Scenario-dependent adaptive speed control

Abstract

In order to adaptively control the speed of a motor vehicle (1), a mass estimation is carried out in order to determine a value range for a mass of the motor vehicle (1), a mass value within the value range is selected based on a current driving scenario of the motor vehicle (1), and a torque request for performing the adaptive speed control is generated based on the mass value and based on at least one target specification concerning a target speed of the motor vehicle (1) and / or a target safety distance of the motor vehicle (1).

Description

[0001] Scenario-dependent adaptive cruise control

[0002] The present invention relates to a method for adaptive cruise control of a motor vehicle, a driver assistance system for adaptive cruise control of a motor vehicle and a computer program product

[0003] Driver assistance systems for adaptive cruise control of a motor vehicle, also known as adaptive cruise control (ACC), are well known. Using an environment sensor system, such as a camera, a lidar system, and / or a radar system, another motor vehicle traveling in front of a motor vehicle can be detected and its distance from the motor vehicle and its speed can be determined. Depending on this, torque requirements can be generated, based on which a drive motor and / or a braking system of the motor vehicle are controlled to achieve a target speed. For example, the speed of the motor vehicle can be controlled to a specified target speed, provided a specified minimum distance from the other motor vehicle can be maintained; otherwise, the speed of the motor vehicle is reduced, for example.

[0004] To determine the required torque, it is necessary to determine at least approximately the total mass of the vehicle. The unladen mass of the vehicle could be used as a rough estimate. However, due to the additional weight of passengers and, if applicable, cargo, this estimate would be highly inaccurate, which could lead to unreliable cruise control or a safety risk. Therefore, the mass of the vehicle during operation can be estimated based on measured or estimated values ​​relating to the vehicle dynamics, for example, by relating the applied torque to the resulting change in speed, i.e., acceleration or deceleration, of the vehicle.

[0005] Document US 2013 / 0138288 A1 describes a vehicle system and method that estimates the mass of a vehicle so that a more accurate estimate of the vehicle mass can be provided to other vehicle systems, such as an adaptive cruise control system or an automatic lane change system. This involves comparing an actual acceleration of the vehicle with an expected acceleration. The difference between these two acceleration values ​​can then be used, along with the torque, to estimate the actual mass of the vehicle.

[0006] Document US 2019 / 0171225 A1 describes systems, methods, controls, and algorithms for controlling a vehicle to follow another vehicle with automatic or semi-automatic control. This involves using a mass estimator that determines the vehicle's mass based on the applied engine or brake torque.

[0007] However, uncertainties are inevitable when determining the mass. This means that, in general, the exact mass cannot be determined, but only a corresponding range of values ​​within which the mass lies according to the corresponding measurement and / or estimate. For safety reasons, the torque request can be based on the most conservative mass value possible. However, this reduces the performance of the adaptive cruise control system because it does not fully utilize the power of the drive motor or the braking system.

[0008] It is an object of the present invention to increase the performance of an adaptive cruise control system of a motor vehicle without having to accept an increased safety risk.

[0009] This object is achieved by the respective subject matter of the independent claims. Advantageous further developments and preferred embodiments are the subject matter of the dependent claims.

[0010] The invention is based on the idea that the mass value on which the torque request is based is selected from a range of values ​​for the mass of the motor vehicle determined by a mass estimate, depending on a driving scenario in which the motor vehicle is located.

[0011] According to the invention, a method for adaptive cruise control of a motor vehicle is specified. A mass estimation is performed, in particular by means of at least one control unit of the motor vehicle, in order to determine a value range for a mass of the motor vehicle. A mass value within the value range is selected depending on a driving scenario in which the motor vehicle is located, in particular by means of the at least one control unit. Depending on the mass value and depending on a target specification relating to a target speed of the motor vehicle and / or a target safety distance of the motor vehicle, a torque request for the adaptive cruise control is generated, in particular by means of the at least one control unit.

[0012] A control unit can also be referred to as a computing unit. For example, the at least one control unit can be implemented by at least one control unit, ECU (electronic control unit). A computing unit can be understood, in particular, as a data processing device that contains a processing circuit. The computing unit can therefore, in particular, process data to perform computing operations. This may also include operations for performing indexed access to a data structure, for example, a look-up table (LUT).

[0013] The computing unit may, in particular, contain one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more single-chip systems (SoCs). The computing unit may also contain one or more processors, for example one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit may also include a physical or virtual network of computers or other of the aforementioned units.

[0014] In various embodiments, the computing unit includes one or more hardware and / or software interfaces and / or one or more memory units.

[0015] A memory unit can be a volatile data memory, for example a dynamic random access memory (DRAM) or a static random access memory (SRAM), or a non-volatile data memory, for example a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or flash EEPROM, a ferroelectric random access memory (FRAM), a magnetoresistive random access memory,MRAM (magnetoresistive random access memory) or phase-change random access memory (PCRAM).

[0016] The mass of the motor vehicle here and below corresponds in particular to the total mass of the motor vehicle including the unladen mass of the motor vehicle, the mass of all passengers, if applicable the mass of any fuel and if applicable any other load.

[0017] The torque request can, for example, include a torque value, i.e., in particular, an absolute value and a sign, of a torque that is to be generated by a drive train, in particular the drive motor, of the motor vehicle and / or a braking system of the motor vehicle according to the adaptive cruise control. The torque value is calculated, in particular, depending on the mass value, the target specification, and, if applicable, other data, in particular, environmental sensor data of the surroundings of the motor vehicle and / or status data of the motor vehicle.

[0018] Depending on the torque requirement, a drive motor of the motor vehicle and / or the braking system of the motor vehicle are controlled, in particular by means of the at least one control unit, so that a torque is generated in accordance with the torque requirement. In particular, the drive motor is used for acceleration and the braking system for deceleration. However, the engine braking effect of the drive motor can also be used specifically for deceleration, particularly in the case of an electric motor.

[0019] The target specification can, for example, include the target speed and the target safety distance. The target speed can, for example, be specified by a driver of the motor vehicle. The target safety distance corresponds in particular to a distance of the motor vehicle from another road user located in front of the motor vehicle in the direction of travel of the motor vehicle, in particular another motor vehicle, whereby the other road user is not necessarily present when the method according to the invention is carried out. The distance of the motor vehicle can, if necessary, be determined by means of an environmental sensor system of the motor vehicle, for example a lidar system, a radar system and / or a camera system of the motor vehicle. When a camera system is used, the distance can be estimated using a corresponding algorithm for depth estimation or the like.The torque request is therefore generated in particular in such a way that, when implemented by generating the corresponding torque, the target safety distance is maintained or targeted, and the speed of the motor vehicle is regulated to the target speed, provided this is compatible with maintaining the target safety distance. Otherwise, the speed of the motor vehicle is reduced accordingly, for example, to a maximum speed at which the target safety distance can be maintained. The target safety distance can depend on the speed of the motor vehicle. It can, for example, be reduced or increased to a predetermined extent by a user input.

[0020] The calculation of the torque value itself is known from known driver assistance systems for adaptive cruise control. However, according to the invention, the mass value is selected from the value range depending on the driving scenario. The value range results from the mass estimate. For example, the mass estimate provides a measured value or estimated value for the mass as well as an uncertainty in the mass estimate, quantified, for example, by a variance of the mass. The value range can then be specified, for example, by the measured or estimated value to which the uncertainty is applied. Alternatively, the measured or estimated value can also be subjected to a fixed, relative or absolute, tolerance range to obtain the value range.

[0021] By selecting the mass value used to generate the torque request based on the driving scenario, the entire value range can be utilized depending on the situation. For example, a larger mass value can be used if the driving scenario requires a particularly reliable reduction in speed, particularly for safety reasons. This can be the case, for example, in a driving scenario where there is another vehicle in front of the vehicle that is stationary or moving much more slowly, or in an assisted emergency braking situation, for example, if a pedestrian is stationary or traveling at low speed in front of the vehicle.In other driving scenarios, for example, a higher mass value can be used to ensure the highest possible acceleration, for example when the driving scenario corresponds to an overtaking maneuver or lane change of the vehicle, or a lower mass value to achieve a more conservative acceleration.

[0022] According to at least one embodiment of the method, environmental sensor data representing the surroundings of the motor vehicle in front of the vehicle is generated, in particular by means of an environmental sensor system of the motor vehicle. The torque request is generated depending on the environmental sensor data. In particular, the torque requested according to the torque request is calculated depending on the environmental sensor data.

[0023] The environmental sensor system includes, for example, one or more cameras, one or more lidar systems, and / or one or more radar systems of the motor vehicle. Based on the environmental sensor data, the at least one control unit can detect whether the other road user is located in front of the motor vehicle, in particular within a detection range of the environmental sensor system, and, if so, determine the distance of the motor vehicle from the other road user. The distance can be determined directly from the environmental sensor data, for example in the case of a radar system or lidar system, or indirectly, for example in the case of a camera, for example using one or more image processing and / or computer vision algorithms.

[0024] The torque request can then be generated depending on whether or not there is another road user in front of the vehicle and, if applicable, depending on the distance.

[0025] According to at least one embodiment, status data of the motor vehicle are determined, in particular by means of at least one status sensor of the motor vehicle. The torque request is generated depending on the status data.

[0026] In particular, the torque requested according to the torque request is calculated based on the status data. The status data includes, in particular, a current speed and / or current acceleration and / or a current rotational speed of the drive motor and / or a currently applied torque of the drive motor and / or a currently applied braking torque of the braking system. The at least one status sensor includes corresponding sensors for determining the aforementioned variables.

[0027] As an alternative to determining the state data by means of the at least one state sensor, the state data can be provided as estimated state data, for example by means of an engine or brake control unit of the motor vehicle.

[0028] According to at least one embodiment, a gradient of a roadway on which the motor vehicle is located is determined, in particular by means of the at least one control unit, based on predefined digital map data, and the torque request is generated based on the gradient. In particular, the torque requested according to the torque request is calculated based on the gradient.

[0029] The gradient can be a current or upcoming, particularly imminent, gradient. The at least one control unit can, in particular, store the digital map data or receive it from a vehicle-external computing unit, such as a server computer, via a corresponding communications network, particularly a radio network.

[0030] According to at least one embodiment, an upcoming lane path of the road is determined based on predefined digital map data, in particular by means of the at least one control unit, and the torque request is generated based on the lane path. In particular, the torque requested according to the torque request is calculated based on the lane path.

[0031] By taking the gradient and / or lane contour into account, the torque request can be adapted even better to the current situation, for example by requesting a higher torque for acceleration or a lower braking torque the steeper the gradient, in the case of a positive gradient, and vice versa. Alternatively or in addition to taking the gradient and / or lane contour into account when calculating the requested torque, the gradient and / or lane contour can also be taken into account when determining the driving scenario. Consequently, for example, in the case of a steeper positive gradient, a larger mass value can be selected from the value range than for a shorter positive gradient, if the driving scenario requires reliable vehicle acceleration.If, however, particularly effective deceleration is paramount in the driving scenario, a smaller mass value can be selected from the value range for a steeper uphill gradient than for a shorter uphill gradient. This can be applied analogously to downhill gradients. Accordingly, a lower mass value can be used for a lane path that corresponds to cornering than for straight-ahead driving.

[0032] According to at least one embodiment, the driving scenario is selected from a plurality of predetermined scenarios depending on the environmental sensor data and / or depending on the status data of the motor vehicle.

[0033] In particular, the at least one control unit can determine a position of the further motor vehicle, for example with respect to the motor vehicle, i.e. in particular the distance of the motor vehicle from the further motor vehicle and / or the speed of the further motor vehicle, in particular relative to the speed of the motor vehicle, depending on the environmental sensor data. Based on the status data, the at least one control unit can determine, for example, the speed of the motor vehicle and / or a steering activity and / or the currently requested torque. Depending on the aforementioned variables or parts thereof and / or further variables, the at least one control unit can identify the driving situation in which the motor vehicle is located as one of the plurality of predetermined scenarios and select it accordingly. The selection can, for example, include storing in computer-readable form which of the scenarios has been identified.

[0034] For example, the plurality of predefined scenarios may include a first scenario in which, depending on the environmental sensor data, it is determined that a driving area of ​​predefined length in front of the motor vehicle is free of other road users.

[0035] If the first scenario is selected, the torque request can be generated in such a way that the vehicle's speed is controlled to the target speed. For example, a comparatively low first mass value within the value range is selected to calculate the requested torque.

[0036] For example, the plurality of predefined scenarios may include a second scenario in which, based on the environmental sensor data, the additional motor vehicle located in front of the motor vehicle is identified, which is moving in the direction of travel of the motor vehicle at a speed, in particular a speed greater than zero, wherein the speed of the additional motor vehicle is lower than the speed of the motor vehicle. Based on the status data of the motor vehicle, it is determined that a lane change of the motor vehicle is not imminent or has not been initiated.

[0037] According to the environmental sensor data, the other motor vehicle is therefore traveling in the same lane as the motor vehicle, and the distance is decreasing. Accordingly, if the second scenario is selected, the torque request can be generated such that the speed of the motor vehicle is reduced, in particular to a value that is lower than the target speed. To calculate the requested torque, a medium or higher second mass value within the value range is selected, for example. The second mass value is in particular greater than the first mass value in the hypothetical case that the first scenario had been identified instead of the second.

[0038] For example, the second mass value can also be selected depending on the difference between the speed of the motor vehicle and the speed of the other motor vehicle, with the second mass value being greater the greater the difference. This can increase safety by preventing the braking torque from being requested too low.

[0039] For example, the plurality of predefined scenarios may include a third scenario in which, depending on the environmental sensor data, the other motor vehicle in front of the motor vehicle is identified, and, depending on the status data of the motor vehicle, it is determined that a lane change of the motor vehicle is imminent or has been initiated.

[0040] The speed of the other motor vehicle is in particular lower than the speed of the motor vehicle. If the third scenario is selected, it is therefore likely that an overtaking maneuver is imminent or has already been initiated. In order to carry this out as quickly as possible, a comparatively large third mass value can be selected so that the acceleration of the motor vehicle is avoided in a situation where the acceleration is lower than intended. The third mass value is in particular greater than the first mass value in the hypothetical case that the first scenario had been identified instead of the second, and for example greater than the second mass value in the hypothetical case that the second scenario had been identified instead of the third.

[0041] For example, the plurality of predefined scenarios may include a fourth scenario in which, depending on the environmental sensor data, a stationary object located in front of the motor vehicle, for example a stationary vehicle, is identified and, depending on the status data of the motor vehicle, it is determined that a lane change of the motor vehicle is not imminent or has not been initiated.

[0042] Since no lane change is carried out, the speed of the vehicle can be reduced significantly or the vehicle can be braked to a standstill.

[0043] In order to perform the braking process as quickly and reliably as possible, a comparatively large fourth mass value can be selected to prevent the vehicle from decelerating less than intended. The fourth mass value is, in particular, greater than the first mass value in the hypothetical case that the first scenario had been identified instead of the second, and, for example, greater than the second mass value in the hypothetical case that the second scenario had been identified instead of the fourth, and, for example, greater than the third mass value in the hypothetical case that the third scenario had been identified instead of the fourth.

[0044] According to at least one embodiment, the mass estimation includes the respective measurement or estimation of at least one measurement or estimation quantity, and the value range is determined depending on a measurement or estimation uncertainty of the at least one measurement or estimation.

[0045] The at least one measurement or estimate variable includes in particular a torque according to a further torque request and an acceleration or deceleration of the motor vehicle following the torque request.

[0046] According to at least one embodiment, the mass estimation is carried out using a Kalman filter algorithm and the value range is determined as a function of a covariance matrix determined, in particular predicted, by means of the Kalman filter algorithm.

[0047] According to the Kalman filter algorithm, a state or state vector is cyclically determined, which in this case includes the mass of the motor vehicle. The measured variables underlying the Kalman filter algorithm include, in particular, the torque according to the further torque request and the acceleration or deceleration of the motor vehicle following the torque request.

[0048] According to the Kalman filter algorithm, for each cycle, in addition to the corresponding state or state vector, an associated covariance matrix is ​​determined, which in the formalism of the Kalman filter algorithm is usually referred to as the covariance P of the respective state. The calculation of the covariance P includes, among other things, process noise, usually denoted by Q, and measurement noise, usually denoted by R.

[0049] According to at least one embodiment, the torque is generated according to the torque request by means of a drive motor of the motor vehicle and / or a braking system of the motor vehicle. For this purpose, the drive motor and / or the braking system are controlled, in particular, by the at least one control unit depending on the torque request.

[0050] For use cases or application situations that may arise during the method and which are not explicitly described here, it may be provided that, in accordance with the method, an error message and / or a request to enter user feedback is issued and / or a default setting and / or a predetermined initial state is set.

[0051] According to a further aspect of the invention, a driver assistance system for adaptive cruise control of a motor vehicle is provided. The driver assistance system has at least one control unit configured to perform a mass estimation to determine a value range for a mass of the motor vehicle, to select a mass value within the value range depending on a driving scenario in which the motor vehicle is located, and to generate a torque request for adaptive cruise control depending on the mass value and depending on a target specification relating to a target speed of the motor vehicle and / or a target safety distance of the motor vehicle.

[0052] According to at least one embodiment of the driver assistance system, the at least one control unit is configured to receive a measurement or estimation result of a respective measurement or estimation of at least one measurement or estimation variable from a communication network of the motor vehicle and to carry out the mass estimation depending on the measurement or estimation result.

[0053] The communication network, which may in particular be a communication bus system, such as a CAN bus, connects, for example, one or more sensors for detecting the at least one measured variable to the at least one control unit. In some embodiments, the one or more sensors may be part of the driver assistance system. The communication network may also connect an engine or brake control unit to the at least one control unit in order to provide the at least one estimated variable or the estimated result to the at least one control unit.

[0054] According to at least one embodiment, the driver assistance system contains at least one environmental sensor system for the motor vehicle, which is configured to generate environmental sensor data representing an environment of the motor vehicle located in front of the motor vehicle, in particular when the environmental sensor system is mounted on the motor vehicle, and the at least one control unit is configured to generate the torque request depending on the environmental sensor data.

[0055] According to at least one embodiment, the driver assistance system contains at least one condition sensor for the motor vehicle, which is configured to determine condition data of the motor vehicle, in particular if the at least one condition sensor is installed in or on the motor vehicle, and the at least one control unit is configured to generate the torque request depending on the condition data.

[0056] According to at least one embodiment, the at least one control unit is configured to determine a gradient of a roadway on which the motor vehicle is located depending on predetermined digital map data and to generate the torque request depending on the gradient.If, within the scope of the present disclosure, it is stated that a component of the driver assistance system according to the invention, in particular the at least one control unit of the driver assistance system, is set up, designed, configured, or the like to carry out or implement a specific function, to achieve a specific effect, or to serve a specific purpose, this can be understood to mean that the component, beyond the fundamental or theoretical usability or suitability of the component for this function, effect, or purpose, is concretely and actually capable of carrying out or implementing the function, achieving the effect, or serving the purpose through appropriate adaptation, programming, physical design, and so on.

[0057] Further embodiments of the driver assistance system according to the invention for adaptive cruise control follow directly from the various embodiments of the method according to the invention for adaptive cruise control, and vice versa. In particular, individual features and corresponding explanations, as well as advantages relating to the various embodiments of the method according to the invention, can be transferred analogously to corresponding embodiments of the driver assistance system according to the invention. In particular, the driver assistance system according to the invention is designed or programmed to carry out a method according to the invention. In particular, the driver assistance system according to the invention carries out the method according to the invention.

[0058] According to a further aspect of the invention, a computer program with commands is provided. When the commands are executed by a driver assistance system according to the invention, in particular by the at least one control unit of the driver assistance system, the commands cause the driver assistance system to perform a method according to the invention.

[0059] According to a further aspect of the invention, a computer-readable storage medium is provided which stores a computer program according to the invention.

[0060] The computer program and the computer-readable storage medium can each be regarded as a computer program product containing the instructions.

[0061] Further features of the invention emerge from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures can be encompassed by the invention not only in the respectively specified combination, but also in other combinations. In particular, the invention can also encompass embodiments and combinations of features that do not have all the features of an originally formulated claim. Furthermore, the invention can encompass embodiments and combinations of features that go beyond the combinations of features set out in the backreferences to the claims or deviate from them.

[0062] The invention is explained in more detail below using specific embodiments and associated schematic drawings. In the figures, identical or functionally equivalent elements may be provided with the same reference numerals. The description of identical or functionally equivalent elements may not necessarily be repeated for different figures.

[0063] Showing:

[0064] Fig. 1 is a schematic representation of a motor vehicle with an exemplary embodiment of a driver assistance system according to the invention for adaptive cruise control and of another motor vehicle;

[0065] Fig. 2 is a flowchart of an exemplary embodiment of a method for adaptive cruise control according to the invention; and

[0066] Fig. 3 is a schematic block diagram of another exemplary embodiment of a driver assistance system according to the invention for adaptive cruise control.

[0067] Fig. 1 schematically shows a motor vehicle 1 having an exemplary embodiment of a driver assistance system 2 according to the invention for adaptive cruise control. Furthermore, another motor vehicle 1' is shown, located in front of the motor vehicle 1, in particular traveling in the same lane in the same direction, at a distance d in front of the motor vehicle 1. The driver assistance system 2 has at least one control unit 3, which, depending on the specific embodiment, can also be representative of two or more control units of the motor vehicle 1. The driver assistance system 2 can also have an environment sensor system 4, such as a camera, a lidar system, or a radar system, and / or one or more status sensors 5, 6, such as a torque sensor 5 and an acceleration sensor 6.

[0068] The driver assistance system 2 can, in particular, implement a method according to the invention for adaptive cruise control. A schematic flow diagram of such a method in an exemplary embodiment is shown in Fig. 2.

[0069] In step S2, the control unit 3 performs a mass estimation to determine a value range for a mass of the motor vehicle 1. The control unit 3 can, for example, base the mass estimation on state data of the motor vehicle 1, which is generated in step S1 by the state sensors 5, 6. In particular, the control unit 3 can use an applied torque measured by the torque sensor 5 as well as an acceleration or deceleration of the motor vehicle 1 resulting from the torque and measured by the acceleration sensor 6 to calculate or estimate the mass of the motor vehicle 1. As an alternative to measuring the torque using the torque sensor 5, the control unit 3 can, for example, receive an estimated applied torque from an engine or brake control unit (not shown) of the motor vehicle 1.

[0070] Furthermore, in step S3, the control unit 3 can identify a driving scenario in which the motor vehicle 1 is located. To do so, the control unit 3 can use the status data and / or environmental sensor data generated in step S1 by the environmental sensor system 4, which represent the environment of the motor vehicle 1 in front of the motor vehicle 1. From the environmental sensor data, the control unit 3 can, for example, detect whether the other motor vehicle 1' is present and, if applicable, how large the distance d is.

[0071] In step S4, the control unit 3 selects a mass value within the value range depending on the driving scenario and generates a torque request for adaptive cruise control depending on the mass value and a target specification relating to a target speed of the motor vehicle 1 and / or a target safety distance of the motor vehicle 1 from the other motor vehicle 1'. In step S5, the control unit 3 controls a drive motor (not shown) and / or a braking system (not shown) of the motor vehicle 1, so that a torque is generated in accordance with the torque request.

[0072] Fig. 3 is a block diagram of another exemplary embodiment of the driver assistance system 2 according to the invention.

[0073] The driver assistance system 2 is connected to control units of the drive motor and the braking system via an input interface 11, so that the control unit 3 can receive the respective operating data, in particular the applied torque, from these. Furthermore, the driver assistance system 2 is connected to the control units of the drive motor and the braking system via an output interface 12 in order to transmit the torque request. The control unit 3 can also be connected to the condition sensors 5, 6 via the input interface 11. The input interface 11 and the output interface 12 can also be implemented as a common input and output interface.

[0074] In the exemplary embodiment of Fig. 3, the control unit contains a scenario classifier module 8, which can identify the driving scenario as described, a mass estimation module 7, which can perform the mass estimation as described, and a control module 10, which can select the mass value and generate the torque request as described. For example, the control unit 3 can also have a target selection module 9, which, based on the environmental sensor data, can detect and, if necessary, track an object with respect to which the adaptive cruise control is to be implemented, in particular the additional motor vehicle 1'.

[0075] As described, particularly with reference to the figures, the invention increases the performance of the adaptive cruise control without creating an increased safety risk.

Claims

Patent claims Method for adaptive cruise control of a motor vehicle (1), wherein a mass estimation is carried out to determine a value range for a mass of the motor vehicle (1); a mass value within the value range is selected depending on a driving scenario in which the motor vehicle (1) is located; and depending on the mass value and depending on at least one target specification relating to a target speed of the motor vehicle (1) and / or a target safety distance of the motor vehicle (1), a torque request for adaptive cruise control is generated. Method according to claim 1, characterized in that Environment sensor data are generated which represent an environment of the motor vehicle (1) lying in front of the motor vehicle (1), and the torque request is generated depending on the environment sensor data; and / or State data of the motor vehicle (1) are determined and the torque request is generated depending on the state data; and / or depending on predefined digital map data, a gradient of a roadway on which the motor vehicle (1) is located is determined and the torque request is generated depending on the gradient; and / or depending on the predefined digital map data, an upcoming lane course of the roadway is determined and the torque request is generated depending on the lane course. Method according to claim 2, characterized in that the driving scenario is selected from a plurality of predetermined scenarios depending on the environmental sensor data and / or depending on the status data of the motor vehicle (1) and / or the gradient and / or the lane course.

4. Method according to claim 3, characterized in that the plurality of predetermined scenarios includes a first scenario in which it is determined, depending on the environmental sensor data, that a driving area of ​​predefined length in front of the motor vehicle (1) is free of other road users.

5. Method according to one of claims 3 or 4, characterized in that the plurality of predetermined scenarios contains a second scenario in which, depending on the environmental sensor data, another motor vehicle (1 ') located in front of the motor vehicle (1 ) is identified, which is moving in the direction of travel of the motor vehicle (1 ) at a speed which is lower than the speed of the motor vehicle (1 ) and, depending on the status data of the motor vehicle (1 ), it is determined that a lane change of the motor vehicle (1 ) is not imminent or has not been initiated.

6. Method according to one of claims 3 to 5, characterized in that the plurality of predetermined scenarios contains a third scenario in which, depending on the environmental sensor data, the further motor vehicle (1 ') located in front of the motor vehicle (1 ) is identified, and, depending on the status data of the motor vehicle (1 ), it is determined that a lane change of the motor vehicle (1 ) is imminent or has been initiated.

7. Method according to one of claims 3 to 6, characterized in that the plurality of predetermined scenarios contains a fourth scenario in which, depending on the environmental sensor data, a stationary object located in front of the motor vehicle (1) is identified and, depending on the status data of the motor vehicle (1), it is determined that a lane change of the motor vehicle (1) is not imminent or has not been initiated.

8. Method according to one of the preceding claims, characterized in that the mass estimation includes the respective measurement of at least one measured variable and the value range is determined depending on a measurement uncertainty of the at least one measurement.

9. The method according to claim 8, characterized in that the respective measurement of the at least one measured variable includes a measurement of a torque generated for speed control of the motor vehicle (1) and a measurement of an acceleration or deceleration of the motor vehicle (1) resulting from the generation of the torque.

10. Method according to one of claims 1 to 8, characterized in that the mass estimation is carried out using a Kalman filter algorithm and the value range is determined as a function of a covariance matrix determined by means of the Kalman filter algorithm.

11. Method according to one of the preceding claims, characterized in that a torque according to the torque requirement is generated by means of a drive motor of the motor vehicle (1) and / or a braking system of the motor vehicle (1).

12. Driver assistance system (2) for adaptive cruise control of a motor vehicle (1), comprising at least one control unit (3) which is configured to carry out a mass estimation in order to determine a value range for a mass of the motor vehicle (1); to select a mass value within the value range depending on a driving scenario in which the motor vehicle (1) is located; and depending on the mass value and depending on at least one target specification which specifies a target speed of the motor vehicle (1) and / or a The driver assistance system (2) according to claim 12, characterized in that the at least one control unit (3) is configured to receive a measurement result of a respective measurement of at least one measured variable from a communication network of the motor vehicle (1) and to carry out the mass estimation depending on the measurement result. The driver assistance system (2) according to one of claims 12 or 13, characterized in that the driver assistance system (2) contains at least one environmental sensor system (4) for the motor vehicle, which is configured to generate environmental sensor data representing an environment of the motor vehicle (1) lying in front of the motor vehicle (1), and the at least one control unit (3) is configured to generate the torque request depending on the environmental sensor data;and / or the driver assistance system (2) has at least one state sensor (5, 6) for the motor vehicle (1), which is configured to determine state data of the motor vehicle (1), and the at least one control unit (3) is configured to generate the torque request depending on the state data; and / or the at least one control unit (3) is configured to determine a gradient of a roadway on which the motor vehicle (1) is located depending on predetermined digital map data and to generate the torque request depending on the gradient. Computer program product with commands which, when executed by a driver assistance system (2) according to one of claims 12 to 14, cause the driver assistance system (2) to carry out a method according to one of claims 1 to 11.;

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