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] 23-1449

[0002] - 1 -

[0003] Method and device for approaching a motor vehicle to a blockage situation

[0004] The invention relates to a device and a corresponding method for operating a (motor) vehicle when approaching a blockage situation, such as a red traffic light or a blocked level crossing.

[0005] A vehicle may have one or more driving functions that assist the driver in controlling the vehicle, particularly in longitudinal and / or lateral control. An example of a driving function that assists with longitudinal control is Adaptive Cruise Control (ACC), which can be used to maintain a set speed or target speed while driving freely and / or to maintain a set distance or target distance to a vehicle ahead while following another vehicle. The set distance or target distance can be a time interval (and thus independent of the vehicle's speed). 23-1449

[0006] - 2 -

[0007] The driving function can also be used in conjunction with a traffic light at a traffic junction (such as an intersection) to effect automated longitudinal guidance, such as automated deceleration, at the traffic light.

[0008] This document addresses the technical challenge of increasing the comfort of a driving function for automated longitudinal guidance of a vehicle when approaching a blockage situation, in particular a traffic jam caused by a traffic light and one or more vehicles in front.

[0009] The problem is solved by each of the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim, without the features of the independent claim itself or only in combination with a subset of the features of the independent claim, can constitute a separate invention independent of the combination of all features of the independent claim, which 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 constitute an invention independent of the features of the independent claims.

[0010] According to one aspect, a device for the automated longitudinal guidance of a motor vehicle is described when approaching a blockage situation on a roadway traveled by the motor vehicle. The blockage situation may have been caused, for example, by an infrastructure element (e.g., a traffic light or a level crossing). At least one vehicle in front of the motor vehicle, stationary in the direction of travel, may be involved in the blockage situation. The one or more vehicles in front may be related to the 23-1449

[0011] - 3 -

[0012] Stand facing the direction of travel in front of the infrastructure unit (e.g., in front of a red traffic light or a level crossing blocked by a barrier).

[0013] The device is designed to predict whether the upcoming obstruction situation will be resolved by the time the vehicle reaches a stopping position at the vehicle directly in front. The vehicle can, for example, be positioned at its current location and traveling at a specific initial speed. The vehicle can detect the vehicle directly in front of it (based on sensor data from one or more environmental sensors). Furthermore, the distance traveled between the current position and the stopping position at (especially behind) this vehicle can be determined. Based on this information, it can be predicted whether (assuming a certain standard variation in the vehicle's speed) the upcoming obstruction situation will be resolved by the time the vehicle reaches a stopping position at the vehicle in front.

[0014] The device can be configured to predict, based on sensor data from one or more environmental sensors of the vehicle (e.g., at least one camera, at least one radar sensor, and / or at least one lidar sensor), whether the upcoming obstruction will be cleared by the time the vehicle reaches a stop position next to the vehicle in front. For example, based on sensor data from one or more cameras, it can detect that the infrastructure unit responsible for the obstruction is clearing the roadway (e.g., that a traffic light changes from red to green, or that a barrier opens). It can then be anticipated that the vehicle in front will start moving before the vehicle reaches a stop position next to the vehicle in front.

[0015] Alternatively or additionally, the device may be set up based on an infrastructure unit 23-1449 responsible for the blockage situation.

[0016] - 4 - to predict, via a message sent and received by the vehicle (in particular a so-called Vehicle-to-X message), whether the upcoming blockage situation will be resolved by the time the vehicle in front reaches its 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).

[0017] As previously explained, the device can be configured to determine the distance traveled between the current position of the vehicle and the stopping position of the vehicle in front (e.g., based on sensor data from one or more environmental sensors). Alternatively or additionally, the device can be configured (e.g., based on sensor data from one or more environmental sensors) to determine blockage information regarding the distance between the stopping position of the vehicle in front and the stopping position of the infrastructure unit, and / or regarding the number of vehicles in front between the stopping position of the vehicle in front and the stopping position of the infrastructure unit. It can then be predicted with particular precision, based on the distance traveled and / or the blockage information, whether the upcoming blockage situation will be resolved by the time the vehicle in front reaches its stopping position.

[0018] The device can be configured, in particular, to predict whether the vehicle directly in front of the motor vehicle will have started moving again from a standstill at a (predicted) arrival time at which the motor vehicle will arrive at the stopping position next to the vehicle directly in front, using the standard driving speed profile. In other words, it can predict the intention of the vehicle directly in front of the motor vehicle to start moving. 23-1449

[0019] - 5 -

[0020] It can then be predicted (in particular determined) that the preceding blockage situation will be resolved by the time the vehicle in front reaches a stop, if it is predicted that the vehicle in front will have started moving again by the time of arrival. Conversely, it can be predicted (in particular determined) that the preceding blockage situation will not be resolved by the time the vehicle in front reaches a stop, if it is predicted that the vehicle in front will not have started moving again by the time of arrival.

[0021] The device is further configured to adapt the approach process of the motor vehicle (with automated longitudinal guidance), in particular the vehicle's speed profile, to approach the stopping position at the vehicle in front, depending on the prediction. Specifically, the device can be configured to ensure that, during the approach process, the motor vehicle is automatically guided longitudinally with the standard speed profile to the stopping position if it is predicted that the preceding blockage situation will not be resolved by the time the stopping position is reached. Conversely, the motor vehicle can be automatically guided longitudinally with a special speed profile, deviating from the standard profile, to the stopping position if it is predicted that the preceding blockage situation will be resolved by the time the stopping position is reached.

[0022] The standard approach can be designed to decelerate the vehicle so that it comes to a stop (exactly) at the stopping position next to the vehicle in front. The special approach can be designed to induce a (preferably long) creep phase of the vehicle (with a relatively low intermediate speed) to allow the vehicle to avoid coming to a complete stop at the stopping position next to the vehicle in front. 23-1449

[0023] - 6 -

[0024] By adapting the approach process to the predicted resolution of a blockage situation, the comfort of the approach process can be increased. In particular, this can prevent the jerk that occurs when the vehicle comes to a stop and then starts moving again.

[0025] The special approach can exhibit a (quantitatively) higher deceleration in the first section, starting from the current position of the vehicle, than the standard approach. This can result in the special approach having a relatively long second section for the creep phase of the approach process.

[0026] The special extension can, in particular, comprise a first section in which the vehicle is reduced from its initial speed to an intermediate speed. This first section can extend from the current position to a first intermediate position. The special extension can further comprise a second section in which the vehicle is brought to the stopping position at the (essentially constant) intermediate speed. This second section can extend from the first intermediate position to a second intermediate position, the second intermediate position being located (by one or more meters) ahead of the stopping position on the vehicle in front, relative to the direction of travel.

[0027] The first and second segments can together cover a total distance. The second segment preferably comprises 50% or more of the total distance. Alternatively, the second segment can be longer than the first. This allows for a particularly long creep phase to approach the stopping position behind the vehicle in front (to avoid braking to a standstill with a high probability). 23-1449

[0028] - 7 -

[0029] The intermediate speed is greater than zero and can be, for example, less than 10 km / h, especially less than 5 km / h. This allows for a particularly long creep phase to approach the stopping position next to the vehicle in front (in order to avoid braking to a standstill with a high probability).

[0030] The intermediate speed used in the special procedure can depend on the distance traveled between the current position of the vehicle and the stationary position of the vehicle in front. The intermediate speed can be increased with increasing distance traveled (i.e., with increasing distance between the current position of the vehicle and the stationary position of the vehicle in front). Conversely, the intermediate speed can be decreased with decreasing distance traveled (i.e., with decreasing distance between the current position of the vehicle and the stationary position of the vehicle in front). The device can therefore be configured to determine the distance traveled between the current position of the vehicle and the stationary position of the vehicle in front (e.g., based on sensor data from one or more environmental sensors). The intermediate speed can then be determined based on this information.

[0031] Alternatively or additionally, the intermediate speed used within the framework of the special procedure can depend on the number of vehicles ahead involved in the blockage situation (in particular, the number of vehicles ahead in the queue in front of the infrastructure unit). The intermediate speed can be reduced as the number of vehicles ahead increases. Conversely, the intermediate speed can be increased as the number of vehicles ahead decreases. The device can thus be configured to determine the number of vehicles ahead (e.g., based on sensor data from one or more environmental sensors). The intermediate speed can then be determined based on this information. 23-1449

[0032] - 8 -

[0033] In particular, the device may be configured to determine the intermediate driving speed (i.e., the value of the intermediate driving speed) based on the distance traveled and / or on the basis of the blockage information.

[0034] It may be possible (e.g., on a relatively long journey 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.

[0035] The device can be configured to automatically accelerate the vehicle using a distance control system relative to the vehicle in front if the vehicle in front starts moving during the second leg of the journey. This allows the vehicle to accelerate again from a crawl (when the blockage situation resolves). This results in particularly comfortable operation of the vehicle.

[0036] Alternatively or additionally, the device can be configured to automatically decelerate the vehicle from the second intermediate position in order to bring it to a stop at the holding position next to the vehicle in front, provided the vehicle in front has not yet started moving again by the time the vehicle reaches the second intermediate position. This allows for a particularly safe approach maneuver.

[0037] The standard reduction in vehicle speed can be configured such that the vehicle's speed is continuously reduced by a non-zero deceleration from its initial speed at the current position throughout the entire journey, from the vehicle's current position to the stopping position at the vehicle in front, so that the vehicle comes to a complete stop at the stopping position. (See 23-1449.)

[0038] - 9 -

[0039] By consistently producing a positive (in magnitude) delay throughout the entire approach process, the motor vehicle can be brought to a standstill in a comfortable manner.

[0040] The special speed reduction can be configured such that, in a segment (i.e., the second segment) of the total journey (from the current position to the stopping position at the vehicle in front), the vehicle maintains a substantially constant intermediate speed, reduced compared to the initial speed. This special speed reduction can thus create a creep phase for the vehicle, during which it approaches the stopping position at the vehicle in front at a substantially constant intermediate and / or creep speed. This further enhances the ease of the approach process (given the predicted resolution of the blockage situation).

[0041] According to another aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described that includes the device described in this document.

[0042] According to a further aspect, a method for the automated longitudinal guidance of a motor vehicle is described when approaching a blockage situation on a roadway traveled by the motor vehicle, wherein at least one vehicle ahead of the motor vehicle is involved in the blockage situation (e.g., which is ahead of the infrastructure unit causing the blockage situation in relation to the direction of travel). The method includes predicting whether the upcoming blockage situation will be resolved by the time the motor vehicle reaches its stopping position. The method further includes the (automatic) adjustment of the approach process of the motor vehicle, in particular the speed profile (in the case of automated longitudinal guidance) of the 23-1449

[0043] - 10 -

[0044] Motor vehicle, for (automated) approach to the holding position on the vehicle in front, depending on the prediction.

[0045] Another aspect described is a software (SW) program. The SW program can be configured to run on a processor (e.g., on a vehicle's control unit) and thereby execute the procedure described in this document.

[0046] Another aspect describes a storage medium. This storage medium can include a software program configured to run on a processor and thereby execute the procedure described in this document.

[0047] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking maneuvers. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, semi-automated, highly automated, fully automated, and autonomous driving (each with an increasing degree of automation). The five automation levels 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 control in specific driving situations.In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, but the driver must continuously monitor the system, as with assisted driving. In highly automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to intervene within a certain timeframe. 23-1449.

[0048] - 11 - to take over vehicle control upon request by the system. In fully automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option. In autonomous driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that a human driver can also perform. The aspects described in this document relate in particular to a driving function or a driver assistance function that is trained according to SAE Level 2.

[0049] 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 aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways. Features listed in parentheses are to be understood as optional features.

[0050] The invention will now be described in more detail using exemplary embodiments.

[0051] Figure 1 shows exemplary components of a vehicle;

[0052] Figure 2 shows an example of a blockage situation;

[0053] Figure 3 shows exemplary speed profiles of the vehicle as it approaches a blockage situation; and

[0054] Figure 4 shows a flowchart of an exemplary procedure for (automatically) adjusting the longitudinal speed of a vehicle when approaching a blockage situation. 23-1449

[0055] - 12 -

[0056] As stated at the outset, this document addresses the enhancement of the comfort of a driving function, particularly a driver assistance system, in a vehicle during temporary blockage situations, such as traffic congestion at a red light on the lane the vehicle is traveling in. Specifically, this document focuses on achieving comfortable and safe speed control when approaching such temporary blockages.

[0057] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 102 (e.g., one or more 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, the environment in the direction of travel in front of the vehicle 100). Furthermore, the vehicle 100 comprises one or more actuators 103, each configured to act on the longitudinal and / or lateral guidance of the vehicle 100. Examples of actuators 103 include: a braking system, a drive motor, a steering system, etc.

[0058] 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 one or more environmental sensors 102 (i.e., based on the environmental data). For example, an obstacle on the vehicle 100's trajectory 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 between the vehicle 100 and the obstacle.

[0059] As part of the automated longitudinal guidance of a vehicle 100, in addition to a vehicle in front, one or more signaling units (e.g. a 23-1449) can be used.

[0060] - 13 -

[0061] The traffic signal system and / or a traffic sign) on the roadway or street travelled by vehicle 100 can be taken into account. In particular, the signal status of a traffic signal system can be considered, so that vehicle 100 automatically decelerates to a stop position at a red light relevant to its own (planned) direction of travel and / or accelerates again when the light turns green.

[0062] Within the framework of an adaptive cruise control (ACC) driving function, vehicle 100 can be automatically guided longitudinally according to a set or target speed and / or a set or target distance to a vehicle traveling directly in front of vehicle 100. For this purpose, the driving function can include a speed controller by which the actual driving speed of vehicle 100 is set, in particular regulated, according to the set or target speed. Alternatively or additionally, the driving function can include a distance controller by which the actual distance of vehicle 100 to 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 defines the time that vehicle 100 needs to travel 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.

[0063] If no relevant vehicle is present in front, or if the vehicle in front is traveling faster than the set or target speed, the speed of vehicle 100 can be set, and 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 between vehicle 100 and the vehicle in front can be set, and in particular regulated, according to the set or target distance. The device 101 of vehicle 100 can be configured to provide automated longitudinal guidance of vehicle 100 in urban areas. This driving function can be referred to as 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 mode, the driver may be prompted to adjust the vehicle's speed accordingly.It will be possible to specify, via the user interface 107 of the vehicle 100, whether the driving function should be operated in automatic or manual mode.

[0064] The device 101 of the vehicle 100 can be configured to detect a signaling unit 200 ahead of the vehicle 100 on its route based on environmental data from one or more environmental sensors 102 and / or based on map data relating to the road network traveled by the vehicle 100 (in conjunction with the position data of a position sensor 106 of the vehicle 100) (see Fig. 2). In manual mode of the UCC driving function, a suggestion or request (i.e., a query output) can be issued via the user interface 107 as to whether the signaling unit 200 should be taken into account during the automated longitudinal guidance of the vehicle 100 (i.e., whether the signaling unit 200 should be included in the operation of the driving function). The driver of the vehicle 100 can then accept, reject, or ignore the suggestion, for example, 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 may be automatically taken into account (i.e., without requiring feedback from the driver) during the automated longitudinal guidance of the vehicle 100 (i.e., incorporated into the operation of the driving function).

[0065] In manual mode, a request can be made to take over the signaling unit 200 for the operation of the (UCC) driving function - 15 -. In automatic mode, an automatic takeover of the signaling unit 200 for the operation of the (UCC) driving function can take place.

[0066] If the detected signaling unit 200 is taken into account (i.e., adopted) during the automated longitudinal control of the vehicle 100, an automatic deceleration can be initiated (depending on the type and / or signaling state of the signaling unit 200) to bring the vehicle 100 to a standstill (e.g., at a red light). Furthermore, an automatic start-up 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 defined minimum or target distance to a vehicle 210 in front).

[0067] 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 at each individual signaling unit 200).

[0068] Figure 2 shows a driving situation in which vehicle 100 is approaching a signaling unit 200 on a roadway 250. It should be noted that the signaling unit 200 is an example of an infrastructure unit. The measures described in this document in connection with a signaling unit 200 apply generally to any infrastructure unit.

[0069] The signaling unit 200 can 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 blockage situation exists, 23-1449

[0070] - 16 - where several vehicles 210 in front are already standing in front of the stopping position 205 of the signaling unit 200 (e.g. because the signaling state is “red”).

[0071] A stopping position 215 for vehicle 100 can be arranged at, and especially behind, the last vehicle 210 in the queue in front of the signaling unit 200. Vehicle 100 should be automatically decelerated during operation of the driving function to come to a stop at stopping position 215, particularly if the blockage situation persists.

[0072] 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 travel distance) 222 from the current position 211 of the vehicle 100. The (control) device 101 of the vehicle 100 can be configured to initiate 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 speed profile for the vehicle 100.

[0073] Fig. 3 shows an exemplary standard progression of the vehicle 100's speed from an initial speed 301 (at the current position 211 of the vehicle 100) to a speed of zero (upon reaching the stopping position 215). The speed progression can be a function of time and / or a function of position.

[0074] The device 101 of vehicle 100 can be configured to check whether the preceding blockage situation (at the signaling unit 200) will persist beyond a certain period of time. This period of time can be, for example, the time that vehicle 100 will need, using the standard reduction in speed 321, to reach the stopping position 215 at the vehicle 210 in front. 23-1449

[0075] - 17 -

[0076] It can be determined, for example, based on sensor data from 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 specified period. Alternatively or additionally, this can be determined based on vehicle-to-infrastructure communication and / or vehicle-to-vehicle communication. For example, a message can be received from the signaling unit 200 via a wireless communication link, indicating the time at which the signaling unit 200 will change its signaling state (e.g., switch to the "green" signaling state).

[0077] The device 101 can be configured to take into account the distance 221 between the holding position 205 of the signaling unit 200 and the holding position 215 on the front vehicle 210 arranged directly in front of the vehicle 100 when checking whether the preceding blockage situation (at the signaling unit 200) will continue for a certain period of time or not.

[0078] If it is recognized that the blockage situation will persist beyond the specified period, the standard speed profile 321 shown in Fig. 3 can be effected to decelerate the vehicle 100 to a standstill.

[0079] If, on the other hand, it is recognized that the blockage situation will resolve itself before the end of the specified period (and the one or more vehicles 210 in front will start moving), an adapted special speed profile 322 can be implemented, which, if possible, avoids decelerating the vehicle 100 to a standstill. For example, the vehicle 100 can start from its current position 211 in the first section of the special profile 322 with a relatively strong 23-1449

[0080] - 18 -

[0081] The deceleration (which is, for example, greater than the deceleration used for the standard path 321) is reduced to a lower intermediate speed 302. The lower intermediate speed 302 can, for example, be in the creep range (e.g., at 5 km / h or less). The lower intermediate speed 302 is reached at a first intermediate position 311 between the current position 211 and the holding position 215. The vehicle 100 can then be automatically guided longitudinally at the lower intermediate speed 302 to a second intermediate position 312.

[0082] If the front vehicle 210, which is directly connected to 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 Ab Stands controller, which typically causes an acceleration of the vehicle 100 depending on the acceleration of the front vehicle 210.

[0083] If the front vehicle 210 is still stationary when the vehicle 100 reaches the second intermediate position 312, the vehicle 100 can automatically be decelerated further from the reduced intermediate speed 302, possibly until it comes to a standstill at the stopping position 215 (if the front vehicle 210 has still not moved).

[0084] The driving function, in particular the driver assistance system, can therefore 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 again shortly after vehicle 100 has decelerated to a standstill, vehicle 100 will also start moving again. Both coming to a complete stop and starting again result in a relatively high longitudinal jerk, which can be prevented by not decelerating vehicle 100 completely to a standstill. This can be achieved by already having 23-1449

[0085] - 19 - before the front vehicle 210 starts moving, it is recognized that the front vehicle will start moving shortly.

[0086] A traffic light 200 changing from red to green is a situation in which it can be assumed that one or more vehicles 210 waiting in front of the previously red traffic light 200 will soon start moving. If such a situation is detected, a complete deceleration to a standstill (by the standard reduction to 321 of the driving speed) can be avoided. Instead, (within the framework of a special speed progression 322) a stronger deceleration can be initiated early on to reduce the vehicle 100 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 allows the vehicle 100 to automatically accelerate 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.

[0087] The changing of the traffic light 200 can be detected, for example, by a traffic light assistant such as Urban Cruise Control (UCC). Subsequently, the vehicle's environment model can be analyzed to determine if and how many vehicles 210 ahead are stopped at the changing traffic light 200, and whether, given the current distance 222 to the last vehicle 210 in the queue and the current speed 301 of vehicle 100, an operating strategy is advisable in which vehicle 100 decelerates to a reduced (creeping) speed 302. If this is the case, the driving function (e.g., with dynamic recuperation) can, instead of decelerating to a standstill, initiate a deceleration phase down to the creeping speed 302, so that when the vehicle 210 ahead starts moving again, vehicle 100 accelerates from the creeping speed 302 and not from a standstill. 23-1449

[0088] - 20 -

[0089] The front camera 102 of vehicle 100 can, for example, detect when the traffic light 200 turns 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 environmental model of vehicle 100's surroundings, the situation is analyzed, and it is determined whether an adjustment of the operating strategy is advisable. If so, an earlier deceleration of vehicle 100, down to a creep speed 302, can be requested during longitudinal control.

[0090] 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 vehicle 210 in front of the motor vehicle 100, positioned in the direction of travel, may be involved in the blockage situation. Several vehicles 210 in front may be involved in the blockage situation. The vehicle 100 in front of the vehicle 210 directly in front of it may be particularly relevant, since the motor vehicle 100 should typically come to a stop at the stopping position 215 next to this vehicle 210.

[0091] Method 400 comprises predicting 401 (e.g., based on sensor data from one or more environmental sensors 102 of the vehicle 100) whether the upcoming blockage situation will be resolved by the time the vehicle 100 reaches the stopping position 215. Specifically, it can predict whether the vehicle 100 will have already started moving again (or not) when the vehicle 100 reaches the stopping position 215 (using the standard speed profile 321). 23-1449

[0092] - 21 -

[0093] The procedure 400 further comprises the adjustment 402 of the approach process of the motor vehicle 100, in particular the speed profile 321, 322 of the motor vehicle 100, to approach the stopping position 215 on the vehicle 210 in front, depending on the prediction 401. In particular, the standard speed profile 321 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 speed profile 322 (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.

[0094] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance on a signaling unit 200.

[0095] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

23-1449 - 22 - Claims 1) Device (101) for automated longitudinal guidance of a motor vehicle (100) when approaching a blockage situation on a roadway (250) traveled by the motor vehicle (100); wherein at least one object in the direction of travel in front of the motor vehicle is involved in the blockage situation (100) stationary front vehicle (210) is involved; wherein the device (101) is set up, - to predict whether the preceding blockage situation will be resolved by the time a stopping position (215) is reached at the vehicle in front (210) or not; and - to adapt an approach process of the motor vehicle (100), in particular a progression (321, 322) of a driving speed of the motor vehicle (100), to approach the holding position (215) depending on the prediction. 2) Device (101) according to claim 1, wherein the device (101) is configured to cause, during the approach process, that - the motor vehicle (100) is guided longitudinally at a standard speed profile (321) up to the stopping position (215) if it is predicted that the preceding blockage situation will not be cleared by the time the stopping position (215) is reached; and - the motor vehicle (100) is guided longitudinally with a special speed profile (322) that deviates from the standard profile (321) up to the stopping position (215) if it is predicted that the preceding blockage situation will be resolved by the time the stopping position (215) is reached. 3) Device (101) according to claim 2, wherein the special extension on (322) in a first subsection starting from a current position (211) of the motor vehicle (100) has a higher deceleration than the standard Course (321). 4) Device (101) according to one of claims 2 to 3, wherein the special path (322) comprises, - a first segment in which the motor vehicle (100) is reduced from an initial driving speed (301) to an intermediate driving speed (302); wherein the first segment 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 brought 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 relation to the direction of travel before the stopping position (215). 5) Device (101) according to claim 4, wherein the device (101) is configured, - to determine a travel distance (222) between a current position (211) of the motor vehicle (100) and the stopping position (215) on the vehicle in front (210); and / or - Blockage information regarding - a distance (221) between the stopping position (215) on the vehicle in front (210) and a stopping position (205) on an infrastructure unit (200), in particular on a signaling unit, which causes the blockage situation; and / or - a number of front vehicles (210) between the stopping position (215) at the front vehicle (210) and the stopping position (205) at the infrastructure unit (200), 23-1449 - 24 - to determine; and - to determine the intermediate driving speed (302) based on the driving 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 comprises 50% or more of the total distance. 7) Device (101) according to any one of claims 4 to 6, wherein the device (101) is configured, - using a distance control system to the vehicle in front (210) to cause the motor vehicle (100) to accelerate when the vehicle in front (210) starts moving during the second part of the journey of the motor vehicle (100); and / or - starting from the second intermediate position (312) to cause a deceleration of the motor vehicle (100) in order to bring the motor vehicle (100) to a stop at the stopping position (215) next to the vehicle in front (210), if the vehicle in front (210) has not yet started moving again at the time when the motor vehicle (100) reaches the second intermediate position (312). 8) Device (101) according to any one of claims 2 to 7, wherein - the standard extension on (321) is configured such that the driving speed of the motor vehicle (100) during the entire driving distance (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 non-zero delay, so that the motor vehicle (100) comes to a stop at the stopping position (215); and 23-1449 - 25 - - the special extension on (322) is designed such that in a section of the entire driving distance (222) the motor vehicle (100) has an essentially constant intermediate driving speed (302) that is reduced compared to the initial driving speed (301). 9) Device (101) according to one of the preceding claims, wherein the device (101) is configured, - based on sensor data from one or more environmental sensors (102) of the motor vehicle (100); and / or - to predict, based on a message sent by an infrastructure unit (200) responsible for the blockage situation and received by the motor vehicle (100), whether the upcoming blockage situation will be lifted by the time the stopping position (215) is reached at the front vehicle (210) or not. 10) Device (101) according to one of the preceding claims, wherein the device (101) is configured, - to determine a travel distance (222) between a current position (211) of the motor vehicle (100) and the stopping position (215) on the vehicle in front (210); and / or - Blockage information regarding - a distance (221) between the stopping position (215) on the vehicle in front (210) and a stopping position (205) on an infrastructure unit (200), in particular on a signaling unit, which causes the blockage situation; and / or - a number of front vehicles (210) between the stopping position (215) at the front vehicle (210) and the stopping position (205) at the infrastructure unit (200), 23-1449 - 26 - to determine; and - to predict, based on the route (222) and / or the blockage information, whether the preceding blockage situation will be cleared by the time the stopping position (215) is reached on the vehicle in front (210) or not. 11) Device (101) according to one of the preceding claims, wherein the device (101) is configured, - to predict whether the front vehicle (210) will have started moving again from a standstill at an arrival time at which the motor vehicle (100) will arrive at the holding position (215) next to the front vehicle (210) using a standard speed profile (321); and - to predict that the preceding blockage situation will be resolved by the time the stopping position (215) is reached on the front vehicle (210), if it is predicted that the front vehicle (210) will have started moving again at the time of arrival; and - to predict that the preceding blockage situation will not be resolved by the time the holding position (215) is reached at the front vehicle (210), if it is predicted that the front vehicle (210) will not have started moving 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 front vehicle (210) is involved in the blockage situation, which is stationary in front of the motor vehicle (100) in the direction of travel; wherein the method (400) comprises, - Predict (401) whether the preceding blockage situation will be resolved by the time a stopping position (215) is reached at the vehicle in front (210); and 23-1449 - 27 - - Adjusting (402) an approach process of the motor vehicle (100), in particular a progression (321, 322) of a driving speed of the motor vehicle (100), to approach the holding position (215) depending on the predicting (401).

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