Method and device for the longitudinal guidance of a motor vehicle when approaching a signaling unit

Abstract

The invention relates to a device for the longitudinal guidance of a motor vehicle when approaching a signaling unit. The device is designed to output, via a user interface, an offer to take into consideration a signaling unit lying ahead during the automated longitudinal guidance of the motor vehicle while the brake operating element, in particular the brake pedal, of the motor vehicle is being actuated. The device is additionally designed to detect, at the same time as or following the output of the offer, that the actuation of the brake operating element has ended and, in response thereto, cause the offer to be accepted and the signaling unit to be taken into consideration during the automated longitudinal guidance of the motor vehicle.

Description

[0001] Method and device for longitudinal guidance of a motor vehicle during

[0002] Approaching a signaling unit

[0003] The invention relates to a device and a corresponding method which enable signaling units to be taken into account in the automated longitudinal guidance of a vehicle.

[0004] A vehicle can have one or more driving functions, in particular driver assistance functions, which support the driver of the vehicle in guiding the vehicle, in particular in longitudinal and / or lateral guidance. An example driving function for supporting 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.

[0005] 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.

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

[0007] According to one aspect, a device for longitudinally guiding a motor vehicle when approaching a signaling unit (e.g., a traffic light and / or a traffic sign) is described. The signaling unit can be arranged at a traffic junction (e.g., at an intersection or a roundabout).

[0008] The device can be configured to detect a signaling unit located ahead while the motor vehicle is traveling. The signaling unit located ahead and, if applicable, the signaling state of the signaling unit can be detected based on sensor data from one or more environmental sensors of the motor vehicle and / or based on a digital map for the road network traveled by the motor vehicle. While the motor vehicle is traveling, a driving function for the automated longitudinal guidance of the motor vehicle can be activated. The driving function can use a distance and / or speed controller configured to automatically adjust the driving speed of the motor vehicle depending on a set speed and / or depending on a set distance from a vehicle in front.

[0009] The driver of the motor vehicle can be enabled to operate the brake control element, in particular the brake pedal, of the motor vehicle during operation of the driving function without interrupting the automated longitudinal guidance of the motor vehicle. Operating the brake control element can result in the driving speed being temporarily reduced (compared to the set speed). After the brake control element has been stopped, the automated longitudinal guidance can then be continued (e.g., using the distance and / or cruise control).

[0010] The device is configured (during operation of the driving function for automated longitudinal guidance of the motor vehicle) to issue a suggestion to consider the (detected) signaling unit ahead during automated longitudinal guidance of the motor vehicle via a user interface (of the motor vehicle) while the brake control element, in particular the brake pedal, of the motor vehicle is actuated. The suggestion can be issued via a visual, haptic, and / or acoustic indication.

[0011] The consideration of the signaling unit in the automated

[0012] Longitudinal guidance can result in the motor vehicle being guided towards the stop line of the signaling unit and, if necessary, past the stop line of the signaling unit, depending on the signaling state of the signaling unit.

[0013] The device can be configured to determine the signaling state of the signaling unit ahead. The offer to consider the signaling unit can be issued only if the signaling state indicates that the motor vehicle must stop at the stop line of the signaling unit. On the other hand, the issuance of the offer can be prevented if the signaling state indicates that the motor vehicle may cross the stop line of the signaling unit without having to stop at the stop line of the signaling unit.

[0014] The device is further configured to detect, at the same time as or following the issuance of the offer, that the actuation of the brake control element is terminated.

[0015] For example, it can be detected from an actuation driving progress that the brake control element is actuated (or that the actuation of the brake control element has begun). The offer to consider the signaling unit can be output at an output driving progress that corresponds to the actuation driving progress or that follows the actuation driving progress. Furthermore, it can be detected from a termination driving progress that the actuation of the brake control element is terminated, wherein the termination driving progress corresponds to the output driving progress or follows the output driving progress. A driving progress can each comprise a point in time or a position during the journey of the motor vehicle, in particular can each be a point in time or a position during the journey of the motor vehicle.

[0016] The device is further configured, in response to the detected

[0017] Completion of the actuation of the brake control element (i.e. directly from the end of the driving progress) to ensure that the offer is accepted and that the signaling unit is taken into account in the automated longitudinal guidance of the motor vehicle.

[0018] This allows the driver of the vehicle to use the brake control element during operation of the driving function for automated longitudinal guidance to intervene selectively in the longitudinal guidance of the vehicle without causing the driving function to be aborted and without preventing or hindering the consideration of a signaling unit ahead during automated longitudinal guidance. This allows the comfort of the driving function to be safely increased.

[0019] As already explained, the device can be configured to automatically guide the motor vehicle longitudinally depending on the set speed (specified by the driver), in particular such that the driving speed of the motor vehicle is adjusted, in particular regulated, to the set speed (using a cruise control). In response to the actuation of the brake control element, the driving speed of the motor vehicle can be reduced (as part of the driving function for automated longitudinal guidance) relative to the set speed, in particular depending on the extent to which the brake control element is actuated.

[0020] The device can further be designed to automatically guide the motor vehicle longitudinally again after the end of the actuation of the brake control element depending on the set speed (and in particular to set the driving speed to the set speed using the speed controller) if

[0021] • the signaling unit is not taken into account in the automated longitudinal guidance (e.g., if the offer was rejected); and / or • the signaling unit has a signaling state that indicates that the motor vehicle may pass the signaling unit without having to stop at the stop line of the signaling unit. Such a signaling state can occur, for example, with a green traffic light.

[0022] Alternatively or additionally, the device can be configured to automatically decelerate the motor vehicle after the brake control element has been actuated (and thus after the offer has been accepted), in particular such that the motor vehicle comes to a stop at the stop line of the signaling unit if the signaling unit has a signaling state indicating that the motor vehicle must stop at the stop line of the signaling unit. Such a signaling state can occur, for example, at a red traffic light or a stop sign.

[0023] The device can thus be configured to determine the signaling state of the signaling unit (based on the sensor data of the one or more environmental sensors and / or using the digital map). In response to detecting that the actuation of the brake control element has ended (and that the offer to consider the signaling unit has been accepted), the motor vehicle can be automatically guided longitudinally depending on the set speed, in particular such that the driving speed of the motor vehicle is set, in particular regulated, to the set speed (using the cruise control) if the signaling state of the signaling unit indicates that the motor vehicle may drive past the signaling unit without having to stop at the stop line of the signaling unit.The motor vehicle can thus be guided past the signaling unit automatically (using the cruise control). Alternatively, the motor vehicle can be decelerated automatically, in particular in such a way that the motor vehicle comes to a stop at the stop line of the signaling unit if the signaling state of the signaling unit indicates that the motor vehicle must stop at the stop line of the signaling unit.

[0024] The device of the motor vehicle can thus automatically take into account the signaling status of the signaling unit ahead during longitudinal guidance, thereby further increasing the comfort of the driving function.

[0025] The device can be configured, in particular, to reduce the driving speed of the motor vehicle, in particular starting from the set driving speed, to a first driving speed during the actuation interval, which begins with the actuation of the driving progress and ends with the termination of the driving progress, corresponding to the actuation of the brake control element. Furthermore, the device can be configured to automatically adjust, in particular increase or reduce, the driving speed of the motor vehicle, starting from the first driving speed, depending on the signaling state of the signaling unit.

[0026] This allows for a continuous adjustment of the driving speed of the motor vehicle, which further increases the comfort of the driving function.

[0027] The device can be configured to repeatedly, in particular periodically, check a sequence of driving steps during the actuation interval, which begins with the actuated driving progress and ends with the terminated driving progress, to determine whether, based on the respective driving progress, consideration of the signaling unit in the automated longitudinal guidance of the motor vehicle is still possible or not. In particular, it can be checked whether, based on the respective driving progress, the motor vehicle can be automatically decelerated to a standstill up to the stop line of the signaling unit or not.

[0028] Furthermore, the device can be configured to withdraw the offer to consider the signaling unit in the automated longitudinal guidance of the motor vehicle if, in particular, it is determined that it is no longer possible to consider the signaling unit in the automated longitudinal guidance of the motor vehicle. It can then be ensured that the signaling unit is not considered in the automated longitudinal guidance of the motor vehicle from the end of the driving progress (and that the automated longitudinal guidance of the motor vehicle is effected as if the signaling unit did not exist).

[0029] By repeatedly checking whether the signaling unit can be taken into account in the automated longitudinal guidance or not, the safety of the driving function can be further increased.

[0030] As already explained, the device may be arranged to cause an automatic deceleration of the motor vehicle upon approaching the signalling unit in response to detecting that the actuation of the brake control element has ended (if the signalling state indicates that the motor vehicle must stop at the stop line of the signalling unit).

[0031] The device can be configured to detect a renewed actuation of the brake control element, in particular the brake pedal, of the motor vehicle during a (further) actuation interval upon approaching the signaling unit. During the actuation interval, a deceleration of the motor vehicle corresponding to the actuation of the brake control element can then be effected. Furthermore, following the actuation interval, the automatic deceleration of the motor vehicle can be continued upon approaching the signaling unit.

[0032] This allows the driver of the vehicle to intervene selectively in the longitudinal guidance of the vehicle during the automated approach to the signaling unit in order to further increase the comfort of the driving function.

[0033] The device can be configured to detect actuation of a rejection control element (of the motor vehicle). The rejection control element can comprise, for example, a button or a rocker switch. The rejection control element can be arranged on the steering means, in particular on the steering wheel, of the motor vehicle. Actuation of the rejection control element can be detected subsequent to the output driving progress. Furthermore, actuation of the rejection control element can be detected before or subsequent to the termination driving progress.

[0034] Furthermore, the device can be configured, in response to the detected actuation of the rejection control element, to cause the offer to be rejected and / or to disregard the signaling unit during the automated longitudinal guidance of the motor vehicle. The automated longitudinal guidance of the motor vehicle can then be effected as if the signaling unit did not exist.

[0035] By providing a rejection control element, the comfort and safety of the driving function can be further increased.

[0036] 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. According to a further aspect, a method for the longitudinal guidance of a motor vehicle when approaching a signaling unit is described. The method comprises outputting an offer to take into account a signaling unit located ahead during the automated longitudinal guidance of the motor vehicle via a user interface (of the motor vehicle) while the brake control element, in particular the brake pedal, of the motor vehicle is actuated.The method further comprises detecting, simultaneously with or subsequent to the issuance of the offer, that the actuation of the brake control element is terminated, and in response to the detection, causing the offer to be accepted and the signaling unit to be taken into account in the automated longitudinal guidance of the motor vehicle.

[0037] It should be noted that the aspects described in connection with the device, in particular the claims described in connection with the device, are also to be applied to the method as corresponding method features.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] The invention will be described in more detail below using exemplary embodiments.

[0042] Figure 1 shows exemplary components of a vehicle;

[0043] Figure 2 shows an exemplary approach to a signaling unit;

[0044] Figures 3a and 3b each show an exemplary curve of the driving speed of a vehicle when approaching a signaling unit; and Figure 4 shows a flowchart of an exemplary method for the longitudinal guidance of a motor vehicle when approaching a signaling unit.

[0045] As stated at the beginning, this document deals with increasing the comfort of a driving function of a vehicle in connection with a signalling unit (e.g. a traffic light and / or a traffic sign) on the roadway travelled by the vehicle.

[0046] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 102 (e.g. one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.), each of which is configured to acquire environmental data (i.e., sensor data) relating to the environment of the vehicle 100 (in particular with regard to the environment in front of the vehicle 100 in the direction of travel). Furthermore, the vehicle 100 comprises one or more actuators 103 that are configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 103 are: a braking system, a drive motor, a steering system, etc. 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 of the one or more environmental sensors 102. For example, based on the sensor data, an obstacle, e.g.a vehicle ahead of the vehicle 100, can be detected on the travel trajectory of the vehicle 100. The device 101 can then control one or more actuators 103 (e.g., the braking system) in order to automatically decelerate the vehicle 100 and thereby prevent a collision of the vehicle 100 with the obstacle.

[0047] 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.

[0048] 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.

[0049] The device 101 of the vehicle 100 can be configured to provide a driving function for automated longitudinal guidance of the vehicle 100 in an urban area or in a non-urban area. The driving function can be provided in an automatic mode and / or in a manual mode. 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.

[0050] The device 101 of the vehicle 100 can be configured to detect a signaling unit 200 located ahead on the route of the vehicle 100 (see Fig. 2) based on the environmental data of the one or more environmental sensors 102 and / or on the basis of map data relating to the road network traveled by the vehicle 100 (in conjunction with the position data of a position sensor 106 of the vehicle 100). In the manual mode of the driving function, a suggestion or a request can be issued via the user interface 107 as to whether the signaling unit 200 should be taken into account in the automated longitudinal guidance of the vehicle 100 or not. The driver of the vehicle 100 can then, e.g., by actuating a control element of the user interface 107, accept or reject or ignore the suggestion. On the other hand, in the automatic mode of the driving function, the detected signaling unit 200 can, if necessary, be automatically (i.e.without requiring feedback from the driver) in the automated longitudinal guidance of the vehicle 100.

[0051] 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).

[0052] With the described driving function, the driver of a vehicle 100 can thus be enabled to use the ACC driving function 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).

[0053] 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 can have a signal generator (e.g., 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). 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).

[0054] 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., directly from the detection of the travel progress), which aims to decelerate the vehicle 100 to a standstill. Fig. 3a shows an exemplary curve 312 of the travel 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 travel speed 212 is reduced by the automatic deceleration starting from the set speed 311 (at the initial travel progress 301) to a standstill (at the holding travel progress 305).

[0055] The detected driving progress (at which the signaling unit 200 is detected) can be temporally and / or spatially prior to the initial driving progress 301. Furthermore, the output driving progress 306, at which an offer to consider the signaling unit 200 is issued via the user interface 107, can be temporally and / or spatially prior to the initial driving progress 301. 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 to change the deceleration of the vehicle 100. This is shown by way of example in Fig. 3a, wherein the driver begins at a first intermediate driving progress 302 by actuating the brake pedal 109 of the vehicle 100, in particular by deflecting it.The actuation of the brake pedal 109 can be effected for a specific (time and / or distance-based) actuation interval 303, and can be terminated at a second intermediate driving progress 304 after the actuation interval 303 has elapsed.

[0056] 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. 3a by the curve 322 of the driving speed 212 within the actuation interval 303. In the example shown, the deceleration caused by the actuation of the brake pedal 109 is (in terms of magnitude) greater than the automatic deceleration, but it can also be (in terms of magnitude) smaller than the automatic deceleration.

[0057] 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. 3a 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.If the driving function is operated in manual mode and / or if (in automatic mode of the driving function) it cannot be clearly determined whether an upcoming signaling unit 200 is relevant for the longitudinal guidance of the vehicle 100, an offer to consider the upcoming signaling unit 200 can be issued at an output driving progress 306 via the user interface 107 of the vehicle 100. The offer can be accepted by the user of the vehicle 100 (e.g., at the initial driving progress 301), and an automatic deceleration can then be initiated (as explained in connection with Fig. 3a).

[0058] Acceptance of the offer can be effected by actuating a control element of the user interface 107. Alternatively or additionally, a (relatively brief) actuation of the brake pedal 109 can be interpreted as user input for accepting the offer. Actuating the brake pedal 109 to accept the offer is particularly intuitive and thus convenient, since the user typically associates a deceleration request with actuating the brake pedal 109.

[0059] It may happen, as shown by way of example in Fig. 3b, that the user presses the brake pedal 109 during operation of the driving function, e.g., because the user has already perceived the signaling unit 200 ahead and the signaling unit 200 has not yet been recognized by the driving function. This can then cause a deceleration of the vehicle 100 corresponding to the deflection of the brake pedal 109 (as shown by the speed curve 332 in Fig. 3b).

[0060] The user can begin operating the brake pedal 109 at an actuation driving progress 342. The output of the offer to consider the signaling unit 200 ahead can occur simultaneously or subsequently to the actuation driving progress 342. In other words, the output driving progress 306 can correspond to the actuation driving progress 342 or can follow the actuation driving progress 342. The output of the offer to consider the signaling unit 200 ahead can thus occur while the user, in particular the driver, is operating the brake pedal 109.

[0061] The (control) device 101 can be configured to detect that the actuation of the brake pedal 109 is terminated at a termination driving progress 344. The actuation of the brake pedal 109 can thus occur during an actuation interval 343 that extends from the actuation driving progress 342 to the termination driving progress 344. The output driving progress 306, at which the offer for considering the preceding signaling unit 200 is output, can lie within this actuation interval 343.

[0062] The actuation of the brake pedal 109 can be interpreted as acceptance of the offer, so that starting at the end of the travel progress 344, at which the actuation of the brake pedal 109 is terminated, an automatic deceleration of the vehicle 100 is effected (as illustrated by the speed curve 333 in Fig. 3b). The driving speed 212 can be reduced starting from the (first) driving speed 331 that the vehicle 100 has at the end of the travel progress 344.

[0063] The driver of the vehicle 100 can thus be enabled to accept the offer to take into account the signaling unit 200 by terminating the actuation of the brake pedal 109, and as a result, the longitudinal guidance (in particular the deceleration) of the vehicle 100 is effected automatically by the vehicle 100.

[0064] In other words, it can be ensured that an offer and a corresponding control for a signaling unit 200 ahead are taken into account even when the brake pedal 109 is depressed. If the driver releases the brake pedal 109, the vehicle 100 will continue to decelerate if a relevant red traffic light is present, and the driving function will not be deactivated. This avoids inconvenient double operation to confirm the offer and / or deactivation of the driving function.

[0065] If the driver depresses the brake pedal 109 at the time of the offer and / or control for an upcoming signaling unit 200 (e.g., for a relevant red traffic light), deceleration to the relevant traffic light continues upon release of the brake. If the earliest offer time and / or control time for an upcoming signaling unit 200 (e.g., for a red traffic light) and an application of the brake coincide exactly, deceleration can also be continued upon release of the brake pedal 109.

[0066] It should be noted that the aspects described for a brake pedal 109 are generally applicable to a brake control element.

[0067] Fig. 4 shows a flowchart of a (possibly computer-implemented) method 400 for longitudinal guidance of a motor vehicle 100 when approaching a signaling unit 200. The signaling unit 200 may comprise a traffic light system and / or a traffic sign. The method 400 can be executed by a (control) device 101 of the motor vehicle 100.

[0068] The method 400 comprises outputting 401 an offer to consider a signaling unit 200 located ahead during the automated longitudinal guidance of the motor vehicle 100 via a user interface 107 (of the motor vehicle 100) while the brake control element 109, in particular the brake pedal, of the motor vehicle 100 is actuated. The offer may only be output if the signaling state of the signaling unit 200 indicates that the motor vehicle 100 must stop at the stop line of the signaling unit 200. This may be the case, for example, at a red traffic light or a stop sign.

[0069] The longitudinal guidance of motor vehicle 100 can be automated by a driving function (e.g., an ACC driving function). The motor vehicle 100 can be automatically guided longitudinally, for example, using a cruise control and / or distance controller. During operation of the driving function, the driver of motor vehicle 100 can actuate the brake control element 109, e.g., to reduce the driving speed 212 of motor vehicle 100 compared to the set speed 311 of the driving function. Furthermore, during the actuation of the brake control element 109, an offer to take into account a signaling unit 200 ahead can be issued.

[0070] The method 400 further includes detecting 402, simultaneously with or subsequent to the issuance of the offer, that the actuation of the brake control element 109 be terminated. Furthermore, the method 400 includes, in response to the detection 402, causing 403 the offer to be accepted and the signaling unit 200 to be taken into account in the automated longitudinal guidance of the motor vehicle 100. The detected termination of the actuation of the brake control element 109 can thus be used as confirmation that the driver of the motor vehicle 100 wishes to accept the offer to be taken into account by the signaling unit 200.

[0071] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance on a signaling unit 200.

[0072] 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 longitudinal guidance of a motor vehicle (100) when approaching a signaling unit (200); wherein the device (101) is configured - to output an offer to take into account a signalling unit (200) located ahead during the automated longitudinal guidance of the motor vehicle (100) via a user interface (107) while a brake control element (109), in particular a brake pedal, of the motor vehicle (100) is actuated; - to detect, simultaneously with or subsequent to the issuing of the offer, that the actuation of the brake control element (109) is terminated; and - in response thereto, to ensure that the offer is accepted and that the signalling unit (200) is taken into account in the automated longitudinal guidance of the motor vehicle (100). 2) Device (101) according to claim 1, wherein the device (101) is arranged - to guide the motor vehicle (100) longitudinally in an automated manner as a function of a set speed (311), in particular in such a way that a driving speed (212) of the motor vehicle (100) is set, in particular regulated, to the set speed (311); - in response to an actuation of the brake control element (109), to cause the driving speed (212) of the motor vehicle (100), in particular according to an extent of actuation of the brake control element (109), to be reduced compared to the set speed (311); and - to automatically guide the motor vehicle (100) longitudinally again after the end of the actuation of the brake control element (109) depending on the setting speed (311), if - the signalling unit (200) is not taken into account in the automated longitudinal guidance; and / or - the signaling unit (200) has a signaling state which indicates that the motor vehicle (100) may drive past the signaling unit (200) without having to stop at a stop line of the signaling unit (200). 3) Device (101) according to one of the preceding claims, wherein the device (101) is configured to automatically decelerate the motor vehicle (100) after the end of the actuation of the brake control element (109), in particular in such a way that the motor vehicle (100) comes to a stop at a stop line of the signaling unit (200) if the signaling unit (200) has a signaling state which indicates that the motor vehicle (100) must stop at the stop line of the signaling unit (200). 4) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a signaling state of the signaling unit (200), in particular on the basis of sensor data from one or more environmental sensors (102) of the motor vehicle (100); and - in response to detecting that the actuation of the brake control element (109) has been terminated, - to guide the motor vehicle (100) longitudinally in an automated manner as a function of a set speed (311), in particular such that a driving speed (212) of the motor vehicle (100) is set, in particular regulated, to the set speed (311) when the signaling state of the signaling unit (200) indicates that the motor vehicle (100) may drive past the signaling unit (200), without having to stop at a stop line of the signaling unit (200); and / or - to decelerate the motor vehicle (100) automatically, in particular in such a way that the motor vehicle (100) comes to a stop at the stop line of the signaling unit (200) when the signaling state of the signaling unit (200) indicates that the motor vehicle (100) must stop at the stop line of the signaling unit (200). 5) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to detect that the brake control element (109) is actuated based on an actuation travel progress (342); - to output the offer for consideration by the signaling unit (200) at an output travel progress (306) that corresponds to the actuated travel progress (342) or that follows the actuated travel progress (342); and - to detect at a termination travel progress (344) that the actuation of the brake operating element (109) is terminated, wherein the termination travel progress (344) corresponds to the output travel progress (306) or follows the output travel progress (306); wherein a travel progress (342, 344, 306) comprises a time or a position during a journey of the motor vehicle (100). 6) Device (101) according to claim 5, wherein the device (101) is arranged - during an actuation interval (343) which begins with the actuation driving progress (342) and which ends with the termination driving progress (344), a reduction in the driving speed (212) of the motor vehicle (100) corresponding to the actuation of the brake control element (109), in particular starting from a set travel speed (311), to a first travel speed (311); and - from the end of the driving progress (344), to automatically adjust, in particular increase or reduce, the driving speed (212) of the motor vehicle (100) starting from the first driving speed (311) depending on a signaling state of the signaling unit (200). 7) Device (101) according to one of claims 5 to 6, wherein the device (101) is arranged - during an actuation interval (343) that begins with the actuation travel progress (342) and ends with the termination travel progress (344), to repeatedly check a sequence of travel progresses (300) to determine whether, based on the respective travel progress (300), consideration of the signaling unit (200) in the automated longitudinal guidance of the motor vehicle (100) is still possible or not; and - if, in particular as soon as it is determined that consideration of the signalling unit (200) in the automated longitudinal guidance of the motor vehicle (100) is no longer possible, - to withdraw the offer to take the signalling unit (200) into account in the automated longitudinal guidance of the motor vehicle (100); and - to ensure that the signalling unit (200) is not taken into account in the automated longitudinal guidance of the motor vehicle (100) from the end of the driving progress (344). 8) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - the forward signaling unit (200) based on sensor data from one or more environmental sensors (102) of the motor vehicle (100) and / or on the basis of a digital map for a road network traveled by the motor vehicle (100), while a driving function for the automated longitudinal guidance of the motor vehicle (100) is activated; and - in response to the detection, to issue the offer to take the signalling unit (200) ahead into account in the automated longitudinal guidance of the motor vehicle (100). 9) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to detect an actuation of a rejection control element; and - in response to the detected actuation of the rejection control element, to cause the offer to be rejected and / or the signalling unit (200) not to be taken into account in the automated longitudinal guidance of the motor vehicle (100). 10) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - in response to detecting that the actuation of the brake control element (109) has ended, to cause an automatic deceleration of the motor vehicle (100) when approaching the signalling unit (200); - to detect, in an actuation interval (303), a renewed actuation of the brake control element (109), in particular the brake pedal, of the motor vehicle (100) 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 signaling unit (200). 11) Method (400) for longitudinal guidance of a motor vehicle (100) when approaching a signaling unit (200); the method (400) comprising - outputting (401) an offer to take into account a signaling unit (200) located ahead during the automated longitudinal guidance of the motor vehicle (100) via a user interface (107) while a brake control element (109), in particular a brake pedal, of the motor vehicle (100) is actuated; - detecting (402), simultaneously with or subsequent to the issuance of the offer, that the actuation of the brake control element (109) is terminated; and - in response to the detection (402), causing (403) the offer to be accepted and the signaling unit (200) to be taken into account in the automated longitudinal guidance of the motor vehicle (100).

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