Device and Method for Detecting a Bypass Lane

Abstract

The invention relates to systems, methods and devices that detect a bypass lane at a junction with at least one traffic light system and control automated longitudinal guidance functions of a motor vehicle based thereon. The driving data of a motor vehicle at the junction is utilized to determine a possible driving trajectory of vehicles at the junction and arrangement information reflecting an arrangement of the traffic light system relative to the possible driving trajectory. The bypass lane of the junction is detected based on the arrangement information, the automated longitudinal guidance functions of the motor vehicle are adjusted based on the bypass lane detection.

Claims

1-8. (canceled)

9. A device, comprising: a processor configured to execute software instructions so as to configure the device to: receive travel data pertaining to at least one motor vehicle for at least one journey at a junction having at least one traffic signal, wherein the travel data includes environment data from one or more environment sensors of the vehicle and/or trajectory data reflecting a travel trajectory of the vehicle for the journey at the junction; determine at least one possible travel trajectory for vehicles at the junction from the travel data; determine arrangement information reflecting an arrangement of the traffic signal relative to the possible travel trajectory from the travel data; detect a bypass lane of the junction from the arrangement information; and adjust an automated longitudinal guidance function of the at least one motor vehicle based on the detected bypass lane.

10. The device according to claim 9, wherein the processor further configures the device to: determine, based on the arrangement information: that no signal transmitters of the traffic signal are arranged on a right-hand side of the possible travel trajectory, and/or that all of the signal transmitters of the traffic signal are arranged on a left-hand side of the possible travel trajectory; and ascertain whether the travel trajectory is in the bypass lane of the junction based on the determination that no signal transmitters of the traffic signal are arranged on a right-hand side of the possible travel trajectory, and/or that all of the signal transmitters of the traffic signal are arranged on a left-hand side of the possible travel trajectory.

11. The device according to claim 9, wherein the processor further configures the device to: receive the travel data from a multiplicity of vehicles and/or for a multiplicity of journeys at the junction via a communication connection; and determine the possible travel trajectory from the trajectory data from the multiplicity of vehicles and/or for the multiplicity of journeys.

12. The device according to claim 9, wherein the processor further configures the device to: create and/or update map data for the junction based on the detected bypass lane; and/or include a map attribute for a virtual signal group of the traffic signal for the detected bypass lane in the map data.

13. The device according to claim 9, wherein the bypass lane is a right-turn lane without a signal transmitter at the junction; wherein the bypass lane is a lane on the right next to a left-turn lane, the traffic signal applying to the left-turn lane; and/or wherein the bypass lane is a lane of the junction without a traffic signal.

14. A vehicle guidance system for providing automated longitudinal guidance of a vehicle at a junction having a traffic signal, wherein the vehicle guidance system comprises: a processor configured to execute software instructions so as to configure the vehicle guidance system to: for a journey on an approach to the junction, receive map data reflecting the junction, wherein the map data indicates that the traffic signal comprises multiple differently changing signal groups, one of the signal groups being associated with a bypass lane at the junction; and to respond thereto by operating a driving function in a manual mode, in which the automated longitudinal guidance of the vehicle at the junction based on a signaling state of the traffic signal, is considered only after confirmation by a user of the vehicle.

15. The vehicle guidance system according to claim 14, wherein the vehicle guidance system is configured to operate the driving function in an automatic mode at a junction having a traffic signal that has only one signal group; and the signaling state of the traffic signal is considered for the automated longitudinal guidance of the vehicle at the junction automatically in the automatic mode.

16. A method for adjusting an automated longitudinal guidance function of at least one motor vehicle, the method comprising: ascertaining travel data pertaining to the at least one motor vehicle for at least one journey at a junction having at least one traffic signal, wherein the travel data includes environment data from one or more environment sensors of the vehicle and/or trajectory data relating to a travel trajectory of the vehicle for the journey at the junction; determining at least one possible travel trajectory for vehicles at the junction from the travel data; determining arrangement information reflecting an arrangement of the traffic signal relative to the possible travel trajectory from the travel data; detecting a bypass lane of the junction from the arrangement information; and adjusting an automated longitudinal guidance function of the at least one motor vehicle based on the detected bypass lane.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0057] FIG. 1 shows illustrative components of a vehicle;

[0058] FIG. 2a shows an illustrative traffic signal;

[0059] FIG. 2b shows an illustrative road sign;

[0060] FIG. 3 shows an illustrative traffic situation;

[0061] FIG. 4 shows an illustrative user interface;

[0062] FIGS. 5a and 5b show illustrative bypass lanes at a junction; and

[0063] FIG. 6 shows a flowchart for an illustrative method for detecting a bypass lane at a junction.

DETAILED DESCRIPTION OF THE DRAWINGS

[0064] As outlined at the outset, described herein are systems and methods for increasing the reliability, availability and/or convenience of a driving function, in particular of a driver assistance system, of a vehicle, e.g. in association with a signaling unit at a junction of the road used by the vehicle. In particular, the such systems and methods are concerned with providing precise map data for operating a driving function.

[0065] FIG. 1 shows illustrative components of a vehicle 100. The vehicle 100 comprises one or more environment sensors 103 (e.g. one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) that are configured to capture environment 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). In addition, the vehicle 100 comprises one or more actuators 102 that are configured to influence the longitudinal and/or lateral guidance of the vehicle 100. Illustrative actuators 102 are a brake system, a drive motor, a steering system, etc.

[0066] The control unit 101 can be configured to take the sensor data from the one or more environment sensors 103 (i.e. to take the environment data) as a basis for providing a driving function, in particular a driver assistance function. By way of example, the sensor data can be taken as a basis for detecting an obstacle on the travel trajectory of the vehicle 100. The control unit 101 can then control one or more actuators 102 (e.g. the brake system) in order to slow the vehicle 100 in an automated manner and thereby prevent the vehicle 100 from colliding with the obstacle.

[0067] In particular in the course of the automated longitudinal guidance of a vehicle 100, one or more signaling units (e.g. a traffic signal and/or a road sign) on the road or street used by the vehicle 100 can be taken into consideration besides a vehicle in front. In particular the status of a traffic signal or traffic light can be taken into consideration, with the result that, at a red traffic light relevant to the specific (planned) direction of travel, the vehicle 100 effects slowing to the stop line of the traffic light and/or speeds up (again, if applicable) for a green traffic light in an automated manner.

[0068] Traffic signals can be of very heterogeneous design in different countries and moreover be of different complexity in terms of assignment of direction-of-travel lights. As such, different directions of travel can be controlled collectively by a first group of signals or by a signal group and another direction can be controlled by a different signal group. The repeating signals of a signal group can furthermore be geographically situated at different points of an intersection. It can therefore be difficult for a control unit 101 (also referred to as vehicle guidance system in this document) to take the sensor data as a basis for detecting which one or more signals of a traffic signal 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 a relatively long way from the traffic signal).

[0069] FIG. 2a shows an illustrative traffic signal 200. The traffic signal 200 illustrated in FIG. 2a has four different signal transmitters 201 arranged at different positions at an approach to an intersection. The left-hand signal transmitter 201 has an arrow 202 to the left, and thus indicates that this signal transmitter 201 applies to left turns. The two middle signal transmitters 201 have an upward arrow 202 (or no arrow 202) and thus indicate that these two signal transmitters 201 apply to driving straight ahead. The individual light signals of these two signal transmitters 201 form signal groups. In addition, the right-hand signal transmitter 201 has an arrow 202 to the right, and thus indicates that this signal transmitter 201 applies to right turns.

[0070] The traffic signal 200 illustrated in FIG. 2a is only one example of many different possible embodiments of a traffic signal 200. A traffic signal 200 can have a relatively large number of different forms of features. Illustrative features are [0071] the number of signal transmitters 201 and/or signal groups; [0072] the positions of the one or more signal transmitters 201; and/or [0073] the assignment of a signal transmitter 201 to a possible direction of travel through an intersection.

[0074] FIG. 2b shows an illustrative stop sign as a road sign 210 that controls right of way at a traffic junction, in particular at an intersection. The control unit 101 of the vehicle 100 can be configured to take the sensor data from the one or more environment sensors 103 (i.e. to take the environment data) and/or to take digital map information (i.e. map data) as a basis for detecting a road sign 210 relevant to the right of way of the vehicle 100 on the street or road used by the vehicle 100.

[0075] FIG. 3 shows, by way of illustration, a vehicle 100 that is moving toward a signaling unit 200, 210 (in particular toward a traffic signal 200 and/or toward a road sign 210) on a road. The one or more environment sensors 103 of the vehicle 100 can be configured to capture sensor data (in particular image data) relating to the signaling unit 200, 210. The sensor data can then be analyzed (e.g. by means of an image analysis algorithm) in order to ascertain forms of one or more features of the signaling unit 200, 210. In particular, the sensor data can be taken as a basis for ascertaining whether the signaling unit 200, 210 is a traffic signal 200 or a road sign 210. Furthermore, it is possible to ascertain which signal transmitter 201 of the traffic signal 200 is relevant to the (planned) direction of travel of the vehicle 100. In addition, the (signaling) state of the relevant signal transmitter 201 (e.g. the color, for example red, amber or green) can be ascertained.

[0076] The quality and/or reliability with which the environment data can be taken as a basis for ascertaining the form of a feature of a signaling unit 200, 210 are typically dependent on the distance 311 of the vehicle 100 from the signaling unit 200, 210. In addition, current weather conditions also typically have a significant influence on the quality and/or reliability of the ascertained form of a feature. Moreover, the quality and/or reliability can be different for different features.

[0077] The vehicle 100 can have a storage unit 104 that stores digital map information (i.e. map data) relating to the street network used by the vehicle 100. The map data can indicate forms of one or more features of one or more signaling units 200, 210 in the street or road network as attributes.

[0078] In particular, the map data can indicate for a traffic signal 200 the assignment of the one or more signal transmitters 201 or signal groups to different possible directions of travel. In other words, the map data can indicate which signal transmitter 201 or which signal group is responsible for clearance for which direction of travel. The map data may be received at the vehicle 100 by means of a communication unit 105 of the vehicle 100 via a wireless communication connection (e.g. a WLAN or LTE communication connection).

[0079] The control unit 101 of the vehicle 100 can be configured to ascertain (e.g. 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 environment data from the one or more environment sensors 103) that the vehicle 100 is approaching a signaling unit 200, 210 ahead. In addition, the control unit 101 can take the (stored and/or received) map data as a basis for ascertaining the forms of one or more features of the signaling unit 200, 210 ahead. In particular, the map data can be taken as a basis for ascertaining which signal transmitter 201 or which signal group of a traffic light 200 is associated with the current or planned direction of travel of the vehicle 100. Additionally, the environment data can be taken as a basis for ascertaining the current status of the associated signal transmitter 201 or the associated signal group. This can then be taken as a basis for performing an automated driving function (e.g. automated longitudinal guidance of the vehicle 100) reliably and conveniently. In particular, taking into consideration the map data allows the forms of the one or more relevant features of a signaling unit 200 to be ascertained even if the vehicle 100 is at a relatively long distance 311 from the signaling unit 200, allowing the reliability, availability and convenience of an automated driving function to be increased.

[0080] A vehicle 100 can be configured to use information relating to a signaling unit 200, 210 that is or has been passed by the vehicle 100 to create and/or add to the map data. The map data can be created and/or added to locally by way of the vehicle 100 and/or centrally by way of a vehicle-external unit 300 (e.g. by way of a backend server) (see FIG. 3). In direct proximity to a signaling unit 200, 210, the one or more environment sensors 103 of a vehicle 100 can typically be used to capture environment data that indicate the form of one or more features of the signaling unit 200, 210 in a precise manner. In particular, in direct proximity, the captured environment data can be taken as a basis for determining the association between signal transmitters or signal groups 201 and possible directions of travel in a precise and reliable manner.

[0081] The vehicle 100 can be configured to transfer the ascertained information (e.g. the environment data and/or the ascertained forms of the one or more features) to the vehicle-external unit 300 via a wireless communication connection 301 (in conjunction with an identifier for the respective signaling unit 200, 210, for example in conjunction with the position of the signaling unit 200, 210). The vehicle-external unit 300 can then take the information provided by a multiplicity of vehicles 100 as a basis for creating and/or updating map data that respectively indicate the forms of one or more features for a multiplicity of different signaling units 200, 210 as attributes. The map data can then be provided to the individual vehicles 100 in order (as outlined above) to assist in the operation of an automated driving function.

[0082] The vehicle 100 typically comprises a user interface 107 having one or more operator control elements and/or having one or more output elements. FIG. 4 shows an illustrative user interface 107 having a display unit 400, in particular having a screen, for outputting visual information. The display unit 400 can be used to output, e.g. using a display element 401, a proposal for the automated guidance of the vehicle 100 at a signaling unit 200, 210 ahead. Alternatively, or additionally, a display element 402 may be provided that is used to show the status of the driving function (e.g. active or inactive).

[0083] Alternatively, or additionally, the user interface 107 can comprise at least one loudspeaker 420 as an output element, which can be used to output an audible output (e.g. a warning tone) to the driver of the vehicle 100.

[0084] In addition, the user interface 107 can comprise one or more operator control elements 411, 412, 413 that allow the driver of the vehicle 100 to activate and/or parameterize the driving function. An illustrative operator control element is a rocker 411 that allows the driver to stipulate, in particular to increase or reduce, a set speed (i.e. a target speed of travel) for the vehicle 100. A further illustrative operator control element is a Set operator control element 412 that allows the driver to stipulate the current speed of travel as a set speed and/or to accept a proposal for the automatic guidance of the vehicle 100 at a signaling unit 200, 210 ahead (e.g. in the manual mode of the driving function). Furthermore, the user interface 107 can comprise a Resume operator control element 413 that allows the driver e.g. to reactivate the driving function with a previously stipulated set speed.

[0085] The control unit 101 of the vehicle 100 can be designed to provide automated longitudinal guidance of the vehicle 100 in towns. This driving function can be referred to e.g. as an urban cruise control (UCC) driving function. The driving function can be provided in an automatic mode (aUCC) and/or in a manual mode (mUCC) in this case. The driver may be allowed to use the user interface 107 to stipulate whether the driving function is intended to be operated in the automatic mode or in the manual mode.

[0086] The control unit 101 of the vehicle 100 can be configured to take the environment data from the one or more environment sensors 103 and/or to take the map data (in conjunction with the position data from the position sensor 106 of the vehicle 100) as a basis for detecting a signaling unit 200, 210 ahead on the travel route of the vehicle 100. In the manual mode of the UCC driving function, a proposal or a request concerning whether or not the signaling unit 200, 210 is to be taken into consideration for 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 proposal, e.g. by operating the Set operator control element 412. On the other hand, in the automatic mode of the UCC driving function, the detected signaling unit 200, 210 may be taken into consideration for the automated longitudinal guidance of the vehicle 100 automatically (i.e. without acknowledgement being required from the driver).

[0087] If the detected signaling unit 200, 210 is taken into consideration for the automated longitudinal guidance of the vehicle 100, then (depending on the type and/or (signaling) state of the signaling unit 200, 210) automatic slowing can be produced in order to bring the vehicle 100 (e.g. at red traffic lights or at a stop sign) to a standstill in an automated manner. Furthermore, automatic startup of the vehicle 100 can be brought about (e.g. after the (signaling) state of the signaling unit 200, 210 has changed, for example after a change to green). The vehicle 100 can then be accelerated to the set speed, again in an automated manner (taking into consideration a stipulated minimum or target distance from a vehicle in front).

[0088] The UCC driving function can therefore be used to allow the driver of a vehicle 100 to use the ACC driving function even on a road having one or more signaling units 200, 210 (without having to deactivate and reactivate the ACC function at each of the individual signaling units 200, 210).

[0089] The control unit 101 can be configured to take the environment data and/or to take the map data as a basis for determining whether or not a signaling unit 200, 210 ahead can be taken into consideration for the automated longitudinal guidance. If it is determined that the signaling unit 200, 210 ahead cannot be taken into consideration for the automated longitudinal guidance, an output (e.g. a visual output using a display unit 400, 402) to the driver of the vehicle 100 can be produced in order to inform the driver of the vehicle 100 that the signaling unit 200, 210 ahead cannot be taken into consideration for the automated longitudinal guidance. This display can be referred to as an “unavailability display”. It is then the task of the driver of the vehicle 100 to slow the vehicle 100 before the signaling unit 200, 210 as required (e.g. because the traffic lights change to red, or because the signaling unit 200, 210 is a stop sign).

[0090] In addition, the control unit 101 can be configured to detect during the operation of the UCC driving function that the vehicle 100 cannot (now) have longitudinal guidance performed for it in an automated manner (e.g. 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.

[0091] FIGS. 5a and 5b each show an illustrative junction 500 having a signaling unit 200 in a first lane 501. In addition, the junction 500 has a bypass lane 502 that goes past the signaling unit 200 (in particular the signal transmitter 201 of the signaling unit 200). In the example illustrated in FIG. 5a, the bypass lane 502 is a right-turn lane, whereas the signaling unit 200 is arranged in a straight-ahead lane. In the example illustrated in FIG. 5b, the bypass lane 502 is a straight-ahead lane, whereas the signaling unit 200 is arranged in a left-turn lane (what is known as a “protected left turn” junction 500).

[0092] The vehicle guidance system 101 of a vehicle 100 can be configured to take the environment data from the one or more environment sensors 103 of the vehicle 100 as a basis for detecting a signaling unit 200 at the junction 500 ahead. In addition, the signaling state of the signaling unit 200 can be ascertained. It is then possible to produce automated longitudinal guidance at the junction 500 on the basis of the detected signaling state of the signaling unit 200. In particular, automated slowing of the vehicle 100 can be produced e.g. for red.

[0093] At a junction 500 having a bypass lane 502, the signaling state of the signaling unit 200 should be taken into consideration only if the vehicle 100 is in a lane 501 to which the signaling unit 200 is relevant. On the other hand, the signaling unit 200 should not be taken into consideration if the vehicle 100 is in the bypass lane 502.

[0094] The vehicle guidance system 101 can be configured to ascertain (e.g. to receive from a vehicle-external unit 300) map data relating to the junction 500. The map data can comprise a map attribute relating to the at least one signaling unit 200 of the junction 500. The map attribute for a signaling unit 200 can indicate the position of the signaling unit 200 (relative to a stop line of the junction 500 and/or relative to one or more lanes 501, 502 of the junction 500).

[0095] The map data for the junction 500 can also indicate that the junction 500 has a bypass lane 502 in which a vehicle 100 can travel, in particular can have longitudinal and/or lateral guidance performed for it in an automated manner, without taking into consideration the signaling state of the one or more signaling units 200 of the junction 500. The map data can have in particular a map attribute for a fictitious or virtual signal transmitter 201 or for a virtual signal group for the bypass lane 502. The map attribute can indicate that the fictitious or virtual signal transmitter 201 for the bypass lane 502 can have only a single signaling state (e.g. “Green”).

[0096] The vehicle guidance system 101 can therefore be configured to take the map data for the junction 500 as a basis for ascertaining that the junction 500 has a bypass lane 502 (possibly with a fictitious or virtual signal transmitter 201). In addition, the vehicle guidance system 101 can be configured to determine (on the basis of the environment data and/or on the basis of the position data) that the vehicle 100 is in the bypass lane 502. The automated longitudinal and/or lateral guidance of the vehicle 100 at the junction 500 can then be performed without taking into consideration the one or more signaling units 200, in particular without taking into consideration the signaling state of the one or more signaling units 200. As such, e.g. erroneous slowing of the vehicle 100 at the junction 500 can be prevented in a reliable manner if the vehicle 100 is in the bypass lane 502.

[0097] The vehicle-external unit 300 can be configured to ascertain environment data relating to the junction 500 from one or more vehicles 100 and/or for one or more journeys at the junction 500. The environment data may have been transmitted to the vehicle-external unit 300 e.g. via a communication unit 301. The vehicle-external unit 300 can further be configured to analyze the environment data in order to detect whether or not the junction 500 has a bypass lane 502. In particular, it is possible to verify whether the junction 500 has a lane that goes past to the right of a signaling unit 200 (in particular to the right of all of the signaling units 200 of the junction 500, or the approach to the junction 500). Such a lane can be identified as a bypass lane 502.

[0098] The vehicle-external unit 300 can further be configured to create or update map data relating to the junction 500. In particular, a map attribute relating to the detected bypass lane 502 can be included in the map data. Furthermore, a map attribute for a fictitious or virtual signal transmitter 201 or for a fictitious or virtual signal group for the bypass lane 502 can be included in the map data. The map data can then be used, as outlined above, by a vehicle guidance system 101 in order to produce automated longitudinal and/or lateral guidance for a vehicle 100 at the junction 500. This allows the quality, convenience and safety of the automated longitudinal and/or lateral guidance of a vehicle 100 at the junction 500 to be increased.

[0099] There can be junctions 500 at which all of the signal transmitters 201 of a set of signals 200 change in sync, that is to say there is only a single signal group, but it is nevertheless not possible to perform longitudinal guidance for a vehicle 100 at the approach to the intersection in an automated manner on the basis of the signaling state of the set of signals 200. This can be the case in particular if there are one or more lanes 502 that are not controlled by the traffic signal 200. This can be the case for a so-called bypass lane (FIG. 5a) and/or for a protected left turn (FIG. 5a).

[0100] A bypass lane can be a lane 502 at an intersection 500 having a traffic signal 200 that is not changed by the installation 200. Vehicles 200 in this lane 502 can pass the traffic signal 200 without needing to pay attention to the traffic lights. This usually concerns right-turn lanes, often at intersections 500 with freeway approaches. A protected left turn can be present at a junction 500 for which a traffic signal 200 is relevant only to left turns in order to be able to cross the opposite carriageway safely. All other lanes 502 are then not affected by the traffic signal 200.

[0101] At a junction 500 having a bypass lane 502, it may happen that the aUCC driving function triggers slowing to red traffic lights 200 even though the vehicle 100 is in the bypass lane 502. This can happen in particular if the map data indicate only a single signal group, and so the driving function assumes that the signaling state of the single signal group is also relevant to the lane 502 currently being used by the vehicle 100.

[0102] The environment data pertaining to a multiplicity of vehicles 100 and/or pertaining to a multiplicity of journeys at a junction 500 having a bypass lane 502 can be taken as a basis for ascertaining the positions of the individual signal transmitters 201 and/or of the lane markings at the junction 500. The vehicle trajectories of the individual vehicles 100 and/or journeys and/or the profiles of the lane markings can be taken as a basis for using the geometry of the traffic signal 200 at the junction 500 to ascertain in an automated manner whether one or more lanes 502 go past to the right of the traffic signal 200 (and are therefore bypass lanes 502).

[0103] A further (virtual) signal group can then be added to the map data, with the result that the map data indicate that the junction 500 has multiple signal groups, which may have different signaling states. This can result in the UCC driving function being operated in the manual mode, and so red traffic lights are optionally taken into consideration only if the driver of the vehicle 100 confirms that the traffic lights are to be taken into consideration. On the other hand, automated longitudinal and/or lateral guidance (without slowing at the traffic lights) can be produced in the bypass lane 502.

[0104] A bypass lane 502 can be detected e.g. by way of inconsistency detection. This involves the data provided by vehicles 100 being able to be taken as a basis for detecting that a statistically significant number of vehicles 100 have passed a traffic signal 200 even though all of the signal transmitters 201 of the traffic signal 200 were red. From this, it can be concluded that there must be one or more lanes 502 that are not controlled by the traffic signal 200.

[0105] Alternatively, or additionally, a bypass lane 502 can be detected by analyzing the intersection geometry (e.g. in order to detect a lane 502 that goes past to the right of a signal transmitter 201). In particular, it is possible to detect that the junction 500 has at least one lane 502 that does not have a signal transmitter 201 arranged to the right of the lane 502. Alternatively, or additionally, it is possible to detect that the junction 500 has at least one lane 502 for which all of the signal transmitters 201 on the approach to the junction 500 are arranged to the left of the lane 502.

[0106] This can be ascertained e.g. by evaluating a lane model of the junction 500 and the averaged vehicle trajectories of the vehicles 100 compared to the position of the signal transmitters 201 of the traffic signal 200 and the street topology.

[0107] FIG. 6 shows a flowchart for a (possibly computer-implemented) method 600 for detecting a bypass lane 502 at a junction 500 having at least one traffic signal 200. The traffic signal 200 can have one or more different signal groups, each comprising one or more signal transmitters 201. A bypass lane 502 can be a lane at the junction 500 to which no traffic signal 200 of the junction 500 is relevant.

[0108] The method 600 comprises ascertaining 601 travel data pertaining to at least one motor vehicle 100 for at least one journey at the junction 500. The travel data can comprise environment data from one or more environment sensors 103 (in particular from a camera) of the vehicle 100 and/or trajectory data relating to a travel trajectory of the vehicle 100 for the journey at the junction 500. The environment data can indicate the environment of the vehicle 100 for the journey at the junction 500. The trajectory data can indicate the sequence of positions (e.g. GPS coordinates) of the vehicle 100 for the journey at the junction 500. The trajectory data can be ascertained using a position sensor and/or on the basis of the vehicle odometry.

[0109] In addition, the method 600 comprises taking the travel data, in particular taking the trajectory data, as a basis for ascertaining 602 a possible travel trajectory for vehicles 100 at the junction 500. The possible travel trajectory can indicate what path a vehicle 100 can take at the junction 500. Alternatively, or additionally, the possible travel trajectory can indicate a possible lane at the junction 500.

[0110] The method 600 further comprises taking the travel data, in particular taking the environment data, as a basis for ascertaining 603 arrangement information relating to the arrangement of the traffic signal 200 relative to the possible travel trajectory. In particular, it is possible to check whether the one or more signal transmitters 201, in particular all of the signal transmitters 201, of the traffic signal 200 are arranged to the left of the possible travel trajectory. If this is the case, the possible travel trajectory possibly corresponds to a bypass lane 502.

[0111] The method 600 can therefore comprise detecting 604 a bypass lane 502 of the junction 500 on the basis of the arrangement information.

[0112] The measures described in this document can be used to detect and take into consideration bypass lanes 502 at traffic junctions 500 in a reliable manner, allowing the convenience and safety of a driving function for automated longitudinal guidance at traffic junctions 500 to be increased.

[0113] The present invention is not limited to the exemplary embodiments shown. In particular, it should be remembered that the description and the figures are intended only to illustrate the principle of the proposed methods, devices and systems.