Method and device for longitudinally guiding a vehicle at a traffic node in the event of deviation from a driving route

Abstract

A device for decelerating a motor vehicle as it approaches the signalling unit of a traffic node that has multiple possible directions of travel for the motor vehicle is described. The device is designed to take the driving route planned for the motor vehicle as a basis for determining a driving route direction of travel in order to follow the driving route at the traffic node. The device is also designed to specify that the motor vehicle, at the traffic node, will drive not in the driving route direction of travel but rather in another direction of travel, and to determine the signalling state of the signalling unit's signalling device associated with the other direction of travel. In addition, the device is designed to longitudinally guide the motor vehicle in an automated manner at the traffic node on the basis of the determined signalling state.

Description

[0001] Method and device for longitudinal guidance of a vehicle at a traffic junction in the event of deviation from a route

[0002] The invention relates to a device and a corresponding method designed to assist the driver of a motor vehicle in longitudinal guidance at a traffic junction.

[0003] A vehicle can have one or more driving functions that support the driver of the vehicle in steering 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 target speed and / or at a specified 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 or a roundabout) in order to effect automated longitudinal guidance, such as automated deceleration, at the signaling unit.The longitudinal guidance of the vehicle can be effected depending on a route planned using a navigation system through the road network used by the vehicle.

[0004] This document deals with the technical task of achieving particularly comfortable and reliable automated route-based longitudinal guidance of a vehicle at a traffic junction.

[0005] 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.

[0006] This document describes various devices (and corresponding methods). It should be noted that the comments and / or features for one device or method are applicable accordingly to another device or method among the devices or methods described in this document.

[0007] According to one aspect, a device for delaying a

[0008] Motor vehicle when approaching a signaling unit of a traffic

[0009] A traffic junction is described that has several possible directions of travel for the motor vehicle. The traffic junction can be, for example, an intersection or a roundabout. The signaling unit can comprise a traffic light system and / or one or more traffic signs. The signaling unit can, in particular, have several different signal generators (e.g., traffic lights and / or signs) for the different possible directions of travel. The signaling unit can, in particular, have at least one dedicated signal generator for each possible direction of travel.

[0010] The motor vehicle can be arranged on a roadway leading to the traffic junction. The driving speed of the motor vehicle can be automatically adjusted, in particular regulated, to a specific target speed using a cruise control. The roadway leading to the traffic junction can have several different lanes, wherein the different lanes can be associated with different possible directions of travel. The traffic junction can further have different lanes leading away from the traffic junction for the different possible directions of travel (e.g., at least one or exactly one lane leading away for each possible direction of travel).

[0011] The device is configured to determine a route direction based on a route planned for the motor vehicle in order to follow the planned route at the traffic junction. The route may have been planned using a navigation system (of the motor vehicle). The route may indicate that the motor vehicle must follow a specific possible direction of travel at the traffic junction, wherein this direction of travel is referred to in this document as the route direction of travel. The route direction of travel may be associated with one or more specific (possibly dedicated) lanes of the roadway leading to the traffic junction (whereby these one or more lanes are referred to in this document as route lanes). The route direction of travel may thus be associated with at least or exactly one route lane.Furthermore, the signalling unit for the route direction may comprise (at least or exactly) one (dedicated) signal head (referred to in this document as the route signal head).

[0012] The device can be configured to determine the signaling state of the route signaling device. Furthermore, the device can be configured to automatically guide the motor vehicle longitudinally as it approaches the signaling unit, depending on the signaling state of the route signaling device.

[0013] The signaling status of a signal head can, for example, indicate that the motor vehicle must stop at the stop line of the signal head or signaling unit (e.g., because the traffic light is red or because the signal head is a stop sign). This can then trigger an automated deceleration of the motor vehicle (based on the target speed) until it comes to a standstill.

[0014] On the other hand, the signaling state of a signal head can indicate that the motor vehicle can drive over or through the traffic intersection without stopping at the stop line of the signal head or signaling unit (along the possible direction of travel associated with the signal head). This can then cause the motor vehicle to be guided over or through the traffic intersection using automated longitudinal guidance (and, if applicable, automated lateral guidance). The driving speed of the motor vehicle can be automatically adjusted, in particular regulated, to the target speed.

[0015] The device can be configured to determine that the motor vehicle will travel in a different direction at the traffic junction rather than in the direction of travel along the route. This can be determined based on the sensor data from one or more environmental sensors (e.g., from at least one environmental camera, from at least one radar sensor, from at least one lidar sensor, and / or from at least one ultrasonic sensor) and / or based on a digital map of the road network traveled by the motor vehicle.

[0016] The device can be configured, in particular, to determine (based on the sensor data from the one or more environmental sensors and / or based on the digital map) one or more deviation indicators indicating that the motor vehicle will not travel in the direction of travel along the route at the traffic junction, but rather in a different direction. It can then be determined in a particularly reliable and precise manner based on the one or more deviation indicators that the motor vehicle will not travel in the direction of travel along the route at the traffic junction, but rather in a different direction.

[0017] As already explained, the roadway leading to the traffic junction may have several different lanes for the several possible directions of travel at the traffic junction (e.g., at least one dedicated lane for each of the possible directions of travel).

[0018] The one or more deviation indicators may include the fact that the motor vehicle, when approaching the signaling unit of the traffic junction, is located in a lane that deviates from the one or more lanes associated with the route direction of travel and / or that is not associated with the route direction of travel.

[0019] Alternatively or additionally, the one or more deviation indicators may include the fact that between the lane on which the motor vehicle is located and the route lane, there are one or more additional lanes that are not associated with the route direction. The one or more deviation indicators may in particular include the fact that

[0020] • the road leading to the traffic junction does not yet have a route lane at the (current) position where the motor vehicle is (currently) located, but will have a route lane ahead after further approaching the signalling unit; and

[0021] • between the lane on which the motor vehicle is positioned and the route lane ahead there are one or more additional lanes, each of which is not associated with the route direction.

[0022] The route direction can be associated with a specific route state of a turn signal of the motor vehicle. The state of the turn signal, in particular the route state, can include: left turn signal active, right turn signal active, or turn signal inactive. The one or more deviation indicators can include the fact that the turn signal has a state that deviates from the route state.

[0023] It can thus be detected that the motor vehicle will not follow the route at the upcoming traffic junction. This can be detected based on the lateral guidance of the motor vehicle initiated by the driver of the motor vehicle, in particular based on the lane selected by the driver of the motor vehicle.

[0024] The device is further configured (based on the sensor data of the one or more environmental sensors and / or based on the digital map) to determine the signaling state of the signal generator of the signaling unit associated with the other direction of travel (wherein the signaling state of the signal generator associated with the other direction of travel may differ from the signaling state of the route signal generator).

[0025] The device can be configured to determine the current lane of the road leading to the traffic junction on which the motor vehicle is (currently) located. The lane direction associated with the current lane can be determined as "the other direction of travel of the motor vehicle at the traffic junction." Thus, the signaling state of the signal head associated with the currently traveled lane (also referred to as the lane signal head in this document) can be determined.

[0026] Furthermore, the device is configured to automatically guide the motor vehicle longitudinally at the traffic junction depending on the determined signaling state of the signaling device associated with the other direction of travel, in particular the lane direction of travel. Depending on the determined signaling state, an automated deceleration (from the target speed) to a stop at the stop line of the signaling unit, or an automatic crossing of the stop line of the signaling unit and / or the traffic junction (at the target speed) can be effected.

[0027] The device can, in particular, be configured to detect that the signaling state of the route signaling device deviates from the signaling state of the signaling device associated with the other direction of travel. In response, the signaling state of the route signaling device can be ignored during the automated longitudinal guidance of the motor vehicle as it approaches the signaling unit of the traffic junction. It can thus be detected (based on the lane selection by the driver) that the motor vehicle will not follow the planned route at an upcoming traffic junction. This can increase the comfort and reliability of the automated (route-based) longitudinal guidance of the motor vehicle.

[0028] According to a further aspect, a device for decelerating a motor vehicle upon approaching a signaling unit of a traffic junction is described, which has several possible directions of travel for the motor vehicle. Examples of possible directions of travel are: left turn, straight ahead, right turn. The different possible directions of travel can be associated with different lanes leading away from the traffic junction.

[0029] The device is configured (based on the sensor data of the one or more environmental sensors and / or based on the digital map) to determine the signaling state of the route signal generator of the signaling unit, wherein the route signal generator is associated with the route direction along which the motor vehicle follows the route planned for the motor vehicle at the traffic junction.

[0030] The device can further be configured to determine (based on the sensor data of the one or more environmental sensors and / or based on the digital map) the signaling state of the lane signal generator of the signaling unit that is associated with the lane of the road leading to the traffic junction on which the motor vehicle is (currently) arranged.

[0031] Furthermore, the device can be configured to automatically guide the motor vehicle longitudinally at the traffic junction depending on the signaling status of the route signaling device and the lane signaling device. Both the signaling status of the route signaling device and the signaling status of the lane signaling device can be taken into account during the automated longitudinal guidance if it is determined that the motor vehicle will travel in the route direction at the traffic junction.

[0032] This makes it possible to ensure that when approaching the signaling unit of an upcoming traffic junction, not only the signaling status of the route signal head relevant to the route, but also the signaling status of the lane signal head relevant to the currently occupied lane is taken into account. This can increase the comfort and reliability of the (route-based) longitudinal guidance of a motor vehicle.

[0033] The device can be configured to set one or more properties of the deceleration curve for decelerating the motor vehicle when approaching the signaling unit of the traffic junction, depending on the signaling state of the route signaling device and the lane signaling device. The deceleration curve can indicate the deceleration value of the (automated) deceleration and / or the value of the driving speed of the motor vehicle as a function of the driving progress (i.e., the time and / or position) when approaching the stop line of the signaling unit. The one or more properties of the deceleration curve can include:

[0034] • the initial driving progress, in particular the time and / or position when approaching the signalling unit of the traffic junction from which an automated deceleration of the motor vehicle is effected; and / or

[0035] • the deceleration value of the automated deceleration of the motor vehicle (where the deceleration value may be constant for the entire deceleration process). Before the initial driving progress, the driving speed of the motor vehicle can be set, in particular regulated, to the target speed.

[0036] The device can be configured to initiate a standard deceleration curve for decelerating the motor vehicle upon approaching the signaling unit of the traffic junction if the signaling state of a signal transmitter of the signaling unit indicates that the motor vehicle must stop at the stop line of the signaling unit. In particular, the signaling state of the lane signal transmitter (for the lane occupied by the motor vehicle) can be determined and taken into account.

[0037] Within the framework of the standard deceleration sequence, the automated deceleration of the vehicle can begin at a standard driving progress (e.g., at a standard point in time before reaching the stop line of the signaling unit and / or at a standard distance from the stop line of the signaling unit). Furthermore, a (possibly temporally constant) standard deceleration value can be applied.

[0038] The standard delay progression can be used if only the signaling state of the signal head for exactly one possible direction of travel (in particular only for the lane direction of the currently used lane) is taken into account in the automated longitudinal guidance of the motor vehicle for approaching the signaling unit of the traffic junction.

[0039] The device can be configured to effect a deceleration profile that deviates from the standard deceleration profile for decelerating the motor vehicle upon approaching the signaling unit of the traffic junction, depending on the signaling status of the route signaling device and the lane signaling device. Thus, the standard deceleration profile can be deviated from by taking into account the signaling status of signaling devices for several different possible directions of travel. In particular, the standard deceleration profile can be deviated from if the signaling status of the lane signaling device (for the currently traveled lane) deviates from the signaling status of the route signaling device (relevant for the planned route). This further increases the comfort and reliability of the (route-based) longitudinal guidance.

[0040] The device can be configured to determine, based on the signaling state of the route signaling device, that the motor vehicle must stop at the stop line of the signaling unit if the motor vehicle follows the route direction. Furthermore, based on the signaling state of the lane signaling device, it can be determined that the motor vehicle may drive through or over the traffic intersection without stopping at the stop line of the signaling unit if the motor vehicle follows the lane direction.

[0041] The device can be configured to initiate a deceleration curve that deviates from the standard deceleration curve in response to the detection of such a situation, for decelerating the motor vehicle when approaching the signaling unit of the traffic junction. The device can be configured, in particular,

[0042] • to shift the initial travel progress, in particular the time and / or position when approaching the signalling unit of the traffic junction from which an automated deceleration of the motor vehicle is effected (in order to decelerate the motor vehicle to a standstill), in comparison to the standard deceleration course, in time and / or along the route (towards the signalling unit) (i.e. to place it closer to the stop line of the signalling unit); and / or to increase the deceleration value of the automated deceleration of the motor vehicle (in terms of amount) compared to the standard deceleration course.

[0043] In this way, the comfort and reliability of the (route-based) longitudinal guidance can be increased to a significant degree.

[0044] The device can be configured to detect that the roadway leading to the traffic junction, at a position where the motor vehicle is located, does not yet have a route lane for the route direction of travel, but will have a route lane ahead upon further approach to the signaling unit. The device can further be configured (based on the sensor data of the one or more environmental sensors and / or based on the digital map) to determine the distance from the signaling unit (i.e., from the stop line of the signaling unit) at which the route lane ahead will be provided. The determined distance can be compared with a (predefined) distance threshold. The distance threshold can depend on the current driving speed of the motor vehicle (and typically increases with increasing driving speed).The distance threshold value can indicate the distance to the stop line of the signaling unit that is (at least) required for a safe and / or comfortable deceleration of the motor vehicle (based on the current driving speed and / or the target speed) to a standstill.

[0045] The motor vehicle can be automatically guided longitudinally at the traffic junction in a particularly convenient and reliable manner depending on the determined distance, in particular depending on the comparison. The device can be configured, in particular, to adjust one or more properties of the deceleration profile for decelerating the motor vehicle when approaching the signaling unit of the traffic junction depending on the determined distance, in particular depending on the comparison.

[0046] The device can be configured to initiate automated deceleration of the motor vehicle before the motor vehicle has reached the preceding route lane and / or while the motor vehicle is not yet in the preceding route lane, if the determined distance is less than the distance threshold. Alternatively or additionally, the device can be configured to initiate automated deceleration of the motor vehicle only after the motor vehicle has reached the preceding route lane and / or after the motor vehicle has changed to the preceding route lane, if the determined distance is equal to or greater than the distance threshold.

[0047] By taking into account the length of the available route lane in the automated longitudinal guidance of the motor vehicle, the comfort and reliability of the (route-based) automated longitudinal guidance can be further increased.

[0048] The device can be configured to determine (e.g., based on one or more deviation indicators) that the motor vehicle at the traffic junction will not travel in the direction of travel of the route, but rather in a lane direction associated with the lane in which the motor vehicle is located. The motor vehicle at the traffic junction can then be automatically guided longitudinally depending on the signaling state of the lane signaling device. Alternatively, the signaling state of the route signaling device can be ignored during the automated longitudinal guidance of the motor vehicle. By detecting a deviation from the route, the comfort and reliability of the automated longitudinal guidance can be further increased.

[0049] 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 one or more of the devices described in this document.

[0050] According to one aspect, a method is described for decelerating a motor vehicle when approaching the signaling unit of a traffic junction that has multiple possible directions of travel for the motor vehicle. The method comprises determining, based on the route planned for the motor vehicle, a route direction along which the motor vehicle follows the route at the traffic junction.

[0051] The method further comprises determining that the motor vehicle will not travel in the direction of travel of the route at the traffic junction, but in a different direction, and determining the signaling state of the signaling unit's signal transmitter associated with the other direction of travel. Furthermore, the method comprises automatically guiding the motor vehicle longitudinally at the traffic junction depending on the determined signaling state of the signaling unit's signal transmitter associated with the other direction of travel (and independently of the signaling state of the route signal transmitter associated with the route direction of travel of the signaling unit).

[0052] According to a further aspect, a method is described for decelerating a motor vehicle upon approaching the signaling unit of a traffic junction that has multiple possible directions of travel for the motor vehicle. The method comprises determining the signaling state of the route signal generator of the signaling unit, which is associated with the route direction along which the motor vehicle follows the planned route for the motor vehicle at the traffic junction.

[0053] The method further comprises determining the signaling state of the lane signaling device of the signaling unit associated with the lane of the roadway leading to the traffic junction on which the motor vehicle is located. Furthermore, the method comprises automatically guiding the motor vehicle longitudinally at the traffic junction depending on the signaling state of the route signaling device and depending on the signaling state of the lane signaling device.

[0054] According to a further aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a control unit of a vehicle) and thereby to perform at least one of the methods described in this document.

[0055] 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 at least one of the methods described in this document.

[0056] It should be noted that the methods, devices, and systems described in this document can be used alone or 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. The invention is described in more detail below using exemplary embodiments.

[0057] Figure 1 shows exemplary components of a vehicle;

[0058] Figure 2a shows an exemplary approach to a signaling unit;

[0059] Figure 2b shows an exemplary course of the driving speed when approaching a signalling unit;

[0060] Figures 3a and 3b show exemplary driving situations at a traffic junction with several possible directions of travel;

[0061] Figure 4 shows another exemplary driving situation at a traffic junction with several possible directions of travel; and

[0062] Figures 5a and 5b each show a flow diagram of an exemplary method for route-based longitudinal guidance of a vehicle at a traffic junction.

[0063] As stated at the beginning, this document deals with increasing the comfort and reliability of automated longitudinal guidance of a vehicle at a traffic junction.

[0064] 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 acquire 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.

[0065] 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.

[0066] Within the scope of the automated longitudinal guidance of a vehicle 100, one or more signaling units on the lane or road traveled by the vehicle 100 can be taken into account, in addition to a leading vehicle. In particular, the signaling status of a signaling unit can be taken into account, so that the vehicle 100 automatically decelerates to the stop line of a red traffic light relevant to its own (planned) direction of travel and / or accelerates (possibly again) at a green traffic light. The device 101 of the vehicle 100 can thus be configured to provide a driving function for the automated longitudinal guidance of the vehicle 100 in urban areas.

[0067] 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. 2a). In manual mode of the driving function, a suggestion or a request can be output via the user interface 107 of the vehicle 100 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 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.

[0068] 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 target speed (taking into account a specified minimum or target distance from a vehicle in front).

[0069] The driving function can thus enable 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).

[0070] Fig. 2a shows an exemplary driving situation in which the vehicle 100 detects a signaling unit 200 ahead at a detected driving progress (e.g., at a specific detection position and / or at a specific detection time). The signaling unit 200 can have a signal generator (e.g., with a light signal) 201. The device 101 can be configured to determine the signaling state of the signal generator 201 (e.g., based on the environmental data and / or the digital map). At the detected 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 target speed).If it is determined that the signaling unit 200 is to be taken into account in the automated longitudinal guidance of the vehicle 100, and that 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 (e.g., starting from the detected travel progress), which aims to decelerate the vehicle 100 to a standstill. Fig. 2b shows an exemplary curve 232 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 240 of the vehicle 100, where the travel progress 240 can correspond to the position and / or the time). The stop position of the signaling unit 200 corresponds to the stop travel progress 245.The driving speed 212 is reduced by the automatic deceleration starting from the target speed 221 (at the initial driving progress 241, where the initial driving progress 241 can correspond to the detection driving progress) to a standstill (at the holding driving progress 245).

[0071] For a journey of the vehicle 100, a route may have been planned through the road network traveled by the vehicle 100. The vehicle 100 can then be guided along the planned route from a starting position of the route to a destination position of the route using the digital map for the road network and the position within the digital map indicated by the position sensor 106.

[0072] The (control) device 101 of the vehicle 100 can be configured to take the travel route of the vehicle 100 into account during the automated longitudinal guidance of the vehicle 100 at a traffic junction (e.g., at an intersection). The vehicle 100 can approach the traffic junction on a lane leading (to the traffic junction), and the traffic junction can have several different lanes leading away (from the traffic junction), each leading away from the traffic junction. The different leading lanes can be associated with different possible directions of travel (e.g., left turn, straight ahead, right turn) at the traffic junction. The signaling unit 200 arranged on the incoming lane at the traffic junction can have different signal transmitters 201 for the different directions of travel.Furthermore, the incoming roadway can have several different lanes for the different directions of travel.

[0073] The device 101 can be configured to use the route to determine the direction of travel corresponding to the route at an upcoming traffic junction (e.g., based on the sensor data from one or more environmental sensors 102 and / or based on the digital map). This direction of travel can be referred to as the route direction of travel. The device 101 can further be configured (e.g., based on the sensor data from one or more environmental sensors 102 and / or based on the digital map) to determine the signal generator 201 of the signaling unit 200 at the traffic junction that is relevant for the route direction of travel. This signal generator 201 can be referred to as the route signal generator. The signaling state of the route signal generator 201 can be determined (e.g., based on the sensor data from one or more environmental sensors 102 and / or based on the digital map).The signaling state may indicate whether the vehicle 100 must stop at the stop line of the route signaling device 201 or not.

[0074] As already explained, an automated deceleration of the vehicle 100 can be effected upon approaching the route signaling device 201 if the signaling state of the route signaling device 201 indicates that the vehicle 100 must stop at the stop line of the route signaling device 201. On the other hand, the vehicle 100 can be automatically guided through the traffic junction (longitudinally and, if applicable, transversely) according to the route direction of travel if the signaling state indicates that the vehicle 100 does not have to stop at the stop line of the route signaling device 201.

[0075] It may happen that the driver of vehicle 100 wishes to deviate from the planned route at an upcoming traffic junction and thus select a different direction of travel than the route direction at that traffic junction. The roadway leading to the traffic junction may have multiple lanes for several different directions of travel. The direction of travel desired by the driver may be associated with a specific lane of the roadway leading to the traffic junction. The direction of travel associated with the lane in which vehicle 100 is positioned may be referred to as the lane direction of travel. The signal head 201 of the currently traveled lane may be referred to as the lane signal head.

[0076] The signaling state of lane signal head 201 (for the lane direction of travel) may differ from the signaling state of route signal head 201 (for the planned route direction of travel). In route-based longitudinal guidance, this may result in the vehicle 100 being automatically decelerated in the currently traveled lane if the signaling state of route signal head 201 indicates that the vehicle 100 must stop at the stop line, even though the signaling state of lane signal head 201 indicates that the vehicle 100 does not have to stop at the stop line. This may result in reduced comfort for the driver of the vehicle 100. Furthermore, this may lead to an impairment of following traffic in the currently traveled lane.

[0077] Fig. 3 a shows a driving situation in which the vehicle 100 is traveling on a currently occupied lane 300 of a roadway toward a lane signal indicator 201 for the lane direction 310. The roadway further comprises another lane 301 (which may be referred to as a route lane) associated with the route direction 311 and for which the signaling unit 200 has a route signal indicator 201. In the example shown, the route signal indicator 201 is "red," while the lane signal indicator 201 is "green."Taking into account the signaling state of the route signal head 201 during the longitudinal guidance of the vehicle 100 can result in the vehicle 100 being automatically decelerated on the currently traveled lane 300, even though the driver, deviating from the route, does not want to follow the route direction 311, but rather the lane direction 310 (for which the signaling state of the lane signal head 201 is "green").

[0078] Fig. 3b shows another exemplary traffic situation in which a route lane 301 is only provided on the road leading to the traffic junction relatively close to the route signal generator 201. The roadway further comprises a plurality of lanes 300, 302 for one or more other directions of travel 310. The fact that one or more additional lanes 302 (which are not associated with the route direction of travel 311) are arranged between the lane 300 currently being used by the vehicle 100 and the future route lane 301 can be interpreted as an indication that the driver intends to deviate from the route at the traffic junction.

[0079] The device 101 can thus be configured to determine, when approaching a traffic junction, one or more (deviation) indicators indicating that the driver of the vehicle 100 wishes to deviate from the planned route and, instead of the route direction 311, wants to follow a different (in particular the lane) direction 310. Examples of (deviation) indicators are

[0080] • the vehicle 100 is also located at a distance 211 in front of the route signal generator 201, which is equal to or less than a distance threshold value, on a lane 300 other than the route lane 301 for the route direction 311;

[0081] • the driver has not activated a turn signal corresponding to the route direction 311 or the driver has activated a turn signal deviating from the route direction 311; and / or

[0082] • there is not yet a route lane 301 for the route direction 311, and one or more further lanes 302 are arranged between the currently traveled lane 300 and the future route lane 301 (which are each not associated with the route direction 311).

[0083] Based on the one or more (deviation) indicators, it can be determined that the vehicle 100 will travel at the traffic intersection, deviating from the route, into the lane direction 310 associated with the currently traveled lane 300. The signaling state of the lane signal head 201 associated with the lane direction 310 can then be determined. Furthermore, the automated longitudinal guidance of the vehicle 100 at the traffic intersection can be effected depending on the signaling state of the lane signal head 201. This can increase the comfort and reliability of the automated longitudinal guidance.

[0084] The lane-changing behavior of the driver of vehicle 100 can thus be taken into account when assessing the relevance of an upcoming event (in particular, an upcoming signal generator 201). For example, the active route guidance can provide for a turn at the next intersection. The directional traffic light 201 for this turn can be red, while the straight-ahead traffic light 201 is green. The driver does not change to the existing turning lane 301 (i.e., not to the turning lane) and instead remains in the straight-ahead lane 300 (i.e., in the straight-ahead lane). The device 101 can then cause the vehicle not to react to the red traffic light in the turning lane 301.

[0085] In another example, active route guidance can provide for a left turn at the next intersection. A directional traffic light 201 for this turn is red, but the straight-ahead traffic light 201 is green. There is no turning lane 301 (yet), but there is a set of several straight-ahead lanes 300, 302. The driver remains in the right lane 300 of this set of straight-ahead lanes 300, 302. Device 101 can then cause the vehicle not to respond to the red light of the turning lane 301.

[0086] Alternatively or in addition to detecting a deviation from the route and consequently ignoring the signaling state of the route signal generator 201, one or more properties (in particular parameters) of the deceleration process when approaching the stop line of the route signal generator 201 can be adjusted.

[0087] Fig. 4 shows a driving situation in which the vehicle 100 is arranged in a lane 300 that is directly adjacent to the future (but not yet provided) route lane 301. It can be seen that the vehicle 100 has a distance 211 to the (route) signal generator 201 that is equal to or less than a standard distance threshold, from which deceleration of the vehicle 100 is initiated by default to decelerate the vehicle 100 to a standstill up to the stop line of the route signal generator 201.

[0088] The device 101 can further be configured to determine (based on the sensor data of the one or more environmental sensors 102 and / or based on the digital map) that the route lane 301 will be provided at a specific distance 411 before reaching the route signaling device 201, wherein the specific distance 411 is sufficiently large to decelerate the vehicle 100 to a standstill with a second deceleration (which is greater in magnitude than the standard deceleration) up to the stop line of the route signaling device 201. The second deceleration is sufficiently low in magnitude to effect a comfortable and safe deceleration of the vehicle 100.

[0089] The automated deceleration of vehicle 100 can then be prevented until the route lane 301 is made available. Furthermore, the automated deceleration of vehicle 100 can be initiated as soon as the route lane 301 is made available (possibly taking into account a specific driving progress range that allows the vehicle 100 to switch to the route lane 301). This can further increase the comfort of the route-based automated longitudinal guidance. Furthermore, it can reduce any potential disruption to traffic behind.

[0090] Thus, the lane geometry and / or the vehicle positioning can be taken into account when determining the controller reaction to an upcoming event (in particular to an upcoming signaling unit 200).

[0091] If, for example, the existing turning lane 301 (for the route direction 311) is long enough to realize a sufficiently comfortable reaction to the event (e.g., to the signal generator 201) in this lane 301 as well, the deceleration to the upcoming event can be delayed until the vehicle 100 is in the turning lane 301. Furthermore, if the turning lane 301 is not sufficiently long, the deceleration can be delayed so that sufficiently comfortable braking is still possible and obstruction of traffic behind is reduced. When determining the start of the deceleration, the number of necessary lane changes (starting from the currently used lane 300) until the turning lane 301 is reached can be taken into account.

[0092] Fig. 5a shows a flowchart of a (possibly computer-implemented) method 500 for decelerating a motor vehicle 100 when approaching a signaling unit 200 of a traffic junction, wherein the traffic junction has a plurality of possible directions of travel 310, 311 for the motor vehicle 100. Example possible directions of travel 310, 311 are: turning left, going straight ahead, and / or turning right. The individual possible directions of travel 310, 311 can each be associated with (exactly or at least) one (i.e., with one or more) (possibly dedicated) lanes 300, 301 of the roadway leading to the traffic junction and traveled by the motor vehicle 100. The method 500 can be executed by a (control) device 101 of the motor vehicle 100.

[0093] The method 500 includes determining 501, based on the route planned for the motor vehicle 100 (using a navigation system), a route direction 311 in order to follow the planned route at the traffic junction. The route direction 311 can be associated with a (possibly dedicated) route lane 301 of the roadway leading to the traffic junction.

[0094] The method 500 further includes determining 502 that the motor vehicle 100 will not travel in the route direction 311 at the traffic junction, but rather in a different direction 310. This can be determined based on one or more deviation indicators, each of which indicates that there is a deviation from the route direction 311. The one or more deviation indicators can depend on the lateral guidance of the motor vehicle 100 (initiated by the driver of the motor vehicle 100). In particular, based on the lateral guidance of the motor vehicle 100 (initiated by the driver), it can be recognized that the motor vehicle 100 will not follow the route direction 311 at the traffic junction, but rather a different direction 310.

[0095] Furthermore, the method 500 comprises determining 503 the signaling state of the signal generator 201 of the signaling unit 200 associated with the other direction of travel 310 (e.g., based on the sensor data from one or more environmental sensors 102 of the motor vehicle 100).

[0096] In addition, the method 500 includes the automated longitudinal guidance 504 of the motor vehicle 100 at the traffic junction depending on the determined signaling state. In particular, depending on the signaling state of the signaling device 201 of the signaling unit 200 associated with the other direction of travel 310, the motor vehicle 100 can be automatically decelerated to a standstill (starting from the target speed) at the stop line of the signaling unit 200, or alternatively, can be automatically guided longitudinally (without stopping and possibly at the target speed) over the stop line of the signaling unit 200 and / or through the traffic junction. The signaling state of the signaling device 201 of the signaling unit 200 associated with the route direction of travel 311 can be ignored during the automated longitudinal guidance of the motor vehicle 100.

[0097] Thus, during route-based longitudinal guidance of motor vehicle 100 (by analyzing the driver's lateral guidance of motor vehicle 100), it is monitored whether the driver wishes to deviate from the route at a traffic junction. This can increase the comfort and reliability of automated longitudinal guidance at the traffic junction.

[0098] Fig. 5b shows a flowchart of a (possibly computer-implemented) method 510 for decelerating a motor vehicle 100 upon approaching a signaling unit 200 of a traffic junction, wherein the traffic junction has several possible directions of travel 310, 311 for the motor vehicle 100. It should be noted that the features and / or comments of method 500 can also be applied individually or in combination to method 510 (and vice versa).

[0099] The method 510 comprises determining 511 (based on the sensor data from one or more environmental sensors 102 of the motor vehicle 100) the signaling state of the route signal generator 201 of the signaling unit 200, which is associated with the route direction 311 along which the motor vehicle 100 follows the route planned for the motor vehicle 100 at the traffic junction.

[0100] The method 510 further comprises determining 512 (based on the sensor data from one or more environmental sensors 102 of the motor vehicle 100) the signaling state of the lane signal generator 201 of the signaling unit 200, which is associated with the lane 300 of the roadway leading to the traffic junction on which the motor vehicle 100 is arranged.

[0101] Furthermore, the method 510 comprises the automated longitudinal guidance 513 of the motor vehicle 100 at the traffic junction as a function of the signaling state of the route signal generator 201 and as a function of the signaling state of the lane signal generator 201 (even if the motor vehicle 100 is guided along the route direction 311 via the traffic junction).

[0102] In the route-based longitudinal guidance of motor vehicle 100 at a traffic junction, in addition to the signaling status of route signaling device 201, the signaling status of lane signaling device 201 of lane 300 on which motor vehicle 100 is (currently) approaching the traffic junction can also be taken into account. This increases the comfort and reliability of automated longitudinal guidance at the traffic junction.

[0103] 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 decelerating a motor vehicle (100) when approaching a signaling unit (200) of a traffic junction having several possible directions of travel (310, 311) for the motor vehicle (100); wherein the device (101) is configured - to determine a route direction (311) on the basis of a route planned for the motor vehicle (100) in order to follow the route at the traffic junction; - to determine that the motor vehicle (100) will not travel in the route direction (311) at the traffic junction, but in a different direction (310); - to determine a signaling state of a signal generator (201) of the signaling unit (200) associated with the other direction of travel (310); and - automatically guide the motor vehicle (100) longitudinally at the traffic junction depending on the determined signaling status. 2) Device (101) according to claim 1, wherein the device (101) is arranged - to determine one or more deviation indicators that the motor vehicle (100) will not travel in the route direction (311) at the traffic junction, but in a different direction (310); and - to determine on the basis of the one or more deviation indicators that the motor vehicle (100) will not travel in the route direction (311) at the traffic junction, but in a different direction (310). 3) Device (101) according to claim 2, wherein - a roadway leading to the traffic junction has several different lanes (300, 301) for the several possible directions of travel (310, 311) at the traffic junction; and - the one or more deviation indicators include the fact that the motor vehicle (100) is located on a lane (300) when approaching the signalling unit (200) of the traffic junction, - which deviates from a route lane (301) associated with the route direction (311); and / or - which is not associated with the route direction (311). 4) Device (101) according to claim 3, wherein the one or more deviation indicia comprise the fact that between the lane (300) on which the motor vehicle (100) is arranged and the route lane (301) there are one or more additional lanes (302) which are each not associated with the route direction of travel (311). 5) Device (101) according to claim 4, wherein the one or more deviation indicia comprise the fact that - the road leading to the traffic junction does not yet have a route lane (301) at a position where the motor vehicle (100) is located, but will have a route lane (301) ahead after further approach to the signalling unit (200); and - between the lane (300) on which the motor vehicle (100) is arranged and the preceding route lane (301) there are one or more additional lanes (302) which are not associated with the route direction of travel (311) are. 6) Device (101) according to one of claims 2 to 5, wherein - the route direction (311) is associated with a route state of a turn signal of the motor vehicle (100); - the route status includes in particular: left turn signal active, right turn signal active or turn signal inactive; and - the one or more deviation indicators include the fact that the indicator has a state that deviates from the route state. 7) Device (101) according to one of claims 2 to 6, wherein the device (101) is arranged to determine the one or more deviation indices, - based on sensor data from one or more environmental sensors (102) of the motor vehicle (100); and / or - based on a digital map for a road network travelled by the motor vehicle (100). 8) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a current lane (300) of a road leading to the traffic junction on which the motor vehicle (100) is arranged; and - to determine a lane direction associated with the current lane (300) as the other direction of travel (310). 9) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a signaling state of a route signal generator (201) of the signaling unit (200) associated with the route direction of travel (311); - to detect that the signaling state of the route signal generator (201) differs from the signaling state of the signal generator (201) associated with the other direction of travel (310); and - in response thereto, to ignore the signaling state of the route signal generator (201) during the automated longitudinal guidance of the motor vehicle (100) to approach the signaling unit (200) of the traffic junction. 10) Method (500) for decelerating a motor vehicle (100) when approaching a signaling unit (200) of a traffic junction having several possible directions of travel (310, 311) for the motor vehicle (100); wherein the method (500) comprises - determining (501), on the basis of a route planned for the motor vehicle (100), a route direction (311) in order to follow the route at the traffic junction; - determining (502) that the motor vehicle (100) will not travel in the route direction (311) at the traffic junction, but in a different direction (310); - determining (503) a signaling state of a signal generator (201) of the signaling unit (200) associated with the other direction of travel (310); and - automated longitudinal guidance (504) of the motor vehicle (100) at the traffic junction as a function of the determined signaling state.

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