DE102020007229A1 - Driver assistance system, for example for time-optimized driving through time-dependent traffic restrictions - Google Patents

Abstract

If a vehicle (2) reaches a red traffic light (4), it must stop and then start again. That costs time and energy. By adjusting the speed appropriately in good time, the vehicle (2) can avoid a red phase and thus save time and energy. The new driving assistance system (1) indicates the respective speed range (20) within which it is still worth accelerating to reach a traffic light (4) when it is green. Furthermore, it indicates the respective speed (21) with which a traffic light (4) is reached at a desired time and at a desired speed. In both cases, the traffic light (4) can be crossed faster and with less energy. The new driver assistance system (1) takes into account the acceleration characteristics of the vehicle (2). This allows the driving behavior of a vehicle (2) to be predicted more precisely. This enables a more precise specification of the recommended course of action and the scope for action. This information is presented graphically and/or acoustically. The new driver assistance system (1) is suitable for different road users at different time-dependent traffic restrictions. It is particularly effective for vehicles (2) with low acceleration such as cargo bikes and for frequent time-dependent traffic restrictions such as traffic lights (4) in road traffic.

Description

1. Technical field to which the invention belongs

The invention relates to a driving assistance system for any road user, which, if necessary in addition to known functions for routing, enables an optimized speed design with regard to time and energy requirements. The optimized speed configuration mainly relates to the behavior at time-dependent traffic restrictions.

Bicycles at traffic lights (light signal systems) are treated here as an example. Other obvious applications are motor vehicles and pedestrians in traffic as well as watercraft at locks or crossing ferries. The optimized speed design is particularly effective for vehicles with a relatively high mass and low acceleration capacity. These include, for example, cargo bikes and cargo ships.

2. State of the art and shortcomings of the previously known versions

Navigation devices for optimizing the routing are known. Also known are driver assistance systems that enable the vehicle to reach a traffic light within its respective green phase. By adjusting the speed appropriately in good time, the vehicle can avoid stopping and starting at traffic lights, thereby saving further time and energy.

Known traffic light assistance systems mainly use information about the distance of the vehicle from the traffic light, the current time and the switching times of the traffic light. From this, a speed range is determined that enables the vehicle to reach the traffic light when it is green. This speed range is referred to below as the green range.

The area of application of these systems relates primarily to passenger cars (cars) in city traffic. This area of application is characterized by the fact that the passenger cars usually move at the same speed, i.e. at the maximum permissible speed in each case. Furthermore, passenger cars have a relatively high acceleration capacity, so that the desired maximum speed can be reached quickly. The disadvantage of these systems is that they take less account of the boundary conditions for other vehicles. Cargo bikes, for example, mostly move at speeds below the respective maximum speed limit. Therefore, individual differences between the cargo bikes lead to individual travel speeds. The cruising speed of a cargo bike depends on many factors, some of which change over time. These include, among other things, the mass and sensitivity of the load, the driver's performance, the condition of the road, the gradient of the road and the wind. The respective acceleration capacity is just as individual and variable over time. This is also often relatively small. Cargo bikes therefore usually move at inconsistent speeds.

The well-known products enable an optimization of place and time. The place in question is the respective stop line of the traffic light. The time in question is a point in time just after the start of the green phase. If the vehicle has to drive slower than the desired cruising speed to reach the green phase, the vehicle can only accelerate after the traffic light. As a result, it has a time disadvantage compared to a vehicle that is already driving at cruising speed at the traffic light. If the cruising speed - as is usually the case - corresponds to the maximum permissible speed, this disadvantage cannot be made up for later. A further optimization of the time when driving through a traffic light should therefore be achieved by optimizing the speed as well as the location and time.

There are various patents on traffic light assistance systems. DE102012219922B4 calculates whether it is possible to reach the green phase within the permissible acceleration. However, the driver does not have an overview of whether reaching the green phase is close and immediate acceleration is therefore necessary, or whether the speed can initially be maintained. This means that anticipatory driving is only possible to a limited extent.

DE102015204122A1 describes optimization according to location and time as well as optimization according to speed. The position of your own vehicle relative to the traffic light phase and in relation to a specific target speed is shown on a display. Recommendations for acceleration are also displayed if necessary. The display is well suited when there are many vehicles move at the same target speed in homogeneous groups. However, this method does not take into account the individual travel speeds that are common with bicycles. In addition, no specific speed recommendation is given here. The method described aims to ensure that the vehicle reaches the target speed early. This requires greater changes in speed than if the target speed is only reached at the traffic light. Higher accelerations require higher energy. The method described thus optimizes the time requirement, but not the energy requirement.

3. Technical issue

• • die jeweilige Geschwindigkeit, ab der eine Beschleunigung noch lohnt, um eine Ampel bei grün zu erreichen (Grenzgeschwindigkeit),
• • die jeweilige Geschwindigkeit, mit der eine Ampel zu einer gewünschten Zeit und mit einer gewünschten Geschwindigkeit erreicht wird (Optimalgeschwindigkeit) und/oder
• • die jeweils empfohlene Geschwindigkeit, die sich unter Berücksichtigung der beiden vorgenannten Geschwindigkeiten ergibt (Empfehlungsgeschwindigkeit)

The technical problem to be solved is therefore to determine the following values and, if necessary, to display them appropriately, which are helpful for anticipatory driving:

• • the respective speed from which acceleration is still worthwhile in order to reach a traffic light when it is green (speed limit),
• • the respective speed with which a traffic light is reached at a desired time and at a desired speed (optimal speed) and/or
• • the respective recommended speed, which results from taking into account the two speeds mentioned above (recommended speed)

4. Explanations

• Fahrassistenzsystem 1 für ein Fahrzeug 2, beinhaltend Mittel zum Erhalten von Positionsangaben, Mittel zum Erhalten von Phasendaten, z. B. Ampelphasendaten, einer zeitabhängigen Verkehrseinschränkung 4, z. B. einer Ampel, einen Prozessor zum Verarbeiten der Positionsdaten und der Phasendaten, eine Ausgabeeinrichtung 15, wobei der Prozessor geeignet ist, aus den Positionsdaten und Phasendaten eine oder mehrere Geschwindigkeiten zu berechnen, die eine möglichst zeitsparende und ohne anzuhaltende Überquerung einer zeitabhängigen Verkehrseinschränkung 4 mit einer gewünschten Geschwindigkeit des Fahrzeugs 2 ermöglichen, und/oder daraus abgeleitete Handlungsempfehlungen zur Änderung der momentanen Fahrgeschwindigkeit v des Fahrzeugs 2 auf der Ausgabeeinrichtung 15 auszugeben, wobei die Ausgabeeinrichtung z. B. eine optische, akustische oder haptische dynamische Anzeige ist oder eine Schnittstelle zu einer optischen, akustischen oder haptischen Anzeige ist.

The invention includes the following aspects:

• Driving assistance system 1 for a vehicle 2, including means for obtaining position information, means for obtaining phase data, e.g. B. traffic light phase data, a time-dependent traffic restriction 4, z. B. a traffic light, a processor for processing the position data and the phase data, an output device 15, the processor being suitable for calculating one or more speeds from the position data and phase data, which allows crossing a time-dependent traffic restriction 4 as quickly as possible and without having to stop enable a desired speed of the vehicle 2, and/or output recommendations for action derived therefrom for changing the current driving speed v of the vehicle 2 on the output device 15, the output device z. B. is a visual, audible or haptic dynamic display or is an interface to a visual, audible or haptic display.

The output is quasi-continuous, i.e. at regular intervals that are as short as possible. The shortness of the time intervals is limited by the time intervals at which the input data are updated. If, for example, the position data is made available by the navigation device at intervals of one second, meaningful calculations and outputs can be carried out at intervals of one second at the shortest.

The processor is preferably suitable for calculating one or more speeds from the position data and phase data in such a way that a crossing of a time-dependent traffic restriction 4 that saves as much energy as possible can also be calculated and/or displayed on the output device 15 .

The priority of the driver assistance system is to save time. If there are several ways to achieve the same time saving, the one that requires the least acceleration is chosen.

The driver assistance system 1 preferably has means for obtaining or determining the driving speed v of the vehicle 2, and the processor takes this into account when calculating the one or more speeds.

The processor is preferably configured to graphically display all speed information relative to one another on the output device 15 according to their value. Reading the textually displayed digits gives the user additional information about the specific speed values. However, the specific speed values are not necessary for using the driver assistance system 1 to optimize the driving speed v of the vehicle 2 . The relative non-textual representation of the speeds thus relieves the user.

The processor is preferably configured to calculate and/or output the limit speed v _G , the limit speed v _G being the minimum speed at which it is still possible to achieve the next time-dependent traffic restriction 4 by accelerating the vehicle 2 during the permitted crossing phase achieve, wherein the processor is configured to continuously determine the limit speed v _G in each case, taking into account the time still available at the end of the phase of the allowed crossing of the time-dependent traffic restriction 4 and the distance still available to the time-dependent traffic restriction 4 at a previously specified assumed acceleration behavior of the vehicle 2 and under the assumption that this acceleration takes place at most until the speed resulting from the duration of the acceleration has reached a predetermined value and then adapts to the accelerated B movement is followed by an unaccelerated movement.

The processor is preferably configured in such a way that the area 20 is displayed above the limit speed v _G .

The processor is preferably configured to calculate and/or output the time limit T _G , the time limit T _G being the time that remains for the vehicle 2 until it has reached the respective limit speed v _G while maintaining the current driving speed v. wherein the processor is configured to continuously determine the limit time T _G in each case, taking into account the current driving speed v of the vehicle 2 and the time still available at the end of the phase of permitted crossing of the time-dependent traffic restriction 4 and the distance still available for the time-dependent Traffic restriction 4 with a predetermined assumed acceleration behavior of the vehicle 2 and under the assumption that this acceleration takes place at most until the speed resulting from the duration of the acceleration has reached a predetermined value and then adapts to the accelerated movement e followed by an unaccelerated movement.

The limit time T _G is used to determine the time after which the transition from the unaccelerated movement to the accelerated movement should take place.

The processor is preferably configured to calculate and/or output the optimum speed v _Opt , the optimum speed v _Opt being the respective speed that the vehicle 2 must drive in order to approach the next time-dependent traffic restriction 4 at a desired time and at a desired speed achieve, wherein the processor is configured to determine the optimal speed v _Opt continuously, taking into account the time still available at the beginning of the phase of the allowed crossing of the time-dependent traffic restriction 4 and the distance still available to the time-dependent traffic restriction 4 at a previously specified assumed acceleration behavior of the vehicle 2 and under the assumption that this acceleration takes place at most until the resulting from the duration of the acceleration speed will have reached a predetermined value and then to the best accelerated movement is followed by an unaccelerated movement.

The processor is preferably configured to calculate and/or output the recommended speed v _E , the recommended speed v _E corresponding to the optimum speed v _Opt if the current driving speed v of the vehicle 2 is below the current limit speed v _G , and the recommended speed v _E otherwise which corresponds to the target speed v _S , the processor preferably being suitable for calculating three or more different recommendations for action, depending on whether the recommended speed v _E is within a tolerance interval around the driving speed v of the vehicle 2, above or below it, and/or to output it on the output device, the output device e.g. B. is a visual, audible or haptic dynamic display or is an interface to a visual, audible or haptic display.

The recommendation for action to reduce the driving speed v of the vehicle 2 should only be made if the reduction is necessary in order to achieve correct, time-saving, energy-saving and/or safe driving. If, for example, only the self-selected travel speed is exceeded, the recommendation for action is issued that the current vehicle speed can be maintained.

Preferably, the processor is configured to calculate and/or output the continuity time T _K , the continuity time T _K being the time that the vehicle 2 has left until it, while maintaining the respective current driving speed v, the acceleration phase begins with a previously specified assumed acceleration behavior in order to reach the time-dependent traffic restriction 4 at a desired time and at a desired speed, with the processor being configured to continuously determine the continuity time T _K in each case, taking into account the current driving speed v of the vehicle 2 and the time still available at the beginning of the phase of the permitted crossing of the time-dependent traffic restriction 4 and the distance still available for the time-dependent traffic restriction 4 with a previously specified assumed acceleration behavior of the vehicle 2 and assuming that this acceleration is at most takes place until the speed resulting from the duration of the acceleration has reached a predetermined value and then an unaccelerated movement follows the accelerated movement movement.

One aspect of the invention includes the use of a driver assistance system 1 when planning or preparing or carrying out movement or when navigating using a vehicle 2.

• - Erhalten der Position eines Fahrzeugs 2
• - Erhalten von Phasendaten, z. B. Ampelphasen
• - ggf. Erhalten der Fahrgeschwindigkeit v des Fahrzeugs 2
• - Berechnen aus der Position, den Phasendaten und ggf. der Fahrgeschwindigkeit v des Fahrzeugs 2 eine oder mehrere Geschwindigkeiten, die eine möglichst zeitsparende und ohne anzuhaltende Überquerung einer zeitabhängigen Verkehrseinschränkung 4 mit einer gewünschten Geschwindigkeit des Fahrzeugs 2 ermöglichen, und daraus abgeleiteter Handlungsempfehlungen zur Änderung der momentanen Fahrgeschwindigkeit v des Fahrzeugs 2
• - Ausgabe der Handlungsempfehlungen

One aspect of the invention includes a computer-implemented method, comprising the steps of:

• - Obtaining the position of a vehicle 2
• - Obtain phase data, e.g. B. Traffic light phases
• - possibly obtaining the driving speed v of the vehicle 2
• - Calculate from the position, the phase data and, if applicable, the driving speed v of the vehicle 2, one or more speeds that allow the vehicle 2 to cross a time-dependent traffic restriction 4 at a desired speed as quickly as possible and without having to stop, and recommendations for action derived from this to change the current driving speed v of the vehicle 2
• - Output of recommendations for action

One aspect of the invention is a computer program comprising instructions which, when executed, cause a computer to carry out the steps of the method described.

One aspect of the invention is a computer-readable storage medium containing such a computer program.

The vehicle can be a bicycle, automobile, watercraft or other means of transportation.

The time-dependent traffic restriction can be a traffic light, a railroad crossing, a lock, a crossing ferry or other temporary restriction on movement.

The system can be integrated into a navigation device, smartphone or other portable computer, and its display may be used as a display.

5. Solutions

Solution 1: Limit speed

The traffic situation under consideration is 1 shown. The driving assistance system 1 is located on or in a vehicle 2. It is advantageously integrated into a navigation device. The vehicle 2 moves at the speed v along the route 3 towards a traffic light 4 . Behind traffic light 4 there may be a subsequent traffic light 5.

If the speed of a vehicle 2 is too low to reach the green phase of a traffic light 4, there are two options for the vehicle 2. The first possibility consists in the vehicle 2 only striving for the subsequent green phase. As a result, however, it loses approximately the time that the red phase lasts. When the road is clear, a second possibility is that vehicle 2 accelerates in order to still reach the current green phase and to save time accordingly. This raises the question of whether traffic light 4 is actually still green. In the worst case, the vehicle 2 first accelerates and then has to brake sharply when the traffic light 4 switches to red. Then the energy input for the acceleration was in vain, and braking can result in a critical driving situation. So it's interesting to know beforehand whether speeding up is promising.

The speed from which acceleration is still worthwhile in order to reach the next traffic light 4 when it is green is called limit speed v _G in the following. The procedure for calculating the limit speed v _G is as follows.

1. 1. Vorgabe mit typischen Werten: Das Assistenzsystem 1 gibt die Werte vor. Die Werte können auf allgemeinen Erfahrungen beruhen.
2. 2. Nutzereingabe vor oder während der Fahrt: Der Nutzer gibt die Werte explizit in das Assistenzsystem 1 ein. Das kann vor Fahrtantritt geschehen oder auch während der Fahrt. Letzteres kann hilfreich sein, wenn sich die gegebenen Bedingungen während der Fahrt ändern. Die Werte können auf individuellen Erfahrungen beruhen.
3. 3. Automatische Bestimmung aus individuellen Fahrdaten: Ein Algorithmus wertet die individuellen Fahrdaten aus. Dazu können sowohl Fahrdaten von vorherigen Fahrten berücksichtigt werden als auch welche aus der aktuellen Fahrt. Ein einfacher Algorithmus für die typische Beschleunigung a könnte beispielsweise den Median der Beschleunigungswerte der letzten drei Beschleunigungsvorgänge bestimmen.

First, the cruising speed and the typical acceleration are determined. The cruising speed is the highest speed that can be permanently achieved with the vehicle 2 used under the given conditions. The typical acceleration a is the acceleration that can be reliably achieved with the vehicle 2 used under the given conditions. Both values can be determined in different ways. These include, for example:

1. 1. Specification with typical values: The assistance system 1 specifies the values. The values can be based on general experience.
2. 2. User input before or during the journey: The user inputs the values explicitly into the assistance system 1. This can happen before the start of the journey or during the journey. The latter can be helpful if the given conditions change while driving. The values can be based on individual experiences.
3. 3. Automatic determination from individual driving data: An algorithm evaluates the individual driving data. For this purpose, driving data from previous trips as well as data from the current trip can be taken into account. For example, a simple algorithm for the typical acceleration a could determine the median of the acceleration values of the last three acceleration processes.

In the following step, it is determined which traffic light will be reached by vehicle 2 next. The information from a navigation device is used to determine which traffic lights are on the proposed route 3 and which of these is the next along route 3 in the direction of travel from the current vehicle position. If there are different traffic lights at an intersection for different driving directions, the appropriate one is selected according to the route guidance. If the navigation device is used without route guidance, the navigation device is used to determine which traffic light is next in the current direction of travel. In the last case, however, a traffic light that is not decisive can be selected if the vehicle 2 changes its direction of travel before reaching this traffic light. For the determined traffic light 4, the position of the relevant stop line is read out. The distance from vehicle 2 to the stop line along route 3 is distance d . For mathematical reasons, d before traffic light 4 is defined as negative.

Furthermore, the maximum permissible speed at the selected traffic light 4 along the route 3 is determined using the map data of the navigation device.

In addition, the anticipatory speed is determined. It is the speed that can foreseeably be maintained after traffic light 4. It takes into account fixed or time-varying speed limits at a short distance behind the traffic light 4. This includes, for example, traffic-calmed zones, curves, blind junctions or other traffic lights 5.

The lowest value of the three individual speeds cruising speed, maximum permissible speed and anticipatory speed is the target speed v _S .

Next, the traffic light phases of the relevant traffic light 4 are determined. This is the information as to when the traffic light 4 switches to which light signal. The switching times to green and to the next color after green are particularly important. Depending on the traffic light, this is usually yellow or red. These switching times determine the beginning and end of the respective green phase. The information about the traffic light phases can be made available, for example, by the traffic light operators, for example via the Internet. If switching times can be planned, these can be transmitted before the start of the journey. Data transmission while driving is then not necessary ("offline use"). If switching times cannot be planned, current data transmission is required ("online use").

In addition, time safety buffers T _buffer are defined. The safety buffers T _buffer are the time intervals at which the vehicle 2 is to drive over the stop line of the traffic light 4 at the switchover times. The times at which the traffic light display changes are referred to below as switching times t _U . t _UI , is the switching time to the next color after green. t _U2 is the switching time to green. The desired point in time when crossing the stop line is referred to below as the target time t _Z . t _ZI is the target time 1, which is about T _buffer1 before t _UI , ie still within the respective green phase. t _Z2 is the target time 2, which is around T _buffer2 after t _U2 , i.e. already within the respective green phase. The safety buffers T _buffers can be based on default or user input.

2 shows the essential variables and their dependencies in an overview.

3 shows the way to determine the limit speed v _G graphically. In this diagram, location d is plotted against time t. The time axis is at the location of traffic light 4, i.e. at d =0. Only the states before traffic light 4, i.e. below the time axis, are considered. The target time 1 t _Z1 is close to the end of the green phase. At d=0 and t=t _ZI , the point P _Z1 is entered. The drawn straight line 6 has the slope v _s and runs through the point P _Z1 , . All vehicles that drive at the constant target speed v _S and drive over the traffic light 4 exactly at the target time 1 t _Z1 move on this straight line 6 . If a vehicle is to the right of point P _Z1 , then this green phase is over and the vehicle can only use the following green phase again. If a vehicle is to the left of point P _Z1 and to the right of the straight line 6, it can no longer reach the traffic light 4 in time if the target speed v _S is maintained in this green phase. It can only use the following green phase.

If a vehicle 2 accelerates with the constant positive acceleration a , it moves in this location-time diagram on a parabola that opens upwards and has a fixed shape. The parabolas shown differ only in their apex. Depending on the apex, the speed at the traffic light is 4 v _{traffic light} . The middle parabola 7 with v _{traffic light} =v _S is located exactly in such a way that it touches the straight line 6 with v _S at point P _Z1 . This means that a vehicle accelerated with a at the traffic light 4 reaches exactly the target speed v _S .

If an accelerated vehicle 2 is located above the middle parabola 7, it will reach the traffic light 4 at t _ZI , already at a speed v below the setpoint speed v _S . A parabola 8 with v _{traffic light} <v _S is drawn in as an example. It also runs through the point P _Z1 , . These movements are referred to below as the parabola case.

If an accelerated vehicle 2 is below the central parabola 7, it would already have a speed v _{traffic light} at the traffic light 4 that is greater than the setpoint speed v _S . However, since vehicle speed v is limited by setpoint speed v _s , vehicle 2 continues to move constantly at setpoint speed v _s after v _s has been reached. The movement is thus presented as a combination of a parabola and a straight line. A parabola 9 with v _{traffic light} >v _S is drawn in as an example. It does not pass through the point P _Z1 , . Instead, it touches straight line 6 before traffic light 4. These movements are referred to below as a combination case.

Each state point to the left of the straight line 6 with the slope v _S lies on exactly one of the parabolas or on a section of one of the parabolas with the aforementioned conditions. The slope of this parabola at the current time t is the sought limit speed v _G .

The limit speed v _G applies for t<t _Z1 and is calculated as follows: time [ s ] t Switching time 1 [ s ] tU1 _{_} Safety buffer 1 [ s ] Tbuffer1 _{_} Distance between vehicle 2 and stop line of traffic light 4 [ m ] i.e

Zeit am jeweiligen Scheitelpunkt [s] $t_{SG}=\frac{\mathrm{7,2}\frac{d}{a}+t_{ZI}^2-t^2}{2\left(t_{ZI}-t\right)}$

Grenzgeschwindigkeit Parabel-Fall [km/h] v _Gp = a(t-t _SG ) Geschwindigkeit bei t _ZI , im Parabel-Fall [km/h] v _pZI = a(t _ZI -t _SG ) Grenzgeschwindigkeit Kombinations-Fall [km/h] $v_{GK}=v_S-a\sqrt{2a\left(\mathrm{3,6}d-t{v}_S+t_{ZI}{v}_S\right)}$

Note that before traffic light 4, d is defined as negative. Target speed [ km / h ] v _S typical acceleration [ km /( hs )] a Target time 1 [ s ] $T_{ZI}=t_{uI}-T_{P\mathrm{and}ffe\mathrm{right}1}$

Time at the respective vertex [ s ] $t_{SG}=\frac{7.2\frac{\mathrm{i.e}}{a}+t_{ZI}^2-{\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}^2}{2\left(t_{ZI}-t\right)}$

Limit speed parabola case [ km / h ] v _Gp = a ( t - t _SG ) Velocity at t _ZI , in the parabola case [ km / h ] v _pZI = a ( t _ZI - t _SG ) Limit speed combination case [ km / h ] $v_{GK}=v_S-a\sqrt{2a\left(3.6\mathrm{i.e}-t{v}_S+t_{ZI}{v}_S\right)}$

A case distinction is made to differentiate between the parabola case and the combination case: Limit speed [ km / h ] $v_G=\{\begin{array}{c}{v}_{G_P}f\ddot{\mathrm{and}}\mathrm{right}{v}_{pZI}<v_S\\ v_{Gk}sOnst\end{array}$

It should be noted that the limit speed v _G can also be negative. The vehicle 2 can then even reach the green phases when it is stationary or stopping again, e.g. B. at a stop sign.

In order to facilitate anticipatory driving, the time that remains for vehicle 2 until the respective limit speed v _G is reached while maintaining the current speed v is also determined. This time is referred to as the limit time T _G . Before the limit time T _G has expired, the vehicle 2 can still accelerate with a in order to reach the traffic light 4 before the target time 1 t _Z1 . After the limit time T _G has expired, the vehicle 2 can only use the next green phase.

4 shows the way to determine the limit time T _G graphically. The point P represents the current state of the vehicle 2 in the diagram. The straight line 10 with the slope v runs through it. The vehicle 2 moves on this straight line 10 if it maintains its current speed v. At the point P _BG at the time t _BG , the straight line 10 touches exactly one of the parabolas described above tangentially. It is the parabola 11 for the appropriate limit speed v _G . At the time t _BG the limit speed v _G corresponds exactly to the vehicle speed v .

The limit time T _G is the time span between the current time t and contact time t _BG . The point of contact P _BG must be in front of traffic light 4. There is also a case distinction here. If the point of contact P _BG is above the parabola 7 with v _{traffic light} =v _S , the parabola case is used. If the point of contact is below the parabola 7 with v _{traffic light} =v _S , the combination case is used.

Berührungszeit für Grenzzeit im Kombinations-Fall [s] $t_{BGk}=\frac{\frac{1}{2\text{a}}\left(v_S^2-2v_{S}v+v^2\right)+vt-v_S{t}_{ZI}-\mathrm{3,6}d}{v-v_S}$

Grenzzeit Parabel-Fall [s] $T_{Gp}=t_{BGp}-t$

Grenzzeit Kombinations-Fall [s] $T_{Gk}=t_{BGk}-t$

Grenzzeit [s] $T_G=\{\begin{array}{l}{T}_{G_P}f\ddot{u}rBer\ddot{u}hrungspunktderParabel7mit{v}_{Ampel}=v_S\\ T_{Gk}sonst\end{array}$

The limit time T _G is calculated as follows: current vehicle speed [ km / h ] v Contact time for limit time in parabola case [ s ] $t_{B{G}_P=t_{ZI}}-\sqrt{\frac{-7.2}{a}\left(\mathrm{i.e}+\frac{v}{3.6}\left(t_{ZI}-t\right)\right)}$

Contact time for limit time in combination case [ s ] $t_{BGk}=\frac{\frac{1}{2\text{a}}\left({\mathrm{<figure-callout\; id="2"\; label="v\; S"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">v</figure-callout>}}_S^{}-2v_{S}v+v^2\right)+vt-v_S{t}_{ZI}-3.6\mathrm{i.e}}{v-v_S}$

Limit time parabola case [ s ] $T_{Gp}=t_{BGp}-t$

Limit time combination case [ s ] $T_{Gk}=t_{BGk}-t$

Limit time [ s ] $T_G=\{\begin{array}{l}{T}_{G_P}f\ddot{\mathrm{and}}\mathrm{right}Be\mathrm{right}\ddot{\mathrm{and}}H\mathrm{right}\mathrm{and}nGsp\mathrm{and}nkt\mathrm{i.e}e\mathrm{right}Pa\mathrm{right}abel7mit{v}_{Ampel}=v_S\\ T_{Gk}sOnst\end{array}$

Solution 2: Optimal speed

The respective speed that the vehicle 2 has to drive in order to reach a traffic light 4 at a desired time and at a desired speed is referred to here as the optimal speed.

5 shows the way to determine the optimal speed v _Opt graphically. The target time 2 t _Z2 is close to the start of the green phase. At d=0 and t=t _Z2 the point P _Z2 is entered. The straight line 12 has the slope v _S and runs through the point P _Z2 . All vehicles that drive at the constant set speed v _S and drive over the traffic light 4 exactly at the target time 2 t _Z2 move on this straight line 12 . If a vehicle is to the left of straight line 12, it must be driving at a speed v that is less than target speed v _S in order to only reach traffic light 4 in the green phase. The maximum constant speed v that the vehicle 2 can select in order to reach the traffic light 4 at the target time 2 t _Z2 is therefore lower than the target speed v _S . Accordingly, the vehicle 2 reaches the traffic light 4 at the target time 2 t _Z2 at a speed v that is too low.

In order to reach traffic light 4 at target time 2 t _Z2 with target speed v _S , vehicle 2 must first drive at a speed v below target speed v _S and then accelerate at the correct time when the road is clear. In other words, the vehicle 2 needs a certain distance for the necessary acceleration. This minimum distance is created by a correspondingly reduced speed v. It seems paradoxical at first that a slowdown ultimately leads to the desired time saving.

The optimized movement is thus made up of three phases, which result from the target time 2 t _Z2 going backwards. In the last phase, the uniform acceleration with α takes place. In the middle phase, the speed v is kept constant. In the first phase, the speed v is adjusted to the constant speed of the middle phase.

The movement of a vehicle 2 with the constant positive acceleration a is shown as a parabola 13 . At the point P _Z2 it has the rise v _S . This means that a vehicle 2 accelerated with a at the traffic light 4 reaches the desired speed v _S exactly as desired. The point P represents the current state of the vehicle 2 in the diagram. The maximum speed v at which the vehicle 2 is suitably guided onto the parabola 13 corresponds to the straight line which runs through the point P and touches the parabola 13 tangentially. It has the optimal speed v _Opt and is shown as straight line 14.

There is also a case distinction here. If point P is below parabola 13, the combination case is used. The vehicle 2 reaches the target speed v _S at the traffic light 4 . If the point P is above the parabola 13, the parabola case is used. In this case, the remaining distance to traffic light 4 is no longer sufficient for the required acceleration to v _S . The vehicle 2 drives through the traffic light 4 at the maximum possible speed v in this situation. However, it is less than v _S .

Optimalgeschwindigkeit im Kombinations-Fall [km/h] $V_{Optk}=a\left\{t+\frac{v_S}{a}-t_{Z2}+\sqrt{{\left(t+\frac{v_S}{a}-t_{Z2}\right)}^2-{\left(\frac{v_S}{a}\right)}^2-\mathrm{7,2}\frac{d}{a}}\right\}$

Optimalgeschwindigkeit [km/h] $v_{Opt}=\{\begin{array}{l}{v}_{Optp}f\ddot{u}rPoberhalbderParabel13mit{\text{v}}_{Ampel}=v_S\\ v_{Optk}sonst\end{array}$

The optimum speed v _Opt is calculated as follows: switching time 2 [ s ] tU2 _{_} Safety buffer 2 [ s ] T _Buffer2 Target time 2 [ s ] t _Z2 = t _U2 + T _buffer2 Optimum speed in the parabola case [ km / h ] $v_{Optp}=a\frac{t-\frac{1}{2}\left({\mathrm{<figure-callout\; id="2"\; label="t"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}^2-{\mathrm{<figure-callout\; id="2"\; label="t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}_Z^2\right)+3.6\frac{\mathrm{i.e}}{a}}{t-{\mathrm{<figure-callout\; id="2"\; label="t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}_Z}$

Optimum speed in the combination case [ km / h ] $V_{Optk}=a\left\{t+\frac{v_S}{a}-{\mathrm{<figure-callout\; id="2"\; label="t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}_Z+\sqrt{{\left(t+\frac{v_S}{a}-t_{Z2}\right)}^2-{\left(\frac{v_S}{a}\right)}^2-7.2\frac{\mathrm{i.e}}{a}}\right\}$

Optimum speed [ km / h ] $v_{Opt}=\{\begin{array}{l}{v}_{Optp}f\ddot{\mathrm{and}}\mathrm{right}PObe\mathrm{right}Halb\mathrm{i.e}e\mathrm{right}Pa\mathrm{right}abel13mit{\text{v}}_{Ampel}=v_S\\ v_{Optk}sOnst\end{array}$

The value of v _Opt is limited to the range from 0 to v _S .

The optimal speed v _Opt is continuously updated. Deviations of the actual speed v from the optimum speed v _Opt are thus automatically taken into account.

In order to facilitate anticipatory driving, the time is also determined for which vehicle 2 should maintain current speed v until the acceleration phase begins. This time is referred to as the continuity time T _K . After the continuity time T _K has elapsed, the vehicle 2 should accelerate evenly.

The determination of the continuity time T _K corresponds to the determination of the limit time T _G . The contact time is denoted as t _BK .

The point of contact must be before traffic light 4. There is also a case distinction here. If the point of contact is above the parabola 13, the parabola case is used. If the point of contact is below parabola 13, the combination case is used.

Berührungszeit für Kontinuitätszeit im Kombinations-Fall [s] $t_{BKk}=\frac{\frac{1}{2\text{a}}\left(v_S^2-2v_S+v^2\right)+vt-v_S{t}_{Z2}-\mathrm{3,6}d}{v-v_S}$

Kontinuitätszeit Parabel-Fall [s] $T_{Kp}=t_{BKp}-t$

Kontinuitätszeit Kombinations-Fall [s] $T_{Kk}=t_{BKk}-t$

Kontinuitätszeit [s] $T_K=\{\begin{array}{l}{T}_{Kp}f\ddot{u}rBeruhrungspunktoberhalbderParabel13mit{v}_{Ampel}=v_s\\ T_{Kk}sonst\end{array}$

The continuity time T _K is calculated as follows: contact time for continuity time in parabola case [ s ] $t_{BKp}={\mathrm{<figure-callout\; id="2"\; label="t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}_Z-\sqrt{\frac{-7.2}{a}\left(\mathrm{i.e}+\frac{v}{3.6}\left({\mathrm{<figure-callout\; id="2"\; label="t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">t</figure-callout>}}_Z-t\right)\right)}$

Contact time for continuity time in the combination case [ s ] $t_{BKk}=\frac{\frac{1}{2\text{a}}\left({\mathrm{<figure-callout\; id="2"\; label="v\; S"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">v</figure-callout>}}_S^{}-2v_S+v^2\right)+vt-v_{\mathrm{<figure-callout\; id="2"\; label="S\; t\; Z"\; filenames="DE102020007229A1\_0019.png"\; state="\{\{state\}\}">S</figure-callout>}}{t}_Z{2}_{}-3.6\mathrm{i.e}}{v-v_S}$

Continuity time parabola case [ s ] $T_{Kp}=t_{BKp}-t$

Continuity time combination case [ s ] $T_{Kk}=t_{BKk}-t$

continuity time [ s ] $T_K=\{\begin{array}{l}{T}_{Kp}f\ddot{\mathrm{and}}\mathrm{right}Be\mathrm{right}\mathrm{and}H\mathrm{right}\mathrm{and}nGsp\mathrm{and}nktObe\mathrm{right}Halb\mathrm{i.e}e\mathrm{right}Pa\mathrm{right}abel13mit{v}_{Ampel}=v_s\\ T_{Kk}sOnst\end{array}$

Solution 3: Recommendation speed

Since the traffic light phases are constantly repeated, the considerations for the end and start of a green phase merge into one another. The assistance system should therefore give a clear speed recommendation.

The recommended speed v _E is the speed that results as follows, taking into account the limit speed v _G and the optimal speed v _Opt of the respective traffic light phase: Recommended speed [ km / h ] $v_E=\{\begin{array}{c}{v}_{S}f\ddot{\mathrm{and}}\mathrm{right}v<v_G\\ v_{Opt}sOnst\end{array}$

6th embodiment

• - einen Prozessor,
• - ein Speichermedium,
• - eine Uhr,
• - einen Positionssensor zum Bestimmen oder Empfangen der aktuellen geographischen Position, z. B. ein Satellitennavigationsgerät,
• - ein Speichermedium für digitale Kartendaten,
• - einen Geschwindigkeitssensor zum Bestimmen oder Empfangen der aktuellen Fahrgeschwindigkeit v , z. B. ein Tachometer oder ein Satellitennavigationsgerät,
• - einen Empfänger zum Empfang der Ampelphasendaten, z. B. ein internetfähiges mobiles Endgerät, um Ampelphasendaten über Mobilfunk, WLAN oder andere drahtlose Kommunikaton zu erfassen,
• - eine Ausgabeeinrichtung, wobei die Ausgabeeinrichtung z. B. eine optische, akustische oder haptische dynamische Anzeige ist oder eine Schnittstelle zu einer optischen, akustischen oder haptischen Anzeige ist.

The driver assistance system 1 includes:

• - a processor,
• - a storage medium,
• - a clock,
• - a position sensor for determining or receiving the current geographic position, e.g. B. a satellite navigation device,
• - a storage medium for digital map data,
• - A speed sensor for determining or receiving the current driving speed v, z. B. a speedometer or a satellite navigation device,
• - a receiver for receiving the traffic light phase data, e.g. B. an internet-enabled mobile device to record traffic light phase data via mobile communications, WLAN or other wireless communication,
• - an output device, the output device e.g. B. is a visual, audible or haptic dynamic display or is an interface to a visual, audible or haptic display.

The determined values are shown on a display. The presentation should be as intuitive as possible. To do this, it could be integrated into the well-known representation of a round speedometer with a speed indicator as follows.

6 shows an exemplary embodiment for the display. The speedometer 15 consists of a circular speed scale 16 with black speed indications in km/h or mph. The inside of the scale has z. B. a black background. From the center goes a z. B. red pointer 17, which indicates the current vehicle speed v on the scale 16. Inside the scale 16 are two circular bands. The green areas of the traffic light 4 are shown as green areas 18 in the outer band. The green areas represent the speed ranges within which the vehicle speed v must lie in order to cross the respective traffic light during the respective green phase at a constant vehicle speed v. The upper and lower edge of a green area is calculated from the time t , the respective distance d and the respective target time t _z and has the value dl(tt _z ) in each case. The green areas of the following traffic lights 5 are shown as green areas 19 in the inner band. A blue circular arc 20 also lies within the outer band. It represents the speed range within which the next green phase can still be achieved by acceleration. It goes from the limit speed v _G to the lower end of the highest green area 18. It lies above the other green areas 18, so that it may partially cover them. In the lower part of the inside of the scale, the limit time T _G is shown in seconds in blue digits. The recommendation speed v _E is z. B. shown as a yellow point 21 on the scale. In the lower part of the outside of the scale, the continuity time T _K is shown in seconds in black figures. To better distinguish them from the speed information, these digits are displayed differently, for example with an underscore.

The outer ring 22 of the speedometer can take on different colors. Each color corresponds to a recommendation for action. The color green means that the current vehicle speed v can be maintained. Red means the speed should be reduced. Blue means that the speed v should be increased. White means that driver assistance system 1 is inactive and therefore no recommended action is given.

The recommended action results from the difference between the current vehicle speed v and the recommended speed v _E together with a tolerance interval. Merely exceeding the cruising speed results in the green recommendation for action.

The large-scale color display enables the driver to perceive the recommended course of action even from the corner of his eye.

In addition, the recommended action is generated as an acoustic signal 23 . The acoustic signal 23 should be switchable and intuitive. In the case of a red color ring 22, for example, a descending, slow sequence of tones sounds. In the case of a blue colored ring 22, for example, an ascending rapid sequence of tones sounds.

The acoustic signal 23 enables the driver to perceive the recommended action without taking his eyes off the traffic situation.

Example 1 for using the limit speed v _G

In 7 an example of the representation of the driver assistance system 1 is shown for a case in which a vehicle 2 uses the specification of the limit speed v _G and can therefore safely drive through the traffic light 4 while it is still green. 8th is the corresponding velocity-time diagram. The speed v (solid line), the limit speed v _G (large dots), the recommended speed v _E (dashed lines) and the speed of the lower edge of the green area (small dots) are shown. At 0s the traffic light 4 switches to red.

The vehicle 2 is a bicycle. The following fixed values apply: target speed v _S = 20km / h typical acceleration a = 1 km /( hs ) switching time 1 t _U1 =0 s safety buffer 1 T _buffer1 = 1 s

Bike 2 has the following initial values: time t = -30s Distance from stop line of traffic light 4 d = -120 m vehicle speed v = 12km / h

7 a) The bicycle 2 approaches the traffic light 4 at a reduced speed v of 12 km/h. The pointer 17 is between the middle and upper green areas. This means that at this speed, bike 2 would reach traffic light 4 when it was red and would have to stop. However, the pointer 17 is in the blue area since the limit speed v _G is about 3 km/h. The green phase can therefore still be reached by accelerating in good time with α= 1 kml(hs). The blue number "14" shows that there are still 14s left until the acceleration has to start at the latest. At approximately 23 km/h, the upper end of the next green area 18 is higher than the setpoint speed v _S at 20 km/h. This means that even with immediate acceleration, the beginning of the next green phase can no longer be reached. Therefore, only dashes are given instead of a continuity time T _K . The recommended speed v _E is maximum and thus equal to the target speed v _S , represented by the yellow dot 21. Since the current speed v is below the recommended speed v _E , the recommended action is that the bicycle 2 should increase its speed v. Accordingly, the outer edge is blue and the appropriate acoustic signal sounds.

Bicycle 2 ignores the recommended action and continues at a constant speed.

7 b) t=-19 s, d=-83 m: By maintaining the low speed v, the next higher green area 18 has shifted further upwards. The limit speed v _G has increased to 9 km/h and the blue area 20 has become correspondingly shorter. The number "3" indicates that acceleration must begin within the next three seconds.

Bicycle 2 accelerates with a=1km/(hs) .

7 c) t=-10s, d=-43 m: Bicycle 2 has reached the target speed v _S of 20 km/h. The pointer 17 is within the green area 18. The display of the limit time T _G has gone out accordingly. The recommendation for action is that bicycle 2 can maintain its speed v. Accordingly, the outer edge 22 is green and the acoustic signal 23 stops.

Bicycle 2 continues to travel at constant speed v.

7d) t= - 2s,d = 1 m: Bicycle 2 has just passed traffic light 4 just before the end of the green phase. The green areas 18 of the current traffic light 4 and the blue area 20 are no longer displayed.

Shortly thereafter, the following traffic light 5 becomes the current traffic light 4, and the green areas 19 in the inner band are moved to the outer band.

Example 2 for using the recommendation speed v _E

In 9 an example of the representation of the driver assistance system 1 is shown for a case in which a vehicle 2 uses the specification of the recommended speed v _E and can therefore safely drive through the traffic light 4 at the beginning of the green phase at the target speed v _S . 10 is the corresponding velocity-time diagram. The speed v (solid), the recommended speed v _E (dashed) and the speeds of the upper and lower edge of the green area (small dots) are shown. The partial images a) to d) in 9 represent the times of the phase boundaries described above. At 24 s, traffic light 4 switches to green.

The vehicle 2 is a bicycle. The following fixed values apply: target speed v _S = 20km / h typical acceleration a = 1 km /( hs ) switching time 2 t _U2 = 24s safety buffer 2 T _buffer2 = 1 s

Bike 2 has the following initial values: time t = -24 s Distance from stop line of traffic light 4 d = -180 m vehicle speed v = 20km / h

9 a) The bicycle 2 approaches the traffic light 4 at a target speed v _S of 20 km/h. The pointer 17 is between the middle and upper green areas. This means that at this speed v, bicycle 2 would reach traffic light 4 when it was red and would have to stop. At approximately 28 km/h, the lower end of the next higher green area 18 is higher than the setpoint speed v _S at 20 km/h. This means that even with immediate acceleration, the beginning of the next green phase can no longer be reached. Therefore, only dashes are given instead of a continuity time T _K . The recommended speed v _E is around 13 km/h, represented by the yellow dot 21. Since the current speed v is above the recommended speed v _E , the recommended action is that the bicycle 2 should reduce its speed v. Accordingly, the outer edge 22 is red and the appropriate acoustic signal 23 sounds.

The bicycle 2 coasts and thereby reduces its speed with an acceleration of -1km/(hs).

9 b) t=-14s, d =- 143 m: Due to the slow speed adjustment, the recommended speed v _E has meanwhile fallen further to around 11 km/h. Bicycle 2 has slowed down until it has reached the current recommended speed v _E . The continuity time T _K is given as 28s.

9 c) t=15 s, d=−46 m: The bicycle 2 has continued to ride at a constant speed v and has just started accelerating after the continuity time T _K has elapsed. The display of the continuity time T _K has gone out. The yellow point 21 of the recommendation speed v _E moves up accordingly. The recommendation for action is therefore that bicycle 2 should increase its speed v. Accordingly, the outer edge 22 is blue and the appropriate acoustic signal 23 sounds.

Bicycle 2 continues to accelerate at a = 1 km/(hs).

9d) t= 25 s, d= 5 m: Bicycle 2 has just reached target speed v _S and at the same time passed traffic light 4 at the target time. The green areas 18 of the current traffic light 4 are no longer displayed. The recommendation for action is that bicycle 2 can maintain its speed v. Accordingly, the outer edge 22 is green and the acoustic signal 23 stops.

Shortly thereafter, the following traffic light 5 becomes the current traffic light 4, and the green areas 19 in the inner band are moved to the outer band.

Example 3 for using the combination of limit speed v _G and recommended speed v _E

In 11 a speed-time diagram shows an example of the displayed values of the driver assistance system 1 for a case in which a vehicle 2 uses the specification of the recommended speed v _E in combination with the limit speed v _G and thereby avoids stopping at the traffic light 4 . The greatest possible time saving under the given circumstances is achieved. The speed v (solid line), the limit speed v _G (large dots), the recommended speed v _E (dashed lines) are shown. At 0s the traffic light 4 switches to red, at 24s to green.

The vehicle 2 is a bicycle. The following fixed values apply: target speed v _S = 20km / h typical acceleration a = 1 km /( hs ) switching time 1 t _U1 =0 s safety buffer 1 T _Buffer1 =1 s switching time 2 tU2 = _24s safety buffer 2 T _buffer2 = 1 s

Bike 2 has the following initial values: time t = -30s Distance from stop line of traffic light 4 d = -140 m vehicle speed v = 12km / h

The bicycle 2 approaches the traffic light 4 at a reduced speed v of 12 km/h. The recommended speed v _E is maximum and therefore equal to the target speed v _S .

The bicycle 2 accelerates with a= 1km/(hs) .

The bicycle 2 has to brake due to a traffic disruption. Its driving speed v falls below the limit speed v _G . As a result, the recommended speed v _E changes from the target speed v _S to the optimum speed v _Opt . It is at 7km/h.

The bicycle 2 initially continues to ride at a constant speed v and then adapts its speed v to the recommended speed v _E of 7 km/h. To do this, it goes into idle and thereby reduces its speed v with an acceleration of -1km/(hs) .

After reaching the recommended speed _vE , the bicycle 2 continues to travel at a constant speed v.

After the continuity time T _K has elapsed, the bicycle 2 accelerates at a−1 km/(hs) and drives through the traffic light 4 at the target time.

7. Benefits Achieved

The advantages of this driving assistance system 1 lie in reaching the destination early while avoiding unnecessary acceleration or deceleration at the same time. These effects can also be amplified, since a small time saving early on can have a major impact, e.g. B. if it results in an earlier green phase being achieved. Since the displayed values support an anticipatory driving style, more relaxed driving is made possible.

The output of the determined values and recommendations for action is intuitive and can be grasped quickly. This distracts the driver to a minimum.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102012219922 B4 [0007]
• DE 102015204122 A1 [0008]

Claims (10)

Driver assistance system (1) for a vehicle (2), containing means for obtaining position information, means for obtaining phase data, e.g. B. traffic light phase data, a time-dependent traffic restriction (4), z. B. a traffic light, means for obtaining position data of a time-dependent traffic restriction (4), z. B. a traffic light, a processor for processing the position data and the phase data, an output device (15), the processor being suitable for calculating one or more speeds from the position data and phase data, which allows crossing a time-dependent traffic restriction as quickly as possible and without having to stop (4) allow the vehicle (2) to have a desired speed, and/or output recommendations for action derived therefrom for changing the current driving speed v of the vehicle (2) on the output device (15), the output device z. B. is a visual, audible or haptic dynamic display or is an interface to a visual, audible or haptic display. Driver assistance system (1) according to claim 1 , wherein the processor is suitable for calculating one or more speeds from the position data and phase data in such a way that crossing a time-dependent traffic restriction (4) in the most energy-saving manner possible can also be calculated and/or displayed on the output device (15). Driver assistance system (1) according to claims 1 or 2 , wherein the system comprises means for obtaining or determining the driving speed v of the vehicle (2), and the processor takes this into account when calculating the one or more speeds. Driver assistance system (1) according to one or more of Claims 1 until 3 , wherein the processor is configured to calculate and/or output the limit speed v _G , the limit speed v _G being the minimum current vehicle speed at which it is still possible to detect the next time-dependent traffic restriction (4) by accelerating the vehicle (2) during the phase of permitted crossing, the processor being configured to continuously determine the limit speed v _G in each case, taking into account the time still available at the end of the phase of permitted crossing of the time-dependent traffic restriction (4) and the time still available Route for time-dependent traffic restriction (4) with a previously defined assumed acceleration behavior of the vehicle (2) and assuming that this acceleration takes place at most until the speed resulting from the duration of the acceleration will have reached a previously defined value and sic h then the accelerated movement is followed by an unaccelerated movement. Driver assistance system (1) according to one or more of Claims 1 until 4 , wherein the processor is configured to calculate and/or output the limit time T _G , the limit time T _G being the time that the vehicle (2) has left until this current vehicle speed reaches the limit speed v G while maintaining the current driving speed v _G corresponds, wherein the processor is configured to determine the limit time T _G continuously, taking into account the current driving speed v of the vehicle (2) and the time still available at the end of the phase of permitted crossing of the time-dependent traffic restriction (4) and the still available distance for the time-dependent traffic restriction (4) with a predetermined assumed acceleration behavior of the vehicle (2) and under the assumption that this acceleration takes place at most until the speed resulting from the duration of the acceleration has reached a predetermined value will and then contact the accelerated movement is followed by an unaccelerated movement. Driver assistance system (1) according to one or more of Claims 1 until 5 , wherein the processor is configured to calculate and/or output the optimum speed v _Opt , the optimum speed v _Opt being the respective speed that the vehicle (2) has to drive in order to reach the next time-dependent traffic restriction (4) at a desired time and at a desired speed, with the processor being configured to continuously determine the optimal speed v _Opt taking into account the time still available at the beginning of the phase of permitted crossing of the time-dependent traffic restriction (4) and the distance still available for time-dependent traffic restriction (4) with a predetermined assumed acceleration behavior of the vehicle (2) and on the assumption that this acceleration takes place at most until the speed resulting from the duration of the acceleration will have reached a predetermined value and then an unaccelerated movement will follow the accelerated movement. Driver assistance system (1) according to one or more of Claims 1 until 6 , wherein the processor is configured to calculate and/or output the recommended speed v _E , the recommended speed v _E corresponding to the optimum speed v _Opt if the current driving speed v of the vehicle (2) is below the current limit speed v _G , and the recommended speed v _E otherwise corresponds to that of the target speed v _S , the target speed v _S being the vehicle speed aimed for at the time-dependent traffic restriction (4), the processor preferably being suitable for calculating three or more different recommendations for action, depending on whether the recommended speed v _E is within a tolerance interval around the driving speed v of the vehicle (2), above or below it, and/or to be output on the output device. Driver assistance system (1) according to one or more of Claims 1 until 7 , wherein the processor is configured to calculate and/or output the continuity time T _K , the continuity time T _K being the time that the vehicle (2) has left until it completes the acceleration phase with a predetermined one while maintaining the current driving speed v assumed acceleration behavior must begin in order to achieve the time-dependent traffic restriction (4) at a desired time and at a desired speed, the processor being configured to continuously determine the continuity time T _K taking into account the current driving speed v of the vehicle (2) and the time still available at the beginning of the phase of allowed crossing of the time-dependent traffic restriction (4) and the distance still available for the time-dependent traffic restriction (4) with a previously determined assumed acceleration behavior of the vehicle (2) and on the assumption that these acc The acceleration takes place at most until the speed resulting from the duration of the acceleration has reached a predetermined value and then the accelerated movement is followed by a non-accelerated movement. Computer-implemented method, e.g. B. using the system of one of Claims 1 until 8th , comprising the steps of: - obtaining the position of a vehicle (2) - obtaining phase data e.g. B. traffic light phases - receiving the position data of a time-dependent traffic restriction (4) - possibly receiving the driving speed v of the vehicle (2) - calculating from the position, the phase data and possibly the driving speed v of the vehicle (2) one or more speeds, the one enable crossing of a time-dependent traffic restriction (4) at a desired speed of the vehicle (2) as quickly as possible and without stopping, and recommendations for action derived from this for changing the current driving speed v of the vehicle (2) - Output of the recommendations for action, e.g. B. to an interface to an optical, acoustic or haptic display Computer program comprising instructions which, when executed, cause a computer to follow the steps of the method claim 9 to execute.

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