DE102021116467A1 - Method for operating a motor vehicle - Google Patents

Abstract

The invention relates to a method for operating a motor vehicle (2) with a control unit assembly (4) with at least one adaptive cruise control (6) and an overtaking assistant (8), with the steps: (S100) determining an acceleration value (DSD) for the adaptive cruise control (6) by evaluating forecast data relating to a predetermined end point (EP) of a phase (I) of an overtaking manoeuvre, and (S600) operating the distance cruise control (6) with the determined acceleration value (DSD, DSD`).

Description

The invention relates to a method for operating a motor vehicle.

Modern motor vehicles have a large number of driver assistance systems. Driver assistance systems (FAS; English Advanced Driver Assistance Systems, ADAS) are understood to mean additional electronic devices in motor vehicles to support the driver in certain driving situations. Safety aspects are often in the foreground here, but so is increasing driving comfort.

Such a driving assistance system is a distance control cruise control (also Adaptive Cruise Control - ACC or adaptive cruise control). This is a speed control system in motor vehicles that includes the distance to a road user ahead as an additional feedback and control variable.

Such an adaptive cruise control detects the position and speed of a road user ahead using a distance sensor and then regulates the speed and distance accordingly with engine and brake interventions (longitudinal control).

Another driver assistance system is an overtaking assistant which, in conjunction with the adaptive cruise control, supports the driver when overtaking other road users.

If a motor vehicle with active distance cruise control follows a road user ahead and the driver of the motor vehicle announces an impending overtaking maneuver by switching on the direction indicator, the overtaking assistant accelerates the motor vehicle before it has changed lanes.

Such an overtaking assistant can be embodied as a fully automatic overtaking assistant, which allows the motor vehicle to change from one lane to the adjacent lane automatically, i.e. without driver intervention, after the driver himself has activated the direction indicator to change lanes. Furthermore, the overtaking assistant can be embodied as a semi-automatic overtaking assistant, which only causes the motor vehicle to accelerate when the direction indicator is actuated and/or the driver turns the steering wheel accordingly.

Such overtaking assistants are, for example, from the U.S. 2018/0297639 A1 , the JP 2018030479 A , the CN 103754224 B and the DE 10 2011 016 771 A1 famous.

However, speed fluctuations that have a negative impact on driving comfort can occur, e.g. if there is a road user ahead of you in the target lane to which the motor vehicle is changing due to the overtaking maneuver, who is traveling at a lower speed and the motor vehicle is driving into them. In this case, an automatically induced acceleration phase is immediately followed by a deceleration phase.

Furthermore, if, for example, an overtaking maneuver is not possible because the target lane is blocked by another road user, the automatically induced acceleration phase can be immediately followed by a deceleration phase if there is also a road user driving ahead in the exit lane who has a lower speed Has speed and the motor vehicle drives onto this.

Furthermore, in these scenarios, there can be a small distance to road users driving ahead, which can give the driver of the motor vehicle the impression that the adaptive cruise control is failing here and immediate intervention by the driver is required.

There is a need to show ways in which this can be remedied.

• Bestimmen eines Beschleunigungswertes für den Abstandsregeltempomaten durch Auswerten von Prognosedaten betreffend einen vorbestimmten Endpunkt einer Phase eines Überholvorgangs, und
• Betreiben des Abstandstempomaten mit dem bestimmten Beschleunigungswert.

The object of the invention is achieved by a method for operating a motor vehicle with a control unit assembly with at least one adaptive cruise control and an overtaking assistant, with the steps:

• Determining an acceleration value for the adaptive cruise control system by evaluating prognosis data relating to a predetermined end point of a phase of an overtaking maneuver, and
• Operating the adaptive cruise control with the determined acceleration value.

In other words, state variables for the motor vehicle are determined based on current operating data of the motor vehicle, which lead to a specific time gap at a predetermined position, i.e. the predetermined end point of the phase of the overtaking maneuver.

The acceleration value is indicative of acceleration or deceleration of the motor vehicle in order to reach a predetermined setpoint speed of the motor vehicle.

The time gap is understood to mean a quotient of a distance to the road user to be overtaken and the vehicle speed, which the distance cruise control uses to maintain a predetermined minimum distance from a road user driving ahead whose actual speed is lower than the current target speed of the distance cruise control.

The acceleration value is only used for one phase, i.e. a time segment in particular of an overtaking manoeuvre. Before and after, the adaptive cruise control can use other acceleration values, the values of which are determined in a different way.

This particularly temporary use of an acceleration value based on prognosis data makes it possible to ensure that accelerations of the motor vehicle induced by the overtaking assistant are not followed by decelerations that adversely affect driving comfort.

According to one embodiment, the forecast data have a time interval at the predetermined end point of the phase of the overtaking maneuver, with the determination of the acceleration value determining the time interval by evaluating a forecast value for a distance value at the end point of the phase of the overtaking maneuver and a forecast value for a speed the end point of the overtaking phase.

The acceleration value is therefore derived from a time interval which, like the acceleration value, is only used for the phase, i.e. the time section in particular, of an overtaking maneuver. Before and after, the ACC may use other time offset values, the values of which are determined in a different way.

It is therefore estimated what distance is established between the motor vehicle and the road user at the end of the phase. For this purpose, a constant speed can be used for simplification. Furthermore, the speed of the motor vehicle at the end of the phase is estimated. For this purpose, a constant acceleration can be used for simplification.

In this way, the time interval can be determined in a particularly simple manner.

According to a further embodiment, a distance value from the motor vehicle to the road user ahead in the exit lane, a speed of the motor vehicle, a speed of the road user ahead and a time taken to reach the predetermined end point are recorded and/or evaluated.

The distance from the motor vehicle to the road user driving ahead in the exit lane can be detected with a distance sensor of the motor vehicle, while the speed of the motor vehicle can be detected with a speedometer. The speed of the road user ahead can be determined, for example, by evaluating the distance values and their changes. The time it takes to reach the predetermined end point can be specified, for example, by the overtaking assistant, especially if the overtaking assistant is designed as a fully automatic overtaking assistant that automatically changes from the starting lane to the adjacent target lane, i.e. without driver intervention, according to a schedule . Otherwise, estimates for the duration can be used, which were determined by evaluating driving data.

In this way, data that is easy to measure and/or that is already available can be used. There is no need for additional sensors.

• Bestimmen eines weiteren Beschleunigungswertes für den Abstandsregeltempomaten in Bezug auf einen auf der Ziel-Spur vorausfahrenden Verkehrsteilnehmer,
• Vergleichen des Beschleunigungswertes und des weiteren Beschleunigungswertes,
• Bestimmen des kleineren Wertes von dem Beschleunigungswert und dem weiteren Beschleunigungswert, und
• - Auswählen und Bereitstellen des kleineren Wertes von dem Beschleunigungswert und dem weiteren Beschleunigungswert

ausgeführt.According to a further embodiment, the steps

• Determining a further acceleration value for the adaptive cruise control in relation to a road user driving ahead in the target lane,
• Comparing the acceleration value and the further acceleration value,
• determining the smaller of the acceleration value and the further acceleration value, and
• - Selecting and providing the smaller of the acceleration value and the further acceleration value

executed.

Two acceleration values are thus determined, a first acceleration value according to the method according to the invention and a second acceleration value as is known per se. The first acceleration value is associated with a road user in the destination lane, while the second acceleration value is associated with a road user in the exit lane.

Because the smaller of the two acceleration values is selected and used, excessive acceleration, which leads to subsequent deceleration that negatively affects driving comfort, can be avoided. This can be the case in particular if the overtaking maneuver has to be aborted, i.e. the motor vehicle remains in the exit lane, or if the road user in the target lane slows down significantly during the overtaking maneuver or is not faster than the road user in the exit lane. track drives.

In this way, driving comfort can be further increased in a particularly simple manner.

According to a further embodiment, the predetermined end point is defined by reaching a center line separating the starting lane from a destination lane.

In other words, the phase of the overtaking manoeuvre, for example, extends from the beginning of the overtaking manoeuvre, to reaching the center line of the road separating the exit lane from the destination lane. The target lane can also be a passing lane. A reference point that is particularly easy to detect can thus be used to determine the end point.

The invention also includes a computer program product, a control unit assembly with at least one adaptive cruise control and an overtaking assistant, and a motor vehicle with such a control unit assembly.

• 1 in schematischer Darstellung ein Verkehrsszenario.
• 2 in schematischer Darstellung ein weiteres Verkehrsszenario.
• 3 in schematischer Darstellung einen Überholvorgang.
• 4 in schematischer Darstellung ein Verkehrsszenario vor einem Überholvorgang.
• 5 in schematischer Darstellung ein Verkehrsszenario während eines Überholvorgangs.
• 6 in schematischer Darstellung ein weiteres Verkehrsszenario.
• 7 in schematischer Darstellung einen Verfahrensablauf zum Betrieb des in den 1 bis 6 gezeigten Kraftfahrzeugs.

The invention will now be explained with reference to a drawing. Show it:

• 1 a schematic representation of a traffic scenario.
• 2 a schematic representation of another traffic scenario.
• 3 a schematic representation of an overtaking maneuver.
• 4 a schematic representation of a traffic scenario before an overtaking manoeuvre.
• 5 a schematic representation of a traffic scenario during an overtaking manoeuvre.
• 6 a schematic representation of another traffic scenario.
• 7 in a schematic representation of a process flow for the operation of in the 1 until 6 shown motor vehicle.

It will be on first 1 referenced.

A motor vehicle 2 is shown, which is designed as a passenger car in the present exemplary embodiment.

Motor vehicle 2 has a control unit assembly 4 with adaptive cruise control 6 and an overtaking assistant 8 . The control unit assembly 4 with the adaptive cruise control 6 and the overtaking assistant 8 can have hardware and/or software components for the tasks and/or functions described below.

in the in 1 scenario illustrated, the motor vehicle 2 is moving in an exit lane 12 of a road at a speed v _H which is higher than the speed v _T at which a road user 10a driving ahead of the motor vehicle 2, also a car in the present exemplary embodiment, is moving.

Furthermore, in the in 1 illustrated scenario another road user 10b, in the present embodiment also a car, on the target lane 14, which can also be interpreted as an overtaking lane.

The distance cruise control 6 of the control unit assembly 4 now causes the motor vehicle 2 to decelerate and deviate from a setpoint speed of the distance cruise control 6 in order to maintain a minimum distance from the road user 10a.

For this purpose, the distance cruise control 6 uses a time interval TG, which is defined as the quotient of a distance value Range between the motor vehicle 2 and the road user 10a and the speed v _H of the motor vehicle 2. This is how a speed-dependent distance is defined. For example, a time interval TG of 1s at a speed of 30 m/s gives a distance of 30m, while a time interval TG of 1.2s gives a distance of 36m. On the other hand, a time interval TG of 1s at a speed of 40m/s results in a distance of 40m, while a time interval TG of 1.2s then results in a distance of 48m.

Based on the time interval TG, the distance cruise control 6 determines an acceleration value DSD`, which is indicative of an acceleration and/or deceleration of the motor vehicle 2 . What is achieved in this way is that the motor vehicle 2 approaches up to the specific distance Range and in the process adapts to the speed of the road user 10a.

The overtaking assistant 8 of the control unit assembly 4 is designed in the present exemplary embodiment to bring about an overtaking process including a change from the starting lane 12 via the center line 16 to the destination lane 14 when the direction indicator is actuated.

In the present exemplary embodiment, the overtaking assistant 8 is designed as a fully automatic overtaking assistant that changes from one lane to the adjacent lane, here from the exit lane 12 to the destination lane 14, automatically, i.e. without driver intervention, after the driver activates the direction indicator Has. Deviating from the present exemplary embodiment, the overtaking assistant 8 can also be designed as a semi-automatic overtaking assistant.

In the present exemplary embodiment, the overtaking assistant 8 is designed to control the distance cruise control 6 in such a way that the motor vehicle 2 is accelerated during the overtaking process. For example, it can be provided that the overtaking assistant 8 controls the distance cruise control 6 in such a way that a target speed of the distance cruise control 6 increases, for example, by 1 km/h when the direction indicator is actuated and again, for example, by 1 km/h when a steering movement is made or the center line 16 is crossed is increased.

However, in the in 1 illustrated scenario because of the road user 10b located in the target lane and at the level of the motor vehicle 2, an overtaking maneuver with a lane change is not possible.

Thus, the automatically induced acceleration phase is followed immediately by a deceleration phase, since the motor vehicle 2a drives onto the road user 10a. These accelerations and subsequent decelerations adversely affect driving comfort.

It will now additionally on 2 referenced.

Even if the road user 10b in the target lane 10b is not at the level of the motor vehicle 2, but - as in 2 shown - is further ahead in the direction of travel, speed fluctuations that have a negative impact on driving comfort can occur, e.g. if road user 10b drives practically as fast as road user 10a in exit lane 12. In this case, too, an automatically induced acceleration phase follows delay phase immediately.

Furthermore, a small distance to one of the road users 10a, 10b driving ahead can arise, which can give the driver of the motor vehicle 2 the impression that the adaptive cruise control 6 is failing here and immediate intervention by the driver is required.

It will now additionally on 3 referenced.

In order in particular to bring about driving comfort by equalizing the acceleration of motor vehicle 2 during an overtaking process, control unit assembly 4 with adaptive cruise control 6 and overtaking assistant 8 of motor vehicle 2 is configured to calculate an acceleration value DSD for adaptive cruise control 6 by evaluating forecast data relating to a to determine the predetermined end point EP of a phase I of the overtaking maneuver and then to operate the distance cruise control 8 with the determined acceleration value DSD.

in the in 3 In the illustrated embodiment, the first phase I begins with the driver of the motor vehicle 2 activating the direction indicator Target lane 14 is located. During a second phase II, the change to the target lane 14 is then completed and the distance cruise control 6 accelerates the motor vehicle 2 back to the target value for the speed. In the present exemplary embodiment, this process is carried out automatically by the overtaking assistant 8 in accordance with a process control.

• Zuerst wird ein Zeitabstand TGt an dem vorbestimmten Endpunkt EP der Phase I des Überholvorgangs bestimmt.

The adaptive cruise control 6 determines the acceleration value DSD as follows:

• First, a time interval TGt at the predetermined end point EP of phase I of the overtaking maneuver is determined.

In the present exemplary embodiment, it is assumed here that the motor vehicle 2 experiences a constant acceleration, e.g. according to the acceleration value DSD.

Then the predicted value for the speed Speedt of the motor vehicle 2 at the end point EP is: $$Spee{\mathrm{i.e}}_t=v_H+DSD\ast t$$

The motor vehicle 2 has covered the following distance s _H by the time it reaches the end point EP; $$s_H=0.5\ast DSD\ast t^2+v_H\ast t$$

The road user 10a, on the other hand, has covered the following distance s _T before reaching the end point EP: $$s_T=RanGe+v_T\ast t$$

The time t until the predetermined end point EP is reached is specified by the sequence control in the present exemplary embodiment. In the present exemplary embodiment, it is 4.6 s. Deviating from the present exemplary embodiment, the time period t can also have a different value or can be determined in a different way.

wobei für den Prognosewert Ranget für einen Abstand zwischen dem Kraftfahrzeug 2 und dem Verkehrsteilnehmer 10a an dem Endpunkt EP gilt: $$Rang{e}_t=s_T-s_H$$

The time interval TGt then results in: $$T{G}_t=\frac{RanG{e}_t}{Spee{\mathrm{i.e}}_t}$$

where the prognosis value ranget for a distance between the motor vehicle 2 and the road user 10a at the end point EP applies: $$RanG{e}_t=s_T-s_H$$

In other words, the prediction value for the speed Speedt and the prediction value Ranget can be regarded as prediction data.

By rearranging you get: $$T{G}_t=\frac{RanG{e}_t}{Spee{\mathrm{i.e}}_t}=\frac{s_T-s_H}{Spee{\mathrm{i.e}}_t}=\frac{\left(RanGe+\left(v_T-v_H\right)\ast t-0.5\ast DSD\ast t^2\right)}{v_H+DSD\ast t}$$

Solving for the acceleration value DSD gives the following expression: $$DSD=\frac{\left(RanGe+\left(v_T-v_H\right)\ast t-v_H\ast T{G}_t\right)}{t\ast T{G}_t+0.5\ast t^2}$$

The acceleration value DSD in the present exemplary embodiment therefore depends on the previously determined time interval TGt, the distance value Range from motor vehicle 2 to the road user 10a driving ahead in the exit lane 10, the speed v _H of the motor vehicle 2, the speed v _T of the road user 10a driving ahead and the length of time t until the predetermined end point EP is reached.

It will now additionally on the 4 and 5 referenced.

It is shown that - as in 4 shown - the motor vehicle 2 is operated before the start of the overtaking maneuver with the time interval TG, which is operated in a manner known per se. In the present exemplary embodiment, the time interval is TG=1.2s.

It is also shown that - as in 5 shown - the motor vehicle 2 is operated at the end of phase I at the end point EP of the overtaking maneuver with the time interval TGt. In the present exemplary embodiment, the time interval is TGt=0.8s. This allows a continuous acceleration process by reducing the time interval from TG = 1.2s to TGt = 0.8s.

Furthermore, the time interval TGt can be multiplied by a weighting value, with the weighting value being able to be selected by the driver. In this way, the driver can set smaller or larger time intervals TGt.

Furthermore, it can be provided that if an emergency brake assistant detects a risk of a collision that can only be eliminated by aborting the overtaking maneuver, then after the overtaking maneuver has been aborted, the adaptive cruise control 6 returns to the operating mode as before the overtaking manoeuvre.

Provision can also be made for the overtaking assistant 8 to be able to suppress the execution of an overtaking maneuver for a specific period of time, e.g. for 3s, if a lane change is not possible, e.g. due to a road user 10b in the target lane 10b. If the overtaking maneuver is started with a corresponding delay within the above-mentioned time period, e.g. because the target lane 10b has become clear in the meantime, the time period t until the predetermined end point EP is reached is extended by up to s, in the present exemplary embodiment by 1 s.

It will now additionally on 6 referenced.

A scenario is shown in which the motor vehicle 2 follows a road user 10a in the exit lane 12 and the other road user 10b is in the destination lane.

Adaptive cruise control 6 is designed to determine a further acceleration value DSD′ in relation to road user 10b driving ahead in target lane 14, as is known from the prior art for determining an acceleration value in relation to a person driving ahead in the same lane road users.

The distance cruise control 6 is also designed to compare the two acceleration values DSD, DSD′, to determine the smaller acceleration value of the two acceleration values DSD, DSD′ and to select and use the smaller value in order to operate the distance cruise control 6 accordingly.

If the road user 10b is overtaken because of his higher speed, the first acceleration value DSD is selected because it is smaller. Motor vehicle 2 is operated as if road user 10b were not present. After the lane change, the speed v _H is greater than the speed v _T .

If, on the other hand, both road users 10a, 10b have the same speed, the second acceleration value DSD' is selected, since this is now smaller. After the lane change, the speed v _H and the speed v _T are the same.

However, if road user 10b drives more slowly than road user 10a, second acceleration value DSD′ is also selected, since it is now also smaller. Motor vehicle 2 is decelerated to the speed of road user 10b. After the lane change, the speed v _H is less than the speed v _T .

This method does not require traffic scenario capture and works at all distances and speeds. The two acceleration values DSD, DSD' are continuously determined and evaluated, in particular during the overtaking maneuver. This means that the acceleration value DSD, DSD' can change if one of the speeds should change.

It will now be made with additional reference to 7 a method sequence for the operation of the motor vehicle 2 is explained.

In a first step S100, the acceleration value DSD for the adaptive cruise control system 6 is determined by evaluating prognosis data relating to the predetermined end point EP of the phase I of the overtaking manoeuvre.

For this purpose, the time interval TGt is determined in a partial step by evaluating a forecast value for a distance value Ranget at the end point EP of phase I of the overtaking maneuver and a forecast value for the speed Speedt at the end point EP of phase I of the overtaking maneuver.

Furthermore, in further partial steps, the distance value Range from motor vehicle 2 to the road user 10a driving ahead in the exit lane 12, the speed v _H of the motor vehicle 2, the speed v _T of the road user 10a driving ahead, the time t until reaching the predetermined end point EP detected and / or evaluated.

In a further step S200, the further acceleration value DSD′ for the adaptive cruise control 6 is determined in relation to a road user 10b driving ahead in the target lane 14 .

In a further step S300, the acceleration value DSD and the further acceleration value DSD' are compared.

In a further step S400, the smaller of the acceleration value DSD and the further acceleration value DSD′ is determined.

In a further step S500, the smaller of the acceleration value DSD and the further acceleration value DSD′ is made available to the adaptive cruise control 6 .

In a further step S600, the adaptive cruise control 6 is then operated with the determined acceleration value DSD, DSD′, in particular until the end of phase I when the predetermined end point EP is reached.

Deviating from the present exemplary embodiment, the order of the steps or partial steps can also be different. Furthermore, several steps or partial steps can also be carried out at the same time or simultaneously. Furthermore, individual steps or partial steps can also be left out or skipped.

Through this particularly temporary use of an acceleration value DSD, which is based on prognosis data, it can be achieved that accelerations of the motor vehicle 2 induced by the overtaking assistant 8 are not followed by decelerations that adversely affect driving comfort.

Reference List

2

motor vehicle

4

control unit assembly

6

adaptive cruise control

8th

overtaking assistant

10a

road users

10b

road users

12

exit track

14

target track

16

centerline

DSD

acceleration value

DSD'

acceleration value

Range

Distance

ranget

Distance

speed

speed

speed

speed

t

duration

TG

time interval

TGt

time interval

vH

speed

vT

speed

I

phase

II

phase

S100

Step

S200

Step

S300

Step

S400

Step

S500

Step

S600

Step

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US20180297639A1 [0008]
• JP 2018030479 A [0008]
• CN103754224 [0008]
• DE 102011016771 A1 [0008]

Claims (12)

Method for operating a motor vehicle (2) with a control unit assembly (4) with at least one adaptive cruise control (6) and an overtaking assistant (8), with the steps: (S100) determining an acceleration value (DSD) for the adaptive cruise control (6) by evaluating prognosis data relating to a predetermined end point (EP) of a phase (I) of an overtaking maneuver, and (S600) Operating the adaptive cruise control (6) with the determined acceleration value (DSD, DSD`). procedure after claim 1 , wherein the forecast data have a time interval (TGt) at the predetermined end point (EP) of phase (I) of the overtaking process, the step (S100) determining the time interval (TGt) by evaluating a forecast value for a distance value (Ranget). the end point (EP) of the phase (I) of the overtaking maneuver and a predicted value for a speed (Speedt) at the end point (EP) of the phase (I) of the overtaking manoeuvre. procedure after claim 1 or 2 , wherein the step (S100) involves determining and evaluating a distance value (range) from the motor vehicle (2) to a preceding road user (10a) in the exit lane (12), a speed (v <sub>H</sub> ) of the motor vehicle (2), a speed (v <sub>T</sub> ) of the road user (10a) driving ahead, a period of time (t) until the predetermined end point (EP) is reached. procedure after claim 1 , 2 or 3 , with the further steps: (S200) determining a further acceleration value (DSD`) for the adaptive cruise control (6) in relation to a road user (10b) driving ahead in the target lane (14), (S300) comparing the acceleration value (DSD) and the further acceleration value (DSD'), (S400) determining the smaller of the acceleration value (DSD) and the further acceleration value (DSD'), - (S500) selecting the smaller of the acceleration value (DSD) and the further acceleration value ( DSD') and providing for the step (S600). Procedure according to one of Claims 1 until 4 , wherein the predetermined end point (EP) is defined by reaching a center line (16) separating the exit track (12) from a destination track (14). Computer program product, designed to carry out a method according to one of Claims 1 until 5 . Control unit assembly (4) with at least one adaptive cruise control (6) and an overtaking assistant (8), the control assembly (4) being designed to generate an acceleration value (DSD) for the adaptive cruise control (6) by evaluating forecast data relating to a predetermined end point (EP) of a phase (I) of an overtaking maneuver and for operating the distance cruise control (6) with the determined acceleration value (DSD, DSD`). Control unit assembly (4). claim 7 , wherein the forecast data (PD) have a time interval (TGt) at the predetermined end point (EP) of phase (I) of the overtaking process, the control unit assembly (4) being designed to determine the time interval (TGt) by evaluating a forecast value for a distance value (Ranget) at the end point (EP) of the phase (I) of the overtaking manoeuvre, and from a forecast value for a speed (Speedt) at the end point (EP) of the phase (I) of the overtaking manoeuvre. Control unit assembly (4). claim 7 or 8th , wherein the control unit assembly (4) is designed for a distance value (range) from the motor vehicle (2) to a preceding road user (10a) in the exit lane (12), a speed (v <sub>H</sub> ) of the motor vehicle (2) to determine and evaluate a speed (v <sub>T</sub> ) of the road user (10a) driving ahead and a period of time (t) until the predetermined end point (EP) is reached. Control unit assembly (4). claim 7 , 8th or 9 , wherein the control unit assembly (4) is designed to determine a further acceleration value (DSD`) for the adaptive cruise control (6) in relation to a road user (10b) driving ahead in the target lane (14), the acceleration value (DSD) and to compare the further acceleration value (DSD`), the smaller one to determine the value of the acceleration value (DSD) and the further acceleration value (DSD') and to select and provide the smaller value of the acceleration value (DSD) and the further acceleration value (DSD`). Control unit assembly (4) according to one of Claims 7 until 10 , wherein the predetermined end point (EP) is defined by reaching a center line (16) separating the exit track (12) from a destination track (14). Motor vehicle (2) with a control unit assembly (4) according to one of Claims 7 until 11 .

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