Cruise control system for a vehicle

Abstract

The invention relates to a speed control system (100) for a vehicle and a method for operating such a speed control system (100).The speed control system (100) comprises: a sensor system (101) designed and configured to acquire sensor data SDAT from the vehicle's surroundings and, based on the acquired sensor data SDAT, to determine a currently usable lane width FSB ahead of the lane currently used by the vehicle; an interface (102) by means of which a potentially usable lane width PNFSB can be provided for the lane ahead of the vehicle, with FSB ≤ PNFSB; an evaluation unit (103) designed and configured to calculate a difference D = PNFSB - FSB between the potentially usable lane width PNFSB and the determined currently usable lane width FSB, a first risk value RISK1 based on the difference D, and a current target speed v based on the risk value RISK1. SOLLto determine the longitudinal speed; wherein the cruise control system (100) is designed and configured to reduce the speed of the vehicle to the target speed v SOLL to regulate.

Description

[0001] The invention relates to a speed control system for a vehicle and a method for operating such a speed control system.

[0002] A cruise control unit, also known as a "cruise control system", is a device for vehicles that can automatically regulate the vehicle's drive system so that the vehicle maintains a predetermined target speed. SOLL adheres to whenever possible.

[0003] The first cruise control systems only affected the vehicle's accelerator pedal. A further development involved actively braking the vehicle when driving downhill. A modern variant of the cruise control system is the so-called "distance-controlled cruise control," also known as adaptive cruise control (ACC). The cruise control system can, for example, be used with an existing optical traffic sign recognition system, especially traffic signs indicating a (legally applicable) maximum speed for the upcoming section of road. max , automatically also a permissible maximum speed read optically from this device v max as currently specified target speed v SOLL use. Alternatively or additionally, the speed control system can use a (legally) permissible maximum speed for the upcoming section of road. maxDetermine from relevant navigation data in a navigation database and set it as the predetermined target speed v SOLL to use.

[0004] The problem is that on some sections of the route the (legally) permissible maximum speed v max on the upcoming route is not always appropriate for the current local traffic situation, so that an automatic setting and corresponding automatic control of the longitudinal speed to the legally permissible maximum speed v SOLL = v max The speed control system can lead to increased traffic and accident risks.

[0005] The object of the invention is to provide a speed control system that automatically sets the target speed v SOLL It increases road safety and reduces the risk of accidents.

[0006] The invention is defined by the features of the independent claims. Advantageous further developments and embodiments are the subject of the dependent claims. Further features, applications, and advantages of the invention will become apparent from the following description and the explanation of exemplary embodiments of the invention illustrated in the figures.

[0007] A first aspect of the invention relates to a speed control system for a vehicle, comprising: a sensor system designed and configured to detect the vehicle's environment as / in sensor data SDAT, in particular an environment ahead of the vehicle, and to determine, based on the detected sensor data SDAT of the environment, a currently usable lane width FSB ahead of a lane currently used by the vehicle; an interface by means of which a potentially usable lane width PNFSB can be provided for the lane ahead of the vehicle, with FSB ≤ PNFSB;an evaluation unit designed and configured to determine a difference D = PNFSB - FSB between the potentially usable lane width PNFSB and the determined currently usable lane width FSB, to determine a first risk value RISK1 based on the difference D, and to determine a current target speed v based on the first risk value RISK1; SOLL to determine the longitudinal speed; wherein the cruise control system is designed and configured to reduce the (longitudinal) speed of the vehicle to the target speed v SOLL to regulate.

[0008] The term "vehicle" in this context includes in particular land vehicles or road vehicles, such as motor vehicles, cars, trucks, buses, tractors, agricultural vehicles, construction vehicles, motorcycles, etc.

[0009] The term "environment" of the vehicle encompasses a spatial environment of the vehicle (advantageously with an azimuth angle of 360°).

[0010] The term “forward environment” of the vehicle encompasses a spatial environment in the forward half-space (advantageously with an azimuth angle of 180°, advantageously 90° to the right and 90° to the left of the vehicle’s longitudinal axis) of the vehicle.

[0011] The “sensor system” advantageously comprises at least one of the following systems: an optical 2D or 3D camera / video system, a 3D scanner system, a radar system, a LiDAR system, an ultrasonic system, or a combination thereof. The sensor system is provided with SDAT sensor data by the specified system(s). The SDAT sensor data is advantageously georeferenced. Sensor data from several of the specified systems is advantageously fused to form SDAT sensor data. The SDAT sensor data is advantageously a 3D dataset (in particular, a 3D image dataset) depicting the vehicle's environment with 1D, 2D, and 3D objects arranged within it.

[0012] The sensor system is designed and configured to determine, based on the environment captured in the SDAT sensor data, the currently usable lane width (FSB) ahead of the vehicle in its current lane. The currently usable lane width (FSB) can be a maximum of the potentially usable lane width (PNFSB). The currently usable lane width (FSB) can be reduced by an obstacle in the current lane (e.g., a parked car): FSB < PNFSB.

[0013] The term "lane" (also called "trackway") refers to the area available to a vehicle for its journey. A lane is typically separated from other lanes on a road section by lane dividers. There are road sections with one or more lanes traveling in the same direction. There are road sections with one or more lanes traveling in the opposite direction. A lane divider can be implemented by one or more objects such as a guardrail, a fence, etc. A lane divider can, for example, represent the edge of the paved roadway or, in particular, be applied to the roadway as a lane marking (dashed and / or solid lines). Permanent lane dividers advantageously define the potentially usable lane widths (PNFSB) of the lane, i.e.,The width of a lane without obstacles (parked vehicles, objects, construction sites, etc.) on the lane, which may restrict the potentially usable lane widths PNFSB to the actual usable lane width FPB.

[0014] To determine the currently usable lane width (FSB) based on the SDAT sensor data, advantageously known 3D image data evaluation algorithms are used. Reference is made to the relevant state of the art in this regard.

[0015] The currently usable lane width FSB (= width of a lane) is advantageously determined for various distances A ahead of the vehicle. These distances A are advantageously referenced to a reference point of the vehicle (or the front edge of the vehicle): FSB = FSB(A). For example, in increments of 5 cm from the vehicle, starting at a distance of A = 0.5 m and up to a distance A = 100 m ahead of the reference point in the direction of travel, a currently usable lane width FSB(A) is determined based on the sensor data SDAT.

[0016] The interface by which a potentially usable lane width (PNFSB) for the lane ahead of the vehicle can be provided is advantageously an electrical or optical data interface. This interface is advantageously connected or connectable to a navigation database in which potentially usable local lane widths (PNFSB) for lanes on a road network currently being traveled by the vehicle are stored and can be retrieved. The navigation database can be located on a server, which is advantageously connectable to the interface via radio communication, or it can be installed in the vehicle itself. In the latter case, the navigation database, and thus the data on the potentially usable lane widths (PNFSB), are advantageously updated automatically via radio.

[0017] The vehicle is advantageously equipped with a system for determining its current position, e.g., a satellite navigation system (GPS, GLONASS, Galileo, etc.) or an inertial positioning system, etc. This allows, for example, the potentially usable local lane widths (PNFSB) for the lane currently being traveled in to be retrieved or determined from a navigation database.

[0018] The difference D = PNFSB - FSB between the potentially usable lane width PNFSB and the determined currently usable lane width FSB is, in particular, a local difference along the lane ahead of the vehicle and thus advantageously dependent on the distance A from the car: D = D(A)). The smaller the difference D, the greater the usable width of the current lane ahead. If PNFSB = FSB -> D = 0, then the entire potentially available lane width PNFSB is currently usable by the vehicle; that is, there are no objects / obstacles in the current lane that would prevent the vehicle from utilizing the entire potentially available lane width PNFSB. The greater the difference D, the less usable width FSB of the current lane ahead is available to the vehicle. The risk of accidents, collisions, etc., therefore increases with a larger difference D.

[0019] Based on the determined difference D, a first risk value RISK1 is determined according to the invention. In the simplest case, the relationship between D and RISK1 is specified as a look-up table or as a mathematical formalism.

[0020] Based on the risk value RISK1, a current target speed v is then determined. SOLL Determined for controlling the vehicle's longitudinal speed. The relationship between the first risk value RISK1 and the current target speed v SOLL = v SOLL (RISK1) is, in the simplest case, provided as a lookup table or as a mathematical formalism. The current target velocity v is advantageous. SOLL limited in such a way that the following holds: v SOLL (RISK1) ≦ v max .

[0021] Advantageously, the evaluation unit is provided with the (legally) permitted maximum driving speed vmax on the current lane by means of a navigation database and / or by means of a traffic sign recognition system.

[0022] Advantageous is v SOLL = v SOLL (RISK1, v max ) also depends on the legally permitted maximum speed v max This does not mean that the aforementioned limitation of v SOLL not meant, but a dependency that arises, for example, with the same initial RISK1 values ​​and different v max -values ​​different v SOLL -values ​​are generated. Different v values ​​can be used. max -Values, e.g., linear or non-linear, for determining v SOLL influence. The relationship v SOLL = v SOLL (RISK1, v max ) between the first risk value RISK1, the legally permitted (local) maximum speed on the current lane v maxand the current target speed v SOLL In the simplest case, it is given as a look-up table or as a mathematical formalism.

[0023] Advantageously, the first risk value, RISK1, is determined based on the current width, BF, of the vehicle. Advantageously, the current width, BF, of the vehicle is provided to the evaluation unit either via user input or from a database. The relationship RISK1 = RISK1(D, BF) between the first risk value, RISK1, the current width, BF, and the difference, D, is defined in the simplest case as a lookup table or as a mathematical formalism.

[0024] The cruise control system is ultimately designed and configured to reduce the (longitudinal) speed of the vehicle to the target speed v. SOLL to regulate (automatically).

[0025] The proposed speed control system thus makes it possible, during active automatic (longitudinal) speed control of the vehicle, to determine a difference D = PNFSB - FSB by anticipating the currently usable lane width FSB on the current lane compared to a potentially usable lane width PNFSB, to determine an initial risk value RISK1(D) based on this, and to determine a target speed v based on this risk value RISK1(D). SOLL to determine the speed to which the vehicle will be automatically regulated. This increases driving safety and reduces the risk of accidents.

[0026] An advantageous further development of the proposed speed control system is characterized by the fact that the sensor system is designed and configured to detect objects ahead in the lane currently used by the vehicle, based on the sensor data SDAT, that restrict the lane width to the currently usable lane width FSB. The sensor system is further advantageously designed and configured to classify and thus differentiate the objects detected in the sensor data SDAT into one, several, or all of the following (non-exhaustive list) object classes OK: - moving vehicles - parked / stationary vehicles - Machines - Barriers - Pedestrians - Cyclist - Animals - other objects.

[0027] Advantageously, the first risk value RISK1 = RISK1(D, OK) is determined based on the object classes OK of the objects identified in the sensor data, which are located on the currently traveled lane. Advantageously, the object classes OK of these objects are provided to the evaluation unit. The relationship RISK1 = RISK1(D, OK) between the first risk value RISK1, the difference D, and the object classes of these objects is, in the simplest case, defined as a lookup table or as a mathematical formalism.

[0028] An advantageous further development of the speed control system is characterized by the fact that the sensor system is designed and configured to determine a current traffic situation VS = VS(t) in the vicinity of the vehicle based on the environment recorded in the sensor data, where t = time.

[0029] The term "traffic situation VS" is advantageously defined here by the currently perceived surroundings of the vehicle, the objects / markings / signs detected in the surroundings, the positions of the detected objects relative to the vehicle, the (relative) speeds of the detected objects and / or their (relative) directions of movement and / or their spatial density. Advantageously, when determining the current traffic situation VS, markings or indicators and their significance for traffic guidance / control (traffic lights, traffic signs, road markings, barriers, etc.) are also taken into account.

[0030] The sensor system is advantageously designed and configured to obtain and consider information or data on the traffic situation VS in the vicinity of the vehicle from environmental sensors of other vehicles and / or from stationary infrastructure environmental sensors (e.g. at traffic lights, buildings, etc.).

[0031] Advantageously, a second risk value, RISK2, is determined based on the identified traffic situation VS. This second risk value, RISK2, describes an (accident / safety) risk that results from an assessment of the traffic situation in the vicinity of the vehicle.

[0032] Advantageously, the sensor system is designed and configured to determine the traffic situation (VS) based on the recorded sensor data (SDAT) and to identify and consider objects (see definition above) in the vehicle's vicinity. These objects include, for example, objects on lanes adjacent to the lane currently used by the vehicle, on intersecting and / or exiting roads, on cycle paths, on pedestrian paths, at pedestrian crossings, and / or their speeds, directions of movement, and / or spatial densities. These objects may also include, for example, traffic signs, traffic lights, local traffic routing, and / or traffic light sequences. Furthermore, the sensor system is advantageously designed and configured to determine the local traffic routing, i.e.,to determine the course of the lanes on the current section of the route, merging or exiting lanes, directional information for traffic guidance / control, etc.

[0033] In determining the second risk value RISK2, it is advantageous to include, in addition to the determined traffic situation VS, a dynamic state Z. DYN (Position, speed, acceleration, steering angle speed / acceleration, etc.) of the (own) vehicle included: RISK2 = RISK2(VS, Z DYN ).

[0034] The second risk value RISK2 can advantageously be determined by including a configuration CONFIG of the (own) vehicle (e.g. with or without trailer, loaded or unloaded, etc.): RISK2 = RISK2(VS, CONFIG).

[0035] Advantageously, the evaluation unit is designed and configured based on an assessment of the determined traffic situation VS, or optionally additionally taking into account the dynamic state Z.DYN and / or optionally, additionally, taking into account the configuration CONFIG, to determine a second risk value RISK2 and, based on the risk values ​​RISK1 and RISK2, to determine the current target speed v. SOLL to determine the longitudinal speed of the vehicle.

[0036] The evaluation unit is advantageously designed and configured to determine the traffic situation (VS) from the sensor data (SDAT) and assess it using a risk value (RISK2) via a self-learning algorithm. This algorithm is advantageously trained initially with appropriate training data.

[0037] Advantageously, the risk values ​​RISK1 and RISK2 are defined such that an increased risk (e.g., of an accident / traffic hazard, etc.) is associated with a higher risk value. The risk values ​​RISK1 and RISK2 are advantageously used to determine the current target speed v. SOLLweighted. For example, the risk value RISK1, which indicates a risk due to a reduced usable lane width (FSB) ahead, can be given a greater weight to determine the target speed v. SOLL This is taken into account as the risk value RISK2, which indicates a risk due to the local traffic situation.

[0038] Another aspect of the invention relates to a vehicle with a cruise control system as described above.

[0039] Another aspect of the invention relates to a method for operating a speed control system, as described above. The method comprises the following steps.

[0040] The first step involves capturing the vehicle's environment as SDAT sensor data, in particular the environment in front of the vehicle.

[0041] In a further step, based on the recorded sensor data SDAT, a currently usable lane width FSB is determined ahead on a lane currently used by the vehicle.

[0042] In a further step, a potentially usable lane width (PNFSB) is provided for the lane ahead of the vehicle.

[0043] In a further step, a difference D = PNFSB - FSB is determined between the potentially usable lane width PNFSB and the determined currently usable lane width FSB.

[0044] In a further step, a first risk value RISK1 = RISK1(D) is determined based on the difference D. The relationship between D and RISK1 is advantageously defined, in the simplest case, as a lookup table or as a mathematical formalism.

[0045] In a further step, a current target velocity v is determined based on the first risk value RISK1. SOLL The relationship between the first risk value RISK1 and the current target speed v SOLL = v SOLL (RISK1) is advantageously provided in the simplest case as a look-up table or as a mathematical formalism. The current target velocity v is advantageous. SOLL limited in such a way that the following holds: v SOLL (RISK1) ≦ v max The (legally) permitted maximum driving speed v is advantageous. max provided on the current lane by means of a navigation database and / or by means of a traffic sign recognition system.

[0046] In a further step, the determined target speed v is provided. SOLL to regulate the longitudinal speed of the vehicle.

[0047] Advantageously, in an active automatic mode of the cruise control system, the longitudinal speed of the vehicle is automatically regulated to the target speed v. SOLL .

[0048] The SDAT sensor data is advantageously provided by at least one optical 2D or 3D camera / video system, a 3D scanner, a radar system, or a combination thereof.

[0049] Advantageously, in a single process step, objects located ahead on the lane currently used by the vehicle are detected based on the SDAT sensor data. These objects restrict the potentially usable lane width (PNFSB) to the currently usable lane width (FSB). Advantageously, the type of objects is determined, whereby one, more, or all of the following object classes (OK) are distinguished: - moving, traveling vehicles, - parked, stationary vehicles - Machines - Barriers - Pedestrians - Cyclist - Animals - other objects

[0050] Advantageously, the first risk value RISK1 = RISK1(D, OK) is determined based on the object classes OK of the objects identified in the sensor data, which are located on the currently traveled lane. Advantageously, the object classes OK of these objects are provided. The relationship RISK1 = RISK1(D, OK) between the first risk value RISK1, the difference D, and the object classes of these objects is, in the simplest case, defined as a lookup table or as a mathematical formalism.

[0051] Advantageous is v SOLL = v SOLL (RISK1, v max ) also depends on the legally permitted maximum speed v max This does not mean that the aforementioned limitation of v SOLLnot meant, but a dependency that arises, for example, with the same initial RISK1 values ​​and different v max -values, different v SOLL -values ​​are generated. Different v values ​​can be used. max -Values, e.g., linear or non-linear, for determining v SOLL influence. The relationship v SOLL = v SOLL (RISK1, v max ) between the first risk value RISK1, the legally permitted (local) maximum speed on the current lane v max and the current target speed v SOLL In the simplest case, it is given as a look-up table or as a mathematical formalism.

[0052] Advantageously, the first risk value, RISK1, is determined based on the current width, BF, of the vehicle. Advantageously, the current width, BF, of the vehicle is provided to the evaluation unit either via user input or from a database. The relationship RISK1 = RISK1(D, BF) between the first risk value, RISK1, the current width, BF, and the difference, D, is defined in the simplest case as a lookup table or as a mathematical formalism.

[0053] An advantageous further development of the procedure is characterized by the fact that, based on the environment recorded in the sensor data, a current traffic situation VS = VS(t) is determined in the vicinity of the vehicle, with t = time.

[0054] The term "traffic situation VS" is advantageously defined here by the currently perceived surroundings of the vehicle, the objects / markings / signs detected in the surroundings, the positions of the detected objects relative to the vehicle, the (relative) speeds of the detected objects and / or their (relative) directions of movement and / or their spatial density. Advantageously, when determining the current traffic situation VS, markings or indicators and their significance for traffic guidance / control (traffic lights, traffic signs, road markings, barriers, etc.) are also taken into account.

[0055] Advantageously, information or data on the traffic situation VS in the vicinity of the vehicle are obtained and taken into account from environmental sensors of other vehicles and / or from stationary infrastructure environmental sensors (e.g. at traffic lights, buildings, etc.).

[0056] Advantageously, a second risk value, RISK2, is determined based on the identified traffic situation VS. This second risk value, RISK2, describes an (accident / safety) risk that results from an assessment of the traffic situation in the vicinity of the vehicle.

[0057] Advantageously, when determining the traffic situation VS based on the recorded sensor data SDAT, objects present in the vicinity of the vehicle (definition see above) are determined and taken into account, e.g. objects on the lane currently used by the vehicle, adjacent lanes and / or on intersecting and / or exiting roads and / or on cycle paths and / or on pedestrian paths and / or at pedestrian crossings and / or speeds of these objects and / or directions of movement of these objects and / or spatial densities of these objects.

[0058] These objects may also include, for example, traffic signs and / or traffic lights and / or local traffic routing and / or traffic light sequences. It is advantageous to determine the local traffic routing, i.e., the course of the lanes on the current section of the route, intersecting or exiting lanes, and directional information for traffic guidance / control.

[0059] In determining the second risk value RISK2, it is advantageous to include, in addition to the determined traffic situation VS, a dynamic state Z. DYN (Position, speed, acceleration, steering angle speed / acceleration, etc.) of the (own) vehicle included: RISK2 = RISK2(VS, Z DYN ).

[0060] The second risk value RISK2 can advantageously be determined by including a configuration CONFIG of the (own) vehicle (e.g. with or without trailer, loaded or unloaded, etc.): RISK2 = RISK2(VS, CONFIG).

[0061] Advantageously, based on an assessment of the determined traffic situation VS or optionally additionally taking into account the dynamic state Z. DYN and / or optionally, taking into account the configuration CONFIG, a second risk value RISK2 is determined, and based on the risk values ​​RISK1 and RISK2, the current target speed v is calculated. SOLL determined to control the longitudinal speed of the vehicle.

[0062] The determination of the traffic situation (VS) from the sensor data (SDAT) and its evaluation using a risk value (RISK2) via a self-learning algorithm is advantageous. This algorithm is advantageously initially trained with appropriate training data.

[0063] Advantageously, the risk values ​​RISK1 and RISK2 are defined such that an increased risk (e.g., of an accident / traffic hazard, etc.) is associated with a higher risk value. The risk values ​​RISK1 and RISK2 are advantageously used to determine the current target speed v. SOLL weighted. For example, the risk value RISK1, which indicates a risk due to a reduced usable lane width (FSB) ahead, can be given a greater weight to determine the target speed v. SOLL This is taken into account as the risk value RISK2, which indicates a risk due to the local traffic situation.

[0064] Further advantages, features, and details will become apparent from the following description, in which—possibly with reference to the drawings—at least one exemplary embodiment is described in detail. The features described and / or illustrated, either individually or in any meaningful combination, constitute the subject matter of the invention, possibly also independently of the claims, and may, in particular, also be the subject of one or more separate applications. Identical, similar, and / or functionally equivalent parts are designated with the same reference numerals.

[0065] They show: Fig. 1. A schematic diagram of a traffic lane in top view with vehicle and object to illustrate the terms, Fig. 2 a highly schematic structure of a speed control system according to the invention 100 Fig. 3 a highly schematic sequence of a process according to the invention

[0066] Fig. Figure 1 shows a road section with two lanes for opposite directions of travel, viewed from above. In the Fig. In the lane shown below, the vehicle under consideration (the user's own vehicle 1) is traveling from left to right. In the lane above, another vehicle 2 is traveling from right to left. The respective directions of travel are indicated by thick black arrows.

[0067] The lane of vehicle 1 is bounded on the right (thick black arrow) by a solid lane marking and on the left by a dashed lane marking. The potentially usable lane width PNFSB is thus determined by the distance between these two lane boundaries. An object is positioned on the lower lane at a distance A from the front edge of vehicle 1, reducing the currently usable lane width FSB compared to the potentially usable lane width PNFSB.

[0068] Fig. Figure 2 shows a highly schematic diagram of a speed control system 100 for vehicle 1 of Fig. 1. The cruise control system 100 comprises a sensor system 101, which is designed and configured to acquire sensor data (SDAT) from the vehicle's surroundings and, based on this acquired sensor data, to determine the currently usable lane width (FSB) ahead on a lane currently being used by the vehicle. The sensor system includes a radar system and a 3D laser scanner, the respective measurement data of which are fused to form the sensor data (SDAT).

[0069] The cruise control system 100 further includes an interface 102, by means of which a potentially usable lane width PNFSB is provided for the lane ahead of the vehicle, with FSB ≤ PNFSB. For this purpose, vehicle 1 has a system for determining its current position, e.g., a GPS system or a Galileo system. Based on the determined current position POS of vehicle 1, the potentially usable lane widths PNFSB = PNFSB(POS) valid for the lane traveled by vehicle 1 are retrieved from a navigation database of vehicle 1. This is advantageously done for ahead distances A from, for example, A = 0 (front edge of vehicle 1) up to a ahead distance of A = 200 m, i.e., PNFSB = PNFSB(POS, A).

[0070] Furthermore, vehicle 1 includes a traffic sign recognition system that displays the (legally) permitted maximum speed on the currently driven lane. maxprovides.

[0071] The speed control system 100 further comprises an evaluation unit 103, which is designed and configured to calculate a difference D(A) = PNFSB(A) - FSB(A) between the potentially usable lane width PNFSB(A) and the determined currently usable lane width FSB(A), based on the difference D(A) a first risk value RISK1, and based on the risk value RISK1 a current target speed v SOLL to determine the longitudinal speed.

[0072] Furthermore, vehicle 1 includes a traffic sign recognition system that displays the (legally) permitted maximum speed on the currently driven lane. max provides. The evaluation unit 103 is designed and configured in such a way that for the determined current target speed v SOLL The following applies: v SOLL ≤ v max .

[0073] The evaluation unit 103 uses a predefined first look-up table to determine the first risk value RSK1, in which the relationship between the first risk value RISK 1 and the difference D(A) is defined, and to determine the target speed v SOLL a second look-up table, in which the relationship between the target speed v SOLL and is set at the first risk value RISK 1.

[0074] The cruise control system 100 is further designed and configured to reduce the vehicle's speed to the target speed v. SOLL to regulate. For this purpose, the cruise control system 100 acts accordingly on the drivetrain of vehicle 1.

[0075] Fig. Figure 3 shows a highly schematic sequence of a method according to the invention for operating a speed control system 100 for a vehicle. The method comprises the following steps.

[0076] In step 201, the vehicle's surroundings are captured as sensor data (SDAT). In step 202, based on the captured sensor data (SDAT), the currently usable lane width (FSB) ahead of the lane currently used by the vehicle is determined. In step 203, at least a potentially usable lane width (PNFSB) is provided for the lane ahead of the vehicle. In step 204, a difference (D = PNFSB - FSB) is calculated between the potentially usable lane width (PNFSB) and the determined currently usable lane width (FSB). In step 205, based on the difference (D), an initial risk value (RISK1) is determined. In step 206, based on the initial risk value (RISK1), a current target speed (v) is determined. SOLL In step 207, the determined target velocity v is provided. SOLLfor regulating the longitudinal speed of the vehicle. In step 208, the vehicle's longitudinal speed is automatically regulated to the target speed v. SOLL .

Claims

[1] Cruise control system (100) for a vehicle, comprising: - a sensor system (101) designed and configured to capture the vehicle's environment as sensor data SDAT and, based on the captured sensor data SDAT, to determine a currently usable lane width FSB ahead of a lane currently used by the vehicle; - an interface (102) by means of which a potentially usable lane width PNFSB is provided for the lane ahead of the vehicle, with FSB ≤ PNFSB; - an evaluation unit (103) designed and configured for this purpose, ◯ a difference D = PNFSB - FSB between the potentially usable lane width PNFSB and the determined currently usable lane width FSB, ◯ based on the difference D a first risk value RISK1, and ◯ based on the risk value RISK1, a current target speed v SOLLto determine the longitudinal speed, wherein the cruise control system (100) is designed and configured to reduce the vehicle's speed to the target speed v SOLL to regulate. [2] Cruise control system (100) according to claim 1, wherein the sensor data SDAT is provided by an optical 2D or 3D camera / video system, a 3D scanner, a radar system, a sensor system of another vehicle, a sensor system of a traffic infrastructure or a combination thereof. [3] Cruise control system (100) according to claim 2, wherein the sensor system (101) is designed and configured to detect objects ahead on the lane currently used by the vehicle, based on the sensor data SDAT, which restrict the lane width from the potentially usable lane width PNFSB to the actually usable lane width FSB. [4] Cruise control system (100) according to claim 3, wherein the objects are classified by the sensor system (101) into one or more of the following object classes OK: - moving vehicles - parked, stationary vehicles - Machines - Barriers - Pedestrians - Cyclist - Animals - other objects and where the first risk value RISK1 is determined depending on the object classes OK of the detected objects arranged on the current lane: RISK1 = RISK1(D, OK). [5] Speed ​​control system (100) according to one of claims 1 to 4, wherein the interface (102) is coupled or can be coupled to a navigation database which provides local potentially usable lane widths PNFSB for individual lanes of a road network. [6] Cruise control system (100) according to any one of claims 1 to 5, wherein the evaluation unit (103) is designed and configured to determine the risk value RISK1 = RIKS1(D, v max ) based on the determined difference D and a maximum permitted speed v for the currently preceding lane max to determine the vehicle's specifications based on a look-up table or an algorithm. [7] Cruise control system (100) according to claim 6, wherein the maximum permitted driving speed vmax is provided to the evaluation unit (103) by means of the navigation database and / or by means of a traffic sign recognition system. [8] Cruise control system (100) according to any one of claims 1 to 7, wherein the sensor system (101) is designed and configured to determine a current traffic situation VS in the vicinity of the vehicle based on the detected environment, and wherein the evaluation unit (103) is designed and configured to determine a second risk value RISK2 = RISK2(VS) based on an evaluation of the detected traffic situation VS and to determine the current target speed v based on the risk values ​​RISK1 and RISK2 SOLL to determine the longitudinal speed. [9] Vehicle with a cruise control system (100) according to any one of claims 1 to 8. [10] Method for operating a speed control system (100) for a vehicle according to any one of claims 1 to 8, comprising the following steps: - Acquiring (201) a vehicle environment as / in sensor data SDAT; - based on the recorded sensor data SDAT, determine (202) a currently usable lane width FSB ahead on a lane currently used by the vehicle; - provide (203) at least one potentially usable lane width PNFSB for the lane ahead of the vehicle; - Determining (204) a difference D = PNFSB - FSB between the potentially usable lane width PNFSB and the determined currently usable lane width FSB, - based on the difference D, determining (205) an initial risk value RISK1; and - based on the first risk value RISK1, determining (206) a current target velocity v SOLL ; and - Providing (207) the determined target velocity v SOLL to regulate the longitudinal speed of the vehicle.

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