Device and Method for Detecting a Non-relevant Signal Generator

Abstract

A device for detecting a signal generator that is not relevant for motor vehicles determines environment data from one or more environment sensors of at least one motor vehicle during at least one journey at a junction, determines, on the basis of the environment data, information about the position and/or orientation of a plurality of signal generators at the junction with respect to one another and/or with respect to a stop line at the junction. Furthermore, the device identifies at least one non-relevant signal generator from the plurality of signal generators on the basis of the information about the position and/or orientation.

Claims

1-10. (canceled)

11. A device for detecting a signal generator that is not relevant to motor vehicles, wherein the device is configured to: determine environmental data from one or more environmental sensors of at least one motor vehicle during at least one journey at a junction; determine, on a basis of the environmental data, position information and/or orientation information for a plurality of signal generators at the junction with respect to one another and/or with respect to a stop line at the junction; and identify at least one non-relevant signal generator from the plurality of signal generators on a basis of the position information and/or the orientation information.

12. The device according to claim 11, wherein the position information for a first signal generator indicates a longitudinal distance and/or a lateral distance from a second signal generator and/or from the stop line; and/or the orientation information for the first signal generator indicates an orientation of the first signal generator relative to an orientation of a second signal generator and/or relative to the stop line.

13. The device according to claim 11, configured to: identify, on a basis of the position information, a first signal generator of the plurality of signal generators which has a lateral distance from a second signal generator of the plurality of signal generators and/or from the stop line that is greater than a predefined distance threshold value; and responsively identify the first signal generator as a non-relevant signal generator.

14. The device according to claim 11, configured to: identify, on a basis of the position information, a first signal generator of the plurality of signal generators which has a longitudinal distance from a second signal generator of the plurality of signal generators and/or from the stop line that is within a predefined distance range; and responsively identify the first signal generator as a non-relevant signal generator.

15. The device according to claim 11, wherein the non-relevant signal generator is a pedestrian traffic light and/or a bicycle traffic light.

16. The device according to claim 11, configured to: create and/or update map data relating to the junction on a basis of the identified non-relevant signal generator; and/or include a map attribute for the identified non-relevant signal generator in the map data, which map attribute indicates that the identified non-relevant signal generator is a signal generator which is not relevant to motor vehicles.

17. The device according to claim 11, configured to: determine and/or receive environmental data from a multiplicity of different motor vehicles and/or from a multiplicity of crossings of the junction via a communication connection.

18. The device according to claim 11, wherein the environmental data comprises image data from a camera of the at least one motor vehicle.

19. A vehicle guidance system for providing a driving function for automated longitudinal guidance of a vehicle, the vehicle guidance system configured to, when driving on an entrance to a junction: determine map data relating to the junction, wherein the map data for different signal generators at the junction each indicate whether or not the signal generator is relevant to motor vehicles; determine environmental data relating to the junction using one or more environmental sensors of the vehicle; detect a plurality of signal generators at the junction on a basis of the environmental data; determine, on a basis of the map data, which one or more signal generators from the plurality of signal generators are relevant to motor vehicles and which one or more signal generators from the plurality of signal generators are not relevant to motor vehicles; and operate the driving function on a basis of the one or more signal generators which are relevant to motor vehicles.

20. The vehicle guidance system according to claim 19, configured to: determine, on a basis of the environmental data, position information and/or orientation information for the plurality of signal generators at the junction with respect to one another and/or with respect to a stop line at the entrance to the junction; and determine, on a basis of the position information and/or the orientation information, which one or more signal generators of the plurality of signal generators are relevant to motor vehicles and which one or more signal generators of the plurality of signal generators are not relevant to motor vehicles.

21. The vehicle guidance system according to claim 20, configured to: identify, on a basis of the position information, a first signal generator of the plurality of signal generators which has a lateral distance from a second signal generator of the plurality of signal generators and/or from the stop line that is greater than a predefined distance threshold value; and responsively identify the first signal generator as a non-relevant signal generator.

22. The vehicle guidance system according to claim 20, configured to: identify, on a basis of the position information, a first signal generator from the plurality of signal generators which has a longitudinal distance from a second signal generator of the plurality of signal generators and/or from the stop line that is within a predefined distance range; and responsively identify the first signal generator as a non-relevant signal generator.

23. The vehicle guidance system according to claim 19, configured to: create and/or update map data relating to the junction on a basis of the identified non-relevant signal generator; and/or include a map attribute for the identified non-relevant signal generator in the map data, which map attribute indicates that the identified non-relevant signal generator is a signal generator which is not relevant to motor vehicles.

24. The vehicle guidance system according to claim 19, configured to: determine and/or receive environmental data from a multiplicity of different motor vehicles and/or from a multiplicity of crossings of the junction via a communication connection.

25. A method for detecting a non-relevant signal generator that is not relevant to motor vehicles, the method comprising: determining environmental data from one or more environmental sensors of at least one motor vehicle during at least one journey at the junction; determining, on a basis of the environmental data, position information and/or orientation information for a plurality of signal generators at the junction with respect to one another and/or with respect to a stop line at the junction; and identifying at least one non-relevant signal generator from the plurality of signal generators on a basis of the position information and/or the orientation information.

26. The method according to claim 25, comprising: identifying, on a basis of the position information, a first signal generator of the plurality of signal generators which has a lateral distance from a second signal generator of the plurality of signal generators and/or from the stop line that is greater than a predefined distance threshold value; and responsively identifying the first signal generator as a non-relevant signal generator.

27. The method according to claim 25, comprising: identifying, on a basis of the position information, a first signal generator from the plurality of signal generators which has a longitudinal distance from a second signal generator of the plurality of signal generators and/or from the stop line that is within a predefined distance range; and responsively identifying the first signal generator as a non-relevant signal generator.

28. The method according to claim 25, comprising: creating and/or updating map data relating to the junction on a basis of the identified non-relevant signal generator; and/or including a map attribute for the identified non-relevant signal generator in the map data, which map attribute indicates that the identified non-relevant signal generator is a signal generator which is not relevant to motor vehicles.

29. The method according to claim 25, comprising: determining and/or receiving environmental data from a multiplicity of different motor vehicles and/or from a multiplicity of crossings of the junction via a communication connection.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0059] FIG. 1 shows exemplary components of a vehicle;

[0060] FIG. 2a shows an exemplary light signal installation;

[0061] FIG. 2b shows an exemplary traffic sign;

[0062] FIG. 3 shows an exemplary traffic situation;

[0063] FIG. 4 shows an exemplary user interface;

[0064] FIG. 5 shows an exemplary junction; and

[0065] FIG. 6 shows a flowchart of an exemplary method for detecting a pedestrian traffic light at a junction.

DETAILED DESCRIPTION

[0066] As explained at the outset, the present document deals with increasing the reliability, the availability and/or the comfort of a driving function, in particular a driver assistance system, of a vehicle, for example in connection with a signaling unit at a junction of the road used by the vehicle. In particular, the present document deals with providing precise map data for operating a driving function.

[0067] FIG. 1 shows exemplary components of a vehicle 100. The vehicle 100 comprises one or more environmental sensors 103 (for example one or more imaging cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) which are configured to capture environmental data relating to an environment of the vehicle 100 (in particular relating to the environment in front of the vehicle 100 in the direction of travel). The vehicle 100 also comprises one or more actuators 102 which are configured to act on the longitudinal and/or lateral guidance of the vehicle 100. Exemplary actuators 102 are: a brake system, a drive motor, a steering system, etc.

[0068] The control unit 101 may be configured to provide a driving function, in particular a driver assistance function, on the basis of the sensor data from the one or more environmental sensors 103 (that is to say on the basis of the environmental data). For example, an obstacle on the driving trajectory of the vehicle 100 may be detected on the basis of the sensor data. The control unit 101 can then control one or more actuators 102 (for example the brake system) to decelerate the vehicle 100 in an automated manner and to thereby prevent a collision between the vehicle 100 and the obstacle.

[0069] Within the scope of the automated longitudinal guidance of a vehicle 100 in particular, in addition to a leading vehicle, one or more signaling units (for example a light signal installation and/or a traffic sign) on the road or street used by the vehicle 100 may be taken into consideration. In this case, the status of a light signal installation or traffic light system may be taken into consideration, in particular, with the result that the vehicle 100 causes deceleration to the stop line of the traffic light in an automated manner at a red traffic light relevant to the vehicle's own (planned) direction of travel and/or accelerates (possibly again) in the case of a green traffic light.

[0070] Light signal installations may be designed in a very heterogeneous manner in different countries and may also be of varying complexity with regard to the direction of travel/light signal assignment. Different directions of travel may therefore be controlled in a bundled manner by means of a first group of signals or by means of one signal group and another direction may be controlled by means of another signal group. The repeating signals from a signal group may also be geographically located at different points of an intersection. It may therefore be difficult for a control unit 101 (also referred to as a vehicle guidance system in this document) to identify, on the basis of the sensor data, which one or more signals from a light signal installation at an intersection are relevant to the planned direction of travel of the vehicle 100 and which are not (in particular if the vehicle 100 is still relatively far away from the light signal installation).

[0071] FIG. 2a shows an exemplary light signal installation 200. The light signal installation 200 illustrated in FIG. 2a has four different signal generators 201 which are arranged at different positions at an entrance to an intersection. The left-hand signal generator 201 has an arrow 202 to the left and therefore indicates that this signal generator 201 applies to traffic turning left. The two middle signal generators 201 have an upward arrow 202 (or no arrow 202) and therefore indicate that these two signal generators 201 apply to driving straight ahead. The individual light signals from these two signal generators 201 form signal groups. Furthermore, the right-hand signal generator 201 has an arrow 202 to the right and therefore indicates that this signal generator 201 applies to traffic turning right.

[0072] The light signal installation 200 illustrated in FIG. 2a is only one example of many different possible configurations of a light signal installation 200. A light signal installation 200 may have a relatively large number of different forms of features. Exemplary features are [0073] the number of signal generators 201 and/or signal groups; [0074] the positions of the one or more signal generators 201; and/or [0075] the assignment of a signal generator 201 to a possible direction of travel across an intersection.

[0076] FIG. 2b shows an exemplary stop sign as a traffic sign 210 which controls the right of way at a traffic junction, in particular at an intersection. The control unit 101 of the vehicle 100 may be configured to detect a traffic sign 210 relevant to the right of way of the vehicle 100 on the street or road used by the vehicle 100 on the basis of the sensor data from the one or more environmental sensors 103 (that is to say on the basis of the environmental data) and/or on the basis of digital map information (that is to say map data).

[0077] FIG. 3 shows, by way of example, a vehicle 100 which is moving toward a signaling unit 200, 210 (in particular a light signal installation 200 and/or a traffic sign 210) on a road. The one or more environmental sensors 103 of the vehicle 100 may be configured to capture sensor data (in particular image data) relating to the signaling unit 200, 210. The sensor data can then be analyzed (for example by means of an image analysis algorithm) in order to determine forms of one or more features of the signaling unit 200, 210. In particular, it is possible to determine, on the basis of the sensor data, whether the signaling unit 200, 210 is a light signal installation 200 or a traffic sign 210. It is also possible to determine which signal generator 201 of the light signal installation 200 is relevant to the (planned) direction of travel of the vehicle 100. Furthermore, the (signaling) state of the relevant signal generator 201 (for example the color, for instance red, amber or green) can be determined.

[0078] The quality and/or the reliability with which the form of a feature of a signaling unit 200, 210 can be determined on the basis of the environmental data is/are typically dependent on the distance 311 of the vehicle 100 from the signaling unit 200, 210. Furthermore, current weather conditions typically also have a significant influence on the quality and/or the reliability of the determined form of a feature. In addition, the quality and/or reliability may be different for different features.

[0079] The vehicle 100 may have a storage unit 104 which stores digital map information (that is to say map data) relating to the street network used by the vehicle 100. The map data may indicate, as attributes, forms of one or more features of one or more signaling units 200, 210 in the street or road network. In particular, the map data may indicate, for a light signal installation 200, the assignment of the one or more signal generators 201 or signal groups to different possible directions of travel. In other words, the map data may indicate which signal generator 201 or which signal group is responsible for enabling which direction of travel. The map data may possibly be received at the vehicle 100 by means of a communication unit 105 of the vehicle 100 via a wireless communication connection (for example a WLAN or LTE communication connection).

[0080] The control unit 101 of the vehicle 100 may be configured to determine (for example on the basis of the current position of the vehicle 100 and on the basis of a planned travel route and/or on the basis of the environmental data from the one or more environmental sensors 103) that the vehicle 100 is heading for a signaling unit 200, 210 that is located ahead. Furthermore, the control unit 101 may determine the forms of one or more features of the signaling unit 200, 210 located ahead on the basis of the (stored and/or received) map data. In particular, it is possible to determine, on the basis of the map data, which signal generator 201 or which signal group of a light signal installation 200 is assigned to the current or planned direction of travel of the vehicle 100. In addition, the current status of the assigned signal generator 201 or of the assigned signal group can be determined on the basis of the environmental data. An automated driving function (for example automated longitudinal guidance of the vehicle 100) may then be performed in a reliable and comfortable manner on the basis thereof. In particular, the forms of the one or more relevant features of a signaling unit 200 may already be determined in the case of a relatively great distance 311 of the vehicle 100 from the signaling unit 200 by taking the map data into consideration, thus making it possible to increase the reliability, the availability and the comfort of an automated driving function.

[0081] A vehicle 100 may be configured to use information relating to a signaling unit 200, 210, which is being or has been passed by the vehicle 100, to create and/or supplement the map data. The map data may be created and/or supplemented locally by the vehicle 100 and/or centrally by a unit 300 outside the vehicle (for example by a backend server) (see FIG. 3). In the immediate vicinity of a signaling unit 200, 210, the one or more environmental sensors 103 of a vehicle 100 can typically capture environmental data which precisely indicate the form of one or more features of the signaling unit 200, 210. In particular, in the immediate vicinity, the assignment between signal generators or signal groups 201 and possible directions of travel may be determined in a precise and reliable manner on the basis of the captured environmental data.

[0082] The vehicle 100 may be configured to transmit the determined information (for example the environmental data and/or the determined forms of the one or more features) to the unit 300 outside the vehicle via a wireless communication connection 301 (in conjunction with an identifier for the respective signaling unit 200, 210, for instance in conjunction with the position of the signaling unit 200, 210). The unit 300 outside the vehicle can then create and/or update, on the basis of the information provided by a multiplicity of vehicles 100, map data respectively indicating, as attributes, the forms of one or more features for a multiplicity of different signaling units 200, 210. The map data may then be made available to the individual vehicles 100 in order to (as explained above) assist with the operation of an automated driving function.

[0083] The vehicle 100 typically comprises a user interface 107 having one or more operating elements and/or one or more output elements. FIG. 4 shows an exemplary user interface 107 having a display unit 400, in particular a screen, for outputting optical information. A suggestion for the automated guidance of the vehicle 100 at a signaling unit 200, 210 located ahead may be output on the display unit 400, for example using a display element 401. Alternatively or additionally, it may be possible to possibly provide a display element 402 which is used to display the status of the driving function (for example active or inactive).

[0084] Alternatively or additionally, the user interface 107 may comprise, as an output element, at least one loudspeaker 420 which can be used to output an acoustic output (for example a warning tone) to the driver of the vehicle 100.

[0085] Furthermore, the user interface 107 may comprise one or more operating elements 411, 412, 413 which make it possible for the driver of the vehicle 100 to activate and/or parameterize the driving function. An exemplary operating element is a rocker 411 which makes it possible for the driver to define, in particular increase or reduce, a set speed (that is to say a target driving speed) for the vehicle 100. A further exemplary operating element is a set operating element 412 which makes it possible for the driver to define the current driving speed as a set speed and/or to accept a suggestion for the automatic guidance of the vehicle 100 at a signaling unit 200, 210 located ahead (for example in the manual mode of the driving function). Furthermore, the user interface 107 may comprise a resume operating element 413 which makes it possible for the driver, for example, to reactivate the driving function with a previously defined set speed.

[0086] The control unit 101 of the vehicle 100 may be designed to provide automated longitudinal guidance of the vehicle 100 in urban areas. This driving function can be referred to, for example, as an Urban Cruise Control (UCC) driving function. In this case, the driving function may be provided in an automatic mode (aUCC) and/or in a manual mode (mUCC). In this case, it may be possible for the driver to define, via the user interface 107, whether the driving function is intended to be operated in the automatic mode or in the manual mode.

[0087] The control unit 101 of the vehicle 100 may be configured to detect a signaling unit 200, 210 located ahead on the travel route of the vehicle 100 on the basis of the environmental data from the one or more environmental sensors 103 and/or on the basis of the map data (in conjunction with the position data from the position sensor 106 of the vehicle 100). In the manual mode of the UCC driving function, a suggestion or a request relating to whether or not the signaling unit 200, 210 is intended to be taken into consideration during the automated longitudinal guidance of the vehicle 100 can then be output via the user interface 107. The driver of the vehicle 100 can then accept or reject or ignore the suggestion, for example by actuating the set operating element 412. On the other hand, in the automatic mode of the UCC driving function, the detected signaling unit 200, 210 may possibly be taken into consideration automatically (that is to say without the required feedback from the driver) during the automated longitudinal guidance of the vehicle 100.

[0088] If the detected signaling unit 200, 210 is taken into consideration during the automated longitudinal guidance of the vehicle 100, automatic deceleration can be effected (depending on the type and/or (signaling) state of the signaling unit 200, 210) in order to change the vehicle 100 to a standstill in an automated manner (for example in the case of a red traffic light or a stop sign). Furthermore, the vehicle 100 may be automatically started up (for example after the (signaling) state of the signaling unit 200, 210 changes, for instance after a change to green). The vehicle 100 can then be accelerated in an automated manner to the set speed again (taking into consideration a defined minimum or target distance to a leading vehicle).

[0089] The UCC driving function can therefore make it possible for the driver of a vehicle 100 to also use the ACC driving function on a street with one or more signaling units 200, 210 (without having to deactivate and reactivate the ACC function in each case at the individual signaling units 200, 210).

[0090] The control unit 101 may be configured to determine whether or not a signaling unit 200, 210 located ahead can be taken into consideration during the automated longitudinal guidance on the basis of the environmental data and/or on the basis of the map data. If it is determined that the signaling unit 200, 210 located ahead cannot be taken into consideration during the automated longitudinal guidance, it is possible to effect an output (for example an optical output via a display unit 400, 402) to the driver of the vehicle 100 in order to inform the driver of the vehicle 100 that the signaling unit 200, 210 located ahead cannot be taken into consideration during the automated longitudinal guidance. This display may be referred to as an “unavailability display”. The task of the driver of the vehicle 100 is then to decelerate the vehicle 100 if necessary before the signaling unit 200, 210 (for example because the traffic light changes to red or because the signaling unit 200, 210 is a stop sign).

[0091] Furthermore, the control unit 101 may be configured to identify, during operation of the UCC driving function, that the vehicle 100 cannot be longitudinally guided (any longer) in an automated manner (for example because the driver has manually intervened in the longitudinal guidance of the vehicle 100). In this case, a takeover request (TOR) can be output to the driver of the vehicle 100 in order to prompt the driver to manually take over the longitudinal guidance of the vehicle 100.

[0092] FIG. 5 shows an exemplary junction 500 having a signaling unit 200 (in particular having a signal generator 201 of a signaling unit 200). The vehicle 100 is arranged on an entrance 503 to the junction 500 and may be configured to capture environmental data relating to the environment of the vehicle 100. In this case, the environmental data (in particular the image data from a camera) may indicate the signaling unit 200 relevant to the vehicle 100 (in particular the relevant signal generator 201) at the entrance 503 to the junction 500, in particular to the intersection. Furthermore, the one or more environmental sensors 103 of the vehicle 100 may capture a pedestrian traffic light 502 at a pedestrian crossing 501 of the junction 500. The pedestrian traffic light 502 may have a different signaling state (in particular a different color) than the signaling unit 200 relevant to the vehicle 100 (that is to say the relevant signal generator 201). This may result in the operation of the (UCC) driving function being impaired.

[0093] The vehicle guidance system 101 of the vehicle 100 may be configured to determine map data relating to the junction 500 (for example to receive map data from a unit 300 outside the vehicle via a communication connection 301). The map data may indicate a map attribute with respect to the signaling unit 200 and possibly a map attribute with respect to the pedestrian traffic light 502 at the junction 500. In this case, on the basis of the map attributes of the map data, it is possible to determine, for example, distance information relating to the longitudinal distance 511 (in the longitudinal direction or direction of travel of the vehicle 100) and/or relating to the lateral distance 512 (in the transverse direction of the vehicle 100) between the signaling unit 200 and the pedestrian traffic light 502. The distance information (that is to say the position information relating to the relative positioning of the signal generators 200, 502 with respect to one another) can be used by the vehicle guidance system 101 to distinguish the environmental data, which relate to the signaling unit 200, from the environmental data which relate to the pedestrian traffic light 502. The signaling state of the signaling unit 200 relevant to the vehicle 100 can therefore be reliably determined on the basis of the environmental data, thus increasing the reliability of the driving function.

[0094] In order to enable the unit 300 outside the vehicle to create a map attribute with respect to a pedestrian traffic light 502, environmental data relating to the junction 500 may be captured from a multiplicity of vehicles 100 and/or during a multiplicity of journeys and may be made available to the unit 300 outside the vehicle. The environmental data (in particular the image data and/or the lidar data) may be evaluated in order to detect and locate one or more signaling units 200 (or signal generators 201) relevant to vehicles 100. Furthermore, geometry information relating to a typical relative arrangement between signaling units 200 relevant to vehicles and pedestrian traffic lights 502 may be taken into consideration in order to detect one or more pedestrian traffic lights 502 (that is to say non-relevant signal generators 201) at the junction 500 on the basis of the environmental data. In particular, when evaluating the environmental data, it is possible to take into consideration the fact that a pedestrian traffic light 502 typically has a certain longitudinal distance 511 and/or a certain lateral distance 512 from a signaling unit 200 relevant to vehicles and, in particular, from the stop line 504 relevant to vehicles.

[0095] The internal geometry of the light signal installations 200, 502 at an intersection entrance 503, in particular the relative positions and/or orientations of the different signal generators 201 with respect to one another and/or the relative positions and/or orientations of the different signal generators 201 with respect to the relevant stop line, is therefore taken into consideration in order to reliably distinguish a signal generator 201 which is relevant to the vehicle traffic from a signal generator 201 which is relevant to a pedestrian or cyclist (and not to a motor vehicle 100). In this case, it is possible to take into consideration, in particular, the fact that a pedestrian or bicycle traffic light 502, which can be seen from an intersection arm 503, is positioned differently than a signal generator 201 relevant to vehicles (the pedestrian or bicycle traffic light 502 is typically arranged further back and/or further to the right).

[0096] The positions and/or the orientations of different signal generators 201 at the junction 500 may be determined on the basis of the environmental data from one or more vehicles 100 and/or for one or more crossings of the junction 500. In this case, it is also possible to take into consideration the entrance 503 from which the different signal generators 201 can be seen.

[0097] The relative positioning and/or the orientation of the different signal generators 201 with respect to one another can then be analyzed in order to decide, for each individual signal generator 201, whether the signal generator 201 is a signal generator relevant to motor vehicles or a pedestrian or bicycle traffic light. This information may be recorded as a map attribute in the map data.

[0098] A pedestrian traffic light 502 may be detected, in particular, on the basis of the fact that a pedestrian traffic light 502 typically has a significantly greater lateral distance 512 from the relevant stop line at the entrance 503 than the signal generator 201 relevant to motor vehicles (viewed from the intersection entrance). Furthermore, pedestrian traffic lights 502 are typically in a certain longitudinal distance band 511 from the relevant stop line. On the other hand, the signal generator 201 relevant to motor vehicles is usually directly in front of or at the relevant stop line. This a-priori information can be used to reliably detect pedestrian traffic lights 502.

[0099] FIG. 6 shows a flowchart of an exemplary (possibly computer-implemented) method 600 for detecting a non-relevant signal generator 201, 502, which is not relevant to motor vehicles 100, at a junction 500. The non-relevant signal generator 201, 502 may be, in particular, a pedestrian traffic light or a bicycle traffic light. The method 600 may be carried out by a unit 300 outside the vehicle.

[0100] The method 600 comprises determining 601 environmental data from one or more environmental sensors 103 of at least one motor vehicle 100 during at least one journey at the junction 500. Environmental data are typically determined from a multiplicity of motor vehicles 101 and/or for a multiplicity of journeys at the junction 500 (in particular received via a communication connection 301). The environmental data may each have been captured for a particular direction of travel across the junction 500 and/or for a particular entrance 503 to the junction 500.

[0101] The method 600 also comprises determining 602, on the basis of the environmental data, position information and/or orientation information for a plurality of signal generators 201 at the junction 500 with respect to one another and/or with respect to a stop line at the junction 500. In this case, the position information may indicate the relative distance 511, 512 of the different signal generators 201 with respect to one another and/or with respect to the stop line. In this case, the longitudinal distance 511 along the direction of travel of a motor vehicle 100 and/or the lateral distance 512 transverse to the direction of travel of the motor vehicle 100 may be indicated.

[0102] The method 600 also comprises identifying 603 at least one non-relevant signal generator 201, 502 from the plurality of signal generators 201 on the basis of the position information and/or the orientation information. In this case, it is possible to check, in particular, whether the lateral distance 512 between two signal generators 201 and/or between a signal generator 201 and a stop line exceeds a predefined distance threshold value (which is an indication that one of the signal generators 201 is a non-relevant signal generator 201, 502). Alternatively or additionally, it is possible to check whether the longitudinal distance 511 between two signal generators 201 and/or between a signal generator 201 and a stop line exceeds a predefined distance threshold value and/or is within a predefined distance range (which is an indication that one of the signal generators 201 is a non-relevant signal generator 201, 502).

[0103] The measures described in this document make it possible to reliably identify signal generators 201, 502 which are not relevant to motor vehicles, in particular pedestrian traffic lights. The quality of a driving function for the automated longitudinal guidance at a junction 500 may therefore be increased. In particular, precise and reliable automated deceleration at a signal generator 201, 200 (relevant to motor vehicles 100) can therefore be effected.

[0104] The present invention is not restricted to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are intended to illustrate only the principle of the proposed methods, apparatuses and systems.