Device and method for determining a suitable reference speed for at least one driver assistance system of a vehicle

Abstract

In a device and a method for determining a suitable reference speed for at least one driver assistance system of a vehicle, at least one surroundings detection unit is used, in a current driving section, to record at least one item of surroundings information, related to the surroundings of the vehicle, at least regarding a region ahead of the vehicle in the direction of travel of the vehicle, and surroundings data corresponding to the surroundings information are generated. The surroundings data are processed. A suitable reference speed for the current driving section is ascertained based on the surroundings data.

Description

[0001] Device and method for determining a suitable target speed for at least one driver assistance system of a vehicle

[0002] The invention relates to a device and a method for determining a suitable target speed for at least one driver assistance system of a vehicle. With the aid of at least one environmental detection unit, at least one piece of environmental information relating to the vehicle's surroundings is detected during a current driving segment, at least over an area in front of the vehicle in the direction of travel of the vehicle, and environmental data corresponding to the environmental information is generated.

[0003] ISA refers to driver assistance systems that help drivers comply with the current speed limit on the road section they are currently traveling on. ISA is an abbreviation for Intelligent Speed ​​Adaptation or Intelligent Speed ​​Assistance. Drivers are alerted via feedback from the vehicle when they exceed the speed limit. Driving faster is still possible, for example, to avoid oncoming traffic in time when overtaking. ISA can be overridden or deactivated completely for this purpose. Furthermore, ISA technology does not provide for automatic brake application.

[0004] The speed limit determined by the ISA driver assistance system can then also be used as a target value for another driver assistance system, e.g., ACC - Adaptive Cruise Control, also known as Automatic Distance Control (ADR). The ACC driver assistance system detects a vehicle ahead and determines its speed. Targeted automatic braking and engine interventions maintain a desired distance from the vehicle ahead. ACC is based on the vehicle speed controller (cruise control). Unlike a simple cruise control system, ACC automatically brakes if the vehicle is traveling faster than a vehicle ahead and maintains a distance specified by the driver.

[0005] A radar sensor, a lidar sensor, and / or a camera are often used as environmental sensors in ACC driver assistance systems. The ACC driver assistance system uses the environmental sensor to monitor the area in front of the vehicle. The environmental sensor emits electromagnetic pulses. When these pulses encounter a fixed obstacle, they are reflected and received again. From the received signals, a time-of-flight measurement can be used to calculate the direction, distance, and relative speed of vehicles ahead.

[0006] Document DE 10 2022 102 000 A1 discloses a method for detecting objects in an environment of a vehicle, comprising the steps:

[0007] • Receiving detection data and object data from at least one environmental sensor,

[0008] • Identifying relevant static objects and dynamic objects in the object data based on at least one predetermined assignment criterion,

[0009] • Assigning the detection data to the object data identified as relevant static objects and as dynamic objects, Assigning the detection data not assigned to the relevant static objects and the dynamic objects to a static object list, whereby the static object list describes static objects in the environment,

[0010] • Assigning the relevant static objects and the dynamic objects to a dynamic object list, where the dynamic object list describes potential dynamic objects in the environment.

[0011] The static objects can be further divided into relevant static objects and non-relevant static objects. The relevant static objects describe in particular those objects to which the driver assistance system must react. The reaction can in particular be understood as an adjustment of the longitudinal speed, for example a braking intervention. These relevant static objects can predominantly be located in the driving path or lane of the own vehicle. Furthermore, the external shape of the relevant static objects can be estimated. For example, a so-called bounding box can be assigned to these relevant static objects. The relevant static objects can in particular be other road users. The relevant static objects can currently or briefly be stationary and move again in the future.

[0012] Non-relevant static objects can be obstacles, for example. Non-relevant static objects can partially protrude into the vehicle's lane or travel path. For example, lost cargo or a parked vehicle that partially protrudes into the lane can represent a non-relevant static object. The driver assistance system can react to a non-relevant static object with an evasive maneuver, for example. Furthermore, non-relevant static objects often cannot be adequately described by a bounding box.

[0013] The target speed of current driver assistance systems, such as ISA and speed limiters, currently corresponds to the maximum permitted speed for the current section of road on a straight stretch of road. However, this speed is not always the optimal speed from a safety perspective. On a narrow street with many parked vehicles, a human driver will usually reduce their speed voluntarily, for example, in order to be able to brake in time if pedestrians are crossing. Currently, there is no technical system that calculates a corresponding speed that corresponds to an appropriate speed for the current traffic situation.

[0014] The object of the invention is to provide a device and a method for determining a suitable target speed for at least one driver assistance system of a vehicle.

[0015] This object is achieved by a device having the features of claim 1 and by a method having the features of the independent method claim. Advantageous further developments are specified in the dependent claims.

[0016] The device with the features of claim 1 ensures that a suitable target speed for the current driving section is easily determined, depending on the environment, in particular the current traffic situation. This target speed can then be used for an ISA driver assistance system, a speed limiter, an ACC driver assistance system, or a semi-autonomous or autonomous vehicle. Determining the suitable target speed is not the same as determining the maximum permissible speed for the current driving section and, in particular, occurs independently of the maximum permissible speed applicable to the current driving section. However, the maximum permissible speed, possibly plus an offset, can serve as an upper limit or as a starting value for a correction value or correction factor.By determining the appropriate target speed, the driver is given a safe driving experience. Incorrect driver reactions are avoided and driving safety is increased.

[0017] The basic principle of the invention is therefore the determination or calculation of a dynamic target speed for the ISA driver assistance system and the speed limitation system based on the current traffic situation. This dynamic target speed corresponds to the suitable target speed specified in the claims. This dynamic target speed can be limited by a lower limit v_min and an upper limit v_max. v_max results from the permissible maximum speed for the current driving section + / - optionally an offset set by the driver. v_min is an applicable value that corresponds to a minimum speed that is still acceptable for the driver. For a permissible maximum speed of 50 km / h, for example, v_min = 20 km / h is conceivable. The dynamic target speed results from a traffic situation-dependent factor that generates values ​​between v_min and v_max.The traffic situation-dependent factor is determined by taking environmental factors into account, which are reduced to a factor value using an appropriate method (e.g. weighted mean).

[0018] Possible environmental factors include:

[0019] Width of the driving lane, in particular the distance between parked vehicles and moving vehicles in the oncoming lane (the narrower, the lower the speed) Relative number of parked vehicles that obscure the view of people, for example (the more parked vehicles, the lower the speed) Number of lanes in the direction of travel of the vehicle (the more lanes, the higher the speed) Type of development: In residential areas, people are more likely to run into the road than in commercial areas or streets without buildings Average speed of other vehicles on the current road section (learned from the existing fleet, saved in the map) Brightness: Day or night, good or poor street lighting (the poorer visibility, the lower the speed).

[0020] Additional or alternative environmental factors are listed below. It is advantageous if the area in front of the vehicle detected by the environment detection unit is part of the current driving section. Alternatively or additionally, the current driving section can be part of the area in front of the vehicle detected by the environment detection unit. This allows the processing unit to determine relevant information for the traffic situation in the current driving section based on the environmental data.

[0021] The current travel section can, in particular, be the distance from the vehicle in the direction of travel to the next traffic network node, in particular to the next intersection and / or junction. The area in front of the vehicle detected by the environment detection unit can be smaller, in particular shorter in the direction of travel, than the current travel section. Also, in particular in the area in front of a traffic network node, the current travel section can be smaller, in particular shorter in the direction of travel, than the area in front of the vehicle detected by the environment detection unit.

[0022] Furthermore, the processing unit can be configured to preset the determined suitable target speed as the maximum speed of the vehicle for the current driving section if it is lower than the maximum permissible speed. This allows this determined target speed to be provided or specified as a target value to another assistance system, such as an ACC and / or an ISA driver assistance system.

[0023] The processing unit can also be designed to determine the traffic space available for the vehicle and, based on the environmental data, the appropriate target speed.

[0024] Furthermore, the processing unit can be configured to determine the available traffic space for the vehicle in the current driving section in a first processing step. In a second step, the processing unit can evaluate the available traffic space and, based on the evaluation of the available traffic space, determine the appropriate target speed. This makes it easy to determine a suitable target speed. Alternatively or additionally, preset preferences for the vehicle and / or the driver, such as particularly slow driving with a short lateral distance to parked, passing, and / or oncoming vehicles, can be stored.Alternatively or additionally, the speed actually traveled by the driver and / or the vehicle in the current driving section during a previous journey in an identical or similar traffic situation can be determined in a database assigned to the vehicle and / or the driver and determined as a suitable target speed and / or the suitable target speed can be determined based on the speed actually traveled in the current driving section during a previous journey in a different traffic situation, taking into account the differences between the current and the other traffic situation. Speeds of identical or similar vehicles on the current driving section, so-called fleet data, stored in a database, can also be used alternatively or in addition to the speed of the previous journey to determine the suitable target speed.

[0025] It is particularly advantageous if the processing unit is designed, based on the environmental data for evaluating the determined travel path, to take into account the traffic situation in the current travel section, in particular at least one of the following environmental factors, wherein the lane in which the vehicle is located is a lane of a road: the width of the lane in which the vehicle is located, the width of the vehicle, the number of lanes in the direction of travel of the vehicle and / or in the opposite direction, the presence of a stationary vehicle on the right-hand side of the road, the presence of a stationary vehicle on the left-hand side of the road, the distance between several vehicles parked one behind the other on the right-hand side of the road, the distance between several vehicles parked one behind the other on the left-hand side of the road, a person in the lane, the presence of a footpath and / or cycle path adjacent to the lane,the presence of a person and / or a vehicle on a footpath and / or cycle path adjacent to the lane,

[0026] Classification of the road as a road within a built-up area or outside a built-up area, Classification of the road as a highway, secondary road and / or service road Classification of the road as a road in a residential area or a commercial area or an undeveloped area,

[0027] Width of the lane in the opposite direction of travel adjacent to the lane in which the vehicle is located, the presence of an oncoming vehicle, the width of an oncoming vehicle, the possible and / or probable lateral distance to an oncoming vehicle when passing each other, the possible and / or probable lateral distance to a parked vehicle when passing in the lane of the vehicle or a lane adjacent to the lane, the presence of an obstacle, the lateral narrowing of the roadway, in particular for traffic calming purposes, the current visibility,

[0028] Ambient brightness and / or street lighting time of day.

[0029] A speed value increasing or reducing the target speed or a factor increasing or reducing the target speed can also be preset for each environmental factor to be taken into account and / or for each group of environmental factors to be taken into account, wherein preferably when determining several speed values ​​increasing or reducing the target speed, a weighted average is determined which is then taken into account when determining the target speed to be preset and / or wherein preferably when determining several factors increasing or reducing the target speed, a weighted average is determined which is then taken into account when determining the target speed to be preset.

[0030] In general, at least one target speed suitable for the vehicle in the current driving section can also be stored in a database arranged in the vehicle or in a database of the device arranged outside the vehicle, which can be determined as the target speed to be preset, wherein preferably a plurality of target speeds suitable for the vehicle in the current driving section are stored in the database, wherein each target speed is assigned to at least one of the environmental factors specified above. Furthermore, it is advantageous if the processing unit is designed to determine the target speed to be preset such that it does not exceed a preset upper speed limit and does not fall below a preset lower limit. The preset limits can be dependent on a maximum speed permitted in the current driving section.In particular, the upper limit value may be the maximum speed permitted in the current driving section, in particular plus a preset offset set by or for the driver.

[0031] The method with the features of the independent method claim has the same advantages as the claimed device. In particular, the method can be further developed with the features of the dependent claims directed to the device and the aforementioned developments.

[0032] Examples of embodiments are explained in more detail below using the figures. They show:

[0033] Figure 1 is a perspective schematic representation of a cockpit of a vehicle; and

[0034] Figure 2 is a schematic plan view of a first traffic situation; and

[0035] Figure His schematic top view of a second traffic situation.

[0036] Figure 1 shows a perspective schematic representation of a cockpit 100 of a vehicle 102. A driver 104 sits in a driver's seat 106 of the vehicle 102. The cockpit 100 also includes a central information display (CID) 108, a head-up display 110, and a graphical instrument cluster 112, which are arranged in a dashboard 114 of the vehicle 102. The aforementioned display elements 108, 110, 112 each form a functional unit of an output unit of the vehicle 102, which is designed to output information to the driver 104. At least one loudspeaker 116 and one microphone 117 of the vehicle 102 are also arranged in the cockpit 100. The loudspeaker 116 forms a functional unit of the output unit, and the microphone 117 forms a functional unit of the input unit. The functional units of the output unit and the input unit also serve as a playback unit for audio and / or video playback.The cockpit 100 further includes a steering wheel 118 with control elements 120, a gear selector 122, a pedal assembly 124, and an input unit 126 with a rotary dial and a push-button function and / or a touch input field. This input unit 126 is also referred to as the Ergo Commander.

[0037] An interior rearview mirror 132 and a front camera 134 mounted on the windshield in the area of ​​this interior rearview mirror 132 are arranged in the upper area of ​​the windshield. The camera 134 is configured to capture images depicting at least one area of ​​a current travel section of the vehicle 102. In other words, the front camera 134 captures at least one piece of environmental information related to the surroundings of the vehicle 102, at least over an area in front of the vehicle 102 in the direction of travel of the vehicle 102. The front camera 134 can be a mono camera or a stereo camera, preferably an IR-RGB camera.

[0038] A top view 200 of a traffic situation, of which the camera 134 captures an image from the perspective of the vehicle 102 or the vehicle driver 104, is shown in Figures 2 and 3. The camera 134 is designed, in particular, to capture a plurality of temporally successive images, in particular in the form of a video stream, to generate image data corresponding to the images, and to transmit these to a control unit 138 serving as a processing unit.

[0039] The control unit 138 has data outputs 140 and data inputs 142, which serve to connect to other units of the vehicle 102, for example, to other cameras, sensors, input and output units, and control units of assistance systems. Thus, the vehicle 102 has at least one control unit for providing an ACC (Adaptive Cruise Control System) driver assistance system and an ISA (Intelligent Speed ​​Assistance System) driver assistance system. The ISA driver assistance system serves to assist the driver 104 in adhering to the current speed limit on the road section currently being traveled.

[0040] The speed limit determined by the ISA driver assistance system can then also be used as a target value for the ACC driver assistance system. The ACC driver assistance system uses an environment detection unit (front camera, lidar sensor, and / or radar sensor) to detect a vehicle ahead and determines its speed. Through automatic braking and engine interventions, the ACC driver assistance system maintains a desired distance. The control unit 138 further includes a communication module 144 designed to establish a connection to a telecommunications network, in particular a mobile communications network. Car-to-car communication and infrastructure-to-car communication, in particular, are easily possible via this communication module 144.

[0041] Figure 2 shows a schematic plan view of a first traffic situation 200 with the vehicle 102. Identical elements or elements with the same structure or function have the same reference numerals. The plan view shows a traffic network junction 210 comprising a two-lane road 212 and a single-lane road 214. The two-lane road 212 comprises a first directional lane 216 and an opposite directional lane 218 (oncoming lane). The single-lane road 212 is a side street 220 branching off from the two-lane road 212 at the traffic network junction 210. A traffic light system is present at the traffic network junction 210 with the traffic signals L1 for the first directional lane 216, L2 for the second directional lane 218, and L3 and L4 for a transverse area 230 for pedestrians 232, 234.

[0042] Vehicle 102 (ego vehicle) is located on the first lane 216, and vehicle v1 is in front of vehicle 102. A combined pedestrian and cycle path 224 borders the right edge of the carriageway 220 of road 212, and a second combined pedestrian and cycle path 224 borders the left edge of the carriageway 222 of road 212. Combined pedestrian and cycle paths 228 and 229 also border the carriageway edges of road 214.

[0043] The distance between the vehicle 102 and the traffic network node 210 is the length of the current travel section 250 of the vehicle 102. The environment detection unit comprising the camera 134, the lidar sensor 148 and / or the radar sensor 146 detects all road users (vehicles and persons) as far as detectable in order to capture the displayed traffic situation 200 as completely as possible, but at least in the area of ​​the lane 216 and the oncoming lane 218 in the current travel section 250.

[0044] There are two pedestrians 236, 238 on the combined pedestrian and cycle path 224. On the right-hand side of the road 220 in front of and next to the vehicle 102 there are parked vehicles v2, v3, v4. On the opposite lane 218 there is a parked truck v5 at the roadside 222, the width of which makes it difficult for oncoming vehicles v6 to pass, as these vehicles drive up to the dividing line 252 between the lanes 216, 218 or beyond it onto the opposite lane 216 in order to pass the parked truck v5. When the vehicle v6 passes the truck v5 at the same time as the vehicle 102 continues to drive, the expected lateral distance of the vehicle 102 from the oncoming vehicle v6 and from the parked vehicles v2 and v3 is small, so that the maximum speed permitted on this current section of travel, for example 50 km / h, is not an appropriate speed for the traffic situation.The control unit 138 then determines a suitable target speed based on the environmental data from the environmental detection unit 134, 146, 148 and / or determined environmental factors. This suitable target speed is thus a speed adapted to the traffic situation and is specified as a target value, in particular, to another driver assistance system, for example, the ACC and / or ISA of the vehicle 102.

[0045] Due to the traffic situation shown in Figure 2, in particular due to the short distance to the parked vehicles v2 and v3 and the expected short distance to the oncoming vehicle v6, the control unit 138 determines a suitable target speed of 40 km / h for the current driving section 250.

[0046] Alternatively or additionally, the speed actually traveled by the driver 104 and / or the vehicle 102 during a previous trip in an identical or similar traffic situation in the current driving section 250 can be determined in a database assigned to the vehicle 102 and / or the vehicle driver 104 and determined as a suitable target speed by the control unit 138. Speeds of identical or similar vehicles 102 stored in a database on the current driving section 250, so-called fleet data, can also be used alternatively or in addition to the speed of the previous trip to determine the suitable target speed.

[0047] To take the traffic situation 200 into account when determining the appropriate target speed for the current travel section 250, the control unit 138 takes into account at least one or more of the following environmental factors: the width of the lane 216 in which the vehicle 102 is located, the width of the vehicle 102, the number of lanes 216 in the direction of travel P of the vehicle 102 and / or in the opposite direction, the presence of a stationary vehicle v2 to v4 on the right-hand side of the road 220, the presence of a stationary vehicle v5 on the left-hand side of the road 222, the distance between several vehicles v2 to v4 parked one behind the other on the right-hand side of the road, the distance between several vehicles v5 parked one behind the other on the left-hand side of the road 222, a person in the lane 216, the presence of a pedestrian and / or bicycle path 224 adjacent to the lane 216, the presence of a person 236,238 and / or a vehicle on a footpath and / or cycle path 224 adjacent to lane 216, classification of road 212 as a road within a built-up area or outside a built-up area, classification of the road as a dual carriageway, secondary road 216 and / or service road 214,

[0048] Classification of Road 216 as a road in a residential area or a commercial area or an undeveloped area,

[0049] Width of the lane 218 of the opposite direction of travel P adjacent to the lane 216 on which the vehicle 102 is located, the presence of an oncoming vehicle v6, the width of an oncoming vehicle v6, the possible and / or probable lateral distance to an oncoming vehicle v6 when passing each other, the possible and / or probable lateral distance to a parked vehicle v2, v3, v4, v5 when passing in the lane 216 of the vehicle 102 or a lane 216 adjacent to the lane 216, the obstacle present when passing in the lane 216 of the vehicle 102 or a lane 216 adjacent to the lane 216, the lateral narrowing of the roadway 216, 218, in particular for traffic calming, the currently available visibility,

[0050] Ambient brightness and / or street lighting 212 Daytime.

[0051] The control unit 138 can preset a speed value that increases or reduces the target speed or a factor that increases or reduces the target speed for each environmental factor to be considered and / or for each group of environmental factors to be considered. In particular, when determining several speed values ​​that increase or reduce the target speed or several factors that increase or reduce the target speed, a weighted average can be formed, which is then taken into account when determining the appropriate target speed.

[0052] A suitable target speed is thus determined by calculating a dynamic target speed for the ISA driver assistance system and the speed limitation system, i.e. a target speed that can also be changed within the same driving section 250, based on the determined current traffic situation, in particular on the traffic space available for the vehicle 102 in the current driving section 250. This dynamic target speed can be limited by a lower limit v_min and an upper limit v_max. v_max results from the permissible maximum speed for the current driving section 250 + / - optionally an offset set by the vehicle driver 104. v_min is an applicable value that corresponds to a minimum speed that is still acceptable for the vehicle driver 104. For a permissible maximum speed of 50 km / h, for example, v_min = 20 km / h is conceivable.The dynamic target speed is determined by a traffic-dependent factor that generates values ​​between v_min and v_max. The traffic-dependent factor is determined by taking environmental factors into account, which are reduced to a factor value using an appropriate method (e.g., weighted average).

[0053] Figure 3 shows a schematic plan view of a first traffic situation 300 with vehicle 102, similar to traffic situation 200 according to Figure 2 at the same traffic network node 210. Identical elements or elements with the same structure or function have the same reference numerals. In contrast to traffic situation 200 according to Figure 2, vehicles v1 to v5 are not present in traffic situation 300. Based on the environmental data, control unit 138 thus determines a traffic situation 300 in the current driving section 250 that does not require a reduction in the maximum permissible speed, so that the appropriate target speed then corresponds to the maximum permissible speed or a speed specified by the driver. 100 Cockpit

[0054] 102 vehicles

[0055] 104 drivers

[0056] 106 Driver's seat

[0057] 108 central information display

[0058] 110 Head-Up Display

[0059] 112 graphic instrument cluster

[0060] 114 Dashboard

[0061] 116 speakers

[0062] 117 Microphone

[0063] 118 Steering wheel

[0064] 120 control element

[0065] 122 gear selector switch

[0066] 124 Pedals

[0067] 126 input unit

[0068] 128 Windshield

[0069] 132 interior rearview mirror

[0070] 134 front camera

[0071] 138 Control unit

[0072] 140 Data output

[0073] 142 Data input

[0074] 144 Communication module

[0075] 146 radar sensor

[0076] 148 Lidar sensor

[0077] 200 first traffic situation

[0078] 210 transport network nodes

[0079] 212, 214 Street

[0080] 216, 218 directional lane / lane

[0081] 220, 222 roadside

[0082] 224, 226,

[0083] 228, 229 Footpath and cycle path

[0084] 230 transverse area

[0085] 232 to 238 pedestrians 250 current driving section

[0086] 252 dividing line

[0087] V1 to v6 vehicles

[0088] L1 to L4 traffic light system P direction of travel

[0089] 300 second traffic situation

Claims

Claims 1. A device for determining a suitable target speed for at least one driver assistance system of a vehicle, comprising at least one environment detection unit (124, 146, 148) which is designed to detect, in a current driving section (250), at least one item of environmental information relating to the surroundings of the vehicle (102) at least over an area in the direction of travel (P) of the vehicle (102) in front of the vehicle (102) and to generate environmental data corresponding to the environmental information, comprising a processing unit (138) designed to process the environmental data, wherein the processing unit (138) is designed to determine a suitable target speed for the current driving section (250) based on the environmental data.

2. Device according to claim 1, characterized in that the area in front of the vehicle (102) detected with the aid of the environment detection unit (134, 146, 148) is part of the current driving section (250) and / or that the current driving section (250) is part of the area in front of the vehicle (102) detected with the aid of the environment detection unit (134, 146, 148).

3. Device according to one of the preceding claims, characterized in that the current travel section (250) is the route from the vehicle (102) in the direction of travel (P) to the next traffic network node (210).

4. Device according to one of the preceding claims, characterized in that the processing unit (138) is designed to preset the determined target speed and then as the maximum speed of the vehicle (102) for the current driving section (250) if this is lower than the permissible maximum speed.

5. Device according to one of the preceding claims, characterized in that the processing unit (138) is designed to determine the traffic space available for the vehicle (102) on the basis of the environmental data and, on the basis thereof, the suitable target speed.

6. Device according to one of the preceding claims, characterized in that the processing unit (138) is designed to determine the travel path available for the vehicle (102) in the current travel section (250) in a first processing step for determining the available traffic space and to carry out an evaluation of the travel path in a second step and to determine the suitable target speed based on the evaluation of the travel path.

7. Device according to claim 6, characterized in that the processing unit (138) is designed, based on the environmental data for evaluating the determined travel path, to take into account the traffic situation in the current travel section (250), in particular at least one of the following environmental factors, wherein the lane (216) on which the vehicle (102) is located is a lane (216) of a road (212): the width of the lane (212) on which the vehicle (102) is located, the width of the vehicle (102), the number of lanes (216) in the direction of travel (P) of the vehicle (102) and / or in the opposite direction, the presence of a stationary vehicle (v2 to v4) on the right-hand side of the road (220), the presence of a stationary vehicle (v5) on the left-hand side of the road (222), the distance between several vehicles (v2 to v4) parked one behind the other on the right-hand side of the road (220),the distance between several vehicles (v5) parked one behind the other on the left side of the road (222), a person in the lane (216, 218), the presence of a footpath and / or cycle path (224) adjacent to the lane (216), the presence of a person (236, 238) and / or a vehicle on a footpath and / or cycle path (224) adjacent to the lane (216), Classification of the road (212) as a road within a built-up area or outside a built-up area, Classification of the road (212) as expressway, secondary road and / or residential road Classification of the road (212) as a road in a residential area or a commercial area or an undeveloped area, Width of the lane (218) of the opposite direction of travel (P) adjacent to the lane (216) on which the vehicle (102) is located, the presence of an oncoming vehicle (v6), width of an oncoming vehicle (v6), possible and / or probable lateral distance to an oncoming vehicle (v6) when passing each other, possible and / or probable lateral distance to a parked vehicle (v2 to v5) when passing in the lane (216) of the vehicle (102) or a lane (218) adjacent to the lane (216), obstacle present, lateral narrowing of the roadway (212), in particular for traffic calming, currently available visibility, brightness of the surroundings and / or lighting of the road (212), time of day.

8. Device according to claim 7, characterized in that for each environmental factor to be taken into account and / or for each group of environmental factors to be taken into account, a speed value increasing or reducing the target speed or a factor increasing or reducing the target speed is preset, wherein when several speed values are determined, a weighted average is determined which is then taken into account when determining the target speed to be preset and / or wherein when several factors are determined, a weighted average is determined which is then taken into account when determining the target speed to be preset.

9. Device according to one of the preceding claims, characterized in that in a database arranged in the vehicle (102) or a database of the device arranged outside the vehicle (102) at least one target speed suitable for the vehicle (102) in the current driving section (250) is stored, which can be determined as the target speed to be preset, wherein preferably a plurality of target speeds suitable for the vehicle (102) in the current driving section (250) are stored in the database, wherein each target speed is preferably assigned at least one environmental factor specified in claim 7.

10. Device according to one of the preceding claims, characterized in that the processing unit (138) is designed to determine the suitable target speed such that it does not exceed a preset upper speed limit and does not exceed a preset lower limit, wherein the preset limit values are preferably dependent on a maximum speed permissible in the current driving section (250), wherein the upper limit is preferably the maximum speed permissible in the current driving section (250), in particular plus a preset offset set by or for the vehicle driver (104).

11. Method for determining a suitable target speed for at least one driver assistance system of a vehicle, in which with the aid of at least one environment detection unit (134, 146, 148) in a current driving section (250) at least one item of environmental information relating to the environment of the vehicle (102) is detected at least over an area in the direction of travel (P) of the vehicle (102) in front of the vehicle (102) and environmental data corresponding to the environmental information is generated, in which the environmental data is processed, and on the basis of the environmental data a suitable target speed for the current driving section (250) is determined.

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