DE102018115551A1 - Method for operating a driver assistance system of a motor vehicle, a transition phase of a traffic signal system being optically detected, driver assistance system and motor vehicle - Google Patents

Abstract

The invention relates to a method for operating a driver assistance system (2) of a motor vehicle (1), an electronic computing device (3) of the driver assistance system (2) being used to switch from a transition phase (U) to a stop phase (S) of an optically operating traffic signal system ( 9), by means of which at least the transition phase (U) and the stop phase (S) can be optically indicated, is determined and, depending on the particular switching time, at least one control signal (C1, C2) for a functional unit (11, 12) of the driver assistance system (2) is generated, with an optical detection device detecting a start time of the transition phase (U) of the traffic signal system (9) and determining a duration of the transition phase (U) on the basis of a permissible maximum speed (H) for motor vehicles (1) and the switching time depending the determined duration of the transition phase (U) and the start time of the transition phase (U) is determined by means of the electronic computing device (3). The invention further relates to a driver assistance system (2) and a motor vehicle (1).

Description

The invention relates to a method for operating a driver assistance system of a motor vehicle. An electronic computing device of the driver assistance system is used to determine a changeover time from a transition phase to a stop phase of an optically operating traffic signal system, by means of which at least the transition phase and the stop phase can be optically displayed. Depending on the specific changeover time, at least one control signal is generated for a functional unit of the driver assistance system. The invention further relates to a driver assistance system and a motor vehicle.

In particular due to the switching of a traffic signal system in road traffic, critical situations can arise in road traffic. If, for example, a shift is made from a driving phase, which is, for example, a green phase of an optically operating traffic signal system, to a transition phase, which can be, for example, a yellow phase of the traffic signal system, it can often be observed that drivers of motor vehicles accelerate the motor vehicle accordingly in order to to be able to cross the traffic signal system during the transition phase, or to brake it abruptly, so as not to get into the stop phase, which may be a red phase of the traffic signal system, for example. Furthermore, it can occur, in particular, that although the driver accelerates during the transition phase, the traffic signal system does not overrun during the transition phase, but only during the stop phase. In particular, this can lead to a critical situation because, for example, other road users can be hindered.

From the DE 10 2009 042 923 A1 a driver assistance system for optimizing movement parameters of a motor vehicle when approaching a traffic signal system is known. With the aid of a calculation device assigned to the driver assistance system, a distance between the motor vehicle and the traffic signal system and between the motor vehicle and at least one further motor vehicle, which is located between the motor vehicle and the traffic signal system, is determined and calculated on the basis of the environment sensor information. With the help of a motion parameter optimization unit assigned to the driver assistance system, optimized motion parameters are determined, which are determined on the basis of the current motion parameters of the motor vehicle, the current value until a next switchover time of the traffic signal system, and the distances determined by the calculation device. With the help of optimized movement parameters, low-acceleration access to a traffic signal system is achieved.

In the prior art, the traffic signal system transmits an electronic signal to a receiving device of the driver assistance system. In other words, for example, a signal from the traffic signal system can be actively transmitted to the motor vehicle via a network, for example a mobile radio network. Alternatively, the switchover time can be transmitted to the motor vehicle as an active electrical signal via a corresponding traffic management service.

The object of the present invention is to provide a method, a driver assistance system and a motor vehicle, by means of which a reduced number of components can be used to improve the way to the traffic signal system.

This object is achieved by means of a method, a driver assistance system and a motor vehicle in accordance with the independent patent claims.

One aspect of the invention relates to a method for operating a driver assistance system of a motor vehicle. An electronic computing device of the driver assistance system determines a changeover time from a transition phase to a stop phase of an optically operating traffic signal system, by means of which at least the transition phase and the stop phase can be optically displayed. Depending on the specific changeover time, at least one control signal is generated for a functional unit of the driver assistance system.

It is provided that an optical detection device detects a start time of the transition phase of the traffic signal system and determines a time period of the transition phase on the basis of a permissible maximum speed for motor vehicles, and the switchover time is determined using the electronic computing device as a function of the determined time period and the start time of the transition phase ,

The permissible maximum speed is to be understood in particular as the maximum permitted maximum speed for the motor vehicle on a roadway on which the motor vehicle is located. In particular, this maximum permitted and permitted maximum speed is dependent on national laws and can differ from road to road. For example, there is a different permitted top speed in urban areas than in urban areas or, for example, on motorways.

This makes it possible to determine the switching time for the signal without an additional transmission device of the traffic signal system or without an additional signal from a traffic control device and without a corresponding receiving device of the motor vehicle. In particular, the changeover time can thus be determined purely on the basis of the optical detection by means of the optical detection device. In this way, the changeover time can be determined with a reduced number of components, as a result of which the method can also be carried out without corresponding transmission devices, in particular in the case of common traffic signal systems. This means that the method can be used in a highly compatible manner for almost any traffic signal system.

The traffic signal system can in particular be a traffic light. The stop phase and the transition phase can be indicated in particular by means of the traffic light. For this purpose, for example, the traffic light can have at least two lighting elements which are illuminated in accordance with the individual signal phases. The traffic light can preferably indicate a third signal phase, in particular a driving phase, in particular by means of a third lighting element. It is also possible that the traffic signal system has only one lighting element, as can occur, for example, at rail crossings, and the respective signal phases can be displayed by means of the one lighting element.

In particular, it can be provided that at least the transition phase is optically recorded between the driving phase and the stop phase. In addition, the transition phase between the stop phase and the driving phase can also be recorded.

It is preferably provided that the optical detection device is provided as a camera, in particular as a high-resolution camera. In particular, the camera can already be assigned to a driver assistance subsystem of the driver assistance system, for example an existing parking assistance system, and can be used for the method. As a result, an optical detection device already installed in the motor vehicle can be used for the method according to the invention. The changeover time can thus be reliably determined with fewer components.

The method takes advantage of the knowledge that, in particular, the transition phase of the traffic signal system is directly dependent on the permissible maximum speed for motor vehicles on the road. For example, the transition phase can be three seconds at a permissible maximum speed of 50 kilometers per hour. Furthermore, the transition phase can be four seconds long, for example, at a permissible maximum speed of 60 kilometers per hour. In particular, this dependence of the duration of the transition phases is laid down in corresponding national laws. This in turn can be used to determine the switchover time accordingly.

In particular, it can be provided, for example, that a green phase of the traffic signal system can be optically detected as a driving phase. The transition phase can, for example, be recorded as a yellow phase. The stop phase can be detected optically as a red phase, for example. It is also possible that the corresponding signal phases of the traffic signal system can also be detected via corresponding luminance values of the lighting elements. In other words, it is possible for the traffic signal system to be detected optically and, depending on which lighting element is currently lit, the transition phase can be detected accordingly. Furthermore, for example, a blinking can also be detected for the transition phase.

It can preferably be provided that in addition to the optical detection of the transition phase, an electronic detection of the transition phase can also be used, for example via an electronic signal from a transmitter of the traffic signal system. The transition phase can thus be determined redundantly and in two different ways, and the changeover time from the transition phase to the stop phase can thereby be reliably determined.

It can preferably be provided that the corresponding time periods of the transition phases, which are dependent on the national laws, are stored in a storage medium of the electronic computing device. Depending on a detected position of the motor vehicle, for example by means of a position detection device of the motor vehicle, the corresponding national time periods assigned to the position can then be read out from the storage medium and the switching times can be determined. It can also be provided that the time periods are made available on a cloud storage device outside the motor vehicle for retrieval by the motor vehicle.

The lane is to be understood in particular as the lane on which the motor vehicle is currently located. In particular, the roadway can be designed as a road. For example, the road can have two lanes for traffic and oncoming traffic, the lane then being the lane can be seen with the passenger on which the motor vehicle is located.

According to an advantageous embodiment, a first control signal is generated by means of the electronic computing device if it is determined by means of the electronic computing device that the motor vehicle reaches the traffic signal system before the switchover time, and a second control signal which is different from the first control signal is generated if determined by means of the electronic computing unit is that the motor vehicle does not reach the traffic system before the changeover time. In this way, for example, a user of the motor vehicle, who in particular can be a driver of the motor vehicle, can be shown whether or not the motor vehicle reaches the traffic signal system before the switchover time. In particular, corresponding control signals can then be output. For example, a corresponding functional unit in the motor vehicle can be controlled depending on the control signal. In particular, the control signals can then control different functions in the motor vehicle. This can reliably prevent a critical situation in road traffic, since the control signal can be generated depending on whether the traffic signal system has been reached or not.

It has also proven to be advantageous if the permissible maximum speed for motor vehicles is detected by means of the optical detection device and / or by means of a further detection device. For example, the detection device can be designed as a camera. For example, by recognizing a traffic sign, the permissible maximum speed for motor vehicles on the road can then be optically recognized. The permissible maximum speed can thus be determined in a simple manner. Furthermore, the corresponding permissible maximum speed can be determined by means of a further detection device, which can be, for example, a position detection device. For example, the current position on a corresponding electronic map material, which contains the permissible maximum speed as information, can determine the permissible maximum speed as a function of the position on the electronic map. As a result, expenditure and components can be reduced, since in particular the optical detection device or the further detection device is already installed in the motor vehicle, the permissible maximum speed is determined, and the changeover time is thereby determined precisely.

It has also proven to be advantageous if the optical detection device detects a distance from a stop line that is assigned to the traffic system and that at least one control signal is additionally generated as a function of the detected distance. The stop line can, for example, be designed optically as a line on the roadway. Furthermore, the stop line can be displayed, for example, by an optical element above the carriageway, such as when entering a tunnel. In particular, by determining the distance to this stop line at which the motor vehicle must come to a stop during the stop phase, it can thus be reliably determined whether or not the motor vehicle can reach the stop line before the changeover time from the transition phase to the stop phase. In particular, a corresponding control signal can then be generated depending on the distance.

According to an advantageous embodiment, a current speed of the motor vehicle is detected by means of the optical detection device and / or by means of a further detection device of the driver assistance system, and the at least one control signal is additionally generated as a function of the detected speed of the motor vehicle. For example, the relative speed of the motor vehicle, for example to the roadway, can be optically determined by means of the optical detection device, which can be embodied in particular as a camera. Furthermore, the current speed can be determined by means of the further detection device, which can be, for example, a position detection device. It is also possible that the further detection device can be, for example, an analog motor vehicle-internal detection device, for example a tachometer, whereby the current speed can be reliably determined. In particular, it can then additionally be determined as a function of the detected current speed whether or not the motor vehicle will reach the traffic signal system before the switchover time from the transition phase to the stop phase. The control signal for the functional unit of the motor vehicle can then be generated accordingly.

In a further advantageous embodiment, a longitudinal acceleration signal is generated as a control signal for the functional unit designed as a longitudinal acceleration device of the motor vehicle. In other words, the control signal can be generated as an active signal which acts on the acceleration of the motor vehicle. In particular, in an at least partially autonomous, in particular in a fully autonomous, driving operation of the motor vehicle, it can thus be reliably prevented that the motor vehicle runs over the traffic signal system during the stopping phase. In particular, the Controlling the longitudinal acceleration device, for example a gentle braking or gentle acceleration for the motor vehicle can be generated. This also saves fuel, since it prevents acceleration, for example, even though it is not possible to reach the traffic signal system during the transition phase. This leads to improved fuel consumption. Furthermore, uncomfortable accelerations or decelerations (brakes) can be prevented for the occupant (s).

Provision can preferably be made for corresponding acceleration parameters for longitudinal acceleration to be specified by the occupants or by the electronic computing device, so that the acceleration parameters can be adapted individually to the needs of the occupants.

According to a further advantageous embodiment, a braking signal or an acceleration signal for the functional unit designed as a longitudinal acceleration device of the motor vehicle is generated as the longitudinal acceleration signal. Depending on the changeover time, it can thus be determined whether the motor vehicle is to be braked or accelerated. This can prevent accelerations, both negative and positive accelerations, which are not necessary. This leads to increased comfort for a user of the motor vehicle and to lower fuel consumption.

In a further advantageous embodiment, a braking distance of the motor vehicle and / or the permitted maximum speed for motor vehicles on the road and / or a braking force are taken into account when generating the longitudinal acceleration signal. The braking distance of the motor vehicle depends, for example, on a mass of the motor vehicle. This mass can thus also be taken into account, so that the corresponding braking distance is taken into account individually for each motor vehicle and it can thereby be reliably determined whether the motor vehicle can still drive over the traffic signal system before the stopping phase. Furthermore, it is particularly advantageous if the permitted maximum speed for motor vehicles is also taken into account. In particular, this can prevent the permissible maximum speed from being exceeded, thereby preventing a critical situation in road traffic. Furthermore, a braking force that has been preset, for example, can be taken into account when generating the longitudinal acceleration signal. If, for example, gentle braking is desired by the user of the motor vehicle, this setting can also be taken into account when generating the longitudinal acceleration signal. As a result, the driver assistance system can be operated reliably and under specified parameters.

According to a further advantageous embodiment, an optical and / or an acoustic and / or a haptic warning signal for a driver of the motor vehicle will be generated as a control signal. For example, the functional unit of the motor vehicle can then be designed as an optical and / or as an acoustic and / or as a haptic warning device for the driver. In particular when the motor vehicle is being driven manually, the driver of the motor vehicle can thus be shown whether he can still reach the traffic signal system during the transition phase. In particular, it can be provided that a different control signal is generated if, for example, it should be determined that the motor vehicle no longer reaches the traffic signal system compared to another control signal if it is indicated that it can still reach the traffic system. For example, a corresponding symbol can be displayed on a display unit of the motor vehicle as an optical signal. For example, different colors can then be used to indicate whether the traffic signal system can still be reached or not. A different tone or a different tone sequence can be output as the acoustic signal, for example, whether or not the traffic signal system can still be reached during the transition phase. It can also be provided that the driver can be shown by means of different vibration intensities or frequencies as a haptic signal whether the driver is still reaching the traffic signal system during the transition phase or not. In particular, for example, a haptic warning device can then be arranged within a steering wheel of the motor vehicle, so that the driver receives the corresponding haptic feedback regarding the control signals with his hands on the steering wheel. As a result, the driver of the motor vehicle can be shown reliably and with reduced expenditure whether or not he still reaches the traffic signal system during the transition phase.

Furthermore, it has proven to be advantageous if a yellow phase of the traffic signal system is detected as the transition phase. Alternatively, a flashing of the corresponding optical lighting elements of the traffic signal system can also be detected as a transition phase. In particular, the yellow phase or a blinking of the traffic signal system visually indicates that the transition phase, in particular between the driving phase and the stop phase, of the traffic signal system has occurred. In addition to the yellow phase or flashing, further optical detection options of the transition phase are made possible, which are particularly country-specific. In particular, it can be provided that, by means of the method, the respective transition phases can alternatively or additionally be optically detected by their different display types. As a result, the transition phase can be reliably detected and the changeover time determined. In particular, this allows the transition phase to be recorded with fewer components.

In a further advantageous embodiment, a traffic situation, in particular with respect to other road users, in particular with respect to other road users locally in front of the motor vehicle and locally in front of the traffic signal system, is recorded by means of the optical detection device and / or by means of a further detection device of the driver assistance system and is taken into account when generating the control signal , If, for example, a further motor vehicle is detected in front of the motor vehicle, the control signal can also be generated depending on the behavior of the further motor vehicle. If, for example, it is detected that the motor vehicle is braking, even though the motor vehicle could still reach the transition phase, then the motor vehicle is likewise being braked, for example, so that there can be no critical situation in road traffic. In particular, passers-by or cyclists can also be taken into account in addition to other motor vehicles. This can prevent critical situations in road traffic.

A further aspect of the invention relates to a driver assistance system with an electronic computing device and with at least one optical detection device, the driver assistance system being designed to carry out the method according to the preceding aspect. In particular, it is provided that the method is carried out on the electronic computing device. In particular in the case of fully autonomous operation of the motor vehicle, the driver assistance system can also be referred to as an electronic vehicle guidance system.

Yet another aspect of the invention relates to a motor vehicle with a driver assistance system according to the previous aspect. The motor vehicle is designed in particular as a passenger car.

Advantageous embodiments of the method are to be regarded as advantageous embodiments of the driver assistance system and of the motor vehicle. For this purpose, the driver assistance system and the motor vehicle have physical features which enable the method to be carried out and an advantageous embodiment thereof.

Further features of the invention result from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the combination indicated in each case but also in other combinations or on their own without the scope of the invention leave. Embodiments of the invention are thus also to be regarded as encompassed and disclosed, which are not explicitly shown and explained in the figures, but which emerge from the separated combinations of features from the explanations explained and can be generated. Designs and combinations of features are also to be regarded as disclosed, which therefore do not have all the features of an originally formulated independent claim. In addition, versions and combinations of features, in particular those disclosed by the above-described embodiments, are to be regarded as disclosed, which go beyond or differ from the combinations of features set out in the back references of the claims.

Exemplary embodiments are explained below using schematic drawings.

• 1 eine schematische Draufsicht auf eine Ausführungsform eines Kraftfahrzeugs mit einer optischen Erfassungseinrichtung; und
• 2 eine schematische Draufsicht auf eine Verkehrssituation mit einer Ausführungsform des Kraftfahrzeugs.

Show:

• 1 a schematic plan view of an embodiment of a motor vehicle with an optical detection device; and
• 2 is a schematic plan view of a traffic situation with an embodiment of the motor vehicle.

In the figures, identical or functionally identical elements are provided with the same reference symbols.

1 shows a motor vehicle 1 according to an embodiment of the present invention in a plan view. The car 1 is designed in the present case as a passenger car. The car 1 has a driver assistance system 2 on. The driver assistance system 2 again has an electronic computing device 3 on, for example, by an electronic control unit of the motor vehicle 1 can be formed. In addition, the driver assistance system 2 at least one camera 4 on. In the present exemplary embodiment, the driver assistance system has 2 for example four cameras 4 on that distributed to the motor vehicle 1 are arranged. However, only two cameras can be used, for example 4 or three cameras 4 or more than four cameras 4 be provided. One of the cameras is present 4 in a rear area 5 arranged one of the cameras 4 is in a front area 7 of the motor vehicle 1 arranged and the remaining two cameras 4 are in a respective page area 6 , in particular in an area of the side mirrors. The number and arrangement of cameras 4 of the driver assistance system 2 is to be understood here purely as an example.

With the cameras 4 becomes an optically working traffic signal system 9 in an environment 8th of the motor vehicle 1 detected. The four cameras 4 are preferably constructed identically. In particular, a sequence of images with the cameras 4 be provided which the environment 8th describe. These pictures can be taken from the cameras 4 to the electronic computing device 3 be transmitted. The driver assistance system 2 thus serves to support the driver of the motor vehicle 1 when driving the motor vehicle 1 , The driver assistance system 2 can be, for example, one with a parking assistance system as a driver assistance subsystem or an ACC system (Adaptive Cruise Control system) or another system.

It is provided that by means of the electronic computing device 3 of the driver assistance system 2 a changeover time from a transition phase U ( 2 ) to a stop phase S ( 2 ) the optically working traffic signal system 9 , by means of which a driving phase F ( 2 ) and the transition phase U and the stop phase S can be indicated optically, a roadway 13 ( 2 ) in the neighborhood 8th of the motor vehicle 1 is determined and at least one control signal as a function of the determined switching time C1 . C2 for a functional unit 11 . 12 of the driver assistance system 2 is produced.

By means of the optical detection device, which in the present exemplary embodiment is a camera 4 is formed, the transition phase U of the traffic signal system becomes optical 9 recorded and a duration of the transition phase U on the basis of a permissible maximum speed H ( 2 ) for motor vehicles 1 on the road 13 is determined and the changeover time is determined as a function of the determined duration of the transition phase U.

In particular, it is provided that as a control signal C1 . C2 a longitudinal acceleration signal for the as a longitudinal acceleration device 11 of the motor vehicle 1 trained functional unit 11 . 12 is produced. In particular, a braking signal or an acceleration signal for the longitudinal acceleration device can be used as the longitudinal acceleration signal 11 of the motor vehicle 1 trained functional unit 11 . 12 be generated.

It is also provided that as a control signal C1 . C2 an optical and / or an acoustic and / or a haptic warning signal for a driver of the motor vehicle 1 is produced. In particular, the functional unit can then 11 . 12 of the motor vehicle 1 as an optical and / or as an acoustic and / or as a haptic warning device 12 be trained for the driver. Especially when the motor vehicle is being driven manually 1 can thus the driver of the motor vehicle 1 displayed whether he is still the traffic signal system during the transition phase U. 9 can reach. In particular, it can be provided that a different control signal C1 generated, it should be determined, for example, that the motor vehicle 1 the traffic signal system 9 no longer achieved compared to another control signal C2 when it is shown that this is the traffic facility 9 can still achieve. For example, a corresponding symbol on a display unit of the motor vehicle can be used as the optical signal 1 are displayed. For example, different colors can then be used to indicate whether the traffic signal system 9 can still be achieved or not. For example, a different tone or a different tone sequence can be output as the acoustic signal, whether the traffic signal system 9 may or may not be achieved during the transition phase U. It can also be provided that the driver can be shown as a haptic signal by means of different vibration intensities or frequencies as to whether the driver is still the traffic signal system 9 reached or not during the transition phase U. In particular, a haptic warning device can then be used, for example 12 within a steering wheel of the motor vehicle 1 be arranged so that the driver with the hands on the steering wheel the appropriate haptic feedback regarding the control signals C1 . C2 receives. This enables the driver of the motor vehicle to be reliably and at reduced expenditure 1 displayed whether he is the traffic signal system 9 reached or not during the transition phase U.

It can further be provided that the motor vehicle 1 another detection device 10 can have.

2 shows the vehicle in a schematic plan view 1 in a traffic situation. The car 1 is on the road 13 , The roadway 13 is particularly through road markings 14 limited. In particular, it is provided that by means of the electronic computing device 3 a first control signal C1 is generated when using the electronic computing device 3 it is determined that the motor vehicle 1 the traffic signal system before the switchover time 9 reached. It becomes the first control signal C1 different second control signal C2 generated when using the electronic computing device 3 it is determined that the motor vehicle 1 the traffic signal system before the switchover time 9 not reached. For example, the first control signal C1 a brake signal and as a second control signal C2 an acceleration signal of the longitudinal acceleration device 11 considered.

The optically working traffic signal system 9 is designed, in particular, as a traffic light and, in the present exemplary embodiment, shows in accordance with 2 three lighting elements, whereby a respective signal phase F, U, S can be displayed by means of the three lighting elements. It is also possible that the optically working traffic signal system 9 has only two or one light-emitting element, by means of which the respective signal phase F, U, S can be displayed.

Furthermore, it is particularly provided that the permissible maximum speed H for motor vehicles 1 on the road 13 by means of the optical detection device, in particular with the camera 4 , optically and / or with the additional detection device 10 , for example by detecting the position of the motor vehicle 1 , inside an electronic card. In the following exemplary embodiment, the permissible maximum speed H is represented by a traffic sign. In particular, the camera can then be processed, for example 4 the permissible maximum speed H can be recognized and the changeover time can thus be reliably determined.

It is further provided that by means of the optical detection device, which in particular as the camera 4 is formed, a distance D to a stop line 15 that of the traffic signal system 9 is assigned, is detected and at least one control signal C1 . C2 is additionally generated as a function of the detected distance D. The stop line 15 is, as in the following embodiment, on the road 13 appropriate. It is also possible that the stop line 15 above the road 13 is arranged, as can be the case, for example, with tunnel entrances.

In particular, it is provided that by means of the optical detection device and / or by means of the further detection device 10 of the driver assistance system 2 a current speed of the motor vehicle 1 is detected and the at least one control signal C1 . C2 additionally depending on the speed of the motor vehicle detected 1 is produced. In particular, for example, using the camera 4 the relative speed to the road 13 be captured optically. Furthermore, by means of the further detection device 10 for example via the position signal, the speed of the motor vehicle 1 be determined. In particular, this makes it possible to reliably determine whether the motor vehicle 1 the traffic signal system during the transition phase U. 9 , especially the stop line 15 reached or not.

Furthermore, it has proven to be advantageous if a braking distance of the motor vehicle 1 and / or the permitted maximum speed H for motor vehicles 1 on the road 13 and / or a braking force when generating the control signal C1 . C2 , in particular when generating the longitudinal acceleration signal, is taken into account. In particular, it can be provided that, as the transition phase U, a yellow phase of the traffic signal system 9 is recorded. The braking distance of the motor vehicle 1 depends, for example, on a mass of the motor vehicle 1 , This mass can thus be taken into account, so that it is individual for each motor vehicle 1 the corresponding braking distance is taken into account and it can thereby be reliably determined whether the motor vehicle 1 the traffic signal system 9 may or may not run over before the stop phase S. Furthermore, it is particularly advantageous if the permitted maximum speed H for motor vehicles is also taken into account. In particular, this can prevent the maximum speed H from being exceeded, thereby further preventing a critical situation in road traffic. Furthermore, a braking force that has been preset, for example, can be taken into account when generating the longitudinal acceleration signal. Should, for example, by the user of the motor vehicle 1 if gentle braking is desired, this setting can also be taken into account when generating the longitudinal acceleration signal. This enables the driver assistance system to operate reliably and under specified parameters 2 operate.

It is further provided that by means of the optical detection device and / or by means of the further detection device 10 the driver assistance system 2 a current traffic situation, in particular with regard to other road users, in particular with regard to other road users in front of the motor vehicle 1 and locally in front of the traffic signal system 9 , is detected and when the control signal is generated C1 . C2 is taken into account. In particular, the control signal can thereby be adapted to the current traffic situation C1 . C2 be generated. This can prevent a critical situation in road traffic.

In particular, it is provided that by means of the camera 4 the transition phase U is recorded and this to the electronic computing device 3 is transmitted. Using the camera 4 or by means of the further detection device 10 can the maximum speed H on the current lane 13 be recorded. The driver assistance system 2 An environment model of the environment, which in particular can also record the traffic situation, in particular with regard to other road users, in particular with regard to other motor vehicles and / or pedestrians and / or other objects 8th produce. Furthermore, the current position of the motor vehicle 1 determined within this environment model.

The driver assistance system 2 collects the input values just mentioned. The changeover time and the time period are determined, from the transition phase U to the stop phase S. A distance is estimated before the motor vehicle 1 especially in front of the stop line 15 comes to a standstill. It also becomes the distance D in front of the motor vehicle 1 estimated. It is decided whether the motor vehicle 1 during the transition phase U the traffic signal system 9 , especially the stop line 15 , can run over so that there can be no critical situation. In particular, it is determined whether this can be carried out without an acceleration, in particular without an acceleration above the permissible maximum speed H. The driver assistance system 2 can the control signal C1 . C2 for braking with an acceptable braking profile without creating a critical situation, for motor vehicles, for example behind the motor vehicle 1 , determine. The safe distance in order to accelerate or brake is particularly dependent on the remaining time before the switchover time of the traffic signal system 9 entry. The duration of the transition phase U is in particular directly proportional to the permitted maximum speed H on the road 13 , This can be done using the camera 4 or by means of further input data and corresponding legal standards of the individual nations.

Using the driver assistance system 2 a visual and / or an acoustic and / or a haptic warning message is then generated, which indicates to the driver what decision he should make regarding acceleration or braking. In the event of a critical situation, the driver assistance system can 2 for example, the longitudinal acceleration device is partially autonomous or fully autonomous 11 , in particular braking the longitudinal acceleration device 11 , should take over, for example, the driver of the motor vehicle 1 do not respond to the critical situation. The driver assistance system 2 can be activated or deactivated accordingly by the driver, in particular depending on the preferences of the driver.

QUOTES INCLUDE IN THE DESCRIPTION

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Patent literature cited

• DE 102009042923 A1 [0003]

Claims (13)

Method for operating a driver assistance system (2) of a motor vehicle (1), an electronic computing device (3) of the driver assistance system (2) being used to switch from a transition phase (U) to a stop phase (S) of an optically operating traffic signal system (9) which at least the transition (U) and the stop phase (S) is optically displayed, is determined and is generated depending on the determined switching point at least one control signal (C1, C2) for a functional unit (11, 12) of the driving assistance system (2), characterized characterized in that a starting point of the transition phase (U) of the traffic signal system (9) is recorded by means of an optical detection device and a duration of the transition phase (U) is determined on the basis of a permissible maximum speed (H) for motor vehicles (1) and the switching time is dependent on the certain duration of the transition phase (U) and the start time of the transition phase ase (U) is determined by means of the electronic computing device (3). Procedure according to Claim 1 , characterized in that a first control signal (C1) is generated by means of the electronic computing device (3) if it is determined by means of the electronic computing device (3) that the motor vehicle (1) reaches the traffic signal system (9) in time before the changeover time, and A second control signal (C2) that is different from the first control signal (C1) is generated if it is determined by means of the electronic computing device (3) that the motor vehicle (1) does not reach the traffic signal system (9) before the changeover time. Method according to one of the preceding claims, characterized in that the permissible maximum speed (H) for motor vehicles (1) is detected by means of the optical detection device and / or by means of a further detection device (10). Method according to one of the preceding claims, characterized in that by means of the optical detection device a distance (D) to a stop line (15) which is assigned to the traffic signal system (9) is detected and the at least one control signal (C1, C2) additionally in Dependence of the detected distance (D) is generated. Method according to one of the preceding claims, characterized in that a current speed of the motor vehicle (1) is detected by means of the optical detection device and / or by means of a further detection device (10) of the driver assistance system (2) and the at least one control signal (C1, C2) is additionally generated as a function of the detected speed of the motor vehicle (1). Method according to one of the preceding claims, characterized in that a longitudinal acceleration signal for the functional unit (11, 12) designed as a longitudinal acceleration device (11) of the motor vehicle (1) is generated as a control signal (C1, C2). Procedure according to Claim 6 , characterized in that a braking signal or an acceleration signal for the functional unit (11, 12) designed as a longitudinal acceleration device (11) of the motor vehicle (1) is generated as the longitudinal acceleration signal. Procedure according to Claim 6 or 7 , characterized in that a braking distance of the motor vehicle (1) and / or the permitted maximum speed (H) for motor vehicles (1) and / or a braking force is taken into account when generating the longitudinal acceleration signal. Method according to one of the preceding claims, characterized in that an optical and / or an acoustic and / or a haptic warning signal for a driver of the motor vehicle (1) is generated as a control signal (C1, C2). Method according to one of the preceding claims, characterized in that a yellow phase of the traffic signal system (9) is detected as the transition phase (U). Method according to one of the preceding claims, characterized in that by means of the optical detection device and / or by means of a further detection device (10) of the driver assistance system (2), a traffic situation, in particular with regard to other road users, in particular with regard to other road users locally in front of the motor vehicle (1) and local in front of the traffic signal system (9), is recorded and taken into account when generating the control signal (C1, C2). Driver assistance system (2) with an electronic computing device (3) and with at least one optical detection device, the driver assistance system (2) being designed to carry out the method according to one of claims 1 to 11. Motor vehicle (1) with a driver assistance system (2) Claim 12 ,

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