Method and device for operating a first vehicle in at least partially automated operation

Abstract

The invention relates to a method for operating a first vehicle (200a) that is operated at least partially automatically. In this method, environmental information and operating information of the first vehicle (200a) that is operated at least partially automatically are firstly sensed. At least one second vehicle (210a, 210b, 210c) that is traveling ahead in the driving direction (225) of the first vehicle (200a) is then identified based on the sensed environmental information. In the event of a predicted accident involving the second vehicle (210a, 210b, 210c), at least one collision-free avoidance trajectory (230) of the first vehicle (200a) is determined based on the sensed environmental information and the sensed operating information of the first vehicle (200a). The distance (215a) of the first vehicle (200a) relative to the second vehicle (210a, 210b) is then adapted in such a way that at least one collision-free avoidance trajectory (230) is available. The invention also relates to a computing unit (20) for implementing the method and a first vehicle (200a) having the computing unit (20).

Description

Technical Field

[0001] The invention relates to a method for operating a first vehicle in at least partially automated operation. In addition, the invention relates to a computing unit which is designed to carry out the method according to the invention and to a vehicle having a computing unit according to the invention. Prior art

[0002] In the automotive sector, distance-controlled cruise control is known in driver assistance systems. In this regard, for example, DE 10 2010 006 442 A1 describes a method for automatically adapting acceleration in a motor vehicle.

[0003] In a distance-controlled cruise control, the position and speed of the vehicle ahead are determined using sensors, and the speed and distance of the following vehicle equipped with the driver assistance system are adaptively adjusted accordingly by intervening in the longitudinal drive of the vehicle, in particular by motor and brake intervention. If the vehicle ahead applies emergency braking, the following vehicle still stops without collision. In this regard, for example, a method for automatically adapting acceleration in a motor vehicle is described in document DE 10 2010 006 442 A1. Summary of the invention

[0004] Based on the prior art, the object of the present invention is to develop a method and a device which enable a vehicle travelling behind to be stopped without collision even in the event of an accident with the vehicle travelling ahead. In the event of an accident, the vehicle travelling ahead stops significantly faster than if the vehicle travelling ahead were fully braked.

[0005] To achieve this object, a method is proposed according to claim 1. Furthermore, a computing unit is proposed according to claim 10 and a first vehicle which is operated at least partially automatically according to claim 12 is proposed.

[0006] In a method for operating a first vehicle that is operated at least partially automatically, first, environmental information of the first vehicle that is operated at least partially automatically is sensed. The environmental information can be, for example, distance information relative to an object in the environment and / or image information from the environment of the first vehicle. The environmental information can also be information of a digital map, which contains, for example, an accident risk map, traffic density and / or average speed and speed deviation of traffic participants. In addition, operating information of the first vehicle is also sensed. The operating information can be, for example, the current speed and / or the current steering angle of the first vehicle. Next, at least one second vehicle that is located in the environment of the first vehicle and is traveling in front of the first vehicle is identified based on the sensed environmental information. Next, in the case of predicting that the second vehicle has an accident, at least one collision-free avoidance trajectory of the first vehicle is identified based on the sensed environmental information and the sensed operating information of the first vehicle. Therefore, if the second vehicle is involved in an accident and stops significantly faster than in the case of full braking, it is checked which collision-free avoidance trajectories are available for the first vehicle. "Accident" in this case means all situations that will cause the second vehicle to stop faster than the second vehicle in the case of full braking. Thus, for example, it may involve a collision between at least one second vehicle traveling ahead and an object in the environment of the second vehicle traveling ahead, such as another traffic participant. An example of this is that the second vehicle has a rear-end collision with another second vehicle traveling ahead. The second vehicle traveling ahead may be a vehicle that is directly in front of the first vehicle in the sequence. However, it may also be a vehicle that is further ahead in the sequence, for example. In this case, a collision-free avoidance trajectory refers to any trajectory of the first vehicle that enables the first vehicle to avoid the second vehicle without collision in the event of an accident with the second vehicle. Here, the environment of the first vehicle is taken into account, because, for example, avoiding into oncoming traffic may also lead to a collision. In a subsequent step, the distance of the first vehicle relative to the second vehicle is adapted in such a way that at least one collision-free avoidance trajectory is available for the first vehicle. By always having at least one avoidance trajectory available for the first vehicle, the safety of the first vehicle is significantly improved.

[0007] Preferably, at least one avoidance trajectory is determined based on the determined accident risk of the second vehicle. For example, if it is determined that the second vehicle is now moving in a serpentine curve and / or does not comply with the speed limit, an increased accident risk can be determined from this. For example, an event, such as a fire along a route, may distract the driver of the second vehicle and thus lead to an increased accident risk. For example, cargo falling from a truck may lead to an increased accident risk. Preferably, the first vehicle can learn about the accident risk, for example from other traffic participants (car-to-car) via a radio interface. It is also possible to inform the first vehicle of information in the form of map data about a static accident risk that may depend on the course of the road and / or the conditions of the lane and / or about a dynamic accident risk including the current traffic situation, such as the distance between traffic participants. In particular, the accident risk of the second vehicle traveling in front and other traffic participants is determined. For example, if it is determined that the second vehicle is too close to another vehicle traveling in front, it can be considered that the risk of a rear-end collision is increased. This situation can be ascertained by the first vehicle, for example, using at least one radar sensor which is arranged on the first vehicle in such a way that an unobstructed view is possible underneath the second vehicle travelling ahead.

[0008] For example, such a too close approach of the second vehicle can also be determined via a vehicle-to-vehicle communication connection and / or a vehicle-to-infrastructure communication connection. In particular, if the speeds of other traffic participants are not adapted, an increased traffic density may also increase the risk of a rear-end collision between the second vehicle and other vehicles traveling in front. Determining the avoidance trajectory based on the accident risk of the second vehicle has the following advantage: the distance can be adapted only if the accident risk increases. This achieves a higher acceptance of such driving behavior by the driver of the at least partially automated first vehicle. Preferably, at least one avoidance trajectory is determined based on a comparison of the determined accident risk with a threshold value. Thus, for example, it can be provided that at least one collision-free avoidance trajectory is determined only if the accident risk exceeds the threshold value.

[0009] Preferably, a situation occurs in which a first vehicle is located on a first lane of a roadway having at least two lanes. Preferably, at least one avoidance trajectory is determined based on the relative position of the first vehicle relative to at least one other vehicle located on at least one second lane adjacent to the first lane of the roadway having at least two lanes. By taking into account the traffic on the adjacent lanes when determining the avoidance trajectory, it can be ensured that other traffic participants are not endangered by a collision-free avoidance trajectory. The other vehicle on the adjacent second lane can be a moving vehicle or a stationary vehicle. In the case of a roadway having two lanes, the first lane or the adjacent second lane can be an emergency lane. Preferably, in association with the moving vehicle as another vehicle, the distance of the first vehicle relative to the second vehicle is adapted so that the first vehicle can achieve a lane change on the second lane adjacent to the first lane of the first vehicle as an available avoidance trajectory. The first vehicle positions itself accordingly in the traffic so that a lane change in a gap on the adjacent lane can always be achieved. Therefore, the first vehicle can perform a kind of lucky springing in the case of an actual accident of the second vehicle.

[0010] Preferably, the distance of the first vehicle relative to the second vehicle is adapted in such a way that at least two free, collision-free avoidance trajectories are available. Thus, in the event that an ascertained avoidance trajectory is unexpectedly unavailable, the safety of the method is increased, since at least one further avoidance trajectory is always available.

[0011] If an accident with the second vehicle actually occurs, such as a rear-end collision, the first vehicle is preferably automatically controlled to at least one available avoidance trajectory. Automatic control to an available avoidance trajectory has the advantage of increased safety, so that a reaction is usually made faster than in the case of manual control. Additionally or alternatively, at least one available avoidance trajectory is displayed to the driver of the first vehicle in the case of an actual accident with the second vehicle. This increases the driver's acceptance of this method because he will not be too surprised by the automatic driving maneuver or because he would otherwise have to perform the driving maneuver manually. If there are at least two avoidance trajectories available, the vehicle is preferably controlled to at least one of the at least two avoidance trajectories according to the driving comfort respectively determined for the at least two available avoidance trajectories. Alternatively or additionally, at least one of the at least two avoidance trajectories is preferably displayed to the driver of the vehicle according to the driving comfort respectively determined for the at least two available avoidance trajectories. Thereby, the driver's acceptance of the method is also increased. For example, if there is a choice between driving into a field and driving into an emergency lane, the emergency lane corresponds to significantly higher driving comfort than the field and is also more preferred by the driver.

[0012] Preferably, at least one available avoidance trajectory corresponds to a braking of the first vehicle that results in a change of direction. The vehicle thus avoids the second vehicle and is subsequently brought into a safe state. This increases the safety of the method. In addition, such braking is significantly shortened in terms of the travel distance compared to possible continued travel on the avoidance trajectory. The determination of available avoidance trajectories is thus simplified, since the avoidance trajectory distance that needs to be calculated is smaller.

[0013] Another subject of the present invention is a computing unit, which is configured to implement the above-mentioned method for operating a first vehicle that is operated at least partially automatically. For this purpose, the computing unit is configured to receive sensed environmental information and sensed operating information of the first vehicle that is operated at least partially automatically. In addition, the computing unit is used to identify at least one second vehicle that is traveling in front of the first vehicle in the driving direction based on the sensed environmental information. The computing unit determines at least one collision-free avoidance trajectory of the first vehicle based on the sensed environmental information and the sensed operating information when an accident with the second vehicle is predicted. In addition, the computing unit is configured to generate at least one control signal for a longitudinal drive device of the first vehicle in such a way that the distance of the first vehicle relative to the second vehicle is adapted in such a way that at least one collision-free avoidance trajectory is available. Preferably, the computing unit is used to determine the risk of an accident of the second vehicle, for example with other traffic participants, and to determine at least one avoidance trajectory based on the determined risk of an accident.

[0014] Additionally, the present invention relates to a first vehicle that is operated at least partially automatically, which has: a computing unit according to the present invention; at least one environmental sensor for sensing environmental information of the first vehicle and at least one further sensor for sensing operating information of the first vehicle. For example, the at least one environmental sensor can be a radar sensor and / or a lidar sensor and / or an ultrasonic sensor and / or a camera unit. The further sensor for sensing operating information can be, for example, a steering angle sensor and / or a speed sensor. Additionally, the first vehicle has a longitudinal drive device, which, for example, includes a motor unit and / or a brake unit of the first vehicle. In this regard, the longitudinal drive device is designed to adapt the distance of the first vehicle relative to a second vehicle traveling ahead, which is identified by the computing unit, based on at least one control signal generated by the computing unit, so that at least one collision-free avoidance trajectory is available for the first vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 Schematically shows an embodiment of a calculation unit according to the present invention;

[0016] Figure 2An embodiment of the method according to the invention for operating a first vehicle in at least partially automated operation is shown;

[0017] Figure 3a A situation in which a lane change is provided as an avoidance trajectory to a first vehicle operated partially automatically at a first point in time is shown by way of example;

[0018] Figure 3b By way of example, a situation is shown in which a lane change is provided as an avoidance trajectory to a first vehicle operated partially automatically at a second point in time;

[0019] Figure 4 exemplarily showing a situation in which an accident actually occurs to a second vehicle traveling ahead;

[0020] Figures 5a to 5c Different possibilities for determining a collision-free avoidance trajectory are shown. DETAILED DESCRIPTION

[0021] Figure 1 A computer unit 20 is schematically shown, which is designed to receive environmental information of a first vehicle (not shown here) that is operated at least partially automatically from at least one environmental sensor 10. Alternatively and / or additionally, environmental information, such as the position of other vehicles in the environment of the vehicle relative to the first vehicle, can be received by the computer unit 20 via a vehicle-to-vehicle communication connection 30. For example, an accident risk map can also be received from an external server. In addition, the computer unit 20 is used to receive sensed operating information from at least one other sensor 40 of the first vehicle. The computer unit 20 recognizes at least one second vehicle traveling ahead in the driving direction of the first vehicle based on the sensed environmental information. In addition, the computer unit 20 is used to determine at least one collision-free avoidance trajectory of the first vehicle based on the sensed environmental information and the sensed operating information of the first vehicle in the case of a predicted accident of the second vehicle. In addition, the computer unit 20 is designed to generate at least one control signal for a longitudinal drive 50 of the first vehicle in such a way that the distance of the first vehicle relative to the second vehicle is adapted in such a way that at least one collision-free avoidance trajectory is available.

[0022] Optionally, computing unit 20 is further designed to ascertain an accident risk of the second vehicle, in particular an accident risk of the second vehicle with other road users, and to ascertain at least one avoidance trajectory as a function of the ascertained accident risk.

[0023] Figure 2An embodiment of a method for operating a first vehicle that is operated at least partially automatically is shown in the form of a flow chart. Here, first, in method step 100, environmental information of the first vehicle that is operated at least partially automatically is sensed. In the following method step 110, operating information of the first vehicle is sensed. Then, in method step 120, it is checked whether at least one second vehicle traveling ahead in the driving direction of the first vehicle can be identified based on the sensed environmental information. If it is determined here that no second vehicle can be identified, the method ends or alternatively starts from the beginning. However, if at least one second vehicle is identified in method step 120, in the following method step 150, at least one collision-free avoidance trajectory of the first vehicle is determined in the case of a predicted accident of the second vehicle. Here, the sensed environmental information and the sensed operating information of the first vehicle are taken into account. For example, the current speed can be taken into account as the operating information of the first vehicle. The faster the vehicle is currently traveling, the longer the braking distance as the avoidance trajectory of the first vehicle. For example, the position of other vehicles relative to the first vehicle can also be taken into account as the recognized environmental information. If the first vehicle is now located, for example, on a roadway with at least two lanes and a gap is determined between vehicles in adjacent lanes, the collision-free avoidance trajectory can include a lane change of the first vehicle. For example, braking can also be provided as a collision-free avoidance trajectory, in which a turn is made and the first vehicle then changes direction. In the following method step 160, the distance between the first vehicle and the second vehicle is adapted so that at least one collision-free avoidance trajectory is available. The method then ends. In connection with the lane change described above, it can be provided, for example, that the distance between the first vehicle and the second vehicle is adapted so that the first vehicle can realize a lane change to a second lane adjacent to the first lane of the first vehicle as an available avoidance trajectory.

[0024] In optional method step 130, the current accident risk of at least one second vehicle is determined. For example, the driving behavior of the second vehicle can be taken into account here. For example, if the second vehicle is currently driving too fast, the accident risk of the second vehicle increases. In particular, the accident risk of the second vehicle and other traffic participants is determined. Here, for example, it can be considered: how close the second vehicle is to other second vehicles that are located in front of the second vehicle in the driving direction. Too close an approach may increase the risk of a rear-end collision. In the next method step 150, the determined accident risk is taken into account when determining at least one collision-free avoidance trajectory.

[0025] In a further optional method step 140 , the determined accident risk is compared with a threshold value. If the determined accident risk is less than the threshold value, the method ends or starts over. However, if the determined accident risk is greater than the threshold value, method step 150 is continued.

[0026] In an optional method step 170 following method step 160 , the distance of the first vehicle relative to the second vehicle is adapted in such a way that at least two avoidance trajectories are available.

[0027] In a further optional method step 180, it is checked based on the sensed surrounding information of the first vehicle whether at least one second vehicle is actually involved in an accident and / or whether it has been subjected to enhanced braking. In this case, "enhanced braking" does not mean the usual full braking, but rather additional braking by additional auxiliary means, such as a brake parachute. If it is determined that there is no accident, the method continues with method step 160. However, if it is determined that there is an accident, in method step 185 the first vehicle is automatically controlled onto at least one available avoidance trajectory and / or at least one available avoidance trajectory is displayed to the driver of the first vehicle.

[0028] In another optional method step 190, it is checked whether there are at least two collision-free avoidance trajectories available. If it is determined that there are no other available avoidance trajectories, the method ends. However, if it is determined that there are at least two avoidance trajectories, the avoidance trajectory with the highest driving comfort is selected in the next method step 200. For example, the criteria that can be considered for this are: the ground characteristics of the trajectory and / or whether it is possible to continue driving on the avoidance trajectory. Additionally or alternatively, the lateral acceleration of the driver of the first vehicle generated on the avoidance trajectory is also considered. In this regard, when the acceleration value remains unchanged, the direction change is felt to be more uncomfortable than the straight avoidance trajectory. Alternatively or additionally, the maximum acceleration generated on the avoidance trajectory is considered. Here, the avoidance trajectory with the smallest maximum acceleration is preferably selected. In the method step 220 following the method step 200, the first vehicle is controlled to at least one avoidance trajectory selected from the at least two avoidance trajectories and / or the at least one avoidance trajectory is displayed to the driver of the first vehicle.

[0029] Figure 3aA two-lane roadway 250 having a first lane 240a and a second lane 240b is schematically shown in a top view. On the first lane 240a, a first vehicle 200a, which is operated at least partially automatically, is traveling in a driving direction 225. In addition to a computing unit 20, the first vehicle 200a also has an environment sensor 10 and a further sensor 40. The environment sensor 10 is used to sense the environment information of the first vehicle 200a, and the further sensor 40 senses the operating information of the first vehicle 200a. The computing unit 20 receives the environment information and the operating information of the first vehicle and identifies a plurality of second vehicles 210a, 210b and 210c traveling in front of the first vehicle 200a based on the environment information. Next, the computing unit 20 determines a collision-free avoidance trajectory when an accident is predicted for the second vehicles 210a, 210c and 210d. At present, a lane change 230 into a gap 260a on the adjacent lane 240b is determined as a possible avoidance trajectory 230. The computing unit 20 now generates at least one control signal for a longitudinal drive (not shown here) of the first vehicle 200a in such a way that the distance 215a of the first vehicle 200a relative to the second vehicle 210a traveling in front is adapted in such a way that at least one collision-free avoidance trajectory 230 is always available. In the illustrated situation, the first vehicle 200a moves parallel to the adjacent vehicles 211 and 220 in order to always have the possibility of avoiding an actual accident with the second vehicle 210a by changing lanes.

[0030] Figure 3b The previous situation is shown at a second, later time. Since a gap 260b is generated in front of vehicles 210c and 211 in the adjacent lane 240b in the direction of travel 225, the first vehicle 200a has shortened the distance 215b relative to the second vehicle 210a traveling in front. The distance 215b between the first vehicle 200a and the second vehicle 210a is Figure 3b The safety distance 215b is a limited safety distance that must not be fallen below. The safety distance 215b is used to ensure that a sufficient braking distance is available for the first vehicle 200a when the second vehicle 210 is fully braked.

[0031] Figure 4A situation is shown in which a second vehicle 210a traveling ahead actually rear-ends another second vehicle 210b and thus causes a rear-end collision. Therefore, the straight-line braking distance 235 for the first vehicle 200a is too short to stop before the second vehicle 210a. Here, the computing unit 20 of the first vehicle 200a determines a lane change into the gap 260c between the vehicles 210d and 220 as a collision-free avoidance trajectory 221. The subsequent lane change is automatically implemented and / or the collision-free avoidance trajectory 221 is displayed to the driver of the first vehicle 200a on the display unit 25. The shaded area 255 is an area determined by the computing unit 20, and driving on this area may result in a collision with a second vehicle or other objects.

[0032] Figure 5a A possibility for precisely determining a collision-free avoidance trajectory is shown. The points 201 shown here mark the determined end points of the determined collision-free avoidance trajectory, which can be reached by steering and / or braking. The cross 202 shown marks the determined end points of trajectories on which driving would, however, lead to a collision with the second vehicle 210a or other objects in the surroundings of the first vehicle 200b. For example, a decision can be made as to “which end point of the collision-free avoidance trajectory to approach in the event of an actual accident with the second vehicle 210a” based on the determined driving comfort of the corresponding avoidance trajectory.

[0033] Figure 5b and 5c Relative to Figure 5a The illustration in shows a less computationally expensive possibility for determining a collision-free avoidance trajectory. In this case, the end point of the collision-free avoidance trajectory is not determined, but only the surface 203a or 203b that can be reached by driving on the collision-free avoidance trajectory is determined. Figure 5b Only straight lines are used in order to show the collision-free surface 203a or 203b and the non-collision-free surfaces 204a, 204b and 204c. Figure 5c , for the sake of simplicity, it is additionally represented by simple geometric shapes in that the first vehicle is marked with a rectangle 204c as a non-collision-free surface.

[0034] exist Figure 5b Calculation of the collision-free area is particularly resource-saving in this case, since a polar coordinate system is used. The surroundings sensor measures other road users in polar coordinates, so that the angle or field of view 204a around second vehicle 210a can be determined in a simple manner. The area in which second vehicle 210a is located is also marked as a non-drivable area, just as it is considered to be a non-drivable area outside the roadway.

[0035] Figure 5cAnother possibility for determining the avoidance trajectory is shown in . Here, the area 204c where the second vehicle 210a is located is considered to be undriveable. The advantage here is that only the lane and distance of the second vehicle 210a need to be known to determine the possible avoidance trajectory. The area in front of the second vehicle can be handled in different ways: the area can be considered to be free, or it can be considered to be occupied, or the area can have a boundary between the two areas mentioned above. For example, it can be assumed that the first vehicle 240b can reach a fixed angle of, for example, 45° at the end of the relevant area by steering and braking, and the relevant area is limited by the second vehicle in this area from the avoidance trajectory. The advantage here is that the determination is particularly simple, because rectangular areas extending parallel to the roadway are often used, thereby saving resources.

[0036] exist Figures 5a to 5c In the example above, it can be checked which areas the first vehicle will be adapted to when the second vehicle is involved in a rear-end collision and decelerates strongly. Figure 5b and 5c An additional safety factor is added to the method shown in .

Claims

1. A method for operating a first vehicle (200a, 200b) in at least partially automated operation, wherein: The method comprises the following method steps: - sensing (100) environmental information of a first vehicle (200a, 200b) operating at least partially automatically, and - sensing (110) operating information of the first vehicle (200a, 200b), and - identifying (120) at least one second vehicle (210a, 210b, 210c) travelling ahead in the travelling direction (225) of the first vehicle (200a, 200b) based on the sensed environmental information, and - in the case of predicting that an accident occurs with the second vehicle (210a, 210b, 210c), determining (150) at least one collision-free avoidance trajectory (221, 230) of the first vehicle (200a, 200b) based on the sensed environmental information and the sensed operating information of the first vehicle (200a), and - adapting (160) the distance (215a, 215b) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) such that at least one collision-free avoidance trajectory (221, 230) is available, wherein the at least one avoidance trajectory (221, 230) is determined based on the determined accident risk (130) of the second vehicle (210a, 210b, 210c), wherein the distance (215a) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) is adapted such that at least two avoidance trajectories are available (170), wherein at least two evasion trajectories are available, wherein, depending on the respectively determined driving comfort of the at least two available evasion trajectories, the first vehicle (200a, 200b) is controlled to at least one of the at least two evasion trajectories with the highest driving comfort and / or at least one of the at least two evasion trajectories with the highest driving comfort is displayed to a driver of the first vehicle (200a, 200b), In this case, at least one evasion trajectory of the at least two evasion trajectories having the highest driving comfort is selected taking into account the terrain properties of the evasion trajectory and the lateral acceleration for the driver of the first vehicle occurring on the evasion trajectory and the maximum acceleration occurring on the evasion trajectory.

2. The method according to claim 1, characterized in that: The at least one avoidance trajectory (221, 230) is ascertained as a function of the ascertained accident risk of the second vehicle (210a, 210b, 210c) and other road users.

3. The method according to claim 2, characterized in that The at least one avoidance trajectory (221, 230) is ascertained as a function of a comparison (140) of the ascertained accident risk of the second vehicle (210a, 210b, 210c) with a threshold value.

4. The method according to any one of claims 1 to 3, characterized in that The first vehicle (200a, 200b) is located in a first lane (240a) of a carriageway (250) having at least two lanes, and the at least one avoidance trajectory (221, 230) is determined based on a determined relative position of the first vehicle (200a, 200b) relative to at least one other vehicle (211, 220), which is located in at least one second lane (240b) of the carriageway (250) having at least two lanes.

5. The method according to claim 4, wherein: The second lane (240b) is an emergency lane.

6. The method according to any one of claims 4, characterized in that The distance (215a, 215b) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) is adapted so that the first vehicle (200a, 200b) can implement a lane change to a second lane (240b) adjacent to a first lane (240) of the first vehicle (200a, 200b) as an available collision-free avoidance trajectory (221, 230).

7. The method according to any one of claims 1 to 3, characterized in that According to an actual accident of the second vehicle (210a, 210b, 210c), the first vehicle (200a, 200b) is automatically controlled to at least one available avoidance trajectory (221, 230) and / or the at least one available avoidance trajectory (221, 230) is displayed (185) to the driver of the first vehicle (200a, 200b).

8. The method according to any one of claims 1 to 3, wherein: The at least one available collision-free avoidance trajectory (221, 230) corresponds to a braking of the first vehicle (200a, 200b) that results in a change of direction.

9. A computing unit (20) configured to implement the method according to any one of claims 1 to 8, wherein: The computing unit (20) is configured to: - receiving sensed environmental information of a first vehicle (200a) operating at least partially automatically, and - receiving sensed operating information of the first vehicle (200a), and - identifying at least one second vehicle (210a, 210b, 210c) traveling ahead in the traveling direction (215a, 215b) of the first vehicle (200a, 200b) based on the sensed environmental information, and - in the case where it is predicted that the second vehicle (210a, 210b, 210c) is involved in an accident, obtaining at least one collision-free avoidance trajectory (221, 230) of the first vehicle (200a, 200b) based on the sensed environmental information and the sensed operating information of the first vehicle (210a, 210b, 210c), and - generating at least one control signal for a longitudinal drive (50) of the first vehicle (200a, 200b) so that the distance (215a, 215b) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) is adapted such that at least one collision-free avoidance trajectory (221, 230) is available, wherein the computing unit (20) is designed to determine an accident risk of the second vehicle (210a, 210b) and to determine at least one avoidance trajectory (221, 230) as a function of the determined accident risk, wherein the distance (215a) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) is adapted such that at least two avoidance trajectories are available (170), wherein at least two evasion trajectories are available, wherein, depending on the respectively determined driving comfort of the at least two available evasion trajectories, the first vehicle (200a, 200b) is controlled to at least one of the at least two evasion trajectories with the highest driving comfort and / or at least one of the at least two evasion trajectories with the highest driving comfort is displayed to a driver of the first vehicle (200a, 200b), In this case, at least one evasion trajectory of the at least two evasion trajectories having the highest driving comfort is selected taking into account the terrain properties of the evasion trajectory and the lateral acceleration for the driver of the first vehicle occurring on the evasion trajectory and the maximum acceleration occurring on the evasion trajectory.

10. The calculation unit (20) according to claim 9, characterized in that The computing unit (20) is designed to determine an accident risk of the second vehicle (210a, 210b) with other road users and to determine at least one avoidance trajectory (221, 230) as a function of the determined accident risk.

11. A first vehicle (200a, 200b) operating at least partially automatically, the vehicle having: - a calculation unit (20) according to any one of claims 9 or 10, and - at least one environmental sensor (10) for sensing environmental information of the first vehicle (200a, 200b), and - at least one further sensor (40) for sensing operating information of the first vehicle (200a, 200b), and - a longitudinal drive device (50), in, The computing unit (20) is configured to identify at least one second vehicle (210a, 210b, 210c) traveling ahead in a driving direction (215a, 215b) of the first vehicle (200a, 200b) based on environmental information sensed by the at least one environmental sensor (10), Furthermore, when an accident is predicted for the second vehicle (200a, 200b), at least one collision-free avoidance trajectory (221, 230) of the first vehicle (221, 230) is determined based on environmental information sensed by the at least one environmental sensor (10) and based on operating information of the first vehicle (200a, 200b) sensed by the at least one other sensor (40), and, generating at least one control signal for a longitudinal drive device (50) of the first vehicle (200a, 200b) so that the longitudinal drive device (50) adapts the distance (215a, 215b) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) in accordance with the generated control signal so that at least one collision-free avoidance trajectory (221, 230) is available, wherein the computing unit (20) is designed to determine an accident risk of the second vehicle (210a, 210b) and to determine at least one avoidance trajectory (221, 230) as a function of the determined accident risk, wherein the distance (215a) of the first vehicle (200a, 200b) relative to the second vehicle (210a, 210b, 210c) is adapted such that at least two avoidance trajectories are available (170), wherein at least two evasion trajectories are available, wherein, depending on the respectively determined driving comfort of the at least two available evasion trajectories, the first vehicle (200a, 200b) is controlled to at least one of the at least two evasion trajectories with the highest driving comfort and / or at least one of the at least two evasion trajectories with the highest driving comfort is displayed to a driver of the first vehicle (200a, 200b), In this case, at least one evasion trajectory of the at least two evasion trajectories having the highest driving comfort is selected taking into account the terrain properties of the evasion trajectory and the lateral acceleration for the driver of the first vehicle occurring on the evasion trajectory and the maximum acceleration occurring on the evasion trajectory.

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