is possible to suppress the output (especially the proposed automated longitudinal driving at the first signal display units 200, 210) when the vehicle 100 is still very far from the first signal display units 200, 210. Alternatively, or in addition to this, it is possible to suppress the output (especially the unavailability output) when the vehicle 100 is already close to the first signal display units. Thus, it is possible to improve the appropriateness of the output and, consequently, the comfort of the driving function.

[0188] Figure 5e shows a flowchart of an exemplary (and possibly computer-implemented) method 540 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0189] Method 540 includes identifying that the vehicle 100 is performing a starting process at the first signal display units 200, 210 while the driving function is in operation 541. Furthermore, Method 540 includes detecting, based on ambient data from one or more ambient sensors 103 of the vehicle 100, a second signal display unit 200, 210 following the first signal display unit 200, 210, located in the lane in which the vehicle 100 is traveling and in front of the direction of travel of the vehicle 100 542.

[0190] In addition, method 540 includes checking whether one or more starting process conditions for the starting process (for example, one or more starting process conditions for the vehicle speed of vehicle 100 and / or for the temporal or spatial distance of vehicle 100 from the first signal display units 200, 210) are met 543.

[0191] Method 540 further includes considering a second signal indicator unit 200, 210 in the automated longitudinal driving of the vehicle 100, depending on whether one or more starting process conditions are met. In this case, it is possible to not consider a second signal indicator unit 200, 210 that is detected temporally or spatially in the immediate vicinity of the first signal indicator unit 200, 210. Thus, it is possible to improve the reliability and comfort of the driving function (for example, by avoiding the output of a falsely detected signal indicator unit 200, 210).

[0192] Figure 5f shows a flowchart of an exemplary (and possibly computer-implemented) method 550 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0193] Method 550 includes detecting first signal display units 200, 210 located in the lane in which the vehicle 100 is traveling, based on ambient data from one or more ambient sensors 103 of the vehicle 100, 551 while the driving function is in operation. Furthermore, Method 550 includes detecting driver data regarding the attention level of the driver of the vehicle 100, 552 when monitoring the driving function. In addition, Method 550 includes activating the driving function for automated longitudinal driving of the vehicle 100 at the first signal display units 200, 210, 553, depending on the driver data. In particular, the driving function can be operated in automatic or manual mode depending on the driver data. Thus, it is possible to improve the safety and / or comfort of the driving function.

[0194] Figure 5g shows a flowchart of an exemplary (and possibly computer-implemented) method 560 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0195] Method 560 includes detecting first signal indicator units 200, 210 located in the lane in which the vehicle 100 is traveling, in the direction of travel of the vehicle 100, while the driving function is in operation 561. Furthermore, Method 560 includes detecting stop information in the first signal indicator units 200, 210 regarding the expected stop period of the vehicle 100, and / or the type of the first signal indicator units 200, 210 (and consequently the expected stop time associated therewith) 562.

[0196] In addition, method 560 includes, depending on stop information, bringing about automated deceleration of the vehicle 100 in the first signal display units 200, 210 563. In particular, the temporal progression of deceleration can be adapted depending on stop information. Thus, it is possible to improve the comfort and / or safety of the driving function.

[0197] Figure 5h shows a flowchart of an exemplary (and possibly computer-implemented) method 570 that provides a driving function (particularly a UCC driving function) for automated longitudinal driving of a vehicle 100 at signal display units 200, 210. Method 570 includes identifying that the vehicle 100 is at the first signal display units 200, 210 (particularly a red light) 571 while the driving function is in operation. Method 570 further includes detecting that the driver of the vehicle 100 operates an operating element 411, 412, 413 (particularly a button or rocker switch) of the user interface 107 of the vehicle 100 for control of the driving function 572. Method 570 further includes bringing the vehicle 100 to an automated start in response to the detected operation of the operating elements 411, 412, 413 573. Thus, a comfortable and safe start at the signal display units 200, 210 can be enabled.

[0198] Figure 5i shows a flowchart of an exemplary (and possibly computer-implemented) method 580 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0199] Method 580 includes, during operation of the driving function, determining, based on ambient data of a preceding vehicle traveling ahead of (and possibly immediately in front of) vehicle 100, that the preceding vehicle is traveling across a traffic junction (in particular, across an intersection) associated with signal display units 200, 210. At this time, the preceding vehicle may be in the same lane as vehicle 100.

[0200] Furthermore, method 580 includes causing vehicle 100 to automatically drive past a traffic junction following the preceding vehicle if, in response to the detected movement of a preceding vehicle, the state of the signal display units 200, 210 (particularly the color of the relevant signal group 201) cannot be uniquely detected regarding permission to pass through the traffic junction 582. By considering the driving behavior of the preceding vehicle, it is possible to improve the availability and, consequently, the comfort of the driving function.

[0201] Figure 5j shows a flowchart of an exemplary (and possibly computer-implemented) method 590 that provides driving functions (particularly UCC driving functions) for automated longitudinal driving of vehicle 100 in signal display units 200, 210.

[0202] Method 590 includes detecting that the accelerator pedal of the vehicle 100 is operated while the driving function is in operation 591. Furthermore, Method 590 includes detecting operation information 592 about the operation of the accelerator pedal and / or the response of the vehicle 100 resulting from the operation of the accelerator pedal. Method 590 further includes adapting the operation of the driving function 593, in particular to continue or discontinue, depending on the operation information. In this case, in particular, it is possible to selectively cause the operation of the accelerator pedal to result in the detection of forward-located signal indicator units 200, 210 not being considered in the automated longitudinal driving of the vehicle (so that the vehicle 100 passes the detection of signal indicator units 200, 210 by distance control and / or speed control, in particular by the ACC driving function). By considering the operation information, it is possible to reliably improve the availability and comfort of the driving function. In particular, it is possible to selectively disable the driving function (each signal indicator unit 200, 210) in this way.

[0203] Figure 6 shows a flowchart of another exemplary (and possibly computer-implemented) method 600 that provides a driving function for automated longitudinal driving of a vehicle 100 in signal display units 200, 210. Method 600 includes detecting a first signal display unit 200, 210 located in the lane in which the vehicle 100 is traveling, and positioned ahead of the vehicle 100 in the direction of travel, during operation of the driving function 601. The signal display units 200, 210 can be detected, for example, based on ambient data and / or map data.

[0204] Furthermore, method 600 includes detecting a set driving mode from among several different driving modes of the vehicle 602. The driving mode can be set by the user of the vehicle, in particular the driver (e.g., via the vehicle's operating elements). The multiple driving modes may include, for example, an eco driving mode, a comfort driving mode, and / or a sport driving mode. The different driving modes can be configured to produce different driving dynamics of the vehicle. In this case, the driving dynamics in the eco driving mode may be smaller than those in the comfort driving mode, and the driving dynamics in the comfort driving mode may be smaller than those in the sport driving mode.

[0205] Method 600 further includes, when approaching the first signal display units 200, 210, particularly during the deceleration process at the first signal display units 200, 210, bringing about automated longitudinal driving of the vehicle 100 depending on a set driving mode 603. By considering the set driving mode in the operation of the UCC driving function, it is possible to improve the safety and comfort of the driving function.

[0206] This specification describes different embodiments of urban cruise control (UCC) driving functions that provide comfortable and safe automated (SAE Level 2) longitudinal driving, taking into account signal display units 200, 210.

[0207] 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. Furthermore, the present invention may also encompass the following embodiments: 1. A vehicle driving system (101) that provides a driving function for automated longitudinal driving of a vehicle (100), wherein the vehicle driving system (101) - To detect data for the first signal display unit (200, 210) located in front of the vehicle (100) in the direction of travel, and -Depending on the data for the first signal display unit (200, 210), the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. A vehicle driving system comprising a configuration characterized in that, in the automated longitudinal driving of a vehicle (100), the first signal display units (200, 210) are automatically considered in automatic mode and only considered after approval by the user of the vehicle (100) in manual mode. 2. The vehicle driving system (101) provides data for the first signal display unit (200, 210) as follows: -Map data for signal display units (200, 210) in the lane network on which the vehicle (100) travels, and / or - Ambient data for the first signal display unit (200, 210) detected by one or more ambient sensors (103) of the vehicle (100) The vehicle driving system (101) described in 1. above, characterized in that it is configured to detect [something]. 3. The map data includes one or more attributes for the first signal display unit (200, 210), -One or more attributes, - The type of the first signal display unit (200, 210), in particular whether the first signal display unit (200, 210) is a signal light device (200) or a traffic sign (210), and / or - The number of different signal groups (201) of the first signal display unit (200,210) for different directions of travel at a junction of a lane network where the first signal display unit (200,210) is located, and / or - The position of the first signal indicator unit (200,210) within the lane network and / or the position of the stop line of the first signal indicator unit (200,210), and / or - The relative distance between the stop line of signal indicator unit (200,210) and signal indicator unit (200,210). The vehicle driving system (101) described in 2. above, characterized in that it shows the above. 4. The vehicle driving system (101) -At the latest, a proposal to consider the first signal display unit (200,210) should be output to the user of the vehicle (100) in order to detect the decision time and / or decision position before reaching the first signal display unit (200,210). - To identify whether there is a discrepancy between the map data and the surrounding data regarding the characteristics of the first signal display unit (200, 210) at the time of determination or at the location of determination, and -Depending on whether or not a discrepancy is identified between the map data and the surrounding data at the time or location of determination, the driving function in the first signal display unit (200, 210) is operated in automatic mode or manual mode. A vehicle driving system (101) according to item 2 or 3 above, characterized by being configured as such. 5. The vehicle driving system (101) -If it is determined that there is no inconsistency between the map data and the surrounding data at the time of determination, the first signal display unit (200, 210) will operate the driving function in an automated mode, and / or - If a discrepancy is identified between the map data and the surrounding data at the time of decision, the first signal display unit (200, 210) will operate the driving function in manual mode. The vehicle driving system (101) described in 4 above, characterized by being configured as follows. 6. The vehicle driving system (101) -Based on map data, the number of different signal groups (201) of the first signal display unit (200,210) based on the map is detected as a characteristic of the first signal display unit (200,210). - Based on ambient data, the number of sensors based on different signal groups (201) of the first signal display unit (200, 210) is detected as a characteristic of the first signal display unit (200, 210), and - When the number of map-based data for signal group (201) differs from the number of sensor-based data for signal group (201), especially when the number of sensor-based data for signal group (201) is greater than the number of map-based data for signal group (201), identify a discrepancy between map data and ambient data. A vehicle driving system (101) according to item 4 or 5 above, characterized by being configured as such. 7. The vehicle driving system (101) - Regarding the characteristics of the signal display unit (200, 210), any discrepancies between the map data and the surrounding data should be identified before the decision point or location, and -In response to this, the decision in the first signal display unit (200, 210) regarding whether the driving function operates in automatic mode or manual mode is made dependent on a new check for inconsistencies at the time or location of the decision. A vehicle driving system (101) according to any one of the above 4. to 6., characterized by being configured as follows. 8. The vehicle driving system (101) - At the latest, the first signal display unit (200,210) should detect, or need to detect, an intervention point or location in the automated longitudinal driving of the vehicle (100) before it reaches the first signal display unit (200,210), and / or -In response to the suggestion to consider a first signal indicator unit (200, 210), to detect a user-acceptable response period or response interval, and -Based on the time or location of intervention, and / or -Based on the response period or response interval - To detect the decision time and / or decision position A vehicle driving system (101) according to any one of the above 4. to 7., characterized by being configured as described above. 9. The vehicle driving system (101) -Based on data for the first signal display unit (200,210), the complexity of the junction located in the first signal display unit (200,210) is detected, which has a lane in which a vehicle (100) is traveling and one or more other traffic paths, and - Depending on the detected complexity level, the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. A vehicle driving system (101) according to any one of the above 1. to 8., characterized by being configured as described above. 10. The vehicle driving system (101) - Based on data for the first signal display unit (200, 210), detect the number of different signal groups (201) for different travel directions of the vehicle (100), and - Depending on the number of different signal groups (201) detected, operate the driving function in the first signal display unit (200, 210) in automatic or manual mode. - In particular, when the number of detected different signal groups (201) is greater than one, the driving function in the first signal display unit (200, 210) is operated in manual mode, and - In particular, the vehicle driving system (101) according to any one of 1. to 9. above, characterized in that it is configured to operate the driving function in the first signal display unit (200, 210) in an automatic mode when the number of detected different signal groups (201) is one. 11. The vehicle driving system (101) - To detect user settings provided by the user of the vehicle (100) regarding whether the driving function should operate in automatic mode or manual mode; - If the user setting indicates that the driving function should operate in automatic mode, to operate the driving function in the first signal display unit (200, 210) in manual mode, depending on the data for the first signal display unit (200, 210); and / or - If the user setting indicates that the driving function should operate in manual mode, to operate the driving function in the first signal display unit (200, 210) in manual mode, even if the driving function can operate in automatic mode based on the data for the first signal display unit (200, 210). A vehicle driving system (101) according to any one of the above 1. to 10., characterized by being configured as described above. 12. The vehicle driving system (101) in manual mode, - In particular, via the user interface (107) of the vehicle (100), a suggestion to consider the first signal display unit (200, 210) will be output to the user of the vehicle (100), and -If the proposal is accepted by the user, the first signaling unit (200,210) will be considered in the automated longitudinal operation of the vehicle (100) at the first signaling unit (200,210), and / or - If the proposal is not accepted by the user, the first signal display unit (200,210) will not be considered in the automated longitudinal operation of the vehicle (100) at the first signal display unit (200,210). A vehicle driving system (101) according to any one of the above 1. to 11., characterized by being configured as described above. 13. When a first signal display unit (200, 210) is considered in the automated longitudinal operation of a vehicle (100), the vehicle driving system (101) - Based on data relating to the first signal indicator unit (200,210), and in particular based on the color of the signal lights of the first signal indicator unit (200,210) as indicated by the data, to determine whether the vehicle (100) needs to stop at the first signal indicator unit (200,210), and in particular at the stop line of the first signal indicator unit (200,210), and -When it is determined that the vehicle (100) needs to stop at the first signal display unit (200, 210), the vehicle (100) will be automatically stopped at the first signal display unit (200, 210), and / or -When it is determined that the vehicle (100) does not need to stop at the first signal display unit (200, 210), the vehicle (100) is to be automatically allowed to pass through the first signal display unit (200, 210), in particular to be allowed to travel longitudinally beyond the stop line of the first signal display unit (200, 210). A vehicle driving system (101) according to any one of the above 1. to 12., characterized by being configured as described above. 14. A method (500) for providing a driving function for automated longitudinal driving of a vehicle (100), wherein the method (500) - To detect data for the first signal display unit (200, 210) located in front of the vehicle (100) in the direction of travel, and - Depending on the data for the first signal display unit (200, 210), the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. A method comprising the automated longitudinal operation of a vehicle (100), characterized in that the first signal display units (200, 210) are automatically considered in automatic mode and only considered after approval by the user of the vehicle (100) in manual mode.

Claims

1. A vehicle driving system (101) that provides a driving function for automated longitudinal driving of a vehicle (100), wherein the vehicle driving system (101) - To detect data for the first signal display units (200, 210) located in front of the vehicle (100) in the direction of travel, and - Depending on the data for the first signal display unit (200, 210), the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. The system is configured such that, in the automated longitudinal operation of the vehicle (100), the first signal display units (200, 210) are automatically considered in automatic mode and only considered after approval by the user of the vehicle (100) in manual mode. The vehicle driving system (101) provides data for the first signal display unit (200, 210) as follows: - Map data for signal display units (200, 210) in the lane network on which the vehicle (100) travels, and / or - Ambient data for the first signal display unit (200, 210) detected by one or more ambient sensors (103) of the vehicle (100) It is configured to detect, and The vehicle driving system (101) - At the latest, a proposal to consider the first signal display units (200, 210) should be output to the user of the vehicle (100) in order to detect the decision time and / or decision position before reaching the first signal display units (200, 210). - To identify whether there is a discrepancy between the map data and the surrounding data regarding the characteristics of the first signal display unit (200, 210) at the time of determination or at the location of determination, and - Depending on whether or not a discrepancy exists between the map data and the surrounding data at the time or location of determination, the driving function in the first signal display unit (200, 210) is operated in automatic mode or manual mode. A vehicle driving system characterized by its configuration.

2. - The map data includes one or more attributes of the first signal display unit (200, 210), - One or more attributes, - The type of the first signal display unit (200, 210), in particular whether the first signal display unit (200, 210) is a signal light device (200) or a traffic sign (210), and / or - The number of different signal groups (201) of the first signal display unit (200, 210) for different directions of travel at a junction of a lane network where the first signal display unit (200, 210) is located, and / or - The position of the first signal display unit (200, 210) within the lane network and / or the position of the stop line of the first signal display unit (200, 210), and / or - Relative distance of the stop line of signal indicator unit (200, 210) to signal indicator unit (200, 210) The vehicle driving system (101) according to claim 1, characterized in that it shows the above.

3. The vehicle driving system (101) - If it is determined that there is no inconsistency between the map data and the surrounding data at the time of determination, the first signal display unit (200, 210) will operate the driving function in an automated mode, and / or - If a discrepancy is identified between the map data and the surrounding data at the time of decision, the first signal display unit (200, 210) will operate the driving function in manual mode. The vehicle driving system (101) according to claim 1 or 2, characterized by being configured as follows.

4. The vehicle driving system (101) - Based on map data, the number of different signal groups (201) of the first signal display unit (200, 210) based on the map is detected as a characteristic of the first signal display unit (200, 210). - Based on ambient data, the number of sensors for different signal groups (201) of the first signal display unit (200, 210) is detected as a characteristic of the first signal display unit (200, 210), and - Identify a discrepancy between map data and ambient data when the number based on the map for signal group (201) differs from the number based on the sensors for signal group (201), especially when the number based on the sensors for signal group (201) is greater than the number based on the map for signal group (201). A vehicle driving system (101) according to any one of claims 1 to 3, characterized by being configured as follows.

5. The vehicle driving system (101) - Regarding the characteristics of the signal display units (200, 210), any discrepancies between the map data and the surrounding data should be identified before the decision point or location, and - In response to this, the decision in the first signal display unit (200, 210) regarding whether the driving function operates in automatic mode or manual mode is made dependent on a new check for inconsistencies at the time or position of the decision. A vehicle driving system (101) according to any one of claims 1 to 4, characterized by being configured as follows.

6. The vehicle driving system (101) - At the latest, the first signal display units (200, 210) should detect, or need to detect, an intervention point or location in the automated longitudinal operation of the vehicle (100) before reaching the first signal display units (200, 210), and / or - In response to the suggestion to consider a first signal display unit (200, 210), to detect a user-acceptable response period or response interval, and - Based on the time or location of intervention, and / or - Based on the response period or response interval - To detect the time of decision and / or the position of decision A vehicle driving system (101) according to any one of claims 1 to 5, characterized by being configured as follows.

7. The vehicle driving system (101) - Based on data for the first signal display units (200, 210), the complexity of the junction located in the first signal display units (200, 210) is detected, which has a lane in which a vehicle (100) is traveling and one or more other traffic routes, and - Depending on the detected complexity level, the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. A vehicle driving system (101) according to any one of claims 1 to 6, characterized by being configured as follows.

8. The vehicle driving system (101) - Based on data for the first signal display units (200, 210), detect the number of different signal groups (201) for different travel directions of the vehicle (100), and - Depending on the number of different signal groups (201) detected, operate the driving function in the first signal display units (200, 210) in automatic or manual mode. - In particular, when the number of detected different signal groups (201) is greater than one, the driving function in the first signal display unit (200, 210) is operated in manual mode, and - In particular, the vehicle driving system (101) according to any one of claims 1 to 7 is characterized in that, when the number of detected different signal groups (201) is one, the driving function in the first signal display unit (200, 210) is configured to operate in an automatic mode.

9. The vehicle driving system (101) - To detect user settings provided by the user of the vehicle (100) regarding whether the driving function should operate in automatic mode or manual mode; - If the user setting indicates that the driving function should operate in automatic mode, to operate the driving function in the first signal display unit (200, 210) in manual mode, depending on the data for the first signal display unit (200, 210); and / or - If the user setting indicates that the driving function should operate in manual mode, to operate the driving function in the first signal display unit (200, 210) in manual mode, even if the driving function can operate in automatic mode based on the data for the first signal display unit (200, 210). A vehicle driving system (101) according to any one of claims 1 to 8, characterized by being configured as follows.

10. The vehicle driving system (101) in manual mode, - In particular, a suggestion regarding the consideration of the first signal display units (200, 210) is output to the user of the vehicle (100) via the user interface (107) of the vehicle (100), and - If the proposal is accepted by the user, the first signal display units (200, 210) will be considered in the automated longitudinal operation of the vehicle (100) at the first signal display units (200, 210), and / or - If the proposal is not accepted by the user, the first signal display unit (200, 210) will not be considered in the automated longitudinal operation of the vehicle (100) at the first signal display unit (200, 210). A vehicle driving system (101) according to any one of claims 1 to 9, characterized by being configured as such.

11. When a first signal display unit (200, 210) is considered in the automated longitudinal operation of a vehicle (100), the vehicle driving system (101) is: - Based on data relating to the first signal indicator unit (200, 210), and in particular based on the color of the signal lights of the first signal indicator unit (200, 210) as indicated by the data, to determine whether the vehicle (100) needs to stop at the first signal indicator unit (200, 210), and in particular at the stop line of the first signal indicator unit (200, 210), and - When it is determined that the vehicle (100) needs to stop at the first signal display unit (200, 210), the vehicle (100) is to be automatically stopped at the first signal display unit (200, 210), and / or - When it is determined that the vehicle (100) does not need to stop at the first signal display unit (200, 210), the vehicle (100) is to be automatically allowed to pass through the first signal display unit (200, 210), in particular to be allowed to travel longitudinally beyond the stop line of the first signal display unit (200, 210). A vehicle driving system (101) according to any one of claims 1 to 10, characterized by being configured as follows.

12. A method (500) that provides a driving function for longitudinal driving of a vehicle (100) performed by an automated vehicle driving system (101) according to any one of claims 1 to 11, wherein the method (500) - To detect data for the first signal display units (200, 210) located in front of the vehicle (100) in the direction of travel, and - Depending on the data for the first signal display unit (200, 210), the driving function in the first signal display unit (200, 210) is operated in either an automatic or manual mode. A method comprising the automated longitudinal operation of a vehicle (100), characterized in that, in automatic mode, the first signal display units (200, 210) are considered automatically, and in manual mode, are considered only after approval by the user of the vehicle (100).

Images