DE102012213933A1 - Method for controlling cruise control system of e.g. motor car, involves terminating vehicle turning mode when variable corresponding to lateral acceleration of vehicle reaches or exceeds maximum value - Google Patents

Abstract

The method involves reducing vehicle speed to desired speed by reducing the vehicle acceleration using cruise control system during driving of motor car along curves. The variable corresponding to lateral acceleration of the motor car is determined during turning mode, and the vehicle turning mode is terminated when the variable corresponding to lateral acceleration reaches or exceeds maximum value.

Description

The invention relates to a method for controlling a speed control system of a motor vehicle according to the preamble of patent claim 1.

Motor vehicles with cruise control systems have long been known. Most currently available cruise control systems regulate the speed of the motor vehicle to a predetermined desired speed. In addition to these cruise control systems, advanced vehicle speed control systems can now be purchased from some manufacturers even with a distance control system. Such, for example, with the applicant of the present patent application under the name "Active Cruise Control" offered systems allow the motor vehicle while maintaining a desired distance to a moving vehicle in front of this vehicle (this is referred to as target object) with a desired or a corresponding lower speed automatically. In principle, while the well-known driving speed control, which complies with a certain predetermined speed, extended by an additional distance function, so that the use of such an "active" Fahrgeschwindigkeitsreglung is also possible in dense highway and highway traffic. This so-called "active driving speed control" keeps the specified desired or target speed when the own lane is free. Detects a mounted on the motor vehicle distance sensor, which can work in particular radar based, a preceding objective or (power) vehicle in the own lane, the own speed, eg. By inducing a suitable braking torque to the speed of the preceding motor vehicle or Target object adjusted so that a contained in the "active vehicle speed control" or in the corresponding speed control system distance control automatically maintains a situation-appropriate distance to the vehicle in front or target object.

If the predetermined setpoint speed deviates from the current speed and if no target object is detected, a setpoint acceleration for accelerating the motor vehicle to the predefined setpoint speed is determined as part of the vehicle speed control. The determined target acceleration and the acceleration change, also called jerk, are a measure of the dynamics of the motor vehicle during normal operation.

When determining the target acceleration, the geometric course of the road plays a major role. If the motor vehicle is, for example, on a straight line, a greater desired acceleration can be predetermined than if the motor vehicle is in a curve.

So is out of the DE 10 2005 055 322 A1 a method for determining a desired acceleration during a cruise control known, wherein when detected (future) cornering a reduced target acceleration in accordance with the data of a navigation system is specified. In this case, there is already a higher acceleration at the end of the curve, since this information is known from the data of the navigation system.

Next is from the DE 102 10 546 A1 A method for driving speed control is known, in which the curve radii can be determined from the known geometric road course and, depending on the curve, adjusted nominal values or limit values for the driving speed are derived.

Finally, the reveals DE 10 2009 022 170 A1 a method for speed control wherein a maximum permissible speed is specified depending on the preceding route. In particular, the maximum speed is determined on the basis of a maximum permitted lateral force in a recognized cornering.

The object of the invention is to provide an improved method for controlling a speed control system with a view to a faster termination of a cornering mode, in which a reduced speed than the driver specified speed and / or reduced acceleration is set and set.

This object is achieved by a method according to claim 1. Advantageous developments are the subject matters of the dependent claims.

In the invention, a motor vehicle is assumed to be a method for controlling a speed control system, which fundamentally regulates the speed to a predefined set speed, the speed control system, as part of a cornering mode, reducing the speed to a predefined reduced speed during cornering of the motor vehicle. Setpoint speed controls and / or or at currently less speed than the target speed or a determined circular target speed (eg due to a re-activation of the cruise control just before or within the curve or "loss" of the follower vehicle during a distance-controlled speed control) performs a reduced acceleration or completely prevents acceleration of the motor vehicle.

To complete the curve mode, it is now proposed according to the invention that the transverse acceleration of the vehicle or a quantity corresponding to the lateral acceleration is determined during the entire curve mode, and the curve mode is terminated when the lateral acceleration or the quantity corresponding to the lateral acceleration at least reaches or exceeds its maximum Has. Thus, as soon as it is detected that the lateral acceleration no longer increases or even decreases again, the curve mode is ended and the speed control system can initiate an acceleration of the vehicle to the predetermined desired speed in a conventional manner. By this type of determination of the end of the curve or the time at which can be moved back to the normal speed control, on the one hand a much earlier acceleration of the vehicle to the set target speed is possible and on the other hand, the time at which the curve is left, much more clearly recognizable.

In order to be sure that the curve has been left or the vehicle is already behind the vertex of the curve and an acceleration to the set target speed is again possible, the curve mode is advantageously terminated only when the lateral acceleration or the corresponding with the lateral acceleration Size has decreased by more than a predetermined value compared to the determined maximum lateral acceleration and / or if the maximum of the lateral acceleration or the maximum of the transverse acceleration corresponding quantity for a predetermined time interval is reached or exceeded, so after reaching the maximum lateral acceleration nor a predetermined time interval has passed.

Alternatively, the curve mode can also be ended directly upon reaching the maximum lateral acceleration or the quantity corresponding to the lateral acceleration if the determined maximum lateral acceleration of the vehicle is less than a determined or predetermined maximum permitted lateral acceleration within the traveled curve, since even with a possible short-term further Increasing the lateral acceleration, this would pose no danger to the driver or for the stability of the vehicle vehicle.

In addition, further data, for example, the data of a navigation system can be evaluated to terminate the curve mode. If, for example, it is known from the data of the navigation system that the vehicle has already passed the road segment with the minimum curve radius, it can be assumed that the vehicle is at the corner exit and an acceleration of the vehicle to the predefined setpoint speed is again possible.

In particular, in the case of road courses in which several curve sections line up (eg motorway exit or roundabout), it makes sense to consider further data in addition to the evaluation of the lateral acceleration. So should z. B. when detected driving a roundabout cornering mode not equal to or immediately after reaching the (1.) maximum lateral acceleration terminated, but only when it is detected that the roundabout was left. The end of the roundabout can be detected either from the data of a navigation system, or by appropriate evaluation of the determined lateral acceleration, as this assumes a special course when driving on a roundabout or motorway exit.

Under certain circumstances, other situations may occur during the run of the curve, which should lead to a termination of the curve mode. In particular, the curve mode is to end when a preceding vehicle is detected, which has a lower speed than the current speed of the own vehicle, as it comes with a maintenance of the speed or possibly an increase in speed to a collision with the preceding vehicle could. If it is a simple speed control system without distance control function should recognize such a leading vehicle, the cruise control function is at least inactive switched and the driver may be pointed to the slower front vehicle. If the speed control system is equipped with so-called active speed control system with distance control function, in a further advantageous development of the invention, the curve mode is thus terminated and transferred to the conventional distance control when detected during the cornering mode, a preceding vehicle and as a so-called Operation of the active speed control system is made a regulation of the speed for maintaining a predetermined distance to this target vehicle is identified or fixed.

The invention will now be described with reference to the following description of the accompanying drawings. It shows

1 a simplified flow chart illustrating a speed control of a Speed control system in the context of a first curve mode due to a detected simple curve,

2 a simplified flowchart illustrating a speed control of a speed control system in the context of a 2nd cornering mode due to a detected roundabout, and

3 a simplified flow chart illustrating a speed control of a cruise control system in the context of a 3rd cornering mode due to a recognized motorway exit.

• – (Es ist kein Regelobjekt (Vorderfahrzeug) vorhanden UND das Regelobjekt ist vor einer Zeit t < t1 verloren gegangen) ODER Das Fahrzeug befindet sich in einem der Modi: einfacher Kurvenmodus, Kreisverkehrmodus oder Autobahnausfahrtmodus.
• – Die vorgegebene Sollgeschwindigkeit vsetz ist größer als die aktuelle Geschwindigkeit vist.
• – Es wird immer die nächste Kure auf dem MPP (most probable path) betrachtet und der Radius im Scheitelpunkt (kleinster Radius der Kurvensegmente) betrachtet.
• – Es wird eine Querbeschleunigung Aq,setz nach folgender Formel berechnet, die sich einstellen würde, wenn man diese Kure am Scheitelpunkt mit der vorgegebenen Sollgeschwindigkeit vsetz durchfahren würde: Aq,setz = vsetz²/Radius
• – Aq,setz >= Aqsollk (die Ermittlung der Sollquerbeschleunigung innerhalb der Kure Aqsollk wird nachstehend erläutert)
• – Der Abstand D1 des Fahrzeugs zum Kurvenscheitelpunkt ist bei der aktuellen Geschwindigkeit vist so klein, dass das Fahrzeug die Kure bzw. den Kurvenscheitelpunkt in einer Zeit t < t2 erreicht.

The flowchart in 1 starts with step 10 as soon as an active cruise control system ACC is active. If this is the case, in the next step 20 continuously checks whether a relevant, simple curve is detected, which would lead to the initiation of a first curve mode due to a detected simple curve. A relevant simple cure is determined as follows:

• - (There is no control object (fore vehicle) AND the control object has been lost a while ago t <t1) OR The vehicle is in one of the modes: simple turn mode, roundabout mode or exit mode.
• - The preset target speed vset is greater than the current speed vist.
• - The next cure on the MPP (most probable path) is always considered and the radius at the vertex (smallest radius of the curve segments) is considered.
• - A lateral acceleration Aq, set is calculated according to the following formula, which would be set if one would traverse this curve at the vertex with the given setpoint speed vset: Aq, set = vset ² / radius
• - Aq, set> = Aqsollk (the determination of the desired lateral acceleration within the Kure Aqsollk is explained below)
• - The distance D1 of the vehicle to the curve vertex is at the current speed vist so small that the vehicle reaches the Kure or the curve vertex in a time t <t2.

The above-mentioned desired lateral acceleration Aqsollk within the curve may be an applicable value, which is typically z. B. between 2 m / s ² and 5 m / s ² , since such lateral acceleration in this area are perceived by most drivers as pleasant.

In addition, it is advantageous if you give the driver the opportunity to influence this value. This driver input should then take place as follows. It is known that the driver can specify the target distance in 3 stages with the ACC system active. Similarly, it is conceivable, the driver via a suitable display-control concept also between z. For example, let 3 levels be selected for the desired lateral dynamics, with the default setting at one of these levels. The driver does not necessarily have to change anything. For example 3 m / s ² for low, 4 m / s ² for medium and 5 m / s ² for high lateral dynamics. It is also conceivable to couple this setting to the driver's selected driving mode, such. B. a high transverse dynamics in sports mode, a medium transverse dynamics in comfort mode and low lateral dynamics in a so-called. ECO-PRO mode.

If these conditions mentioned above are fulfilled, ie if a simple relevant curve has been detected, a first curve mode is activated and it will become the next step 30 calculated a setpoint velocity vsollk for this simple curve according to the following formula: vsollk = sqrt (radius · Aqsollk)

Next, from the beginning of the current lateral acceleration Aq observed and curve mode by means of a suitable low-pass filter, the maximum (Amax) to the current time determined.

• – Schritt 40: wenn vist < vsollk ist, wird zu Schritt 45 übergegangen und im Rahmen einer ersten Regelstrategie vReg(1) eine Beschleunigung bis auf die kleinere der beiden Geschwindigkeiten vsollk oder vsetz zugelassen.
• – Schritt 50: wenn (vist > vsollk) UND (vist – vsollk < V1) ist, also die Abweichung zwischen der aktuellen Geschwindigkeit vist und der ermittelten Kreissollgeschwindigkeit vsollk kleiner als der vorgegebene Differenzwert V1 ist, wird zu Schritt 55 übergegangen und im Rahmen einer zweiten Regelstrategie vReg(2) eine Beschleunigung unterbunden und eine Verzögerung ohne Bremseingriff auf vsollk zugelassen bzw. vorgenommen. Im Falle fehlerhafter Umfelddaten (z. B. falscher Radius), ist dieser „sanfte” Eingriff nicht störend für den Fahrer.
• – Ist weder die Bedingung in Schritt 40, noch die Bedingung in Schritt 50 erfüllt, wird im Schritt 65 im Rahmen einer dritten Regelstrategie vReg(3) eine Beschleunigung auf die vorgegebene Sollgeschwindigkeit vsetz ebenfalls unterbunden und eine Verzögerung auf vsollk eingeleitet.

In the next step (from 40 ) reacts differently depending on the current speed vist of the vehicle: In general, the curve mode as well as the further curve modes described below only become active if the current activation conditions of the ACC system are fulfilled. These are z. B. that the driver operates neither the brake pedal, nor the accelerator pedal.

• - Step 40 : if vist <vsollk is going to step 45 passed under a first control strategy vReg (1) allowed acceleration to the smaller of the two speeds vsollk or vset.
• - Step 50 If (vist> vsollk) AND (vist - vsollk <V1), that is, the deviation between the current speed vist and the determined target speed of the circuit vsollk is smaller than the predetermined difference value V1 becomes step 55 passed and in the context of a second control strategy vReg (2) prevented acceleration and a delay without braking intervention on vsollk approved or made. In the case of incorrect environment data (eg wrong radius), this "gentle" intervention is not disturbing for the driver.
• - Is neither the condition in step 40 , still the condition in step 50 fulfilled, is in the step 65 as part of a third control strategy vReg (3) acceleration to the predetermined target speed vset also prevented and initiated a delay on vsollk.

• – Schritt 70: Es ist ein Regelobjekt vorhanden ODER
• – Schritt 71: Das Fahrzeug hat das Straßensegment mit dem minimalsten Radius rmin der Kurve passiert UND die aktuelle Querbeschleunigung Aq hat um einen applizierbaren Anteil dAq gegenüber der maximalen Querbeschleunigung Aqmax abgenommen ODER
• – Schritt 72: Die maximale Querbeschleunigung Aqmax ist kleiner als die ermittelte maximal erlaubte Sollquerbeschleunigung Aqsollk innerhalb der Kurve ODER
• – Schritt 73: Ein applizierbarer Timeout dT ist abgelaufen.

Regardless of which of the 3 control strategies is made, then in the steps 70 - 73 checks if one of the following exit conditions from this curve mode is met. The curve mode is ended, inter alia, if the following conditions exist:

• - Step 70 : There is a rule object OR
• - Step 71 : The vehicle has passed the road segment with the minimum radius rmin of the curve AND the current lateral acceleration Aq has decreased by an applicable fraction dAq compared to the maximum lateral acceleration Aqmax OR
• - Step 72 : The maximum lateral acceleration Aqmax is less than the determined maximum permitted target lateral acceleration Aqsollk within the curve OR
• - Step 73 : An applicable timeout dT has expired.

As soon as one of the mentioned conditions is fulfilled, the step becomes 80 switched to the conventional ACC control vReg (ACC).

• – Es ist kein Regelobjekt vorhanden UND das Regelobjekt ist vor einer Zeit t < t1 verloren gegangen ODER Das Fahrzeug befindet sich in einem der Modi: Kurvenmodus, Kreisverkehrmodus oder Autobahnausfahrtmodus.
• – Die vorgegebene Sollgeschwindigkeit vsetz ist größer als die aktuelle Geschwindigkeit vist.
• – Es wird immer der nächste Kreisverkehr auf dem MPP (most probable path) und dessen minimaler Radius betrachtet.
• – Der Abstand D1 des Fahrzeugs zum Beginn des Kreisverkehrs ist bei der aktuellen Geschwindigkeit vist so klein, dass das Fahrzeug die Kreisverkehr in einer Zeit t < t3 erreicht.
• – vsetz > vkreis (maximal erlaubte Kreisverkehr-Geschwindigkeit)

The 2 now shows an analogous procedure for a recognized relevant roundabout. In contrast to recognizing a relevant simple curve, a relevant roundabout is recognized based on the following conditions:

• - There is no control object AND the control object has been lost a while ago t <t1 OR The vehicle is in one of the modes: Curve mode, Roundabout mode or Motorway exit mode.
• - The preset target speed vset is greater than the current speed vist.
• - The next roundabout on the MPP (most probable path) and its minimum radius is always considered.
• - The distance D1 of the vehicle to the start of the roundabout is at the current speed vist so small that the vehicle reaches the roundabout in a time t <t3.
• - vset> vkreis (maximum allowed roundabout speed)

The maximum allowed roundabout speed vkreis is a value for a speed threshold that can be applied as a function of the radius of the roundabout. In addition, it is advantageous if you give the driver here the opportunity to influence this value. This driver input should be analogous to the driver's ability to influence the maximum allowed lateral acceleration (as under 1 is described) take place. The selection of the driver then causes the selection of a different application for the maximum allowed roundabout speed vkreis. This can be z. B. by an offset, or a factor on the base application.

If these conditions are met, ie if a relevant roundabout has been detected, a second curve mode (roundabout mode) will be activated and it will become the next step 30 observed the current lateral acceleration Aq throughout the curve mode.

• – Schritt 40: wenn vist <= vkreis ist, wird zu Schritt 45 übergegangen und im Rahmen einer vierten Regelstrategie vReg(4) eine Beschleunigung bis auf die ermittelte maximal erlaubte Kreisverkehr-Geschwindigkeit zugelassen bzw. vorgenommen.
• – Ist die Bedingung in Schritt 40 nicht erfüllt, ist also vist > vkreis, wird im Schritt 65 im Rahmen einer 5. Regelstrategie vReg(5) eine Beschleunigung (auf die vorgegebene Sollgeschwindigkeit (siehe Beschreibung zu 1) vsetz) unterbunden und eine Reduzierung der aktuellen Geschwindigkeit vist auf die ermittelte Kreisgeschwindigkeit eingeleitet.

In the next step (from 40 ) reacts differently depending on the current speed vist of the vehicle:

• - Step 40 : if vist <= vkreis becomes step 45 passed and carried out in the context of a fourth control strategy vReg (4) allowed or made an acceleration up to the determined maximum allowed roundabout speed.
• - is the condition in step 40 not met, so is vist> vkreis, gets in step 65 in the context of a 5th control strategy vReg (5) an acceleration (to the specified target speed (see description to 1 ) vset) and initiated a reduction of the current speed vist to the determined circular velocity.

• – Schritt 70: Es ist ein Regelobjekt vorhanden ODER
• – Schritt 71: Der Kreisverkehr wurde verlassen. Diese Information kommt auch aus der Umfeldsensorik oder den Daten eines Navigationssystems. Alternativ kann das Verlassen des Kreisverkehrs auch durch die Auswertung der Querbeschleunigung ermittelt werden. Hier wird ein Verlassen des Kreisverkehrs detektiert, wenn die aktuelle Querbeschleunigung Aq kleiner als ein zweites erreichtes lokales Maximum in die gleiche Richtung 2. Aqmax ist. ODER
• – Schritt 72: Ein applizierbarer Timeout dT ist abgelaufen.

Regardless of which of the 2 control strategies is made, then in the steps 70 - 72 checks whether one of the following exit conditions from this curve mode or round-trip mode is fulfilled. The round-trip mode is ended, inter alia, if the following conditions exist:

• - Step 70 : There is a rule object OR
• - Step 71 : The roundabout was abandoned. This information also comes from the environment sensors or the data of a navigation system. Alternatively, leaving the roundabout can also be determined by the evaluation of the lateral acceleration. Here, a departure from the roundabout is detected when the current lateral acceleration Aq is less than a second achieved local maximum in the same direction 2. Aqmax. OR
• - Step 72 : An applicable timeout dT has expired.

As soon as one of the mentioned conditions is fulfilled, the step becomes 80 switched to the conventional ACC control vReg (ACC).

• – Es ist kein Regelobjekt vorhanden UND das Regelobjekt ist vor einer Zeit t < t1 verloren gegangen ODER Das Fahrzeug befindet sich in einem der Modi: Kurvenmodus, Kreisverkehrmodus oder Autobahnausfahrtmodus.
• – Die vorgegebene Sollgeschwindigkeit vsetz ist größer als die aktuelle Geschwindigkeit vist.
• – Es wird immer die nächste Ausfahrt auf dem MPP (most probable path) betrachtet.
• – Das Auto befindet sich auf der Ausfahrtspur, oder vollzieht gerade einen Spurwechsel auf die Ausfahrtspur. Diese Information kann z. B. von einem kamerabasiertem Spurkennungssystem bereitgestellt werden.
• – vsetz > vausfahrt (maximal erlaubt Autobahnausfahrt-Geschwindigkeit)

The 3 Finally shows an analogous procedure for a recognized relevant motorway exit. In contrast to recognition In a relevant simple curve, a relevant highway exit is detected on the basis of the following conditions:

• - There is no control object AND the control object has been lost a while ago t <t1 OR The vehicle is in one of the modes: Curve mode, Roundabout mode or Motorway exit mode.
• - The preset target speed vset is greater than the current speed vist.
• - The next exit on the MPP (most probable path) is always considered.
• - The car is on the exit lane, or is making a lane change on the exit lane. This information can z. B. be provided by a camera-based lane detection system.
• - vset> vausfahrt (maximum allowed motorway exit speed)

The maximum allowed motorway exit speed vausfahrt is an applicable value for a speed threshold. In addition, it is advantageous if you give the driver here the opportunity to influence this value.

If these conditions are met, ie if a relevant motorway exit has been detected, a third cornering mode (motorway exit mode) is activated and the next step is 30 the current lateral acceleration Aq is observed.

• – Schritt 40: wenn vist <= vausfahrt ist, wird zu Schritt 45 übergegangen und im Rahmen einer 6. Regelstrategie vReg(6) eine Beschleunigung bis auf die ermittelte maximal erlaubte Autobahnausfahrt-Geschwindigkeit vausfahrt zugelassen.
• – Ist die Bedingung in Schritt 40 nicht erfüllt, ist also vist > vausfahrt, wird im Schritt 65 im Rahmen einer 7. Regelstrategie vReg(7) eine Beschleunigung auf die vorgegebene Sollgeschwindigkeit (siehe Beschreibung zu 1) vsetz unterbunden und das Fahrzeug auf die ermittelte Sollgeschwindigkeit für die Autobahnausfahrt vausfahrt abgebremst.

In the next step (from 40 ) reacts differently depending on the current speed vist of the vehicle:

• - Step 40 : if vist <= vausfahrt, becomes step 45 In the context of a sixth control strategy (6), acceleration was permitted up to the maximum permitted motorway exit speed.
• - is the condition in step 40 not met, so is vist> vausfahrt, is in the crotch 65 in the context of a 7th control strategy vReg (7) an acceleration to the specified target speed (see description to 1 ) and the vehicle is decelerated to the determined setpoint speed for the motorway exit vausfahrt.

• – Schritt 70: Es ist ein Regelobjekt vorhanden ODER
• – Schritt 71: Das Fahrzeug hat das Straßensegment mit dem minimalsten Radius rmin der Kurve passiert UND die aktuelle Querbeschleunigung Aq hat um einen applizierbaren Anteil gegenüber der maximalen Querbeschleunigung Aqmax abgenommen ODER
• – Schritt 72: Die maximale Querbeschleunigung Aqmax ist kleiner als eine ermittelte maximal erlaubte Sollquerbeschleunigung innerhalb der Autobahnausfahrt Aqsolla ODER
• – Schritt 73: Ein applizierbarer Timeout dT ist abgelaufen.

Regardless of which of the 2 control strategies is made, then in the steps 70 - 72 checks whether one of the following exit conditions from this curve mode or highway exit mode is fulfilled. The motorway exit mode is terminated, inter alia, if the following conditions exist:

• - Step 70 : There is a rule object OR
• - Step 71 : The vehicle has passed the road segment with the minimum radius rmin of the curve AND the current lateral acceleration Aq has decreased by an applicable fraction compared to the maximum lateral acceleration Aqmax OR
• - Step 72 : The maximum lateral acceleration Aqmax is less than a determined maximum permitted nominal lateral acceleration within the motorway exit Aqsolla OR
• - Step 73 : An applicable timeout dT has expired.

As soon as one of the mentioned conditions is fulfilled, the step becomes 80 switched to the conventional ACC control vReg (ACC).

These methods presented above show an advantageous possibility for controlling a speed control system during cornering and ending a cornering, on the one hand an acceleration within a curve is reduced or prevented, but at the same time allows an early exit from the curve mode by the evaluation of the lateral acceleration.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been 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.

Cited patent literature

• DE 102005055322 A1 [0005]
• DE 10210546 A1 [0006]
• DE 102009022170 A1 [0007]

Claims (7)

Method for controlling a speed control system of a motor vehicle, which basically controls the speed to a predetermined target speed (vReg (ACC)), wherein at least during cornering of the motor vehicle, the speed control system within a curve mode, the speed to a predetermined reduced circular target speed (vReg (1), vReg (4), vReg (6)) regulates and / or or at currently lower speed (vist) than the setpoint speed (vreg) or a determined circular setpoint speed (vkreis, vausfahrt) a reduced acceleration or completely prevents acceleration of the motor vehicle (vReg (2), vReg (3), vReg (5), vReg (7)), characterized in that during the cornering mode the lateral acceleration (Aq) of the vehicle or one corresponding to the lateral acceleration Size is determined, and the curve mode is terminated when the lateral acceleration (Aq) or the Size corresponding to the lateral acceleration has at least reached or exceeded its maximum (Aqmax). A method according to claim 1, characterized in that the curve mode is terminated only when the lateral acceleration (Aq) or the magnitude corresponding to the lateral acceleration has decreased by more than a predetermined value (dAq) compared to the determined maximum lateral acceleration (Aqmax). Method according to one of the preceding claims, characterized in that the curve mode is terminated only when the maximum of the lateral acceleration (Aqmax) or the maximum of the transverse acceleration corresponding to the size of a predetermined time interval is reached or exceeded. Method according to one of the preceding claims, characterized in that the curve mode is terminated upon reaching the maximum of the lateral acceleration (Aqmax) or the quantity corresponding to the lateral acceleration when the determined maximum lateral acceleration (Aqmax) of the vehicle is less than a determined maximum allowed lateral acceleration within of the curve (Aqsollk, Aqsolla). Method according to one of the preceding claims, characterized in that the curve mode is terminated when it is additionally recognized that the vehicle has passed the road segment of the curve with the minimum curve radius (rmin). Method according to one of the preceding claims, characterized in that the curve mode is terminated when, during the curve mode, a preceding vehicle (control object) is detected and set as the target vehicle. Method according to one of the preceding claims, characterized in that when driving on a roundabout the curve mode is terminated only when it is detected that the roundabout has been left ( 71 ).

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