DE102018127077A1 - Automated driving past parked vehicles - Google Patents

Abstract

Method (100) for controlling an at least partially automated ego vehicle (1) with the steps: • it is detected (110) that the lane (21) used by the ego vehicle (1) is from a foreign vehicle parked in front (3 ) is narrowed or blocked, • it is checked (120) whether there is a free area (4) in the lane (21) beyond the third-party vehicle (3) that is sufficiently large to accommodate the ego vehicle (1); At least one candidate trajectory (5) is determined (130), which leads the ego vehicle (1) into the free area (4) using a lane (22) assigned to oncoming traffic (6); • it is checked (140) whether it is possible to use the lane (22) assigned to oncoming traffic (6) according to the candidate trajectory (5) without collisions; in response to a positive result of this test (140), the candidate trajectory ( 5) Recommended and / or initiated by the ego vehicle (150). Associated computer program.

Description

The present invention relates to a method by which an at least partially automated vehicle can be guided past a parked third-party vehicle.

State of the art

In an at least partially automated vehicle, the trajectory to be driven by the vehicle in the near future is continuously planned anew after the destination to be controlled has been determined. With this new planning, obstacles or other road users recognized in the meantime in the vicinity of the vehicle can be taken into account, for example. The vehicle systems are then controlled so that the currently valid trajectory is always followed.

The area around the vehicle, especially in heavy traffic, may not be fully visible. The DE 10 2014 010 272 A1 discloses a method for determining the field of view of an environment sensor system.

For overtaking other vehicles in flowing traffic via a lane assigned to oncoming traffic, it must be ensured that the use of the lane assigned to oncoming traffic is possible without collision according to the trajectory planned for overtaking. At the same time, the lane assigned to oncoming traffic may not be completely detectable because the view is obscured by the vehicle in front that is to be overtaken. The DE 10 2013 217 434 A1 discloses a method that recognizes oncoming vehicles by messages transmitted by means of vehicle-to-vehicle (V2V) communication and / or by means of vehicle-to-infrastructure (V2I) communication.

Disclosure of the invention

In the context of the invention, a method for controlling an at least partially automated ego vehicle was developed. In the following, the term “ego vehicle” is used to refer to the vehicle whose behavior is to be influenced by the method. From the perspective of the ego vehicle, all other vehicles are third-party vehicles.

The method detects that the lane used by the ego vehicle is narrowed or blocked by a foreign vehicle parked in front of it. The term "parked" is a collective term for the terms "holding" and "parking" in accordance with road traffic regulations and thus means that the third-party vehicle can stand by itself due to its own free decision, or based on the free decision of its driver located.

If there is another available lane for the direction of travel currently being followed by the ego vehicle, then the parked third-party vehicle can be switched to this additional lane by simply changing lanes and the journey can be continued. The method presented here is intended specifically for the case in which only the lane currently being traveled, narrowed or blocked is available for the ego vehicle in the direction of travel currently being followed. In this case, the journey can initially only be continued by driving around the stationary third-party vehicle using a lane assigned to oncoming traffic.

The above-mentioned distinction between a parked third-party vehicle on the one hand and a traffic-related third-party vehicle on the other hand is important. On the one hand, parking the third-party vehicle usually takes longer than a traffic-related stop. If it is to be expected in any case that the third-party vehicle will soon continue driving, then driving past via the lane assigned to oncoming traffic will cause more disruption in the flow of traffic than is worth the time saved. Furthermore, after a traffic-related stop, the third-party vehicle in front of the ego vehicle is the first to continue driving. Driving past the third-party vehicle would then be an impermissible push.

In order to make it possible to drive past the third-party vehicle, it is checked whether there is a free area on the lane beyond the third-party vehicle that is sufficiently large to accommodate the ego vehicle. If such a free area does not exist, then the attempt to drive around the foreign vehicle can lead to the ego vehicle having to stop in the lane assigned to the oncoming traffic and to block the oncoming traffic, which is not permitted. This can be the case, for example, if several other vehicles have already bypassed the third-party vehicle and now all have to wait in front of a red traffic light.

If a free area is available, at least one candidate trajectory is determined which leads the ego vehicle into the free area using a lane assigned to oncoming traffic. The term trajectory includes a path that the ego vehicle should follow in space and time, that is, a definition of when the ego vehicle should be where. In addition to the primary goal of overcoming the obstacle caused by the stationary vehicle, other boundary conditions and wishes can influence the concrete choice of the candidate trajectory. For example, it can be specified that the longitudinal deceleration, longitudinal acceleration or lateral acceleration of the ego vehicle should be within certain limits to ensure driving comfort and to avoid rear-end collisions. It can also be specified as a goal, for example, that the driving behavior of the at least partially automated ego vehicle when driving past the third-party vehicle is modeled as closely as possible to the driving behavior of a human driver, so that in a mixed traffic with human drivers the human driver is not surprised, irritated or frightened.

It is checked whether the use of the lane assigned to the oncoming traffic according to the candidate trajectory is possible without a collision. In response to a positive result of this test, the tracing of the candidate trajectory by the ego vehicle is recommended and / or initiated.

The freedom from collisions refers in particular to oncoming traffic. The term “freedom from collision” can in particular also include the fact that this also exists if oncoming traffic does not react to the use of the lane assigned to it by the ego vehicle. This means, for example, that oncoming traffic is not forced to change its trajectory by braking, evasive action or other maneuvers.

It was recognized that it makes a lot of sense if an at least partially automated ego vehicle actually uses an option to drive past a parked third-party vehicle. The fact that the journey can be continued more quickly means that the passengers of the ego vehicle save time and less stress due to uncertain waiting times. On the other hand, the parked third-party vehicle should always be bypassed by the vehicle that is next behind it. The purpose of this is to minimize the length of time or distance for which a vehicle must be in the lane assigned to oncoming traffic and thus to reduce the risk of head-on collisions with oncoming traffic. If a first-person vehicle could drive past the parked third-party vehicle, but does not, the drivers of subsequent vehicles can be prevented from passing the parked third-party vehicle. This contradicts paragraph 1 of the Road Traffic Regulations, according to which one's own behavior may not hinder or bother others more than is inevitable under the circumstances. Human drivers of following vehicles, in particular, could blow their anger out with the horn, for example.

The reason why this functionality according to the prior art is not part of the at least partially automated driving functions is seen, in particular, in the challenge of distinguishing a third-party vehicle stopped due to traffic from a stopped third-party vehicle from the perspective of the ego vehicle. Because the result is always the same: the third-party vehicle is stationary. Therefore, some examples are given below of how it can be recognized whether a stationary third-party vehicle is stationary or has been parked due to traffic.

In an advantageous embodiment, the distance of the ego vehicle to the next intersection and / or traffic light system is used to distinguish whether a third-party vehicle in front is stationary or is parked due to traffic. This is generally not a sufficient criterion, but it is particularly easy to check. In an at least partially automated ego vehicle, both the current position of the ego vehicle and map data in which the positions of intersections are recorded are regularly available.

In a further advantageous refinement, the existence of the free area beyond a foreign vehicle standing in front is evaluated as an indication that the foreign vehicle is parked. In the event of a traffic-related stop, it is necessary for the third-party vehicle to move up in front in order to make better use of the space in its own lane. As a rule, there is no gap that is large enough for the ego vehicle to cut in. In this embodiment, the check for a free area, ie the detection that the vehicle standing in front is a parked vehicle, is not downstream, but part of this detection.

In a further advantageous refinement, a recognition that the driver's seat of a foreign vehicle standing in front is unoccupied is evaluated as an indication that the foreign vehicle is parked. If the driver's seat of the third-party vehicle is unoccupied and it is not an automated vehicle, the third-party vehicle can only be put into operation again after a driver has returned to the driver's position.

In a further advantageous embodiment, a recognition that the hazard warning light system of a foreign vehicle standing in front is activated is evaluated as an indication that the foreign vehicle is parked. This can be optional the additional condition that the ego vehicle is not on a country road or highway. Hazard warning lights on these roads can also indicate a traffic jam. On all other roads, hazard warning lights are a clear signal that the third-party vehicle has been parked.

In a further advantageous embodiment, a recognition that a door or flap of a foreign vehicle standing in front is open and / or that the foreign vehicle is not ready to drive for other reasons is evaluated as an indication that the foreign vehicle is parked. On urban main roads, situations in which a lane is narrowed or blocked by a third-party vehicle are often caused by delivery traffic, in which, when standing, cargo is removed through a door or flap. As a rule, the vehicle cannot be moved when a door or flap is open. An open door or flap thus indicates that the third-party vehicle will remain stationary for some time.

In a further advantageous refinement, a recognition that no traffic node has given rise to a stop for the foreign vehicle standing in front is evaluated as an indication that the foreign vehicle has been parked. The concept of the traffic junction is not limited to intersections and similar branches, but also includes, for example, parking spaces, parking spaces, courtyard entrances or other turning options from the lane currently used by the ego vehicle. If the third-party vehicle is in front of a parking space, for example, it can be intended that it park backwards into this parking space. In this case, it may be advantageous from the point of view of the ego vehicle, for example, to leave the space for the third-party vehicle to park in order to then have free travel in the lane currently used.

In a further advantageous refinement, a recognition that no blinker and / or no other lighting of the preceding third-party vehicle is activated is evaluated as an indication that the third-party vehicle is parked. An activated turn signal can indicate, for example, that parking or a change of direction of the third-party vehicle is intended and the third-party vehicle has to wait for this due to traffic.

Other activated lighting may indicate that the third-party vehicle is only intended to stop for a short time because the lighting can discharge the battery if it is stopped for a longer period.

The check as to whether the use of the lane assigned to oncoming traffic is possible without a collision can, for example, include an observation of this lane of any kind which detects any vehicles that are traveling there and their kinematics, i.e. their speed, acceleration and / or change in direction. The same sensors can be used for this as they have already been used in the context of previous at least partially automated driving. However, additional sensors can also be used, for example, which are used specifically to monitor the lane assigned to oncoming traffic. These sensors can for example be mounted near a side edge of the roof of the ego vehicle. This increases the likelihood that the lane assigned to oncoming traffic can still be observed sufficiently well in spite of the third-party vehicle in front of the ego vehicle, so that when the intended trajectory is de facto free of collisions, this freedom of collision is actually determined. Since a false-positive determination of the absence of collisions can lead to a head-on collision, the worst case must always be assumed when there is even the slightest doubt: namely that there is an approaching third-party vehicle in each area of the lane that is assigned to oncoming traffic.

In an advantageous embodiment, a shadow cast and / or a reflection of at least one third-party vehicle that cannot be directly detected by the ego vehicle is used to check whether the use of the lane assigned to oncoming traffic is possible without a collision. In this way, gaps between detectable areas on the lane assigned to oncoming traffic can be at least partially closed.

In a further advantageous embodiment, for checking whether the use of the lane assigned to oncoming traffic is possible without a collision, the entry of a foreign vehicle into an area that cannot be directly detected by the ego vehicle on the lane assigned to oncoming traffic and the exit of the foreign vehicle from this area used. In this way too, gaps in coverage can be closed. If, for example, a third-party vehicle visibly enters the area that cannot be directly detected, it can be deemed to be occupied by the foreign vehicle until the exit from the area that cannot be directly detected, i.e. the return to a detectable area has been observed.

As an alternative or in combination with the measures described, a further advantageous embodiment is used to check whether there is a vehicle in the lane beyond the third-party vehicle free area exists, and / or for checking whether the intended use of the lane assigned to oncoming traffic according to the candidate trajectory is possible without a collision, at least one via a vehicle-to-vehicle radio link, V2V, and / or via a vehicle to infrastructure radio connection, V2I, received message used. The more versatile the sensor system used in each case, the greater the likelihood that, in a given situation, an available free area, on the one hand, and de facto freedom from collision, on the other hand, will actually be recognized, so that it is actually possible to actually drive past the stationary vehicle. Whenever no detection is possible, the previous standard behavior remains, namely that waiting behind the stationary third-party vehicle until it continues.

According to what has been described above, the method can also be implemented entirely without additional hardware and can therefore be embodied, for example, in software that can be marketed as an update or upgrade for an existing control unit for at least partially automated driving and thus represents an independent product. The invention therefore also relates to a computer program with machine-readable instructions which, when executed on a computer and / or on a control device, cause the computer and / or the control device to carry out the described method. The invention also relates to a machine-readable data carrier or a download product with the computer program.

To drive the candidate trajectory, a steering system, a drive system and / or a braking system of the ego vehicle can advantageously be controlled. These are the systems that are also controlled in the context of at least partially automated driving, so that existing paths can still be used for the control.

Further measures improving the invention are described in more detail below together with the description of the preferred exemplary embodiments of the invention with reference to figures.

Embodiments

• 1 Beispielhafte Verkehrssituationen, in denen das Umfahren des Fremdfahrzeugs 3 nicht möglich (1a) bzw. möglich (1b) ist;
• 2 Beispielhafte Faktoren 51-56, die in die Ermittlung der Kandidaten-Trajektorie 5 eingehen können;
• 3 Ausführungsbeispiel des Verfahrens 100.

It shows:

• 1 Exemplary traffic situations in which bypassing the third-party vehicle 3rd not possible ( 1a) or possible ( 1b) is;
• 2nd Exemplary factors 51-56 involved in determining the candidate trajectory 5 can die;
• 3rd Embodiment of the method 100 .

1a shows a first exemplary traffic situation. A street 2nd has a lane 21 on which the ego vehicle 1 drives, and one oncoming traffic 6 assigned lane 22 .

The ego vehicle 1 drives in its lane 21 on the stationary third-party vehicle 3rd to. The foreign vehicle 3rd has hazard warning lights 32 switched on and thereby announces that it has been switched off, ie is unlikely to continue its journey in a timely manner. Therefore, there is a need for the ego vehicle 1 , about the oncoming traffic 6 assigned lane 22 on the third-party vehicle 3rd drive past. The ego vehicle 1 recognizes with in 1a For the sake of clarity, means not shown that are in its lane 21 beyond the foreign vehicle 3rd a free area 4th that is big enough, the ego vehicle 1 to record. Therefore, the ego vehicle determines 1 a candidate trajectory 5 that about the oncoming traffic 6 assigned lane 22 in the free area 4th leads.

However, this candidate trajectory would 5 in conflict with the trajectory 6a approaching oncoming traffic 6 devices. Hence the candidate trajectory 5 in the in 1a shown situation has not yet departed, but the ego vehicle 1 waits for oncoming traffic 6 passed by.

1b shows another traffic situation on a similar road 2nd . In contrast to 1a is the lane 21 on which the ego vehicle 1 drives through the third-party vehicle standing on the roadside 3rd not completely blocked here, but only narrowed significantly. However, this narrowing is enough for the ego vehicle 1 not within its lane 21 on the third-party vehicle 3rd comes over.

From the fact that a door 32 of the stationary third-party vehicle 3rd is open, it can be concluded that the third-party vehicle 3rd is turned off and is not stopped due to traffic. In the event of a traffic-related stop, the third-party vehicle would have to 3rd Always be ready for the next trip, with the door open 32 not possible. In addition, the third-party vehicle 3rd do not drive to the side of the road in the event of a traffic-related stop.

Analogous to 1a there is in the lane 21 of the ego vehicle 1 beyond the foreign vehicle 3rd another free area 4th that is big enough to drive the ego vehicle 1 to record. Accordingly, a candidate trajectory 5 determined that oncoming traffic 6 assigned lane 22 in the free area 4th leads. In contrast to 1a leads this candidate trajectory 5 less far in oncoming traffic 6 assigned lane 22 in there because the lane 21 of the ego vehicle 1 is not completely blocked and can still be used in part.

In contrast to 1a is in the in 1b shown situation of oncoming traffic 6 practically on par with the ego vehicle 1 so that in the free area 4th leading candidate trajectory 5 not with the trajectory 6a of oncoming traffic 6 comes into conflict. Therefore, the ego vehicle guides 1 driving past the candidate trajectory 5 a.

2nd shows examples of factors involved in determining the specific candidate trajectory 5 and in testing whether this candidate trajectory 5 is collision-free, can enter. In the in 2nd shown example is first a safety distance 52 to the stationary third-party vehicle 3rd scheduled, which must be observed. The decision point as to whether the candidate trajectory 5 is followed by this safety distance 52 upstream by a further 3-second interval 51. This ensures that the eventual change to oncoming traffic 6 assigned lane 22 is safe and not too abruptly feasible and that a comfortable and safe stopping is still possible if the candidate trajectory 5 cannot be driven without collision.

The ego vehicle 1 after the lane change becomes oncoming traffic 6 assigned lane 22 continue to use at least for a distance that is based on length 53 of the third-party vehicle 3rd and from the length 54 of the ego vehicle 1 put together. The ego vehicle 1 will then still need a 2-second route 55 to get completely back on its lane 21 to return. The candidate trajectory 5 can be driven off collision-free if this reeving before the safety distance to be observed 56 to oncoming traffic 6 is completed.

• • unter Nutzung der Entfernung zur nächsten Kreuzung oder Ampelanlage (Block 111),
• • durch Folgern aus der positiven Feststellung 120a, dass vor dem Fremdfahrzeug 3 ein freier Bereich 4 existiert (Block 112);
• • durch Erkennung, dass der Fahrerplatz des Fremdfahrzeugs 3 unbesetzt ist (Block 113);
• • durch Erkennung, dass die Warnblinkanlage des Fremdfahrzeugs 3 aktiviert ist (Block 114);
• • durch Erkennung, dass eine Tür oder Klappe 32 des Fremdfahrzeugs 3 geöffnet ist (Block 115);
• • durch Erkennung, dass kein Verkehrsknotenpunkt einen Anlass für den Halt des Fremdfahrzeugs 3 gegeben hat (Block 116); und/oder
• • durch Erkennung, dass kein Blinker, und/oder keine sonstige Beleuchtung, des Fremdfahrzeugs aktiviert ist (Block 117).

3rd shows an embodiment of the method 100 . According to step 110 it is detected that a foreign vehicle 3rd the lane 21 of the ego vehicle narrowed or blocked. As described above, this can be done in various exemplary ways, alternatively or in combination, such as

• • using the distance to the next intersection or traffic lights (block 111 ),
• • by inferring from the positive finding 120a that in front of the third-party vehicle 3rd a free area 4th exists (block 112 );
• • by recognizing that the driver's seat of the third-party vehicle 3rd is vacant (block 113 );
• • by detecting that the hazard warning system of the third-party vehicle 3rd is activated (block 114 );
• • by detecting that a door or flap 32 of the third-party vehicle 3rd is open (block 115 );
• • by recognizing that no traffic junction is a reason for the stop of the third-party vehicle 3rd (block 116 ); and or
• • by recognizing that no turn signal and / or no other lighting of the third-party vehicle is activated (block 117 ).

If not already the positive statement 120a there is a free area 4th in front of the third-party vehicle 3rd exists in step 120 checked whether there is such a free area 4th gives. There is no free area 4th (Truth value 0 ), is driving past the third-party vehicle 3rd not possible and the procedure 100 terminated. There is a free area 4th (Truth value 1 ), in step 130 a candidate trajectory 5 determined.

During the exam 120 , as with the positive finding 120a , messages received via V2V or V2I communication can optionally be used (block 121 ).

• • Schattenwürfe oder Spiegelungen herangezogen werden (Block 141);
• • das Ein- und Ausfahren von Fremdfahrzeugen in nicht direkt erfassbare Bereiche auf der Fahrspur 22 für den Gegenverkehr 6 überwacht werden (Block 142); und/oder
• • V2V- oder V2I-Nachrichten genutzt werden (Block 143).

The candidate trajectory 5 will in step 140 then checks whether it can be driven off without collision. Here, for example, alternatively or in combination

• • Shadow casts or reflections are used (block 141 );
• • entering and exiting third-party vehicles in areas that are not directly detectable in the lane 22 for oncoming traffic 6 be monitored (block 142 ); and or
• • V2V or V2I messages are used (block 143 ).

Is the candidate trajectory 5 cannot be driven without collision (truth value 0 ), it is not followed and the procedure 100 terminated. Is the candidate trajectory 5 on the other hand, can be driven off without collision (truth value 1 ), this will shutdown in step 150 recommended and / or initiated. In particular, according to block 151 a steering system 11 , a drive system 12th , and / or a braking system 13 , the ego vehicle 1 can be controlled.

Reference list

1

Ego vehicle

11

Steering system of the ego vehicle 1

12th

Drive system of the ego vehicle 1

13

Braking system of the ego vehicle 1

2nd

road

21

Lane of ego vehicle on road 2nd

22

Oncoming traffic lane 6 on street 2nd

3rd

parked third-party vehicle

31

Hazard warning system of the parked third-party vehicle 3rd

32

Door or flap of the parked third-party vehicle 3rd

4th

free area in lane 21 beyond the foreign vehicle 3rd

5

Candidate trajectory for passing a third-party vehicle 3rd

51

3 seconds interval to safety distance 52

52

Safety distance from the stationary third-party vehicle 3rd

53

Length of the third-party vehicle 3rd

54

Length of the ego vehicle 1

55

2-second distance for reeving

56

Safe distance from oncoming traffic 6

6

Oncoming traffic

6a

Oncoming traffic trajectory 6

100

method

110

Detection of the parked third-party vehicle 3rd

111

Use the distance to the intersection or traffic lights

112

Conclusion from a positive statement 120a of a free area 4th

113

Detection of an unoccupied driver's seat in the third-party vehicle 3rd

114

Detection of an activated hazard warning system 31

115

Detection of an open door or flap 32

116

Detection that no traffic node has caused a stop

117

Detection that no turn signal or other lighting is active

120

Check for free area 4th exists

120a

positive finding that free area 4th exists

121

Use of V2V and V2I messages

130

Determination of the candidate trajectory 5

140

Examination of the candidate trajectory 5 for freedom from collisions

141

Evaluation of shadow casts and reflections

142

Monitoring areas that are not directly visible

143

Use of V2V and V2I messages

150

Initiate or recommend tracing the trajectory 5

151

Control of the systems 11 , 12th , 13 of the ego vehicle 1

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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

• DE 102014010272 A1 [0003]
• DE 102013217434 A1 [0004]

Claims (13)

Method (100) for controlling an at least partially automated ego vehicle (1) with the steps: • it is detected (110) that the lane (21) used by the ego vehicle (1) is narrowed or blocked by a foreign vehicle (3) parked in front; • it is checked (120) whether there is a free area (4) in the lane (21) beyond the third-party vehicle (3) that is sufficiently large to accommodate the ego vehicle (1); • at least one candidate trajectory (5) is determined (130), which guides the ego vehicle (1) into the free area (4) using a lane (22) assigned to oncoming traffic (6); • it is checked (140) whether the use of the lane (22) assigned to oncoming traffic (6) according to the candidate trajectory (5) is possible without a collision; • In response to a positive result of this test (140), the tracing of the candidate trajectory (5) by the ego vehicle is recommended and / or initiated (150). Method (100) according to Claim 1 The distance from the ego vehicle (1) to the next intersection and / or traffic light system is used (111) to differentiate whether a third-party vehicle (3) in front is stationary or parked due to traffic. Method (100) according to one of the Claims 1 to 2nd , the existence (120a) of the free area (4) beyond a preceding stationary third-party vehicle (3) being evaluated (112) as an indication that the third-party vehicle (3) is parked. Method (100) according to one of the Claims 1 to 3rd A recognition that the driver 's seat of a foreign vehicle (3) standing in front is unoccupied is evaluated (113) as an indication that the foreign vehicle (3) is parked. Method (100) according to one of the Claims 1 to 4th A recognition that the hazard warning lights (31) of a preceding stationary third-party vehicle (3) is activated is evaluated (114) as an indication that the third-party vehicle (3) is parked. Method (100) according to one of the Claims 1 to 5 , wherein a recognition that a door or flap (32) of a preceding stationary third-party vehicle (3) is open and / or that the third-party vehicle (3) is not ready to drive for other reasons is evaluated as an indication (115) that the Foreign vehicle (3) is parked. Method (100) according to one of the Claims 1 to 6 A recognition that no traffic junction has given rise to a stop for the foreign vehicle (3) standing in front is evaluated (116) as an indication that the foreign vehicle (3) is parked. Method (100) according to one of the Claims 1 to 7 A recognition that no blinker and / or no other lighting of the preceding third-party vehicle (3) is activated is evaluated (117) as an indication that the third-party vehicle (3) is parked. Method (100) according to one of the Claims 1 to 8th , for the check (140) whether the use of the lane (22) assigned to the oncoming traffic is possible without a collision, a shadow cast and / or a reflection of at least one third-party vehicle (3) that cannot be directly detected by the ego vehicle (1) is used (141). Method (100) according to one of the Claims 1 to 9 , for the check (140) whether the use of the lane (22) assigned to the oncoming traffic (6) is possible without a collision, the entry of a foreign vehicle into an area that cannot be directly detected by the ego vehicle (1) on the oncoming traffic (6 ) assigned lane (22) and the exit of the third-party vehicle (3) from this area (142). Method (100) according to one of the Claims 1 to 10th , for the check (120) whether there is a free area (4) in the lane (21) beyond the third-party vehicle (3), and / or for the check (140) whether the according to the candidate trajectory (5) intended use of the lane (22) assigned to oncoming traffic (6) is possible without collision, at least one message received via a vehicle-to-vehicle radio link, V2V, and / or via a vehicle-to-infrastructure radio link, V2I, is used (121, 143). Method (100) according to one of the Claims 1 to 11 A steering system (11), a drive system (12), and / or a brake system (13) of the ego vehicle (1) is controlled (151) to drive (150) the candidate trajectory (5). Computer program containing machine-readable instructions which, when executed on a computer and / or on a control device, cause the computer and / or the control device to carry out a method (100) according to one of the Claims 1 to 12th to execute.

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