Method and device for decelerating a vehicle during the operation of an automated driving function

Abstract

The invention relates to a device for the cooperative deceleration of a motor vehicle during the operation of a driving function for an automated longitudinal guidance of the motor vehicle. The device is designed to bring about an automatic deceleration of the motor vehicle as part of the operation of the driving function. Furthermore, the device is designed to detect an actuation of the brake pedal of the motor vehicle in an actuation interval during the operation of the driving function and to bring about a deceleration of the motor vehicle during the actuation interval, said deceleration corresponding to the actuation of the brake operating element. The device is also designed to determine slip information relating to wheel slip occurring during the actuation interval and to continue the driving function on the basis of the slip information following the actuation interval.

Description

[0001] Method and device for decelerating a vehicle during operation of an automated driving function

[0002] The invention relates to a device and a corresponding method which enable a cooperative deceleration of a motor vehicle during operation of a driving function for the automated longitudinal guidance of the motor vehicle.

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

[0004] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0005] According to one aspect, a device for cooperative deceleration of a motor vehicle during operation of a driving function for automated longitudinal guidance of the motor vehicle is described. The driving function can be configured to automatically adjust the longitudinal speed of the motor vehicle. The longitudinal speed of the vehicle can be automatically adjusted, in particular regulated, to a set speed.

[0006] The device is configured to effect automatic deceleration of the motor vehicle during operation of the driving function. In particular, during operation of the driving function, automatic deceleration of the motor vehicle can be effected due to an upcoming deceleration event, in particular due to a preceding signaling unit. The deceleration event, in particular the preceding signaling unit, can be detected while the motor vehicle is being automatically guided longitudinally. The deceleration event can be detected based on sensor data from one or more environmental sensors (e.g., one or more cameras) of the vehicle.The automatic deceleration of the motor vehicle can be designed to decelerate the motor vehicle in such a way that the motor vehicle comes to a stop at the stop position of the deceleration event, in particular at the stop position of the signaling unit.

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

[0008] The device can be configured to determine (based on the environmental data) the signaling state of the signaling unit located ahead in the direction of travel of the motor vehicle. The automatic deceleration of the motor vehicle can be effected depending on the signaling state of the signaling unit, in particular such that • the automatic deceleration is effected when the signaling state of the signaling unit indicates that the motor vehicle must stop at a stop position of the signaling unit; and / or

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

[0010] The device is further configured to detect an actuation of the brake control element, in particular the brake pedal, of the motor vehicle during an actuation interval during operation of the driving function, in particular when approaching the deceleration event. The brake control element, in particular the brake pedal, can be configured to be deflected starting from a rest position. The actuation of the brake control element can correspond to the deflection of the brake control element.

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

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

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

[0014] The device is further configured to determine slip information relating to wheel slip that occurs during the actuation interval. The slip information can be determined based on the sensor data from one or more slip sensors of the motor vehicle. The slip information can indicate

[0015] • whether or not wheel slip occurred at any time during the actuation interval;

[0016] • the (cumulative, if applicable) duration of time for which wheel slip occurred (during the actuation interval);

[0017] • the duration of one or more individual (each temporally isolated) wheel slip events at which wheel slip occurred (during the actuation interval);

[0018] • the braking torque at which wheel slip occurred; and / or

[0019] • one or more of the motor vehicle's stability systems (in particular the ABS, ASR, and / or ESC stability systems) that were activated at any time during the activation interval (due to wheel slip). It should be noted that the ESC stability system is referred to by the applicant as the DSC (Dynamic Stability Control) stability system.

[0020] Furthermore, the device is configured to continue (or not continue) the driving function, in particular the automatic deceleration due to the upcoming deceleration event, depending on the slip information following the actuation interval. The device can, in particular, be configured to deactivate the driving function and not continue it following the actuation interval if the slip information indicates that wheel slip occurred during the actuation interval. Alternatively or additionally, the device can be configured to continue the driving function following the actuation interval if the slip information indicates that no wheel slip occurred during the actuation interval.

[0021] The device can be configured to analyze the duration of wheel slip during the actuation interval. In particular, the duration of individual wheel slip events can be analyzed. The device can, for example, be configured to determine, based on the slip information, that no wheel slip occurred during the actuation interval if

[0022] • the (possibly cumulative) time duration during which wheel slip occurred during the actuation interval is less than a time duration threshold; and / or

[0023] • the duration of each wheel slip event in which wheel slip occurred is less than the duration threshold. The duration threshold may be, for example, 1 second or less, in particular 0.5 seconds or less, in particular 0.2 seconds or less. Furthermore, the device may be configured to determine, based on the slip information, that wheel slip occurred during the actuation interval if

[0024] • the (cumulative) duration of wheel slip during the actuation interval is equal to or greater than the duration threshold; and / or

[0025] • the duration of at least one wheel slip event in which wheel slip occurred is equal to or greater than the duration threshold.

[0026] By considering a time threshold for taking wheel slip into account during the operation of the driving function, the robustness of the operation of the driving function can be further increased.

[0027] This allows the driver of a vehicle to manually change the deceleration value of the deceleration effected by operating the brake control during an automatic deceleration process, without interrupting the automatic deceleration process (i.e., the driving function). Rather, the automatic deceleration process can be automatically resumed as soon as the driver stops operating the brake control, provided that the actuation of the brake control did not result in wheel slip. This allows for particularly comfortable and safe operation of a driving function for automated longitudinal guidance.

[0028] As already explained, slip information can be determined regarding which zero, one, or more stability systems of the motor vehicle were activated due to wheel slip during the actuation interval. The driving function can be continued (or not continued) following the actuation interval depending on which zero, one, or more stability systems of the motor vehicle were activated due to wheel slip during the actuation interval. In particular, the device can be configured to deactivate the driving function and not continue it following the actuation interval if at least one stability system of the motor vehicle was activated due to wheel slip during the actuation interval.Alternatively or additionally, the device can be configured to continue the driving function after the activation interval if no stability system of the motor vehicle was activated due to wheel slip during the activation interval. This can ensure particularly comfortable and safe operation of the driving function.

[0029] The device can be configured to automatically apply a (time-constant) braking torque following the actuation interval, depending on which one or more stability systems of the motor vehicle were activated due to wheel slip during the actuation interval, even if the driving function was deactivated. In particular, the device can be configured to automatically apply a braking torque following the actuation interval if, during the actuation interval, only the ABS stability system of the motor vehicle was activated due to wheel slip. The automatically applied braking torque can correspond to a braking torque, in particular the maximum possible braking torque, at which no wheel slip occurs.Alternatively or additionally, the device may be configured not to cause an automatic braking torque following the actuation interval if the ASR and / or ESC stability system of the motor vehicle was activated during the actuation interval due to wheel slip.

[0030] Thus, even when the driving function is deactivated, a (constant and / or maximum possible) braking torque can still be applied to continue the deceleration process that has already begun. Furthermore, the automated longitudinal guidance of the vehicle is inhibited (because the driving function has been deactivated). This further increases the comfort and safety of the vehicle's operation.

[0031] 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.

[0032] According to a further aspect, a method for cooperatively decelerating a motor vehicle during the operation of a driving function for automated longitudinal guidance of the motor vehicle is described. The method comprises inducing, as part of the operation of the driving function, an automatic deceleration of the motor vehicle. Furthermore, the method comprises detecting, in an actuation interval during the operation of the driving function (in particular during automatic deceleration), an actuation of a brake control element, in particular a brake pedal, of the motor vehicle, and inducing, during the actuation interval, a deceleration of the motor vehicle corresponding to the actuation of the brake control element.The method further comprises determining slip information relating to wheel slip occurring during the actuation interval and continuing the driving function, in particular continuing the automatic deceleration, following the actuation interval in dependence on the slip information.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] The invention will be described in more detail below using exemplary embodiments.

[0038] Figure 1 shows exemplary components of a vehicle;

[0039] Figure 2 shows an exemplary approach to a signaling unit;

[0040] Figure 3a shows an exemplary curve of the driving speed of a vehicle when approaching a signalling unit (generally a deceleration event);

[0041] Figure 3b shows an example of the driving speed of a vehicle when wheel slip is detected; and

[0042] Figure 4 is a flowchart of an exemplary method for cooperatively decelerating a vehicle during operation of an automated driving function.

[0043] As stated at the outset, this document deals with increasing the comfort and safety of a driving function for the automated longitudinal guidance of a vehicle, in particular when effecting an automatic deceleration, such as an automatic deceleration at a signalling unit (e.g. a traffic light and / or a traffic sign) on the roadway travelled by the vehicle.

[0044] Fig. 1 shows exemplary components of a vehicle 100. The vehicle 100 includes one or more environmental sensors 102 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) configured to capture environmental data relating to the environment of the vehicle 100 (in particular, relating to the environment in front of the vehicle 100 in the direction of travel). Furthermore, the vehicle 100 includes one or more actuators 103 configured to influence the longitudinal and / or lateral guidance of the vehicle 100. Exemplary actuators 102 include: a braking system, a drive motor, a steering system, etc.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] The device 101 of the vehicle 100 can be configured to provide automated longitudinal guidance of the vehicle 100 in urban areas. This driving function can be referred to as an Urban Cruise Control driving function. 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.

[0049] 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 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, 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.

[0050] 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).

[0051] 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).

[0052] Fig. 2 shows an exemplary driving situation in which the vehicle 100 detects a signaling unit 200 ahead at a detection driving progress (e.g., at a specific detection position and / or at a specific detection time). The signaling unit 200 may have a light signal 201. The device 101 may be configured to determine the signaling state of the light signal 201 (e.g., based on the surrounding data). At the detection driving progress, the vehicle 100 has a specific distance 211 from the stop position of the signaling unit 200 and a specific driving speed 212 (e.g., the set speed).

[0053] If it is determined that the signaling unit 200 should be taken into account in the automated longitudinal guidance of the vehicle 100, and the signaling unit 200 indicates that the vehicle 100 must stop at the stop position of the signaling unit 200, an automated deceleration of the vehicle 100 can be initiated (starting from the detected travel progress), which aims to decelerate the vehicle 100 to a standstill. Fig. 3a shows an exemplary curve 312 of the driving speed 212 of the vehicle 100 as it approaches the stop position of the signaling unit 200 (as a function of the travel progress 300 of the vehicle 100, where the travel progress 300 can correspond to the position and / or the time). The stop position of the signaling unit 200 corresponds to the stop travel progress 305.The driving speed 212 is reduced by the automatic deceleration starting from the set speed 311 (at the detection driving progress 301) to a standstill (at the holding driving progress 305).

[0054] It may happen that the deceleration automatically effected by the vehicle 100 is perceived by the driver of the vehicle 100 as inappropriate and / or uncomfortable. This may lead to the driver of the vehicle 100 actuating the brake pedal 109 (generally the brake control element) of the vehicle 100 in order to change the deceleration of the vehicle 100. This is illustrated by way of example in Fig. 3a, wherein the driver begins to actuate, in particular deflect, the brake pedal 109 of the vehicle 100 at a first intermediate driving stage 302. The actuation of the brake pedal 109 can be effected for a specific (time- and / or distance-based) actuation interval 303 and can be ended after the expiration of the actuation interval 303 at a second intermediate driving stage 304.

[0055] 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.

[0056] 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.

[0057] It can thus be ensured that the actuation of the brake pedal 109 of the vehicle 100 does not lead to a deactivation, but only to a temporary interruption of the driving function for the automated longitudinal guidance of the vehicle 100. The driving function can be continued immediately after the actuation interval 303.

[0058] The (control) device 101 of the vehicle 100 can be configured to determine slip information relating to wheel slip that occurs during operation of the vehicle 100. Particularly during deceleration, it can happen that one or more wheels 111 of the vehicle 100 exhibit slip relative to the roadway 110 traveled by the vehicle 100. The wheel slip can be detected based on the sensor data from one or more slip sensors 112 of the vehicle 100.

[0059] The device 101 of the vehicle 100 can be configured to determine (based on the sensor data of the one or more slip sensors 112) slip information relating to wheel slip that occurs during the actuation interval 303. In the example illustrated in Fig. 3b, for example, wheel slip is detected at or from a specific wheel slip driving progress 309 during the actuation interval 303.

[0060] Following the actuation interval 303, the driving function can be continued or aborted depending on the determined slip information. In particular, the driving function can be aborted if the slip information indicates that wheel slip occurred during the actuation interval 303. On the other hand, the driving function can be continued if the slip information indicates that no wheel slip occurred during the actuation interval 303.

[0061] Fig. 3b shows the curve 323 of the driving speed 212 of the vehicle 100 in the event that the driving function is continued following the actuation interval 303. As a result, the vehicle 100 is automatically decelerated such that the vehicle 100 comes to a stop at the stop driving progress 305.

[0062] Furthermore, Fig. 3b illustrates exemplary curves 331, 332 of the driving speed 212 of the vehicle 100 in the event that the driving function is deactivated (due to wheel slip) and thus is not continued following the actuation interval 303. As can be seen from Fig. 3b, the deactivation of the driving function typically results in the vehicle 100 not automatically coming to a stop (exactly) at the stop driving progress 305.

[0063] The slip information may indicate whether the wheel slip that occurred during the actuation interval 303 caused the activation of a stability system of the vehicle 100. If appropriate, the slip information may further indicate which one or more stability systems were activated. Exemplary stability systems are

[0064] • the ABS (anti-lock braking system) stability system; and / or

[0065] • the ASR (traction control) stability system; and / or

[0066] • the ESC or ESP (Electronic Stability Control) stability system.

[0067] The device 101 can be configured to automatically apply a braking torque following the actuation interval 303, depending on the one or more stability systems that were activated during the actuation interval 303, even if the driving function has been deactivated. In this case, a braking torque can be applied that (just) does not lead to wheel slip. In particular, the maximum possible braking torque can be applied so that no wheel slip occurs. The automatically applied braking torque is typically determined and applied independently of the remaining distance to the stopping driving progress 305 (due to the deactivation of the driving function).

[0068] The device 101 can be configured

[0069] • to continue to automatically apply a braking torque following the actuation interval 303 if only the ABS stability system has been activated (this is shown as an example in Fig. 3b by the speed curve 331); and / or

[0070] • not to cause an automatic braking torque following the actuation interval 303 if the ASC and / or ESC stability system has been activated (this is shown as an example in Fig. 3b by the speed curve 332).

[0071] In this way, a particularly comfortable and safe cooperative deceleration can be achieved when operating a driving function for the automated longitudinal guidance of a motor vehicle 100.

[0072] Fig. 4 shows a flowchart of a (possibly computer-implemented) method 400 for cooperatively decelerating a motor vehicle 100 during operation of a driving function for automated longitudinal guidance of the motor vehicle 100. The driving function can comprise a distance and / or speed controller configured to automatically adjust the driving speed 212 of the motor vehicle 100, e.g., as a function of a predetermined set speed and / or as a function of one or more preceding deceleration events (such as, e.g., a preceding signaling unit 200 and / or a preceding vehicle). The preceding deceleration event can be detected on the basis of the environmental data from one or more environmental sensors 102 of the vehicle 100.

[0073] The method 400 comprises causing 401, as part of the operation of the driving function, an automatic deceleration of the motor vehicle 100. For example, an automatic deceleration of the motor vehicle 100 can be caused upon approaching a signaling unit 200 located ahead in the direction of travel of the motor vehicle 100. The automatic deceleration can be designed to decelerate the motor vehicle 100 such that the vehicle 100 comes to a stop (exactly) upon reaching the stop position of the signaling unit 200. The automatic deceleration can optionally be caused (without requiring user input) as soon as it is detected that the signaling unit 200 has a signaling state (e.g., a red light signal 201) that indicates that the vehicle 100 must stop.

[0074] The method 400 further includes detecting 402, in an actuation interval 303 during operation of the driving function, in particular upon approaching the signaling unit 200, an actuation of the brake control element 109, in particular the brake pedal, of the motor vehicle 100. It can thus be detected that the driver of the vehicle 100 actuates the brake control element 109 (in order to manually decelerate the vehicle 100) during operation of the driving function, in particular during automatic deceleration. The actuation of the brake control element 109 can occur over the entire actuation interval 303.

[0075] Furthermore, the method 400 includes causing 403, during the (entire) actuation interval 303, a deceleration of the motor vehicle 100 corresponding to the actuation of the brake control element 109. The automatic deceleration can be interrupted during the (entire) actuation interval 303. This allows the driver to temporarily effect a manual deceleration during the operation of the driving function, in particular during the automatic deceleration process (without any further user input being made besides the actuation of the brake control element 109).

[0076] The method 400 further includes determining 404 slip information related to wheel slip that occurs during the actuation interval 303. The slip information may be determined based on the sensor data from one or more slip sensors 112 of the motor vehicle 100. The slip information may indicate

[0077] • whether or not wheel slip occurred during the actuation interval 303;

[0078] • the braking torque at which wheel slip occurred; and / or

[0079] • one or more stability systems (e.g. the ABS, ASR and / or ESC stability system) that were automatically activated during the actuation interval 303.

[0080] Furthermore, the method 400 comprises continuing 405 the driving function following the actuation interval 303 depending on the slip information. The driving function can be continued or discontinued (in particular deactivated) depending on the slip information. In particular, the automatic deceleration of the motor vehicle 100 (e.g., upon approaching the signaling unit 200) can be continued or discontinued. If it is determined that the driving function will be continued, as soon as the actuation of the brake control element 109 is terminated, the automatic deceleration of the vehicle 100 can be continued automatically (i.e., without user input) (e.g., to decelerate the vehicle 100 to a standstill).

[0081] The measures described in this document can safely increase the comfort of a driving function for automated longitudinal guidance. It should be noted that the aspects described for a brake pedal are generally applicable to a brake control element. The present invention is not limited to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

Claims 1) Device (101) for cooperative deceleration of a motor vehicle (100) during operation of a driving function for automated longitudinal guidance of the motor vehicle (100); wherein the device (101) is configured - to effect an automatic deceleration of the motor vehicle (100) during operation of the driving function; - to detect an actuation of a brake control element (109), in particular a brake pedal, of the motor vehicle (100) in an actuation interval (303) during operation of the driving function; - to effect a deceleration of the motor vehicle (100) during the actuation interval (303) corresponding to the actuation of the brake control element (109); - to determine slip information relating to wheel slip occurring during the actuation interval (303); and - to continue the driving function depending on the slip information following the actuation interval (303). 2) Device (101) according to claim 1, wherein the device (101) is arranged - to deactivate the driving function and not to continue it after the actuation interval (303) if the slip information indicates that wheel slip has occurred during the actuation interval (303); and / or - to continue the driving function following the actuation interval (303) if the slip information indicates that no wheel slip occurred during the actuation interval (303). 3) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine slip information as to which zero, one or more stability systems of the motor vehicle (100) were activated due to wheel slip during the actuation interval (303); and - to continue the driving function following the actuation interval (303) depending on which zero, one or more stability systems of the motor vehicle (100) were activated due to wheel slip during the actuation interval (303). 4) Device (101) according to claim 3, wherein the device (101) is arranged - to deactivate the driving function and not to continue it after the actuation interval (303) if at least one stability system of the motor vehicle (100) was activated due to wheel slip during the actuation interval (303); and / or - to continue the driving function following the actuation interval (303) if no stability system of the motor vehicle (100) was activated due to wheel slip during the actuation interval (303). 5) Device (101) according to one of claims 3 to 4, wherein the device (101) is configured to automatically effect a braking torque following the actuation interval (303), depending on which one or more stability systems of the motor vehicle (100) were activated due to wheel slip during the actuation interval (303), even if the driving function was deactivated. 6) Device (101) according to claim 5, wherein the device (101) is arranged - to automatically cause a braking torque following the actuation interval (303) if during the actuation interval (303) due to wheel slip, only the ABS stability system of the motor vehicle (100) was activated; and / or - not to effect an automatic braking torque following the actuation interval (303) if the ASR and / or ESC stability system of the motor vehicle (100) was activated due to wheel slip during the actuation interval (303). 7) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to effect an automatic deceleration of the motor vehicle (100) as part of the operation of the driving function due to an upcoming deceleration event, in particular due to an upcoming signalling unit (200); and - depending on the slip information, the automatic deceleration of the motor vehicle (100) due to the preceding deceleration event following the actuation interval (303) to continue or not to continue. 8) Device (101) according to one of the preceding claims, wherein the automatic deceleration of the motor vehicle (100) is designed to decelerate the motor vehicle (100) such that the motor vehicle (100) comes to a stop at a stop position of a signaling unit (200) located ahead. 9) Device (101) according to one of the preceding claims, wherein - the actuation interval (303) by a first intermediate driving progress (302) and by a second intermediate driving progress (304) is limited; - an intermediate travel progress (302, 304) corresponds to a time and / or a position when approaching the signaling unit (200); - the actuation of the brake control element (109) begins at the first intermediate driving progress (302); and - the actuation of the brake control element (109) ends at the second intermediate travel progress (304). 10) Method (400) for cooperative deceleration of a motor vehicle (100) during operation of a driving function for automated longitudinal guidance of the motor vehicle (100); wherein the method (400) comprises - causing (401), as part of the operation of the driving function, an automatic deceleration of the motor vehicle (100); - detecting (402), in an actuation interval (303) during operation of the driving function, an actuation of a brake control element (109), in particular a brake pedal, of the motor vehicle (100); - causing (403), during the actuation interval (303), a deceleration of the motor vehicle (100) corresponding to the actuation of the brake control element (109); - determining (404) slip information relating to wheel slip occurring during the actuation interval (303); and - Continuation (405) of the driving function following the actuation interval (303) depending on the slip information.

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