Method and device for longitudinally guiding a vehicle when approaching a signaling unit

Abstract

The present invention relates to a device for longitudinally guiding a vehicle when approaching a signaling unit. The device is designed to output a proposal via a user interface to consider a signaling unit positioned ahead during automated longitudinal guidance of the vehicle while a brake operating element of the vehicle, in particular a brake pedal, is being operated. The device is also designed to detect that the operation of the brake operating element has ended simultaneously with or following the output of the proposal, and to cause a situation in which the proposal is accepted and the signaling unit is considered during automated longitudinal guidance of the vehicle in response thereto.

Description

Technology Field

[0001] The present invention relates to an apparatus and a corresponding method that enable consideration of a signaling unit during automated longitudinal guidance of a vehicle. Background Technology

[0002] The vehicle may be equipped with one or more functions, particularly driver assistance functions, to assist the driver of the vehicle when guiding the vehicle, particularly when guiding the vehicle longitudinally and when guiding it laterally. An exemplary driving function to support longitudinal guidance of the vehicle is an Adaptive Cruise Control (ACC) function, which may be used to guide the vehicle longitudinally to a fixed set speed or target speed and / or a fixed set distance or target distance from a vehicle ahead of the vehicle. This function may also be used to cause automated longitudinal guidance, such as automated deceleration, in relation to a signaling unit (e.g., at an intersection) and a light signaling facility (e.g., a traffic light or a traffic sign).

[0003] This document addresses the technical challenge of increasing the convenience of driving functions for automated longitudinal guidance of a vehicle in a signaling unit in a safe manner.

[0004] The above problem is solved by each independent claim. Preferred embodiments are described above and below in dependent claims. It should be noted that additional features of one patent claim dependent on one independent patent claim may be the subject of one independent claim, one divisional application, or one subsequent application without the features of this independent patent claim or only in combination with a subset of the features of this independent patent claim, and may form a distinct invention independent of the combination of all features of said independent patent claim. This fact applies in the same way to scientific and technical teachings described in the specification that may form a distinct invention independent of the features of the independent patent claims.

[0005] According to one embodiment, a device for guiding a vehicle longitudinally when approaching a signaling unit (e.g., an optical signaling facility and / or a traffic sign) is described. The signaling unit may be arranged at a traffic intersection (e.g., at an intersection or a roundabout).

[0006] The device may be designed to identify a signaling unit positioned ahead of the vehicle during driving. The signaling unit positioned ahead and, in some cases, the signaling status of the signaling unit may be identified based on sensor data from one or more of the vehicle's surrounding environment sensors and / or based on a digital map of the road network on which the vehicle is traveling. During driving, a driving function for automated longitudinal guidance of the vehicle may be activated. This driving function may use a distance and / or speed controller designed to automatically adjust the driving speed of the vehicle according to a set speed and / or a set distance to the vehicle ahead.

[0007] For the driver of the vehicle, it may be possible to operate the vehicle's brake operating elements, particularly the brake pedal, during the operation of the driving function without causing interruption of the vehicle's automated longitudinal guidance. The operation of the brake operating elements may cause a situation in which the driving speed is temporarily reduced (relative to the set speed). In such cases, automated longitudinal guidance may be resumed (e.g., by referring to the distance and / or speed controller) after the operation of the brake operating elements is terminated.

[0008] The device is designed to output a suggestion through a user interface (of the vehicle) for considering a signaling unit (identified) located ahead during automated longitudinal guidance of the vehicle, while the brake operating element of the vehicle, in particular the brake pedal, is being operated (during the operation of a driving function for automated longitudinal guidance of the vehicle). This suggestion may be output by visual, tactile, and / or auditory indication.

[0009] Considering a signaling unit during automated longitudinal guidance can lead to situations where the vehicle is guided toward the stop line of the signaling unit depending on the signaling status of the signaling unit, and in some cases, is guided past the stop line of the signaling unit.

[0010] The device may be designed to determine the signaling state of a signaling unit positioned in front. A proposal to consider the signaling unit may be output only when the signaling state indicates that the vehicle must stop at the stop line of the signaling unit, depending on the case. On the other hand, if the signaling state indicates that the vehicle can drive over the stop line of the signaling unit without needing to stop at the stop line of the signaling unit depending on the situation, the output of the proposal may be stopped.

[0011] The device is also designed to detect that the operation of the brake operating element ends simultaneously with or following the output of the proposal.

[0012] For example, in a single operation operation, it may be detected that a brake operating element is operated (or that the operation of the brake operating element begins). A proposal for considering a signaling unit may be output in a single output operation operation corresponding to or following the operation operation operation. Additionally, in a single termination operation operation, it may be detected that the operation of the brake operating element ends, in which case the termination operation operation corresponds to or follows the output operation operation operation. Each operation operation may include a single point in time or a single location during the driving of the vehicle, specifically, each may be a single point in time or a single location during the driving of the vehicle.

[0013] The device is also designed to cause a situation in which a proposal is accepted in response to the detected termination of operation of a brake operating element (i.e., immediately from the termination of operation) and a situation in which a signaling unit is considered during the automated longitudinal guidance of the vehicle.

[0014] Thus, it becomes possible for the driver of the vehicle to use a brake operating element during the operation of the driving function for automated longitudinal guidance to intervene in the longitudinal guidance of the vehicle in a point form, without causing interruption of the driving function and without suppressing and / or hindering consideration of the signaling unit placed ahead during the automated longitudinal guidance. Thus, the convenience of the driving function can be increased in a safe manner.

[0015] As previously described, the device may be designed to guide the vehicle longitudinally in an automated manner according to a set speed (determined by the driver), particularly in a manner in which the driving speed of the vehicle is adjusted to a set speed (with reference to the speed controller). In response to the operation of a brake operating element, a situation may arise in which the driving speed of the vehicle is reduced relative to the set speed (within the framework of the driving function for automated longitudinal guidance), particularly in a manner in which the degree of operation of the brake operating element is applied.

[0016] This device also,

[0017] If a signaling unit is not considered during automated longitudinal guidance (e.g., if a proposal is rejected) and / or

[0018] In the case where the signaling unit is equipped with a signaling state indicating that a vehicle may pass the signaling unit without needing to stop at the stop line of the signaling unit (such a signaling state may exist, for example, in a green traffic light),

[0019] After the operation of the brake operating element ends, it can be designed to guide the vehicle longitudinally in an automated manner according to the set speed again (and specifically to adjust the driving speed to the set speed by referring to the speed controller).

[0020] Alternatively or complementarily, the device may be designed to decelerate the vehicle in an automated manner such that, after the operation of the brake operating element is terminated (and thereby after the acceptance of the proposal), the vehicle stops at the stop line of the signaling unit, particularly where the signaling unit is equipped with a signaling state indicating that the vehicle must stop at the stop line of the signaling unit. Such a signaling state may exist, for example, at a red traffic light or at a stop sign.

[0021] Thus, the device may be designed to determine the signaling state of a signaling unit (based on sensor data from one or more ambient environment sensors and / or by referring to a digital map). In response to a detection that the operation of the brake operating element has ended (and that a proposal to consider the signaling unit has been accepted), in particular, if the signaling state of the signaling unit indicates that the vehicle may pass the signaling unit without needing to stop at the stop line of the signaling unit, the vehicle may be guided longitudinally in an automated manner according to the set speed so that the driving speed of the vehicle is adjusted, particularly to the set speed (by referring to the speed controller). Thus, the vehicle is able to pass the signaling unit in an automated manner (by referring to the speed controller).

[0022] On the other hand, in particular, when the signaling state of the signaling unit indicates that the vehicle must stop at the stop line of the signaling unit, the vehicle can be decelerated in an automated manner so that the vehicle stops at the stop line of the signaling unit.

[0023] Thus, the vehicle's device can automatically consider the signaling status of a signaling unit positioned ahead during longitudinal guidance, and as a result, the convenience of the driving function is further increased.

[0024] The device may be designed, in particular, to reduce the driving speed of a vehicle starting from a set speed to a first driving speed corresponding to the operation of a brake operating element during the operating interval from the start of the operation of the operation to the end of the operation. Additionally, the device may be designed to increase or decrease the driving speed of a vehicle starting from the first driving speed in an automated manner according to the signaling state of the signaling unit from the end of the operation.

[0025] This allows for continuous adjustment of the vehicle's driving speed, which can further increase the convenience of the driving function.

[0026] The device may be designed to repeatedly, particularly periodically, check in one sequence of driving progress whether consideration of the signaling unit is continuously possible during the automated longitudinal guidance of the vehicle, starting from an individual driving progress, during the operating interval from the start of the operating driving progress to the end of the driving progress. In this case, in particular, whether the vehicle can be decelerated to a stopped state in an automated manner from the start of the individual driving progress to the stop line of the signaling unit may be checked.

[0027] Furthermore, the device may be designed to withdraw the output of a proposal to consider the signaling unit during the automated longitudinal guidance of the vehicle when it is determined that consideration of the signaling unit is no longer possible during the automated longitudinal guidance of the vehicle, particularly as soon as such determination is made. In this case, a situation may arise in which the signaling unit is not considered during the automated longitudinal guidance of the vehicle from the end of the driving process (and in which the automated longitudinal guidance of the vehicle is caused as if the signaling unit does not exist).

[0028] The safety of the driving function can be further increased by repeatedly checking whether the signaling unit can be considered during automated longitudinal guidance.

[0029] As previously described, the device may be designed to cause automatic deceleration of the vehicle when approaching the signaling unit in response to the detection that the operation of the brake operating element has ended (where the signaling state indicates that the vehicle must stop at the stop line of the signaling unit).

[0030] The device may be designed to identify a new operation of a brake operating element of a vehicle, in particular a brake pedal, when approaching a signaling unit during (another) operating period. In this case, deceleration of the vehicle corresponding to the operation of the brake operating element may be caused during this operating period. Additionally, automatic deceleration of the vehicle may be continued when approaching the signaling unit following this operating period.

[0031] Thus, for the driver of the vehicle, it is possible to intervene in the longitudinal guidance of the vehicle in a point form to increase the convenience of driving functions while accessing the signaling unit in an automated manner.

[0032] The device may be designed to detect the operation of a rejection operation element (of a vehicle). The rejection operation element may include, for example, a button or a rocker switch. The rejection operation element may be arranged in the steering means of the vehicle, particularly on the steering wheel. The operation of the rejection operation element may be identified subsequently during the output driving process. Additionally, the operation of the rejection operation element may be identified before or after the termination driving process.

[0033] Furthermore, the device may be designed to cause a situation in which a proposal is rejected and / or a situation in which the signaling unit is not considered during the vehicle's automated longitudinal guidance in response to the detected operation of a rejection operation element. In this case, the vehicle's automated longitudinal guidance may be caused in a manner as if the signaling unit were not present.

[0034] By providing a rejection operation element, the convenience and safety of the driving function can be further increased.

[0035] According to another aspect, a (road) vehicle (particularly a passenger car or truck or bus or motorcycle) comprising the device described in this document is described.

[0036] According to another aspect, a method for longitudinally guiding a vehicle when approaching a signaling unit is described. The method comprises the step of outputting a proposal to consider a signaling unit positioned ahead during automated longitudinal guidance of the vehicle through a user interface (of the vehicle) while a brake operating element of the vehicle, in particular, a brake pedal, is being operated. The method further comprises the step of detecting that the operation of the brake operating element ends simultaneously with or following the output of the proposal, and, in response to the detection step, causing a situation in which the proposal is accepted and a situation in which the signaling unit is considered during automated longitudinal guidance of the vehicle.

[0037] It should be noted that the embodiments described in relation to the device, particularly the claims described in relation to the device, may also be applied to the present method as corresponding method features.

[0038] According to another aspect, a software (SW) program is described. The SW program may be designed to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0039] According to another aspect, a storage medium is described. The storage medium may include a software program designed to be executed on a processor and thereby to carry out the method described in this document.

[0040] The methods, apparatuses, and systems described in this document may be used not only alone but also in combination with other methods, apparatuses, and systems described in this document. Furthermore, each aspect of the methods, apparatuses, and systems described in this document may be combined with one another in various ways. In particular, the features of the claims may be combined in various ways. Additionally, features described in parentheses should be understood as optional features. Brief explanation of the drawing

[0041] Furthermore, the present invention is described in more detail with reference to the embodiments. Figure 1 illustrates exemplary components of a vehicle. Figure 2 illustrates an exemplary approach situation to a signaling unit. FIGS. 3a and FIGS. 3b respectively illustrate exemplary profiles of the driving speed of a vehicle when approaching a signaling unit. FIG. 4 illustrates a flowchart of an exemplary method for guiding a vehicle longitudinally when approaching a signaling unit. Specific details for implementing the invention

[0042] As mentioned in the introduction, this document relates to increasing the convenience of driving functions of a vehicle in relation to signaling units (e.g., optical signaling equipment and / or traffic signs) on roads where vehicles travel.

[0043] FIG. 1 shows exemplary components of a vehicle (100). The vehicle (100) includes one or more ambient environment sensors (102) (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.), each of which is designed to collect ambient environment data (i.e., sensor data) regarding the surrounding environment of the vehicle (100) {particularly regarding the surrounding environment in the driving direction in front of the vehicle (100)}. Additionally, the vehicle (100) includes one or more actuators (103) designed to cause longitudinal guidance and / or lateral guidance of the vehicle (100). Exemplary actuators (103) are brake equipment, drive motors, steering systems, etc.

[0044] The (control) device (101) of the vehicle (100) may be designed to provide driving functions, particularly driver assistance functions, based on sensor data from one or more surrounding environment sensors (102). For example, based on the sensor data, obstacles on the driving trajectory of the vehicle (100), such as a vehicle ahead of the vehicle (100), may be identified. Then, the device (101) may trigger one or more actuators (103) (e.g., brake equipment) to decelerate the vehicle (100) in an automated manner and thereby prevent a collision between the obstacle and the vehicle (100).

[0045] Within the framework of the automated longitudinal guidance of the vehicle (100), one or more signaling units on the roadway or lane in which the vehicle (100) is traveling may be considered in addition to the vehicle ahead. In this case, the signaling status of the signaling unit may be considered in particular, so that as a result, the vehicle (100) causes deceleration in an automated manner from a red signal light associated with its own (planned) driving direction to the stop line of the signal light, and / or accelerates (again, if necessary) at a green signal light.

[0046] The device (101) of the vehicle (100) may be configured to provide a driving function for automated longitudinal guidance of the vehicle (100) in an urban area or a non-urban area. This driving function may be provided in an automatic mode and / or a manual mode. In this case, it may be possible for the driver to determine, depending on the situation, whether this driving function must be operated in an automatic mode or in a manual mode through the user interface (107) of the vehicle (100).

[0047] The device (101) of the vehicle (100) may be designed to detect a signaling unit (200) positioned ahead on the driving path of the vehicle (100) based on ambient environment data from one or more ambient environment sensors (102) and / or map data related to the road network on which the vehicle (100) is traveling (in relation to position determination data from the position sensor (106) of the vehicle (100) (see FIG. 2). In manual mode of the driving function, a suggestion or request regarding whether the signaling unit (200) should be considered during the automated longitudinal guidance of the vehicle (100) may be output through the user interface (107). At this time, the driver of the vehicle (100) may accept, reject, or ignore the suggestion, for example, by operating an operation element of the user interface (107). On the other hand, in the automatic mode of the driving function, the identified signaling unit (200) may be considered during the automated longitudinal guidance of the vehicle (100) in some cases automatically (i.e., without requiring feedback from the driver).

[0048] When an identified signaling unit (200) is considered during the automated longitudinal guidance of the vehicle (100), automatic deceleration may be induced {according to each (signaling) state of the signaling unit (200)} to bring the vehicle (100) to a stop state in an automated manner (e.g., at a red signal light). Additionally, automatic starting of the vehicle (100) may be induced {e.g., after a change in the (signaling) state of the signaling unit (200), such as after a change to green}. Then, the vehicle (100) may be accelerated again in an automated manner to a set speed (considering a determined minimum distance or set distance relative to the vehicle ahead).

[0049] Thus, by means of the aforementioned driving function, it is possible for the driver of the vehicle (100) to use the ACC-driving function on a road having one or more signaling units (200) {without the need to disable and enable the ACC-function in each individual signaling unit (200)}.

[0050] FIG. 2 illustrates an exemplary driving situation in which a vehicle (100) identifies a signaling unit (200) positioned ahead during a driving identification process (e.g., at a specific identification location and / or at a specific identification time). The signaling unit (200) may be equipped with a signal transmitter (e.g., an optical signal) (201). The device (101) may be designed to determine the signaling state of the signal transmitter (201) (e.g., based on ambient environment data). During the driving identification process, the vehicle (100) has a specific distance (211) and a specific driving speed (212) (e.g., a set speed) relative to the stopping position of the signaling unit (200).

[0051] When it is determined that a signaling unit (200) must be considered during the automated longitudinal guidance of the vehicle (100), and when the signaling unit (200) indicates that 'the vehicle (100) must stop at the stop position of the signaling unit (200),' automated deceleration of the vehicle may be induced with the purpose of decelerating the vehicle (100) to a stop state (e.g., immediately from the identification driving progress). FIG. 3a shows an exemplary profile (312) of the driving speed (212) of the vehicle (100) as it approaches the stop position of the signaling unit (200) as a function of the driving progress (300) of the vehicle (100), wherein the driving progress (300) may correspond to a position and / or time point. The stop position of the signaling unit (200) corresponds to the stop driving progress (305). The driving speed (212) starts from the set speed (311) in the starting driving process (301) and is reduced by automatic deceleration until it reaches the stop state in the stopping driving process (305).

[0052] An identification operation progress in which a signaling unit (200) is identified may be placed temporally and / or spatially prior to a start operation progress (301). Additionally, an output operation progress (306) in which a proposal for considering the signaling unit (200) is output through the user interface (107) may also be placed temporally and / or spatially prior to a start operation progress (301).

[0053] A situation may arise in which the deceleration automatically caused by the vehicle (100) is perceived by the driver of the vehicle (100) as inappropriate and / or uncomfortable. Such a situation may lead the driver of the vehicle (100) to operate the brake pedal (109) (generally a brake operating element) of the vehicle (100) to change the deceleration of the vehicle (100). Such a situation is illustrated exemplarily in FIG. 3a, in which case the driver initiates the action of operating the brake pedal (109) of the vehicle (100), particularly a turning action, during the first intermediate driving progress (302). The operation of the brake pedal (109) may be caused during a specific (time-based and / or distance-based) operating interval (303) and may be terminated during the second intermediate driving progress (304) after the operation interval (303) has elapsed.

[0054] The operation of the brake pedal (109), particularly the turning motion, induces a situation in which deceleration of the vehicle (100) corresponding to the turning motion of the brake pedal (109) is caused instead of automatic deceleration. Such a situation is exemplarily illustrated in FIG. 3a by the profile (322) of the driving speed (212) within the operating range (303). The deceleration caused by the operation of the brake pedal (109) is (quantitatively) greater than the automatic deceleration in the illustrated example, but may also be (quantitatively) less than the automatic deceleration.

[0055] When the operation of the brake pedal (109) ends in the second intermediate driving process (304), the automatic deceleration of the vehicle (100) may be automatically resumed to decelerate the vehicle (100) to a stop state. This situation is exemplarily illustrated by the profile (323) in FIG. 3a. In this case, the automatic deceleration may be induced in such a way that a comfortable, particularly smooth transition from manual deceleration to subsequent automatic deceleration is achieved within the operating section (303).

[0056] When the driving function is operated in manual mode and / or (in automatic mode of the driving function) it cannot be clearly determined whether the signaling unit (200) placed in front is related to the longitudinal guidance of the vehicle (100), a proposal to consider the signaling unit (200) placed in front may be output through the user interface (107) of the vehicle (100) in the output driving progress (306). This proposal may be accepted by the user of the vehicle (100) {e.g. in the start driving progress (301)}, and then automatic deceleration may be caused (as described in relation to FIG. 3a).

[0057] Acceptance of the offer may be triggered by the operation of an operating element of the user interface (107). Alternatively or complementarily, a (relatively short) operation of the brake pedal (109) may be evaluated as user input for accepting the offer. The operation of the brake pedal (109) for accepting the offer is particularly intuitive and therefore comfortable, because the user typically associates the operation of the brake pedal (109) with the desire to slow down.

[0058] As illustrated exemplarily in FIG. 3b, a situation may occur in which the user operates the brake pedal (109) during the operation of the driving function, for example, because the user has already detected the signaling unit (200) placed in front, but the signaling unit (200) has not yet been identified by the driving function. In such a case, deceleration of the vehicle (100) corresponding to the turning motion of the brake pedal (109) may be caused {as illustrated by the speed profile (332) in FIG. 3b}.

[0059] The user may initiate the operation of the brake pedal (109) during the operation operation progress (342). The output of the proposal to consider the signaling unit (200) located in front may, depending on the case, occur simultaneously with or after the operation operation progress (342). In other words, the output operation progress (306) may correspond to or follow the operation operation progress (342). Thus, the output of the proposal to consider the signaling unit (200) located in front may occur while the user, particularly the driver, is operating the brake pedal (109).

[0060] The (control) device (101) may be designed to identify when the operation of the brake pedal (109) ends during the end operation progress (344). Thus, the operation of the brake pedal (109) may be performed during the operation interval (343) extending from the operation progress (342) to the end operation progress (344). The output operation progress (306), in which the output of the proposal for considering the signaling unit (200) placed in front is produced, may be placed within this operation interval (343).

[0061] As the operation of the brake pedal (109) can be evaluated as acceptance of the proposal, the vehicle (100) is automatically decelerated from the end of the driving process (344) where the operation of the brake pedal (109) ends (as illustrated by the speed profile (333) in FIG. 3B). At this time, the driving speed (212) can be reduced starting from the (first) driving speed (331) that the vehicle (100) has in the end of the driving process (344).

[0062] Thus, the driver of the vehicle (100) may be able to accept a proposal to consider the signaling unit (200) by terminating the operation of the brake pedal (109) and, as a result, causing longitudinal guidance (particularly deceleration) of the vehicle (100) to be induced by the vehicle (100) in an automated manner.

[0063] In other words, a situation may arise where a proposal and corresponding adjustment to the signaling unit (200) positioned in front can be considered even when the brake pedal (109) is pressed. When the driver releases the brake pedal (109), the vehicle (100) continues to decelerate if the relevant red light is present, and the driving function is not deactivated. This avoids the inconvenient double operation to check the proposal and / or deactivation of the driving function.

[0064] When the driver operates the brake pedal (109) at the time of proposal and / or adjustment for the signaling unit (200) positioned ahead (e.g., regarding a relevant red signal), the vehicle continues to decelerate to the relevant signal even after the brake is released. If the operation of the brake exactly coincides with the earliest time of proposal and / or adjustment for the signaling unit (200) positioned ahead (e.g., regarding a red signal), deceleration may continue even after the brake pedal (109) is released.

[0065] It should be noted that the embodiments described for the brake pedal (109) can also generally be applied to the brake operating element.

[0066] FIG. 4 shows a flowchart of a method (400) (possibly implemented by a computer) for guiding a vehicle (100) longitudinally when approaching a signaling unit (200). The signaling unit (200) may include an optical signaling facility and / or a traffic sign. The method (400) may be carried out by a (control) device (101) of the vehicle (100).

[0067] The present method (400) includes an output (401) of a proposal to consider a signaling unit (200) positioned ahead during automated longitudinal guidance of the vehicle (100) through a user interface (107) {of the vehicle (100)} while the brake operating element (109) of the vehicle (100), in particular the brake pedal, is being operated. This proposal may, in some cases, be output only when the signaling state of the signaling unit (200) indicates that the vehicle (100) must stop at the stop line of the signaling unit (200). Such a case may correspond, for example, to a situation at a red traffic light or a stop sign.

[0068] The longitudinal guidance of the vehicle (100) can be induced in an automated manner by a driving function {e.g., by an adaptive cruise control (ACC) driving function}. The vehicle (100) can be guided longitudinally in an automated manner by referring, for example, to a speed controller and / or distance controller. During the operation of the driving function, a brake operating element (109) may be actuated by the driver of the vehicle (100) to reduce the driving speed (212) of the vehicle (100) relative to the set speed (311) of the driving function. Additionally, during the actuation of the brake operating element (109), a suggestion for considering a signaling unit (200) located in front may be output.

[0069] The present method (400) further includes a detection step (402) for detecting that the operation of the brake operating element (109) is terminated simultaneously with or following the output of the proposal. Additionally, the present method (400) further includes a step (403) for, as an alternative response to the detection (402), causing a situation in which the proposal is accepted, thereby causing a situation in which the signaling unit (200) is considered during the automated longitudinal guidance of the vehicle (100). Thus, the detected termination of the operation of the brake operating element (109) can be used as a confirmation of the fact that the driver of the vehicle (100) wishes to accept the proposal to consider the signaling unit (200).

[0070] By the measures described in this document, the convenience of the driving function for automated longitudinal guidance in the signaling unit (200) can be increased in a safe manner.

[0071] The present invention is not limited to the illustrated embodiments. In particular, it should be noted that the detailed description and the respective drawings are merely illustrative of the principles of the proposed method, apparatus, and system.

Claims

Claim 1 A device (101) for longitudinally guiding a vehicle (100) when approaching a signaling unit (200), wherein the device (100) is designed to output a proposal through a user interface (107) to consider a signaling unit (200) placed in front during automated longitudinal guidance of the vehicle (100) while a brake operating element (109) of the vehicle (100), in particular a brake pedal, is being operated; wherein the device detects that the operation of the brake operating element (109) is terminated simultaneously with or following the output of the proposal; and wherein, in response thereto, a situation in which the proposal is accepted and a situation in which the signaling unit (200) is considered during automated longitudinal guidance of the vehicle (100). Claim 2 In claim 1, the device (101) is configured to—particularly to guide the vehicle (100) longitudinally in an automated manner according to the set speed (311), particularly in a manner such that the driving speed (212) of the vehicle (100) is adjusted to the set speed (311);—particularly to cause a situation in which the driving speed (21) of the vehicle (100) is reduced relative to the set speed (311) in response to the operation of the brake operating element (109), particularly according to the degree of operation of the brake operating element (109); and - If the signaling unit (200) is not considered during automated longitudinal guidance; and / or - When the signaling unit (200) is equipped with a signaling state indicating that the vehicle (100) may pass the signaling unit (200) without needing to stop at the stop line of the signaling unit (200), - A device (100) for guiding the vehicle (100) longitudinally when approaching the signaling unit, which is designed to guide the vehicle (100) longitudinally in an automated manner according to the set speed (311) again after the operation of the brake operating element (109) ends. Claim 3 In claim 1, the device (101) is designed to guide the vehicle (100) longitudinally when approaching a signaling unit, such that the vehicle (100) stops at the stop line of the signaling unit (200) in an automated manner, in the case where the signaling unit (200) is equipped with a signaling state indicating that the vehicle (100) must stop at the stop line of the signaling unit (200) after the operation of the brake operating element (109) ends. Claim 4 In claim 1, the device (101) determines the signaling state of the signaling unit (200) based on sensor data of one or more surrounding environment sensors (102) of the vehicle (100), in particular; and in response to a detection that the operation of the brake operating element (109) has ended, - In particular, when the signaling state of the signaling unit (200) indicates that the vehicle (100) may pass the signaling unit (200) without needing to stop at the stop line of the signaling unit (200), the vehicle (100) is guided longitudinally in an automated manner according to the set speed (311) so that the driving speed (212) of the vehicle (100) is adjusted to the set speed (311), particularly so that the vehicle (100) is adjusted; and / or - A device (100) for guiding a vehicle longitudinally when approaching a signaling unit, designed to automatically decelerate the vehicle (100) in such a way that the vehicle (100) stops at the stop line of the signaling unit (200) in particular when the signaling state of the signaling unit (200) indicates that the vehicle (100) must stop at the stop line of the signaling unit (200). Claim 5 In claim 1, the device (101) is designed to detect that a brake operating element (109) is operated in an operating operation progress (342); to output a proposal for considering a signaling unit (200) in an output operation progress (306) corresponding to or following the operating operation progress (342); and to detect that the operation of the brake operating element (109) is terminated in a termination operation progress (344), wherein the termination operation progress (344) corresponds to or follows the output operation progress (306), and one operation progress (342, 344, 306) includes one point in time or one location during the driving of the vehicle (100), and the device (100) for guiding the vehicle longitudinally when approaching a signaling unit. Claim 6 In claim 5, the device (101) is designed to—in particular, reduce the driving speed (212) of the vehicle (100) starting from the set speed (311) to the first driving speed (311) corresponding to the operation of the brake operating element (109) during the operation section (343) that starts the operation driving progress (342) and ends the end driving progress (344); and—from the end driving progress (344) to adjust the driving speed (212) of the vehicle (100) starting from the first driving speed (311) in an automated manner according to the signaling state of the signaling unit (200), specifically to increase or decrease, for guiding the vehicle longitudinally when approaching the signaling unit. Claim 7 In paragraph 5, the device (101) is to repeatedly check in one sequence of driving progress (300) whether consideration of the signaling unit (200) is continuously possible during the automated longitudinal guidance of the vehicle (100), starting from the individual driving progress (300), during the operating section (343) that starts the operating driving progress (432) and ends the ending driving progress (344); and—in particular, when it is determined that consideration of the signaling unit (200) is no longer possible during the automated longitudinal guidance of the vehicle (100), especially as soon as it is determined, - to withdraw the output of the proposal to consider the signaling unit (200) during the automated longitudinal guidance of the vehicle (100); and - A device (100) for guiding a vehicle longitudinally when approaching a signaling unit, which is designed such that from the end driving process (344), the signaling unit (200) causes a situation that is not considered during the automated longitudinal driving of the vehicle (100). Claim 8 In claim 1, the device (101) is designed to identify a signaling unit (200) located ahead based on sensor data from one or more surrounding environment sensors (102) of the vehicle (100) and / or a digital map of the road network on which the vehicle (100) is traveling, while the driving function for automated longitudinal guidance of the vehicle (100) is activated; and to output a proposal for considering the signaling unit (200) located ahead during automated longitudinal guidance of the vehicle (100) in response to the identification. Claim 9 In claim 1, the device (101) is designed to detect the operation of a rejection operation element; and to cause, in response to the operation of the detected rejection operation element, a situation in which the proposal is rejected and / or a situation in which the signaling unit (200) is not considered during the automated longitudinal guidance of the vehicle (100), for guiding the vehicle longitudinally when approaching the signaling unit (100). Claim 10 In any one of claims 1 to 9, the device (101) is designed to: - cause automatic deceleration of the vehicle (100) when approaching the signaling unit (200) in response to a detection that the operation of the brake operating element (109) has ended; - identify a new operation of the brake operating element (109) of the vehicle (100), particularly the brake pedal, when approaching the signaling unit (200) during the operation section (303); - cause deceleration of the vehicle (100) corresponding to the operation of the brake operating element (109) during the operation section (303); and - continue automatic deceleration of the vehicle (100) when approaching the signaling unit (200) following the operation section (303). Claim 11 A method (400) for longitudinally guiding a vehicle (100) when approaching a signaling unit (200), comprising: a step (401) of outputting a proposal to consider a signaling unit (200) placed in front of the vehicle (100) during automated longitudinal guidance of the vehicle (100) through a user interface (107) while a brake operating element (109) of the vehicle (100), in particular a brake pedal, is operated; a step (402) of detecting that the operation of the brake operating element (109) ends simultaneously with or following the output of the proposal; and a step (403) of causing a situation in which the proposal is accepted and the signaling unit (200) is considered during automated longitudinal guidance of the vehicle (100) in response to the detection step (402).

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