Method and processing device for operating an automated driving function

Abstract

A method (2) for operating an automated driving function of a vehicle (3) comprises the steps of: detecting (21) an object (4) in front of the vehicle; and in response to the detection (21) of the object (4), generating (22) control signals for bringing about a deceleration of the vehicle (3). The control signals are generated in such a way that, in an initial deceleration phase (P1) which ends after a predefined deceleration time or a predefined deceleration distance, a first deceleration limitation is adhered to and, in a following subsequent deceleration phase (P2), a second deceleration limitation which is less restrictive than the first deceleration limitation is adhered to. The subsequent deceleration phase (P2) is initiated only if, over the entire initial deceleration phase (P1), one and the same detect object (4) has given rise to the deceleration of the vehicle (3) and if, during the initial deceleration phase, no physically implausible jump in the distance of the object (4) from the vehicle (3) or in other acquired movement data of the object (4) has been ascertained.

Description

[0001] 24-2076 1

[0002] Method and processing equipment for operating an automated driving function

[0003] The invention relates to a method for operating an automated driving function of a vehicle. Furthermore, the invention relates to a processing device and a computer program for executing such a method, as well as a computer-readable storage medium on which such a computer program is stored.

[0004] Modern vehicles are often equipped with automated driving functions that enable automated longitudinal and / or lateral control. A common automated driving function with automated longitudinal control is, for example, adaptive cruise control, often abbreviated as ACC. Such a longitudinal automated driving function can also be combined with automated lateral control, such as in a lane keeping assist system (LSA).

[0005] For longitudinal automated driving functions, certain acceleration and deceleration limits are generally specified, such as a speed-dependent maximum deceleration that is not exceeded during normal operation of the automated driving function. For example, the ISO 15622 standard (Third Edition 2018-09) for ACC systems stipulates that an automatic deceleration averaged over 2 seconds should be 3.5 m / s². 2 must not be exceeded if the vehicle is traveling faster than 20 m / s and 5 m / s 2 must not be exceeded if the vehicle is traveling slower than 5 m / s. In the speed range between 5 m / s and 20 m / s, the deceleration limit becomes linear between the aforementioned values ​​of 5 m / s. 2 and 3.5 m / s 2 interpolated.

[0006] One reason for such acceleration limits is to prevent rear-end collisions. This can be particularly relevant in the event of a false triggering of the automatic deceleration system. If, for example, the vehicle equipped with the automated driving function detects a ghost object due to a patch of fog, a bump in the road, or something similar, and decelerates accordingly, a sudden initial deceleration exceeding the aforementioned limits might be too strong for a following vehicle to react appropriately and prevent a rear-end collision.

[0007] While such delay limits prove effective with regard to the goal of preventing rear-end collisions, particularly in cases of false detection, they represent in 24-2076 2

[0008] This presents a challenge in conjunction with fulfilling other safety criteria. In the future, it may be necessary to provide greater sensor ranges than before, using expensive and complex sensor hardware and software, in order to brake early enough for objects or obstacles in certain situations specified by NCAP, while adhering to the aforementioned deceleration limits. For example, for a collision-avoidance braking maneuver from a speed of 130 km / h towards a stationary object, the sensor set installed in the vehicle must ensure sufficient sensor range for forward-facing environmental sensing so that the stationary object is detected early enough to bring the vehicle to a standstill before it, while still complying with the deceleration limits according to ISO standards.A less powerful sensor with a shorter sensor range might, under the same scenario, require a greater delay than permitted by the ISO standard.

[0009] Generally, there is a conflict of objectives between effectively braking to prevent a collision with a vehicle ahead and avoiding a rear-end collision with a following vehicle. While the rigid deceleration limits described above are beneficial for preventing rear-end collisions, they can be counterproductive in some scenarios, particularly during prolonged deceleration, when considering the overall objective of avoiding a collision with the vehicle ahead.

[0010] It is an object of the present invention to provide a method for operating an automated driving function of a vehicle which at least partially overcomes the disadvantages of solutions known in the prior art described above.

[0011] The problem is solved by the subject matter of claim 1 and the dependent claims. Advantageous embodiments are specified in the dependent claims.

[0012] A first aspect of the invention relates to a computer-implemented method for operating an automated driving function of a vehicle.

[0013] The vehicle in question may be, in particular, a motor vehicle. The term "motor vehicle" is understood to mean, in particular, a land vehicle that is moved by mechanical power and is not bound to railway tracks. A motor vehicle in this sense may, for example, be a passenger car, a motorcycle, or a tractor. 24-2076 3

[0014] The automated driving function is designed to enable automated driving with automated longitudinal control. For example, the automated driving function can be an ACC function. Additionally, it can also enable automated lateral control, such as in a combination of ACC and a steering and lane keeping assist (LSA).

[0015] Within the scope of this document, the term "automated driving" or "automated driving function" encompasses automated driving at any level of automation. Examples of automation levels include assisted, partially automated, conditionally automated, highly automated, and fully automated driving (listed in order of increasing automation level). The five automation levels mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021. In assisted driving (SAE Level 1), the system performs longitudinal or lateral control in certain driving situations, with the expectation that the driver will handle all remaining aspects of the dynamic driving tasks.In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, although the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain timeframe if requested by the system. In highly automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option. In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that a human driver can also handle.

[0016] The automated driving function can, in particular, be an automated driving function according to SAE Level 2.

[0017] One step in the process is the detection of an object in front of the vehicle.

[0018] The object can be a moving object, such as another vehicle driving in front of the vehicle (hereinafter also referred to as the vehicle in front) 24-2076 4. However, the object can also be a static obstacle, such as a stationary vehicle, a boulder, a car tire, or the like.

[0019] The term "object detection" should be understood to include even the apparent detection of an object, such as the detection of a "ghost object." The crucial point is that the system, which provides the automated driving function with environmental information, detects a deceleration-relevant (dynamic or static) object in front of the vehicle, whether actually present or merely perceived. As already mentioned, this can include cases of false-positive detections (i.e., the detection of so-called "ghost objects").

[0020] In a further process step, control signals are generated in response to the detection of the object to cause an automatic deceleration of the vehicle, in such a way that in an initial deceleration phase, which ends after a predetermined deceleration time or after a predetermined deceleration distance, a first deceleration limit is observed, and in a subsequent deceleration phase following the initial deceleration phase, a second deceleration limit, which is less restrictive than the first deceleration limit, is observed.

[0021] The statement that a respective deceleration limit is adhered to can, according to some embodiments, be understood to mean that the average deceleration of the vehicle over a predetermined observation period, such as 2 seconds, does not exceed the respective deceleration limit. According to other embodiments, however, it is also possible that the respective deceleration limit must not be exceeded at any point in time (i.e., not just not on average over a specific observation period).

[0022] According to the invention, a two-stage or multi-stage delay is to be implemented, whereby the more restrictive first delay limit in the initial delay phase can, for example, correspond to the aforementioned delay limit provided for in accordance with ISO or be chosen to be similarly restrictive. In contrast, the second delay limit applicable to the subsequent delay phase can be chosen to be significantly less restrictive. For example, the second delay limit can be defined by a maximum delay value that is > 5 m / s². 2 , such as > 6 m / s 2 or even > 8 m / s 2is, be marked. It should be understood, as in 24-2076 5, that the maximum deceleration value is the value by which a permissible deceleration during the subsequent deceleration phase within the framework of the second deceleration limit is capped. As already stated, this can mean that a deceleration averaged over a short period, such as 2 seconds, or, in a stricter sense, the deceleration of the vehicle at any given time, is capped by the maximum deceleration value.

[0023] According to one embodiment, the initial deceleration phase (in particular, the end of the initial deceleration phase) is predefined in time, namely by a predetermined duration from the start of the vehicle's deceleration. Preferably, this duration is in the range of 1 to 6 seconds, particularly in the range of 2 to 3 seconds.

[0024] Alternatively, the initial deceleration phase (in particular, the end of the initial deceleration phase) can be spatially predefined, namely by a predetermined distance that the vehicle travels from the start of the deceleration. Preferably, this distance is in the range of 5 to 200 meters, particularly in the range of 25 to 100 meters.

[0025] According to a further training, the initial delay phase can be followed by several subsequent delay phases (including the follow-up delay phase as the first of the subsequent delay phases), each with a less restrictive delay limit compared to the first. All or some of the subsequent delay phases can be predefined temporally or spatially (i.e., based on a delay path), analogous to the initial delay phase. In particular, the delay limits of the several subsequent delay phases can be designed such that each subsequent delay phase has a less restrictive delay limit than the respective preceding delay phase, resulting in a progressive widening of the delay limit during the overall delay process.

[0026] According to one embodiment, the first deceleration limit, which applies during the initial deceleration phase, can depend on the vehicle's speed, in particular the vehicle's speed at the beginning of the deceleration towards the object. For example, the dependence of the deceleration limit on speed can be defined by a predetermined characteristic curve. Similarly, this can also apply to the second deceleration limit in the subsequent deceleration phase and, where applicable, to further deceleration limits in the following deceleration phases; that is, for the following deceleration phases, for example, respective characteristic curves can also be defined that assign a respective deceleration limit to a speed at the beginning of the respective deceleration phase.

[0027] According to the invention, the subsequent deceleration phase with the less restrictive second deceleration limit is only initiated if one and the same detected object has caused the vehicle to decelerate throughout the entire initial deceleration phase. In other words, the condition for widening the deceleration limit (from the first to the second deceleration limit) can be that one and the same object was the target of the braking throughout the entire initial deceleration phase.

[0028] The same may also apply to each of the subsequent delay phases, insofar as one or more subsequent delay phases are provided in addition to the initial delay phase.

[0029] It can therefore be checked during the initial delay phase, as well as optionally during the subsequent delay phase and during possible further delay phases, whether one and the same detected object has given cause for the vehicle's deceleration over the entire delay so far (i.e. over the respective current delay phase as well as over all previous delay phases), and it can be provided that the respective subsequent delay phase is only initiated if this check is positive.

[0030] For example, during each of the delay phases, it can be repeatedly checked (e.g., periodically), i.e., at several points in time, whether the same object is still causing the delay. It is also conceivable, however, that at the beginning and end of a delay phase, it is checked which object is being decelerated towards, and that if it is found that at the end of the delay phase the same object is still being decelerated towards as at the beginning of the delay phase, it is assumed for the purposes of the check that the same object was also being decelerated towards in the interim.

[0031] For example, within the framework of an object provisioning algorithm, a unique object ID can be assigned to each captured object. The object ID can be linked to specific object attributes, such as those captured by classifying a camera image, which might include a recognized vehicle type (truck, car, motorcycle, etc.), a 24-2076 7

[0032] Object size, shape, color, or similar attributes can be linked. Using the object ID in conjunction with the object attributes, it can be checked whether the same object is continuously causing the vehicle to decelerate during the initial deceleration phase, or whether, for example, before the initial deceleration phase ends, a situation arises where, instead of the first object that triggered the initial deceleration, a second object with a different object ID and different object attributes causes the vehicle to decelerate.

[0033] Such a situation of a (possibly only perceived) sudden change of object can, under certain circumstances, indicate that the first object was not actually present, meaning that a phantom object was initially detected. Since abrupt braking for a phantom object, and thus the risk of a rear-end collision resulting from such a false detection, should be avoided, it can be advantageous in such a case not to initiate the subsequent deceleration phase with the extended deceleration limit after the predetermined deceleration time or distance has elapsed since the beginning of the initial deceleration phase. Instead, it can be stipulated that the second object, which now causes deceleration instead of the first, triggers a new initial deceleration phase, from the beginning of which the predetermined deceleration time or distance is "counted" anew, in order to then transition to the subsequent deceleration phase at a correspondingly later time.

[0034] As a further prerequisite for initiating the subsequent delay phase after the end of the initial delay phase, the invention provides that no physically implausible jump in the distance of the object to the vehicle or in other determined motion data, in particular in speed, acceleration or other vehicle dynamics data of the object, has been detected during the initial delay phase.

[0035] For example, it can be checked whether a measured distance and a relative speed (e.g., determined by radar measurement) between an object and a vehicle change together (within the limits of measurement accuracy) or only change in a physically plausible way. These quantities are not independent of each other, so, for example, a sudden change in distance without a corresponding change in relative speed can be considered physically implausible. Therefore, if one of the several quantities under consideration, which are physically linked, changes excessively compared to one or more of the other values, this can be considered 24-2076 8

[0036] This could be considered an indicator that object detection in the situation in question is not reliable enough to justify abrupt braking of the vehicle and thus accepting the risk of a rear-end collision.

[0037] In general, the consistency of the object's distance and other motion data over time should be checked and compared with a physical model. For example, it is conceivable that a model-based estimate of the object's motion, such as using a Kalman filter, could be used for this comparison. If this reveals a deviation (beyond a certain margin of error) from physically expected temporal changes in the object's distance and / or other motion parameters, this could indicate that a ghost object has been detected.

[0038] Checking the two cumulative prerequisites – object identity and the absence of implausible jumps in distance or other movement data – before initiating the subsequent deceleration phase after the predefined end of the initial deceleration phase is beneficial in preventing rear-end collisions resulting from false detection of objects (ghost objects), as each of these checks can provide indications that the initially detected object might be a ghost object. Conversely, the risk of a rear-end collision may be acceptable if an actual object is present and the hazardous situation is mitigated by the vehicle braking.

[0039] In general, the invention is based on the insight that in many situations the conflict of objectives described at the beginning, between avoiding a collision forward (by effectively decelerating the vehicle) and avoiding a rear-end collision with a following vehicle (by limiting the vehicle's deceleration), can be resolved by maintaining a comparatively restrictive deceleration limit at the beginning of a longer deceleration process and then, after a predetermined time or a predetermined distance traveled from the start of the deceleration, relaxing the deceleration limit – optionally gradually in several stages.

[0040] Due to a comparatively restrictive deceleration in the initial deceleration phase, the vehicle's automatic braking remains effective for the driver and any following vehicle. For example, in the event of a false positive detection of a ghost object (see 24-2076 9), the driver of a vehicle with automated driving functions would typically react within the first 2 to 3 seconds and abort the false braking. However, if the vehicle's braking for the object persists for a longer period, such as longer than 2 to 3 seconds, the braking process may not be fully initiated.Over a certain distance, maintaining a restrictive deceleration limit often no longer provides any added value for effectively preventing a rear-end collision, because by that point not only has the driver of the decelerating vehicle had the opportunity to abort a potential emergency braking maneuver, but a following vehicle has also had the opportunity to react to the deceleration by braking itself. As deceleration progresses, it becomes advantageous that the vehicle with the automated driving function can reduce its speed more quickly due to the less restrictive deceleration limit then in effect, and thus potentially prevent a head-on collision with the object more effectively.

[0041] As a result, the vehicle can handle more scenarios with collision-relevant objects – even with limited sensor performance – by widening the deceleration limit.

[0042] A second aspect of the invention is a (data) processing device configured to execute a method according to the first aspect of the invention. Accordingly, the preceding and following explanations of the method according to the invention, as well as its possible embodiments, can be understood analogously for the processing device according to the invention, and vice versa.

[0043] The processing device can have at least one processor and be configured to carry out the method according to the first aspect of the invention by means of the at least one processor.

[0044] According to some embodiments, the processing unit can also be a spatially distributed processing unit (for example, across several processors or microcontrollers spaced apart from each other).

[0045] For example, the processing unit can be a control unit or part of a control unit of the vehicle. In particular, it can be a control unit for controlling the automated driving function.

[0046] A third aspect of the invention is a computer program comprising instructions that are executed by a processing device (as in 24-2076 10) when the computer program is executed.

[0047] For example, a processing device according to the second aspect of the invention can cause it to execute a method according to the first aspect of the invention. The computer program can be divided into several separate subprograms, each of which can be executed by different (partial) processing devices (such as several separate processors), which may be located at different locations.

[0048] A processing device according to the second aspect of the invention can be configured (i.e. programmed) to execute a computer program according to the third aspect of the invention.

[0049] A fourth aspect of the invention is a computer-readable storage medium comprising instructions which, when executed by a (possibly distributed) processing unit, cause it to execute a method according to the first aspect of the invention. In other words, a computer program according to the third aspect of the invention can be stored on the computer-readable storage medium.

[0050] The invention will now be explained in more detail with reference to exemplary embodiments and the accompanying drawings.

[0051] Fig. 1A illustrates, by way of example and schematically, a scenario in which a vehicle with an automated driving function must react to a deceleration-relevant vehicle in front, with another vehicle driving behind the vehicle.

[0052] Fig. 1B illustrates, by way of example and schematically, an initial deceleration phase and a subsequent deceleration phase of the vehicle from Fig. 1A when braking towards the vehicle in front.

[0053] Fig. 1C illustrates, by way of example and schematically, an initial deceleration phase and three subsequent deceleration phases of the vehicle from Fig. 1A when braking towards the vehicle in front.

[0054] Fig. 2 illustrates, by way of example and schematically, the steps of a method for operating an automated driving function of a vehicle, which can be applied in the example scenario from Fig. 1. 24-2076 11

[0055] Fig. 3A illustrates, by way of example and schematically, the following in the example scenario according to

[0056] Fig. 1B shows the applicable delay restrictions in the different delay phases.

[0057] Fig. 3B illustrates, by way of example and schematically, the delay restrictions that apply in the different delay phases of the example scenario according to Fig. 1C.

[0058] The example scenario shown in Figures 1A to C concerns a motor vehicle 3, which is equipped with a longitudinally controlled automated driving function, such as ACC. The automated driving function is controlled by a data processing unit in the form of a control unit 30 of the vehicle 3. As illustrated in Figure 1A, in the present example scenario, another vehicle (following vehicle) 5 is driving behind the vehicle 3.

[0059] In the following, a method 2, which is schematically illustrated in Fig. 2 and which the data processing device 30 of the vehicle 3 executes when a delay-relevant object 4 appears in front of the vehicle 3, is explained.

[0060] In step 21 of procedure 2, a deceleration-relevant object 4, here in the form of another motor vehicle (front vehicle), is detected at a distance d in front of vehicle 3. This can be done in a known manner using environmental sensors on vehicle 3, such as radar and / or camera sensors. The control unit 30 of the automated driving function of vehicle 3 can receive information about the front vehicle 4 from the environmental sensors, for example in the form of an object list.

[0061] The front vehicle 4, for example, could be a stationary object, or it could be moving slower than vehicle 3 and therefore be identified as a deceleration-relevant object.

[0062] The vehicle in front, 4, could be a real object relevant to the deceleration, or it could be the result of a false detection, such as due to a patch of fog or a bump in the road. In such a case, object 4 can also be referred to as a ghost object. 24-2076 12

[0063] In response to the detection 21 of the front vehicle 4, the control unit 30 generates 22 control signals to cause a deceleration of the vehicle 3 and outputs these control signals to a longitudinal guidance actuator of the vehicle 3, which implements the deceleration accordingly.

[0064] Figures 1B and 1C schematically illustrate two exemplary deceleration processes that can be achieved in this way. In each case, it is assumed that the front object 4 was recognized as a stationary object (obstacle) in step 21, so that the initial distance d from Figure 1A also corresponds to the total available deceleration distance.

[0065] For the two exemplary delay processes according to Fig. 1 B and Fig. 1C, it is the case that in an initial delay phase P1 a first delay limit is observed and that in a subsequent delay phase P2 following the initial delay phase P1 a second delay limit is observed which is less restrictive than the first delay limit.

[0066] In the example scenario shown in Fig. 1C, the initial delay phase P1 is followed not only by the subsequent delay phase P2, but by several (here three) different subsequent delay phases P2, P3, P4, of which the subsequent delay phase P2 is the first. In each of the subsequent delay phases P2, P3, P4, a less restrictive delay limit applies compared to the first delay limit. More precisely, the delay limits of the individual subsequent delay phases P2, P3, P4 are designed such that each subsequent delay phase P2, P3, P4 has a less restrictive delay limit than the respective preceding delay phase P1, P2, P3. This means that in subsequent delay phase P2, a less restrictive delay limit applies than the second delay limit that must be observed in the initial delay phase P1.In subsequent delay phase P3, a less restrictive delay limit must be observed than in subsequent delay phase P2, and in subsequent delay phase P4, the delay limit to be observed is less restrictive than in subsequent delay phase P3. In other words, a progressive widening of the delay limit is provided for throughout the entire delay process. 24-2076 13.

[0067] Figures 3A and 3B show diagrams illustrating the delay restrictions applicable in the various delay phases P1 and P2 and P1, P2, P3 and P4, respectively, with reference to the example scenarios according to Figure 1B and Figure 1C.

[0068] The deceleration limits are plotted on a negative acceleration axis, meaning that the higher up in the diagrams a deceleration limit is, the less restrictive it is.

[0069] In the diagrams in Figures 3A and 3B, the horizontal axis is a time axis. The delay phases are therefore predefined in terms of time, and the applicable delay restrictions are plotted against time t.

[0070] It should be noted, however, that according to other embodiments, the different deceleration phases can be defined based on a distance traveled. In such a case, the respective diagram would look similar, but with distance values ​​instead of time values ​​on the horizontal axis.

[0071] Referring to Fig. 3A, it can be seen that the initial delay phase P1 extends from time tO, which marks the beginning of the delay process, to a predefined time t1. The time interval between tO and t1 thus specifies a predefined duration of the initial delay phase P1. For example, this duration can be chosen to be in the range of 2 to 3 seconds or 1 to 6 seconds.

[0072] During the initial deceleration phase P1, the deceleration of vehicle 3 is limited so that it does not exceed the value -aO, which corresponds to the first deceleration limit. In other words, during the initial deceleration phase P1, the magnitude of the deceleration does not exceed the value aO.

[0073] For example, the first deceleration limit can depend on the speed of vehicle 3 at the initial time tO.

[0074] If the same front object 4 is still detected as a delay-relevant object at time t1, i.e., after the initial deceleration phase P1 has elapsed, and no physically implausible jump in the distance of the front object 4 to the vehicle 3 or in other determined movement data of the front object 4 has been detected, the subsequent deceleration phase P2 is initiated. In the subsequent deceleration phase P2, a different rule applies compared to the first 24-2076 14

[0075] Deceleration limit -a0 has a less restrictive second deceleration limit -a1. In other words, an actual deceleration curve (not shown in Fig. 3A) in the subsequent deceleration phase P2 would lie below the horizontal line shown at the value -a1. For example, the second deceleration limit could be characterized by a maximum deceleration value -a1 that is > 5 m / s 2 is.

[0076] Analogous to Fig. 3A, the diagram in Fig. 3B shows the respective maximum delay values ​​-a1, -a2, and -a3 for each of the multiple subsequent delay phases P2, P3, P4 of the scenario according to Fig. 1C, which are defined by the predetermined times t1, t2, t3, and t4. The maximum delay value increases in each subsequent delay phase P2, P3, and P4 compared to each preceding delay phase (including the initial delay phase) P1, P2, and P3. As a result, the delay constraint becomes progressively less restrictive over the course of the overall delay process.

[0077] Due to the procedurally prescribed, stepwise widening of the deceleration limit during the entire deceleration process—whether in the form of a (single) subsequent deceleration phase P2 or several subsequent deceleration phases P2, P3, P4—vehicle 3 can reduce its speed more quickly after the initial deceleration phase and thus decelerate more effectively overall towards a preceding object 4. At the same time, the comparatively restrictive deceleration limit in the initial deceleration phase P1 helps to avoid a potential rear-end collision with the following vehicle 5, since the relatively moderate deceleration of vehicle 3 in this phase provides the driver or an assistance system of the following vehicle 5 with sufficient time to brake. Furthermore, the driver of vehicle 3 can recognize a possible false detection of a supposed object 4 in the initial deceleration phase P1 and abort the automatic deceleration process.The comparatively restrictive initial deceleration limit -a1 thus prevents, in particular, an excessively strong sudden deceleration towards a ghost object, which would be completely unexpected for the following vehicle 5. This not only helps to avoid rear-end collisions, as mentioned, but also contributes to the comfort of the driver of vehicle 3.

Claims

-2076 15 Patent claims 1. Method (2) for operating an automated driving function of a vehicle (3), comprising the steps: Detection (21) of an object (4) in front of the vehicle (3); in response to the detection (21) of the object (4), generation (22) of control signals to cause a deceleration of the vehicle (3) such that: o in an initial deceleration phase (P1), which ends after a predetermined deceleration time or a predetermined deceleration distance, a first deceleration limit is observed; and o in a subsequent follow-up deceleration phase (P2), a second deceleration limit, which is less restrictive than the first deceleration limit, is observed; wherein the follow-up deceleration phase (P2) with the less restrictive second deceleration limit is only initiated if, throughout the entire initial deceleration phase (P1), one and the same detected object (4) has caused the vehicle (3) to decelerate; and - no physically implausible jump in the distance of the object (4) to the vehicle (3) or in other determined motion data of the object (4) was detected during the initial delay phase.

2. Method (2) Claim 1, wherein the initial delay phase (P1) is followed by several subsequent delay phases (P2, P3, P4) in which a respective delay limit is observed that is less restrictive compared to the first delay limit.

3. Method (2) according to claim 2, wherein the delay restrictions of the subsequent delay phases (P2, P3, P4) are designed such that in each of the subsequent delay phases a less restrictive delay restriction applies than in a respective preceding delay phase (P1 , P2, P3).

4. Method (2) according to one of the preceding claims, wherein the first deceleration limit depends on a speed of the vehicle (3). -2076 16 5. Method (2) according to one of the preceding claims, wherein the second delay limitation is determined by a maximum delay value greater than or equal to 5 m / s 2 is, is marked.

6. Method (2) according to one of the preceding claims, wherein the initial deceleration phase is defined by a predetermined duration from the start of the deceleration of the vehicle (3), the duration being in the range of 1 to 6 seconds.

7. Method (2) according to one of the preceding claims, wherein the initial deceleration phase is defined by a predetermined distance traveled from the start of the deceleration of the vehicle (3), wherein the distance is in the range of 5 to 200 meters.

8. Processing device (30) configured to carry out a method (2) according to any one of the preceding claims.

9. Computer program comprising instructions which, when the computer program is executed by a processing device (30), cause the processing device to execute a method (2) according to any one of claims 1 to 7.

10. Computer-readable storage medium comprising instructions which, when executed by a processing unit (30), cause it to execute a method (2) according to any one of claims 1 to 7.

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