Method and device for a cooperative deceleration of a vehicle at a signaling unit

Abstract

The invention relates to a device for a cooperative deceleration of a motor vehicle upon approaching a signaling unit. The device is designed to produce an automatic deceleration of the motor vehicle upon approaching a signaling unit which lies ahead of the motor vehicle in the travel direction of the motor vehicle. The device is additionally designed to detect an actuation of the brake operating element of the motor vehicle in an actuation interval while approaching the signaling unit and produce a deceleration of the motor vehicle in a manner corresponding to the actuation of the brake operating element during the actuation interval. The device is additionally designed to continue the automatic deceleration of the motor vehicle while approaching the signaling unit after the actuation interval has concluded.

Description

[0001] Method and device for cooperative deceleration of a vehicle at a signaling unit

[0002] The invention relates to a device and a corresponding method which enable a cooperative deceleration of a motor vehicle at a signaling unit, in particular at a traffic light system.

[0003] A vehicle can have one or more driving functions that support the driver of the vehicle 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 at a specified set or target speed and / or at a specified set or target distance from a vehicle driving in front of the vehicle. The driving function can also be used in conjunction with a signaling unit (e.g. with a traffic light or a traffic sign) at a traffic junction (e.g. at an intersection) in order to effect automated longitudinal guidance, such as automated deceleration, at the signaling unit.This document deals with the technical task of safely increasing the comfort of a driving function for the automated longitudinal guidance of a vehicle at a signaling unit.

[0004] 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.

[0005] According to one aspect, a device for cooperatively decelerating a motor vehicle upon approaching a signaling unit (e.g., a traffic light or a traffic sign, such as a stop sign) is described. The device can be configured to automatically guide the motor vehicle longitudinally, in particular using a distance and / or speed controller. The vehicle's driving speed can be set, in particular regulated, to a set speed.

[0006] The device is configured to automatically decelerate the motor vehicle when approaching a signaling unit located ahead in the direction of travel of the motor vehicle. The signaling unit located ahead in the direction of travel of the motor vehicle can be detected while the motor vehicle is being automatically guided longitudinally. The signaling unit can be recognized based on sensor data from one or more environmental sensors (e.g., one or more cameras) of the vehicle. The automatic deceleration of the motor vehicle can be configured to decelerate the motor vehicle such that the motor vehicle comes to a stop at the stop position of the signaling unit.

[0007] The device can be configured to determine, based on a detected driving progress, that the (detected) signaling unit located ahead is to be taken into account in the automated longitudinal guidance of the motor vehicle (e.g., because the signaling unit has a red light and / or because the signaling unit comprises a stop sign). The detected driving progress can correspond to a point in time and / or a position when approaching the signaling unit. The vehicle can have the set speed at the detected driving progress. In response to the determination that the (detected) signaling unit located ahead is to be taken into account in the automated longitudinal guidance of the motor vehicle, the automatic deceleration of the motor vehicle can be effected based on the detected driving progress.Furthermore, an offer to cancel the automatic deceleration can be issued via the vehicle's user interface.

[0008] The device can be configured to determine (based on the environmental data) the signaling state of the signaling unit located ahead in the direction of travel of the motor vehicle. The automatic deceleration of the motor vehicle can be effected depending on the signaling state of the signaling unit, in particular such that

[0009] • the automatic deceleration is effected if the signalling state of the signalling unit indicates that the motor vehicle must stop at a stop position of the signalling unit; and / or • the automatic deceleration is not effected and / or that the motor vehicle is guided past the signalling unit with automated longitudinal guidance if the signalling state of the signalling unit indicates that the motor vehicle may drive past the stop position of the signalling unit.

[0010] The device is further configured to detect, within an actuation interval upon approaching the signaling unit, an actuation of the brake control element, in particular the brake pedal, of the motor vehicle. The brake control element, in particular the brake pedal, can be configured to be deflected starting from a rest position. The actuation of the brake control element can correspond to the deflection of the brake control element.

[0011] The actuation interval can be limited by a first intermediate travel step and a (subsequent) second intermediate travel step. Each intermediate travel step can correspond to a point in time and / or a position when approaching the signaling unit. The actuation of the brake control element can begin at the first intermediate travel step. Furthermore, the actuation of the brake control element can end at the second intermediate travel step.

[0012] Furthermore, the device is configured to effect a deceleration of the motor vehicle during the (entire) actuation interval corresponding to the actuation of the brake control element. In particular, the device can be configured to effect a deceleration during the (entire) actuation interval corresponding to the extent and / or degree or angle of the deflection of the brake control element. The extent and / or degree of the deflection can change during the actuation interval, resulting in a corresponding change in the effected (manual) deceleration.

[0013] The automatic deceleration can be (completely) interrupted during the (entire) actuation interval. During the (entire) actuation interval, the deceleration corresponding to the actuation of the brake control element can be applied instead of the automatic deceleration.

[0014] The device is further configured to continue the automatic deceleration of the motor vehicle upon approaching the signaling unit following the actuation interval (automatically, i.e., without any user input). The automatic deceleration of the motor vehicle can be designed to decelerate the motor vehicle in such a way that the motor vehicle comes to a stop at the stop position of the signaling unit.

[0015] This allows the driver of a vehicle to manually change the deceleration value of the deceleration during an automatic deceleration process by operating the brake control element, without interrupting the automatic deceleration process. Rather, the automatic deceleration process is automatically resumed as soon as the driver stops operating the brake control element. This allows for particularly convenient and safe operation of a driving function for automated approach to a signaling unit.

[0016] The device can be configured to determine speed information relating to the driving speed of the motor vehicle at the second intermediate travel progress, and / or to determine distance information relating to the distance of the motor vehicle at the second intermediate travel progress from the stop position of the signaling unit. The deceleration value of the automatic deceleration of the motor vehicle after the actuation interval can then be determined particularly precisely as a function of the speed information and / or as a function of the distance information. This can further increase the comfort of the driving function.

[0017] The device can be configured to effect a smooth, in particular jerk-free, transition from the automatic deceleration to the deceleration corresponding to the actuation of the brake control element at the beginning of the actuation interval (i.e., at the first intermediate driving stage). Alternatively or additionally, the device can be configured to effect a smooth, in particular jerk-free, transition from the deceleration corresponding to the actuation of the brake control element to the automatic deceleration at the end of the actuation interval (i.e., at the second intermediate driving stage). In this way, the comfort of the driving function can be further increased.

[0018] 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.

[0019] According to a further aspect, a method for cooperatively decelerating a motor vehicle upon approaching a signaling unit is described. The method comprises inducing an automatic deceleration of the motor vehicle upon approaching a signaling unit located ahead in the direction of travel of the motor vehicle. Furthermore, the method comprises detecting, during an actuation interval upon approaching the signaling unit, an actuation of the brake control element, in particular the brake pedal, of the motor vehicle, and inducing, during the actuation interval, a deceleration of the motor vehicle corresponding to the actuation of the brake control element. The method further comprises automatically continuing, directly after the actuation interval, the automatic deceleration of the motor vehicle upon approaching the signaling unit.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] The invention will be described in more detail below using exemplary embodiments.

[0024] Figure 1 shows exemplary components of a vehicle;

[0025] Figure 2 shows an exemplary approach to a signaling unit;

[0026] Figure 3 shows an example of the speed of a vehicle when approaching a signalling unit; and

[0027] Figure 4 shows a flowchart of an exemplary method for cooperative deceleration of a vehicle when approaching a signaling unit. As stated above, this document deals with increasing the comfort of a vehicle's driving function in conjunction with a signaling unit (e.g., a traffic light and / or a traffic sign) on the roadway traversed by the vehicle.

[0028] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 includes 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.) configured to capture environmental 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 includes one or more actuators 103 configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 102 include: a braking system, a drive motor, a steering system, etc.

[0029] 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.

[0030] Within the scope of the automated longitudinal guidance of a vehicle 100, in addition to a leading vehicle, one or more signaling units on the roadway or street traveled by the vehicle 100 can be taken into account.

[0031] In particular, the signaling state of a signaling unit can be taken into account, so that the vehicle 100 automatically decelerates to the stop line of the traffic light at a red traffic light relevant for its own (planned) direction of travel and / or accelerates (if necessary again) at a green traffic light.

[0032] The device 101 of the vehicle 100 can be configured 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). The driver can optionally be enabled to specify via the user interface 107 of the vehicle 100 whether the driving function should be operated in automatic or manual mode.

[0033] 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 based on the environmental data of the 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 a request can be output via the user interface 107 as to whether or not the signaling unit 200 should be taken into account in the automated longitudinal guidance of the vehicle 100. The driver of the vehicle 100 can then accept, reject, or ignore the suggestion, e.g., by actuating 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 may be automatically (iewithout requiring feedback from the driver) in the automated longitudinal guidance of the vehicle 100.

[0034] If the detected signaling unit 200 is taken into account in the automated longitudinal guidance of the vehicle 100, an automatic deceleration can be initiated (depending on the (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 set speed (taking into account a specified minimum or set distance from a vehicle in front).

[0035] 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).

[0036] Fig. 2 shows an exemplary driving situation in which the vehicle 100 detects a signaling unit 200 ahead at a detection driving progress (e.g., at a specific detection position and / or at a specific detection time). The signaling unit 200 may have a light signal 201. The device 101 may be configured to determine the signaling state of the light signal 201 (e.g., based on the surrounding data). At the detection driving progress, the vehicle 100 has a specific distance 211 from the stop position of the signaling unit 200 and a specific driving speed 212 (e.g., the set speed).

[0037] If it is determined that the signaling unit 200 should be taken into account in the automated longitudinal guidance of the vehicle 100, and the signaling unit 200 indicates that the vehicle 100 must stop at the stop position of the signaling unit 200, an automated deceleration of the vehicle 100 can be initiated (starting from the detected travel progress), which aims to decelerate the vehicle 100 to a standstill. Fig. 3 shows an exemplary curve 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 travel progress 300 of the vehicle 100, where the travel progress 300 can correspond to the position and / or the time). The stop position of the signaling unit 200 corresponds to the stop travel progress 305.The driving speed 212 is reduced by the automatic deceleration starting from the set speed 311 (at the detection driving progress 301) to a standstill (at the holding driving progress 305).

[0038] It may happen that the deceleration automatically effected by the vehicle 100 is perceived by the driver of the vehicle 100 as inappropriate and / or uncomfortable. This may lead to the driver of the vehicle 100 actuating the brake pedal 109 (generally the brake control element) of the vehicle 100 in order to change the deceleration of the vehicle 100. This is illustrated by way of example in Fig. 3, wherein the driver begins to actuate, in particular deflect, the brake pedal 109 of the vehicle 100 at a first intermediate driving stage 302. The actuation of the brake pedal 109 can be effected for a specific (time- and / or distance-based) actuation interval 303 and can be ended at a second intermediate driving stage 304 after the actuation interval 303 has elapsed.

[0039] The actuation, in particular the deflection, of the brake pedal 109 results in a deceleration of the vehicle 100 corresponding to the deflection of the brake pedal 109 being effected instead of the automatic deceleration. This is illustrated by way of example in Fig. 3 by the curve 322 of the driving speed 212 within the actuation interval 303. The deceleration caused by the actuation of the brake pedal 109 is (in terms of magnitude) greater than the automatic deceleration in the illustrated example, but it can also be (in terms of magnitude) smaller than the automatic deceleration.

[0040] Upon termination of the actuation of the brake pedal 109 (at the second intermediate driving progress 304), the automatic deceleration of the vehicle 100 can be automatically resumed to decelerate the vehicle 100 to a standstill. This is illustrated in Fig. 3 by way of example by curve 323. The automatic deceleration can be effected in such a way that a comfortable, particularly jerk-free, transition from the manual deceleration (in the actuation interval 303) to the subsequent automatic deceleration is achieved.

[0041] It can thus be ensured that the actuation of the brake pedal 109 of the vehicle 100 does not lead to the deactivation of an already running traffic light control. Rather, a (smooth) re-entry from cooperative braking (by the driver) into the traffic light control (and into the distance and / or speed control) is effected. This relieves the driver and eliminates the need to reactivate the traffic light control after actuating the brake pedal 109. Furthermore, a traffic light 200 that has already been controlled is not discarded but remains as the control target for the automated longitudinal guidance.

[0042] The traffic light control driving function described in this document detects that the "cooperative brake" state is active (i.e., that the driver is depressing the brake pedal 109). As soon as the driver releases the brake pedal 109, the traffic light control is automatically reactivated to decelerate the vehicle 100 (to a standstill) at the upcoming traffic light 200. This transition is preferably achieved smoothly, which can be achieved, for example, by limiting the temporal gradient of the deceleration.

[0043] Fig. 4 shows a flow diagram of a (possibly computer-implemented) method 400 for the cooperative deceleration of a motor vehicle 100 when approaching a signaling unit 200. The motor vehicle 100 can, for example, be guided automatically along a roadway and can approach the signaling unit 200 ahead. The signaling unit 200 can be detected on the basis of the environmental data from one or more environmental sensors 102 of the vehicle 100. The method 400 comprises causing 401 an automatic deceleration of the motor vehicle 100 when approaching the signaling unit 200 ahead in the direction of travel of the motor vehicle 100. The automatic deceleration can be designed to decelerate the motor vehicle 100 in such a way that the vehicle 100 comes to a stop (exactly) when it reaches the stop position of the signaling unit 200. The automatic deceleration can, if necessary,be effected (without requiring user input) as soon as it is detected that the signaling unit 200 has a signaling state (e.g., a red light signal 201) indicating that the vehicle 100 must stop.

[0044] The method 400 further includes detecting 402, in an actuation interval 303 upon approaching the signaling unit 200, an actuation of the brake control element 109, in particular the brake pedal, of the motor vehicle 100. It can thus be detected that the driver of the vehicle 100 actuates the brake control element 109 during the automatic deceleration (in order to effect a manual deceleration of the vehicle 100). The actuation of the brake control element 109 can occur over the entire actuation interval 303.

[0045] Furthermore, the method 400 comprises the (automatic) initiation 403, during the (entire) actuation interval 303, of a deceleration of the motor vehicle 100 corresponding to the actuation of the brake operating element 109. The automatic deceleration can be interrupted during the (entire) actuation interval 303. The driver can thus be enabled to temporarily initiate a manual deceleration during the automatic deceleration process (without any further user input being made besides the actuation of the brake operating element 109). Furthermore, the method 400 comprises the (automatic) continuation 404, following the actuation interval 303, of the automatic deceleration of the motor vehicle 100 upon approaching the signaling unit 200. As soon as the actuation of the brake operating element 109 is terminated, the automatic deceleration can thus be automatically (i.e.without user input e) continue with the automatic deceleration of the vehicle 100 (to decelerate the vehicle 100 to a standstill).

[0046] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance on a signaling unit 200.

[0047] It should be noted that the aspects described for a brake pedal are generally applicable to a brake control element. 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

Claims 1) Device (101) for cooperatively decelerating a motor vehicle (100) when approaching a signaling unit (200); wherein the device (101) is configured - to effect an automatic deceleration of the motor vehicle (100) when approaching a signalling unit (200) located ahead in the direction of travel of the motor vehicle (100); - to detect an actuation of a brake control element (109), in particular a brake pedal, of the motor vehicle (100) in an actuation interval (303) when approaching the signalling unit (200); - during the actuation interval (303) to cause a deceleration of the motor vehicle (100) corresponding to the actuation of the brake control element (109); and - following the actuation interval (303), to continue the automatic deceleration of the motor vehicle (100) when approaching the signalling unit (200). 2) Device (101) according to claim 1, wherein the device (101) is arranged - to determine from a detection driving progress (301) that the signaling unit (200) located ahead is to be taken into account in an automated longitudinal guidance of the motor vehicle (100); wherein the detection driving progress (302) corresponds to a time and / or a position when approaching the signaling unit (200); and - in response to the determination, to effect the automatic deceleration of the motor vehicle (100) based on the detected driving progress (301). 3) Device (101) according to one of the preceding claims, wherein the automatic deceleration of the motor vehicle (100) is designed to decelerate the motor vehicle (100) such that the motor vehicle (100) comes to a stop at a stop position of the signaling unit (200). 4) Device (101) according to one of the preceding claims, wherein - the actuation interval (303) is limited by a first intermediate travel progress (302) and by a second intermediate travel progress (304); - an intermediate travel progress (302, 304) corresponds to a time and / or a position when approaching the signaling unit (200); - the actuation of the brake control element (109) begins at the first intermediate driving progress (302); and - the actuation of the brake control element (109) ends at the second intermediate travel progress (304). 5) Device (101) according to claim 4, wherein the device (101) is arranged - to determine speed information relating to a driving speed (212) of the motor vehicle (100) at the second intermediate driving progress (304); - to determine distance information relating to a distance (211) of the motor vehicle (100) at the second intermediate travel progress (304) from a stop position of the signaling unit (200); and - to determine a deceleration value of the automatic deceleration of the motor vehicle (100) after the actuation interval (303) as a function of the speed information and / or the distance information. 6) Device (101) according to one of the preceding claims, wherein - the brake control element (109), in particular the brake pedal, is designed to be deflected starting from a rest position; - the actuation of the brake control element (109) corresponds to a deflection of the brake control element (109); and - the device (101) is designed to effect a deceleration corresponding to an extent and / or a degree of deflection of the brake control element (109) during the actuation interval (303). 7) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to interrupt the automatic delay during the actuation interval (303); and - during the actuation interval (303), instead of the automatic deceleration, to effect the deceleration corresponding to the actuation of the brake control element (109). 8) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to effect a smooth, in particular a jerk-free, transition from the automatic deceleration to the deceleration corresponding to the actuation of the brake control element (109) at the beginning of the actuation interval (303); and / or - to effect a smooth, in particular a jerk-free, transition from the deceleration corresponding to the actuation of the brake control element (109) to the automatic deceleration at one end of the actuation interval (303). 9) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to automatically guide the motor vehicle (100) longitudinally, in particular by means of a distance and / or speed controller; - during the automated longitudinal guidance of the motor vehicle (100), to detect the signalling unit (200) located ahead in the direction of travel of the motor vehicle (100); and - in response to the detection, - to effect automatic deceleration of the motor vehicle (100) within the framework of automated longitudinal guidance; and - to issue an offer to cancel the automatic deceleration via a user interface (107) of the motor vehicle (100). 10) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a signalling state of the signalling unit (200) located ahead in the direction of travel of the motor vehicle (100); - to effect the automatic deceleration of the motor vehicle (100) as a function of the signaling state of the signaling unit (200), in particular in such a way that - the automatic deceleration is effected when the signaling state of the signaling unit (200) indicates that the motor vehicle (100) has to stop at a stop position of the signaling unit (200); and / or - the automatic deceleration is not effected and / or that the motor vehicle (100) is guided past the signalling unit (200) with automated longitudinal guidance if the signalling state of the signalling unit (200) indicates that the motor vehicle (100) is at the stop position of the Signaling unit (200) may pass. 11) Method (400) for cooperatively decelerating a motor vehicle (100) when approaching a signaling unit (200); the method (400) comprising - causing (401) an automatic deceleration of the motor vehicle (100) when approaching a signalling unit (200) located ahead in the direction of travel of the motor vehicle (100); - detecting (402), in an actuation interval (303) when approaching the signalling unit (200), an actuation of a brake control element (109), in particular a brake pedal, of the motor vehicle (100); - causing (403), during the actuation interval (303), a deceleration of the motor vehicle (100) corresponding to the actuation of the brake control element (109); and - Continuing (404), following the actuation interval (303), the automatic deceleration of the motor vehicle (100) when approaching the signalling unit (200).

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