Method and device for bringing a motor vehicle closer to a blockage situation

Abstract

The invention describes a device for automated longitudinal guidance of a motor vehicle when approaching a blockage situation on a carriageway on which the motor vehicle is travelling, wherein at least one leading vehicle located ahead of the motor vehicle in the direction of travel is involved in the blockage situation. The device is set up to predict whether or not the upcoming blockage situation will be resolved by the time the stopping position at the leading vehicle is reached. The device is also set up to adjust the approach procedure of the motor vehicle, in particular the course of the travel speed of the motor vehicle, for approaching the stopping position based on the prediction.

Description

[0001] Method and device for approaching a motor vehicle to a

[0002] Blockade situation

[0003] The invention relates to a device and a corresponding method for operating a (motor) vehicle when approaching a blocking situation, such as a red traffic light or a blocked railway crossing.

[0004] A vehicle can have one or more driving functions that support the driver in guiding the vehicle, in particular in longitudinal and / or lateral guidance. An example driving function to support the longitudinal guidance of a vehicle is the Adaptive Cruise Control (ACC) function, which can be used to guide the vehicle longitudinally when driving freely at a specified set or target speed and / or when following at a specified set or target distance from a vehicle in front of the vehicle. The set or target distance can be a time interval (and thus independent of the vehicle's speed). The driving function can also be used in conjunction with a traffic light at a traffic junction (e.g. at an intersection) to effect automated longitudinal guidance, such as automated deceleration, at the traffic light.

[0005] This document deals with the technical task of increasing the comfort of a driving function for the automated longitudinal guidance of a vehicle when approaching a blockage situation, in particular a traffic jam of one or more vehicles in front caused by a traffic light.

[0006] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0007] According to one aspect, a device for the automated longitudinal guidance of a motor vehicle when approaching a blockage situation on a roadway traveled by the motor vehicle is described. The blockage situation can be caused, for example, by an infrastructure unit (e.g., a traffic light or a railroad crossing). At least one leading vehicle positioned in front of the motor vehicle in the direction of travel can be involved in the blockage situation. The one or more leading vehicles can be positioned in front of the infrastructure unit with respect to the direction of travel (e.g., in front of a red traffic light or in front of a railroad crossing blocked by a barrier).

[0008] The device is designed to predict whether or not the blocking situation ahead will be lifted by the time the stopping position at the front vehicle (which is directly in front of the motor vehicle) is reached. The motor vehicle can, for example, be located at a current position and traveling at a specific initial speed. The front vehicle, which is directly in front of the motor vehicle in the direction of travel, can be detected by the motor vehicle (based on sensor data from one or more environmental sensors). Furthermore, the distance between the current position and the stopping position at (in particular behind) this front vehicle can be determined. Based on this information, it can be predicted whether or not the blocking situation ahead will be lifted by the time the stopping position at the front vehicle is reached (assuming a specific standard progression of the motor vehicle's traveling speed).

[0009] The device can be configured to predict, based on sensor data from one or more environmental sensors of the motor vehicle (e.g., at least one camera, at least one radar sensor, and / or at least one lidar sensor), whether or not the upcoming blockage situation will be lifted by the time the stopping position at the front vehicle is reached. For example, based on the sensor data from one or more cameras, it can be detected that the infrastructure unit responsible for the blockage situation is clearing the roadway (e.g., that a traffic light changes from red to green, or that a barrier is opened). It can then be anticipated that the front vehicle will move off before the motor vehicle reaches the stopping position at the front vehicle.

[0010] Alternatively or additionally, the device can be configured to predict, based on a message (in particular a so-called vehicle-to-X message) sent by the infrastructure unit responsible for the blockage situation and received by the motor vehicle, whether or not the upcoming blockage situation will be resolved by the time the vehicle in front reaches the stopping position. The message from the infrastructure unit can, for example, indicate the time at which the roadway will be reopened to traffic by the infrastructure unit (e.g., when the traffic light turns green or when the barrier opens).

[0011] As already explained, the device can be configured to determine the travel distance between the current position of the motor vehicle and the stopping position on the vehicle in front (e.g., based on the sensor data from one or more environmental sensors). Alternatively or additionally, the device can be configured (e.g., based on the sensor data from one or more environmental sensors) to determine blockage information relating to the distance between the stopping position on the vehicle in front and the stopping position on the infrastructure unit, and / or relating to the number of vehicles in front between the stopping position on the vehicle in front and the stopping position on the infrastructure unit. It can then be predicted in a particularly precise manner, based on the travel distance and / or the blockage information, whether or not the upcoming blockage situation will be lifted by the time the stopping position on the vehicle in front is reached.

[0012] The device can be configured, in particular, to predict whether or not the vehicle in front (standing directly in front of the motor vehicle) will have started up again from a standstill at a (predicted) arrival time at which the motor vehicle will arrive at the stopping position at the vehicle in front using the standard driving speed profile. In other words, the intention of the vehicle in front (standing directly in front of the motor vehicle) to start moving can be predicted. It can then be predicted (in particular determined) that the blockage situation ahead will be eliminated by the time the vehicle in front reaches the stopping position if it is predicted that the vehicle in front will have started up again at the arrival time.On the other hand, it can be predicted (in particular determined) that the blockage situation ahead will not be lifted until the stopping position on the leading vehicle is reached if it is predicted that the leading vehicle will not have started again at the time of arrival.

[0013] The device is further configured to adapt the approach process of the motor vehicle (with the automated longitudinal guidance), in particular the course of the driving speed of the motor vehicle, for approaching the stopping position on the vehicle in front depending on the prediction. The device can in particular be configured, as part of the approach process, to cause the motor vehicle to be automatically guided longitudinally with the standard course of driving speed up to the stopping position if it is predicted that the blocking situation ahead will not be lifted by the time the stopping position is reached. On the other hand, the motor vehicle can be automatically guided longitudinally with a special course of driving speed up to the stopping position that deviates from the standard course if it is predicted that the blocking situation ahead will be lifted by the time the stopping position is reached.

[0014] The standard course can be designed to decelerate the motor vehicle so that it comes to a stop (exactly) at the stopping position next to the vehicle in front. The special course can be designed to cause the motor vehicle to enter a (as long as possible) creep phase (with a relatively low intermediate driving speed) in order to enable the motor vehicle to avoid coming to a stop at the stopping position next to the vehicle in front. By adapting the approach process to the predicted resolution of a blockage situation, the comfort of the approach process can be increased. In particular, the jerk that occurs when the motor vehicle comes to a stop and then starts moving again can be avoided.

[0015] The special course can have a higher deceleration (in magnitude) in a first section, starting from the current position of the vehicle, than the standard course. This can cause the special course to have a relatively long second section for the creep phase of the approach process.

[0016] The special route can in particular comprise a first sub-section in which the motor vehicle is reduced from the initial driving speed to an intermediate driving speed. The first sub-section can extend from the current position to a first intermediate position. The special route can furthermore have a second sub-section in which the motor vehicle is guided to the stopping position at the (essentially constant) intermediate driving speed. The second sub-section can extend from the first intermediate position to a second intermediate position, wherein the second intermediate position is arranged (by one or more meters) in front of the stopping position on the vehicle in front with respect to the direction of travel.

[0017] The first sub-section and the second sub-section can together extend over a total distance. The second sub-section preferably corresponds to 50% or more of the total distance. Alternatively, the second sub-section can be longer than the first sub-section. This can enable a particularly long creep phase for approaching the stopping position on the vehicle in front (in order to avoid braking to a standstill with a high degree of probability). The intermediate driving speed is greater than zero and can be, for example, less than 10 km / h, in particular less than 5 km / h. This can enable a particularly long creep phase for approaching the stopping position on the vehicle in front (in order to avoid braking to a standstill with a high degree of probability).

[0018] The intermediate driving speed used within the framework of the special course can depend on the distance between the current position of the motor vehicle and the stopping position on the vehicle in front. The intermediate driving speed can be increased as the distance increases (i.e. as the distance between the current position of the motor vehicle and the stopping position on the vehicle in front) increases. On the other hand, the intermediate driving speed can be reduced as the distance decreases (i.e. as the distance between the current position of the motor vehicle and the stopping position on the vehicle in front) decreases. The device can thus be set up to determine the distance between the current position of the motor vehicle and the stopping position on the vehicle in front (e.g. based on the sensor data from one or more environmental sensors). The intermediate driving speed can then be determined based on this.

[0019] Alternatively or additionally, the intermediate driving speed used within the framework of the special route can depend on the number of vehicles in front that are involved in the blockade situation (in particular on the number of vehicles in front in the queue in front of the infrastructure unit). The intermediate driving speed can be reduced as the number of vehicles in front increases. On the other hand, the intermediate driving speed can be increased as the number of vehicles in front decreases. The device can thus be set up to determine the number of vehicles in front (e.g. on the basis of the sensor data from one or more environmental sensors). The intermediate driving speed can then be determined based on this. In particular, the device can be set up to determine the intermediate driving speed (i.e. the value of the intermediate driving speed) on the basis of the route and / or on the basis of the blockage information.

[0020] It may be possible (e.g., for a relatively long distance and / or with a relatively small number of vehicles ahead) to use a relatively high intermediate speed, e.g., between 5 km / h and 25 km / h. This can further increase the comfort of the approach process.

[0021] The device can be configured to (automatically) accelerate the motor vehicle using a distance controller to the vehicle in front when the vehicle in front starts moving while the motor vehicle is traveling in the second section. This allows the motor vehicle to accelerate again from the crawling phase (when the blockage situation is resolved). This allows for particularly comfortable operation of the motor vehicle.

[0022] Alternatively or additionally, the device can be configured to (automatically) decelerate the motor vehicle from the second intermediate position in order to bring the motor vehicle to a stop at the stopping position next to the vehicle in front, if the vehicle in front has not yet started moving again at the time the motor vehicle reaches the second intermediate position. This allows for a particularly safe approach process.

[0023] The standard speed control can be configured such that the vehicle's speed is always reduced from the initial speed at the current position with a non-zero deceleration throughout the entire distance from the vehicle's current position to the stopping position at the vehicle in front, so that the vehicle comes to a stop at the stopping position. By consistently applying a positive deceleration (in terms of magnitude) throughout the entire approach process, the vehicle can be brought to a standstill in a comfortable manner.

[0024] The special extension of the driving speed can be designed such that in a partial section (i.e., in the second partial section) of the entire route (from the current position to the stopping position at the vehicle in front), the motor vehicle has a substantially constant intermediate driving speed, reduced compared to the initial driving speed. The special extension of the driving speed can thus cause a creeping phase of the motor vehicle, during which the motor vehicle approaches the stopping position at the vehicle in front at a substantially constant intermediate and / or creeping driving speed. This can further increase the comfort of the approach process (with predicted resolution of the blockage situation).

[0025] According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises the device described in this document.

[0026] According to a further aspect, a method for the automated longitudinal guidance of a motor vehicle when approaching a blockage situation on a roadway traveled by the motor vehicle is described, wherein at least one vehicle in front of the motor vehicle in the direction of travel is involved in the blockage situation (which, for example, is in front of the infrastructure unit causing the blockage situation with respect to the direction of travel). The method comprises predicting whether or not the upcoming blockage situation will be lifted by the time the stopping position at the vehicle in front is reached. The method further comprises (automatically) adapting the approach process of the motor vehicle, in particular the course of the driving speed (in the case of automated longitudinal guidance) of the motor vehicle, for the (automated) approach to the stopping position at the vehicle in front depending on the prediction.

[0027] According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0028] According to a further aspect, a storage medium is described. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0029] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral guidance. Automated driving can, for example, involve extended driving on the highway or limited-time driving while parking. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation include assisted, partially automated, highly automated, fully automated, and autonomous driving (each with an increasing degree of automation). The five levels of automation mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering). In assisted driving (SAE Level 1), the system performs longitudinal or lateral guidance in specific driving situations.In partially automated driving (SAE Level 2), the system assumes longitudinal and lateral guidance in certain driving situations, whereby the driver must continuously monitor the system, as in assisted driving. In highly automated driving (SAE Level 3), the system assumes longitudinal and lateral guidance in certain driving situations without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle within a certain time period when requested by the system. In fully automated driving (SAE Level 4), the system assumes control of the vehicle in certain driving situations, even if the driver does not respond to a request for intervention, thus eliminating the driver as a fallback. In autonomous driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road surface and environmental conditions that can also be mastered by a human driver.The aspects described in this document relate in particular to a driving function or a driver assistance function that are designed according to SAE Level 2.

[0030] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways. Furthermore, features listed in parentheses are to be understood as optional features.

[0031] The invention will be described in more detail below using exemplary embodiments.

[0032] Figure 1 shows exemplary components of a vehicle;

[0033] Figure 2 shows an example blockage situation;

[0034] Figure 3 shows exemplary speed curves of the vehicle when approaching a blockage situation; and

[0035] Figure 4 shows a flowchart of an exemplary method for (automatically) adjusting the longitudinal speed of a vehicle when approaching a blockage situation. As initially explained, this document deals with increasing the comfort of a driving function, in particular a driver assistance system, of a vehicle in connection with a temporary blockage situation, such as a traffic jam at a red light on the roadway traversed by the vehicle. This document is particularly concerned with achieving comfortable and safe speed control when approaching a temporary blockage situation.

[0036] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 102 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.), each configured to acquire environmental data (i.e., sensor data) relating to the environment of the vehicle 100 (in particular, relating to the environment in front of the vehicle 100 in the direction of travel). Furthermore, the vehicle 100 comprises one or more actuators 103, each configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 103 are: a braking system, a drive motor, a steering system, etc.

[0037] The (control) device 101 of the vehicle 100 can be configured to provide a driving function, in particular a driver assistance function, based on the sensor data from the one or more environmental sensors 102 (i.e., based on the environmental data). For example, an obstacle on the travel trajectory of the vehicle 100 can be detected based on the sensor data. The device 101 can then control one or more actuators 103 (e.g., the braking system) to automatically decelerate the vehicle 100 and thereby prevent a collision of the vehicle 100 with the obstacle.

[0038] Within the scope of the automated longitudinal guidance of a vehicle 100, in addition to a leading vehicle, one or more signaling units (e.g., a traffic light and / or a traffic sign) on the roadway or street traveled by the vehicle 100 can be taken into account. In particular, the signaling status of a traffic light or traffic light system can be taken into account, so that the vehicle 100 automatically decelerates to the stop position of the traffic light at a red light relevant to its own (planned) direction of travel and / or accelerates (if necessary again) at a green light.

[0039] As part of an (ACC) driving function, the vehicle 100 can be automatically guided longitudinally according to a set or target speed and / or according to a set or target distance from a vehicle in front traveling (directly) in front of the vehicle 100. For this purpose, the driving function can have a cruise control by which the actual driving speed of the vehicle 100 is set, in particular regulated, according to the set or target speed. Alternatively or additionally, the driving function can include a distance control by which the actual distance of the vehicle 100 from the vehicle in front is set, in particular regulated, according to the set or target distance. The set or target distance can be a time interval (which specifies the time that the vehicle 100 needs to cover the distance to the vehicle in front at the current driving speed).The target distance can therefore be 100, regardless of the vehicle's current speed.

[0040] If there is no relevant vehicle in front or if the vehicle in front is traveling faster than the set or target speed, the driving speed of the vehicle 100 can be set, in particular regulated, according to the set or target speed. Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed, the distance of the vehicle 100 to the vehicle in front can be set, in particular regulated, according to the set or target distance. The device 101 of the vehicle 100 can be designed to provide automated longitudinal guidance of the vehicle 100 in urban areas. This driving function can be referred to as an Urban Cruise Control (UCC) driving function. The driving function can be provided in an automatic mode (aUCC) and / or in a manual mode (mUCC). In this case, it can be possible for the driver toIt is possible to determine via the user interface 107 of the vehicle 100 whether the driving function should be operated in automatic or manual mode.

[0041] The device 101 of the vehicle 100 can be configured to detect a signaling unit 200 located ahead on the route of the vehicle 100 (see Fig. 2) based on the environmental data of the one or more environmental sensors 102 and / or on the basis of map data relating to the road network traveled by the vehicle 100 (in conjunction with the position data of a position sensor 106 of the vehicle 100). In manual mode of the UCC driving function, a suggestion or a request (i.e., a request output) can be output via the user interface 107 as to whether the signaling unit 200 should be taken into account in the automated longitudinal guidance of the vehicle 100 or not (i.e., whether the signaling unit 200 should be incorporated into the operation of the driving function). The driver of the vehicle 100 can then accept, reject, or ignore the crate, e.g. by operating a control element of the user interface 107.On the other hand, in the automatic mode of the UCC driving function, the detected signaling unit 200, 210 can be taken into account automatically (ie without requiring feedback from the driver) in the automated longitudinal guidance of the vehicle 100 (ie be incorporated into the operation of the driving function).

[0042] Thus, in manual mode, a request can be made to take over the signaling unit 200 for the operation of the (UCC) driving function. In automatic mode, an automatic takeover of the signaling unit 200 for the operation of the (UCC) driving function can occur.

[0043] If the detected signaling unit 200 is taken into account (i.e., has been adopted) in the automated longitudinal guidance of the vehicle 100, an automatic deceleration can be initiated (depending on the type and / or (signaling) state of the signaling unit 200) in order to automatically bring the vehicle 100 to a standstill (e.g., at a red traffic light). Furthermore, an automatic start of the vehicle 100 can be initiated (e.g., after a change in the (signaling) state of the signaling unit 200, such as after a change to green). The vehicle 100 can then be automatically accelerated back to the target speed (taking into account a specified minimum or target distance from a vehicle 210 in front).

[0044] The UCC driving function thus enables the driver of a vehicle 100 to use the ACC driving function even on a road with one or more signaling units 200 (without having to deactivate and reactivate the ACC function on the individual signaling units 200).

[0045] Fig. 2 shows a driving situation in which vehicle 100 is traveling on a roadway 250 toward a signaling unit 200 located ahead. It should be noted that signaling unit 200 is an example of an infrastructure unit. The measures described in this document in connection with a signaling unit 200 generally apply to an infrastructure unit.

[0046] The signaling unit 200 may have a stopping position 205 at which a vehicle 100, 210 should stop depending on the signaling state of the signaling unit 200. In the case shown in Fig. 2, a blocking situation exists in which several leading vehicles 210 are already in front of the stopping position 205 of the

[0047] Signaling unit 200 (e.g., because the signaling state is “red”).

[0048] A stopping position 215 for the vehicle 100 can be arranged at, particularly behind, the last leading vehicle 210 of the queue in front of the signaling unit 200. The vehicle 100 should be automatically decelerated during operation of the driving function in order to remain at the stopping position 215, especially if the blockage situation persists.

[0049] The stopping position 215 at the end of the queue in front of the signaling unit 200 can be located at a specific distance (or distance) 222 from the current position 211 of the vehicle 100. The (control) device 101 of the vehicle 100 can be configured to effect an automated deceleration of the vehicle 100 as soon as the distance 222 to the stopping position 215 is equal to or less than a predefined distance threshold. A deceleration of the vehicle 100 to a standstill can then be effected using a predefined deceleration profile, resulting in a standard course of the driving speed of the vehicle 100.

[0050] Fig. 3 shows an exemplary standard curve 321 of the driving speed of the vehicle 100, starting from an initial speed 301 (at the current position 211 of the vehicle 100) to a driving speed of zero (upon reaching the stop position 215). The driving speed curve can be a curve as a function of time and / or as a function of position.

[0051] The device 101 of the vehicle 100 can be configured to check whether the blockage situation ahead (at the signaling unit 200) will persist beyond a specific period of time or not. The specific period of time can, for example, be the period of time that the vehicle 100 will need, when using the standard curve 321 of the driving speed, to reach the stopping position 215 at the vehicle 210 in front. It can be determined, for example, based on the sensor data of the one or more environmental sensors 102 (e.g., based on the detected signaling state of the signaling unit 200), whether the blockage situation will persist beyond the specific period of time or not. Alternatively or additionally, this can be determined based on vehicle-to-infrastructure communication and / or on the basis of vehicle-to-vehicle communication.For example, a message may be received from the signaling unit 200 via a wireless communication link indicating the time at which the signaling unit 200 will change the signaling state (e.g., change to the signaling state “green”).

[0052] The device 101 can be configured to take into account the distance 221 between the stop position 205 of the signaling unit 200 and the stop position 215 on the front vehicle 210 arranged directly in front of the vehicle 100 when checking whether the blockage situation ahead (at the signaling unit 200) will persist beyond a certain period of time or not.

[0053] If it is detected that the blockage situation will persist beyond the specified period of time, the standard speed curve 321 shown in Fig. 3 can be effected in order to decelerate the vehicle 100 to a standstill.

[0054] If, on the other hand, it is detected that the blockage situation will be resolved before the end of the specific period of time (and one or more of the leading vehicles 210 will move forward), an adapted special speed profile 322 can be initiated, in which deceleration of the vehicle 100 to a standstill is avoided if possible. For example, the vehicle 100 can be decelerated from the current position 211 in a first subsection of the special profile 322 with a relatively strong deceleration (which is, for example, greater than the deceleration used for the standard profile 321) to a reduced intermediate travel speed 302. The reduced intermediate travel speed 302 can, for example, be in the crawling range (e.g., at 5 km / h or less). The reduced intermediate travel speed 302 is reached at a first intermediate position 311 between the current position 211 and the stopping position 215.The vehicle 100 can then be automatically guided longitudinally at the reduced intermediate travel speed 302 to a second intermediate position 312.

[0055] If the vehicle 210 in front, which is arranged directly behind the vehicle 100, starts moving on the route between the first intermediate position 311 and the second intermediate position 312, the longitudinal guidance can be taken over by the distance controller, which typically causes an acceleration of the vehicle 100 depending on the acceleration of the vehicle 210 in front.

[0056] If the leading vehicle 210 continues to be stationary when the vehicle 100 reaches the second intermediate position 312, the vehicle 100 can be automatically caused to decelerate further from the reduced intermediate travel speed 302, possibly to a standstill at the stop position 215 (if the leading vehicle 210 has still not moved).

[0057] The driving function, in particular the driver assistance system, can thus assume that the stationary vehicle 210 in front will remain stationary, and that the vehicle 100 behind it must therefore also be automatically decelerated to a standstill. If the vehicle 210 in front starts moving shortly after the vehicle 100 has been decelerated to a standstill, the vehicle 100 will also start moving again. Both coming to a complete stop and starting moving again result in a relatively high longitudinal dynamic jolt, which can be prevented by not decelerating the vehicle 100 completely to a standstill. This can be made possible by detecting that the vehicle in front will start moving shortly, even before the vehicle 210 in front starts moving.

[0058] A traffic light 200 changing from red to green is a situation in which it can be assumed that one or more vehicles 210 in front of the previously red traffic light 200 are about to start moving. If such a situation is detected, a complete deceleration to a standstill (by means of the standard progression to 321 of the driving speed) can be dispensed with. Instead, a stronger deceleration can be applied early on (as part of a special progression 322 of the driving speed) in order to decelerate the vehicle 100 relatively early to a relatively low intermediate speed 302 (e.g., to a crawling speed). The vehicle 100 then approaches the (still stationary) vehicle 210 in front at this intermediate speed 302. This enables the vehicle 100 to be automatically accelerated again from the reduced intermediate speed 302 as soon as the vehicle 210 in front starts moving.This avoids the uncomfortable jerks when stopping and starting again.

[0059] The switching of the traffic light 200 can be detected, for example, by a traffic light assistant such as Urban Cruise Control (UCC). The environment model of the vehicle 100 can then be analyzed to determine whether and how many leading vehicles 210 are in front of the switching traffic light 200 and whether, given the current distance 222 to the last leading vehicle 210 in the queue and the current speed 301 of the vehicle 100, an operating strategy in which the vehicle 100 is decelerated to a reduced (creeping) speed 302 is appropriate. If this is the case, the driving function (e.g. with dynamic recuperation) can cause a deceleration curve down to creeping speed 302 instead of decelerating to a standstill, so that when the leading vehicle 210 starts moving again, the vehicle 100 accelerates into the following journey from crawling speed 302 and not from standstill. The front camera 102 of the vehicle 100 can, for example,detect the traffic light 200 turning green, and the front camera 102, together with the front radar 102, can detect one or more stationary vehicles 210 in front. Based on the model of the surroundings of the vehicle 100, the situation is analyzed, and it is determined whether adjusting the operating strategy is appropriate. If this is the case, an earlier deceleration of the vehicle 100 to the crawling speed 302 can be requested during longitudinal control.

[0060] Fig. 4 shows a flowchart of an exemplary (possibly computer-implemented) method 400 for the automated longitudinal guidance of a motor vehicle 100 when approaching a blockage situation on a roadway 250 traveled by the motor vehicle 100. The blockage situation may have been caused by an infrastructure unit 200, in particular by a signaling unit, such as a traffic light. At least one leading vehicle 210 positioned in front of the motor vehicle 100 in the direction of travel may be involved in the blockage situation. If necessary, several leading vehicles 210 may be involved in the blockage situation. For the motor vehicle 100, the leading vehicle 210 positioned directly in front of the leading vehicle 210 may be particularly relevant, since the motor vehicle 100 should typically come to a stop at the stopping position 215 next to this leading vehicle 210.

[0061] The method 400 comprises predicting 401 (e.g., based on the sensor data from one or more environmental sensors 102 of the vehicle 100) whether the blockage situation ahead will be resolved by the time the stopping position 215 at the leading vehicle 210 (located directly in front of the motor vehicle 100 in the direction of travel) is reached. In particular, it can be predicted whether the leading vehicle 210 will already have started moving again (or not) when the motor vehicle 100 reaches the stopping position 215 (using the standard curve 321 of the driving speed). The method 400 further comprises adapting 402 the approach process of the motor vehicle 100, in particular the curve 321, 322 of the driving speed of the motor vehicle 100, for approaching the stopping position 215 at the leading vehicle 210, depending on the prediction 401.In particular, the standard curve 321 of the driving speed can be used if it is predicted that the blockage situation will not be resolved by the time the stopping position 215 is reached. On the other hand, a special curve 322 of the driving speed (with a relatively long creep phase, in which the motor vehicle is automatically guided longitudinally at a relatively low creep speed 302) can be used if it is predicted that the blockage situation will be resolved by the time the stopping position 215 is reached.

[0062] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance on a signaling unit 200.

[0063] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

Claims 1) Device (101) for automated longitudinal guidance of a motor vehicle (100) when approaching a blockage situation on a roadway (250) travelled by the motor vehicle (100); wherein at least one vehicle in front of the motor vehicle in the direction of travel (100) stationary front vehicle (210) is involved; wherein the device (101) is established, - to predict whether the blockage situation ahead will be lifted by the time a stopping position (215) is reached on the front vehicle (210); and - adapting an approach process of the motor vehicle (100), in particular a course (321, 322) of a driving speed of the motor vehicle (100), for approaching the stopping position (215) as a function of the prediction. 2) Device (101) according to claim 1, wherein the device (101) is arranged to cause, as part of the approach process, that - the motor vehicle (100) is guided longitudinally with a standard course (321) of the driving speed up to the stopping position (215) if it is predicted that the blockage situation ahead will not be lifted by the time the stopping position (215) is reached; and - the motor vehicle (100) is guided longitudinally with a special course (322) of the driving speed, which deviates from the standard course (321), up to the stopping position (215) if it is predicted that the blockage situation ahead will be lifted by the time the stopping position (215) is reached. 3) Device (101) according to claim 2, wherein the special delay (322) in a first subsection starting from a current position (211) of the motor vehicle (100) has a higher delay than the standard Course (321). 4) Device (101) according to one of claims 2 to 3, wherein the special course (322) comprises - a first subsection in which the motor vehicle (100) is reduced from an initial driving speed (301) to an intermediate driving speed (302); wherein the first subsection extends in particular from a current position (211) to a first intermediate position (311); and - a second subsection, in which the motor vehicle (100) is guided to the stopping position (215) at the intermediate driving speed (302); wherein the second subsection extends in particular from the first intermediate position (311) to a second intermediate position (312); wherein the second intermediate position (312) is arranged in front of the stopping position (215) with respect to the direction of travel. 5) Device (101) according to claim 4, wherein the device (101) is arranged - to determine a route (222) between a current position (211) of the motor vehicle (100) and the stopping position (215) on the front vehicle (210); and / or - Blockade information regarding - a distance (221) between the stopping position (215) on the leading vehicle (210) and a stopping position (205) on an infrastructure unit (200), in particular on a signalling unit, by which the blocking situation is caused; and / or - a number of front vehicles (210) between the stopping position (215) on the front vehicle (210) and the stopping position (205) on the infrastructure unit (200), and to determine the intermediate travel speed (302) on the basis of the travel distance (222) and / or on the basis of the blockage information. 6) Device (101) according to one of claims 4 to 5, wherein - the first section and the second section together extend over a total distance; and - the second section is 50% or more of the total distance. 7) Device (101) according to one of claims 4 to 6, wherein the device (101) is arranged - using a distance controller to the vehicle in front (210) to cause an acceleration of the motor vehicle (100) when the front vehicle (210) starts moving in the second section while the motor vehicle (100) is traveling; and / or - starting from the second intermediate position (312), to decelerate the motor vehicle (100) in order to bring the motor vehicle (100) to a stop at the stopping position (215) at the front vehicle (210) if the front vehicle (210) has not yet started moving again at the time at which the motor vehicle (100) reaches the second intermediate position (312). 8) Device (101) according to one of claims 2 to 7, wherein - the standard path (321) is designed such that the driving speed of the motor vehicle (100) during the entire driving path (222) from a current position (211) of the motor vehicle (100) to the stopping position (215) starting from an initial driving speed (301) at the current position (211) is always reduced with a deceleration not equal to zero, so that the motor vehicle (100) comes to a stop at the stop position (215); and - the special route (322) is designed such that in a partial section of the entire route (222) the motor vehicle (100) has an essentially constant intermediate driving speed (302) which is reduced compared to the initial driving speed (301). 9) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - based on sensor data from one or more environmental sensors (102) of the motor vehicle (100); and / or - to predict, on the basis of a message sent by an infrastructure unit (200) responsible for the blockage situation and received by the motor vehicle (100), whether the blockage situation ahead will be lifted or not by the time the stopping position (215) on the front vehicle (210) is reached. 10) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a route (222) between a current position (211) of the motor vehicle (100) and the stopping position (215) on the front vehicle (210); and / or - Blockade information regarding - a distance (221) between the stopping position (215) on the leading vehicle (210) and a stopping position (205) on an infrastructure unit (200), in particular on a signalling unit, by which the blocking situation is caused; and / or - a number of front vehicles (210) between the stopping position (215) on the front vehicle (210) and the stopping position (205) on the infrastructure unit (200), to determine; and - to predict, on the basis of the route (222) and / or the blockage information, whether the blockage situation ahead will be lifted or not by the time the stopping position (215) on the front vehicle (210) is reached. 11) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to predict whether or not the leading vehicle (210) will have started from a standstill at an arrival time at which the motor vehicle (100) will arrive at the stopping position (215) at the leading vehicle (210) using a standard course (321) of the driving speed; and - to predict that the blockage situation ahead will be lifted by the time the stopping position (215) is reached on the leading vehicle (210) if it is predicted that the leading vehicle (210) will have started again at the time of arrival; and - to predict that the blockage situation ahead will not be lifted until the stopping position (215) is reached on the leading vehicle (210), if it is predicted that the leading vehicle (210) will not have started again at the time of arrival. 12) Method (400) for the automated longitudinal guidance of a motor vehicle (100) when approaching a blockage situation on a roadway (250) travelled by the motor vehicle (100); wherein at least one leading vehicle (210) positioned in front of the motor vehicle (100) in the direction of travel is involved in the blockage situation; wherein the method (400) comprises, - predicting (401) whether the blockage situation ahead will be lifted by the time a stopping position (215) is reached on the front vehicle (210); and - adapting (402) an approach process of the motor vehicle (100), in particular a course (321, 322) of a driving speed of the motor vehicle (100), for approaching the stopping position (215) as a function of the prediction (401).

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