Traffic jam assistance procedure and traffic jam assistant

Abstract

Changing lanes in a traffic jam or in stop-and-go traffic poses a challenge. Drivers are at risk of collision because they often find it difficult to maintain an overview. The object of the invention is to make changing lanes in a traffic jam safer. This object is achieved by a method (60), in particular computer-implemented, designed to monitor, plan, and / or execute a traffic jam maneuver of an ego vehicle (1), wherein the method (60) comprises the steps: - creating (61) and / or maintaining an environmental model (100) designed to depict objects and lanes in the environmental model; - analysis (63) of a traffic jam situation (50), designed to predict a future position development of other vehicles (2, 3); - Pre-selection of at least one possible gap (10) in the future position development of the third-party vehicles (2, 3); and - Planning (67) at least one trajectory (8) taking into account the environmental model and the analysis (63) of the traffic jam situation (50), wherein at least one possible gap (10) in the future position development of the other vehicles (2, 3) is identified, based on the preselection of the at least one possible gap (10), wherein the identification of the gap (10) and the planning of the at least one trajectory (8) are designed in such a way that the ego vehicle (1) moves into the gap (10) by driving along the trajectory (8).

Description

The invention relates to a method, in particular a computer-implemented method, a driver assistance apparatus, a control device, a communication module, a vehicle and a computer program product.Driving assistants are known in the prior art. In common road traffic, these serve a driver to assist in parking more safely, holding a lane and / or as a cruise control in order to hold or adapt a speed.In this case, stop-and-go traffic, i.e. repeated alternation of starting and braking, for example in a traffic jam situation, represents a particular challenge for driving assistants. Drivers can also often not correctly assess the traffic passing for or during a lane change, since a stop-and-go traffic is often associated with rapidly changing speeds and accelerations and can also have partially steep speed and acceleration gradients, for example from one lane to another lane. Therefore, misestimates by a driver of an ego vehicle present an increased risk of collision.Thus, in the prior art there is the problem that in the case of stop-and-go traffic or in a traffic jam situation, a lane change is associated with a significant risk of collision.It is therefore an object of the invention to simplify a lane change in a traffic jam situation and thereby to reduce the risk of collision in order to make it more secure.The object is achieved in particular by a method according to claim 1, a driving assistance apparatus according to claim 14, a control device according to claim 15, a vehicle according to claim 16, a communication module according to claim 17 or a computer program product according to claim 18. In particular, the independent claims of one claim category can also be developed analogously to the dependent claims of another claim category.According to one aspect, the object can be achieved in particular by a method, in particular implemented as a computer-implemented method, wherein the method can be configured to monitor, plan and / or perform a congestion driving maneuver of an ego vehicle. The method can have the step of creating and / or maintaining an environment model. The creation and / or preservation can be designed in such a way that objects and lanes are mapped in the environmental model. Furthermore, the method can comprise an analysis of a traffic jam situation which is designed in such a way as to predict a future development of position of other vehicles. The method can make a preselection of at least one possible gap in the future development of the position of the other vehicles and / or can plan at least one trajectory with the inclusion of the environment model and the analysis of the traffic jam situation, wherein at least one possible gap in the future development of the position of the other vehicles can be identified, starting from the preselection of the at least one possible gap. In this case, the identification of the gap and / or the planning of the at least one trajectory can be designed in such a way that, by driving on the trajectory, the ego vehicle is translated into the gap. A lane change can thus be pre-planned, which tracks a safe trajectory, which reduces a risk of collision during the lane change in a traffic jam situation.In this context, a traffic jam maneuver may be, in particular, the actual operative travel of an ego vehicle in a traffic jam situation as has been described in detail above. The congestion driving maneuver can be planned and / or be carried out just or in the future. In this context, the ego vehicle may be referred to as one's own vehicle, while other vehicles are the vehicles of other road users. Other vehicles may be stationary ("stop situation") or moving ("go situation").The creation of an environment model can ensure that objects are mapped in the environment model. Objects can be, on the one hand, the other vehicles which form the traffic jam, but also any obstacles which, for example, block a lane, for example a lane departure and / or lane change instructions, for example at a construction site. The method can therefore also map, carry out and / or support the execution of what is known as rice closure traffic. The same can apply to a merging at two ending lanes, which equivalently merge into a lane.The mapping can be understood here in particular as a mathematical operation which makes it possible to create a digital twin of at least part of an environment and / or to keep it available for the further steps of the method. For example, it may be difficult for a driver to correctly estimate the traffic that is going to be started up or is flowing when shifting to another lane. This can apply to slower traffic in a slower lane (=trace in which the vehicles have a lower average speed) when passing in a faster lane (=trace in which the vehicles have a higher average speed) as well as to faster traffic when translating to a faster lane. In this case, the (relative) positions, (relative) speeds and (relative) accelerations (relative to one another and also relative to the ego vehicle) of objects may sometimes be difficult to predict for the driver. It may thus be important that these obstacles are mapped in the environment model such that their distance from the ego vehicle and / or their position in space can be predicted.In this case, a reservation can be understood in particular in such a way that the environment model is kept ready in a memory for carrying out the method. In particular, the environment model can therefore already be present at least partially and a corresponding creation is not necessary in all situations.In this case, a traffic jam situation can be analyzed in such a way as to predict a future development of position of other vehicles. The (currently) expected trajectories of the other vehicles can thus be predicted. In this case, in particular the stop-and-go traffic and / or the foreign vehicles moving and / or arranged therein can be monitored in such a way as to predict their current and / or future positions in order to predict possible future gaps in a lane to which a change is to be made.A traffic jam (driving) situation can relate to the totality of the parameters and / or conditions which are present at a time (of the travel) in a traffic jam, in particular in the case of stop-and-go traffic. The parameters and / or circumstances can in particular comprise at least one of the following parameters, alone or in any conceivable combination: a position, a relative position, a speed, an angular speed, a rotation, an acceleration and / or an angular acceleration.The method can make a preselection of at least one possible gap in the future development of the position of the other vehicles and / or plan at least one trajectory with the inclusion of the environment model and the analysis of the traffic jam situation. This may allow a gap to be predicted that allows the ego vehicle to make a lane change into that gap. In this case, a possible gap can be, in particular, a predicted gap, the appearance of which relative to the ego vehicle and / or the movement of which past the ego vehicle follows with a certain probability from the environmental model (as a static starting analysis of the traffic jam situation) in conjunction with the analysis of the traffic jam situation (as dynamic prediction and / or continuous traffic monitoring).In this case, therefore, at least one possible gap in the future development of the position of the other vehicles can be identified, starting from the preselection of the at least one possible gap. In particular, in a stop-and-go traffic, but also in the case of slow-flow traffic, a plurality of gaps can be formed and / or present. These may also appear and / or disappear over time. In this case, the identification of the gap and / or the planning of the at least one trajectory can be designed in such a way that, by driving on the trajectory, the ego vehicle is translated into the gap. A lane change can thus be pre-planned, which tracks a safe trajectory, which reduces a risk of collision during the lane change in a traffic jam situation. Furthermore, in this way, in particular when a plurality of gaps are present, a gap can be identified which has the highest stability. This stability can be given in relation to the size of the gap and thus in relation to the distance to other objects around the gap, such as other vehicles. A relative position and / or a relative speed of the gap to the ego vehicle can also be stable such that a translation into the gap will be possible or is possible at a given time and at a given location. The stability can also relate to the duration of the existence of the gap, which allows the gap to be used for translation without the gap "collapsing" in the process, for example because other vehicles break down again in subsequent traffic or other other other vehicles cut into the gap by themselves making a lane change.At least one trajectory, optionally from a plurality of trajectories (also referred to as a trajectory family), can be identified. An advantageous trajectory can be in particular such a trajectory whose driving avoids a collision. It can furthermore be advantageous if a trajectory allows translation without intervention and / or without intervention change. Such a trajectory can be referred to as a smooth trajectory, since there is no interruption of the forward travel. In other words, a smooth trajectory can be one which allows the track to be changed to the identified gap by means of initial parameters chosen once.An intervention may represent any form of intervention in the control of a vehicle, such as braking, accelerating, clutching and / or shifting. An intervention change may thus refer to a change in a current intervention, such as when an intervention in the control of a vehicle is re-adjusted while currently still running an intervention. This can serve in particular for iteratively controlling to a preferred trajectory and / or changing a corresponding trajectory again, for example because the traffic in turn reacts to the lane change and thus at least one other vehicle changes its trajectory. As a result, a gap and thus a predicted collision point can change.A steering intervention can in this case represent, in particular, an intervention in the steering, as a result of which the direction of the vehicle can be changed. Furthermore, however, a steering intervention change can also be provided, which changes a steering intervention while a steering intervention is still running. Intervention, change in intervention, steering intervention and / or change in steering intervention can therefore also be, in particular, such that an action of a driver is counteracted, for example by counter-steering, braking instead of accelerating, accelerating instead of braking.The method can be embodied as a computer-implemented method or can be a computer-implemented method.According to a further aspect, it can be provided that the method has a movement prediction about a (relative / absolute) movement of the at least one possible gap when preselection of the at least one possible gap. Alternatively or additionally, the method can have a prediction of the occurrence of the at least one possible gap. Alternatively or additionally, the method can have a movement prediction about a (relative / absolute) movement of the at least one possible gap when identifying the at least one possible gap and / or when planning the at least one trajectory. Alternatively or additionally, the method can have a prediction of the origin with respect to a origin of the identified gap and / or during the planning of the at least one trajectory. As a result, a tracking and / or a prediction about the formation of at least one gap can be linked to the development of the movement of the at least one possible gap. This may also allow a prediction of the development of gaps to be linked to the identification (here in terms of a selection of the gap) of a gap for a trip into this gap. A gap can thus be identified and / or selected that has the lowest probability of collision, for example because it offers the best parameters for a corresponding journey into the gap or because it has a particular stability.In other words, this means that already existing gaps that can be monitored relative to the ego vehicle are to predict a point in time and / or spatial point at which the ego vehicle and the gap are positioned relative to one another in such a way that a lane change into this gap becomes possible. Alternatively or additionally, however, a prediction of a formation of such a gap may also be possible. This may be based on an assumption that the stop-and-go traffic behaves as a non-compressible, two-dimensional liquid and moves "through the roadway", as through a two-dimensional pipe. In this case, the various acceleration and / or braking situations can overlap to form compression waves in the two-dimensional, non-compressible liquid. This can allow a prediction to be made about a formation of gaps in wave valleys.According to a further aspect, it can be provided that the method further comprises the step of weighing an intervention decision, designed in such a way as to make a decision about an intervention or a decision about an intervention change. This decision can be based on the prediction of the future position development of other vehicles and / or the at least one identified possible gap in the future position development of the other vehicles and / or the at least one planned trajectory. An intervention or an intervention change can thus be carried out, in order to take over an intervention in the control of the ego vehicle on a trajectory into the identified gap semi-autonomously or autonomously. This can improve safety if, for example, the driver of the ego vehicle selects a wrong gap (break in the lane change) or if the driver attempts to get into the identified gap on a wrong trajectory (repair of the lane change, break in an emergency, for example in the event of an imminent collision).The terms "semi-autonomous" and "autonomous" are described in detail elsewhere and repetition is omitted here for reasons of compactness and readability.According to a further aspect, it can be provided that the method is designed to carry out at least one intervention and / or at least one intervention change, based on the intervention decision. An intervention or an intervention change can thus also actually be carried out by the method. This can be accomplished by a control device according to the invention, which will be described in detail elsewhere. This can take over an intervention in the control of the ego vehicle on a trajectory into the identified gap semi-autonomously or autonomously. This can improve safety if, for example, the driver of the ego vehicle selects a wrong gap (break in the lane change) or if the driver attempts to get into the identified gap on a wrong trajectory (correction of the lane change, but also a break in the extreme emergency, for example before a collision occurs).In other words, this means that the method can thereby directly perform a control and control function. The definitions listed above with respect to the intervention and change in intervention apply accordingly.The intervention decision can also be designed in such a way as to avoid a disadvantageous trajectory. The avoidance of a disadvantageous trajectory can relate in particular to leaving the disadvantageous trajectory. This can serve in particular for collision avoidance. In this case, a collision can have the highest priority in the course of travel. A predicted and / or planned trajectory to another lane may lead to a collision in particular when moving units (other vehicles, persons on the roadway, autonomous robot vehicles) cross the trajectory, which could not be foreseeable in the initial prediction, for example because these vehicles unexpectedly close the identified gap.Furthermore, it can be provided that the method is designed to perform a traffic jam maneuver such as the lane change semi-autonomously or autonomously. A lane change by a vehicle according to the invention can therefore also be carried out semi-autonomously or autonomously, in particular by means of a driving assistance device according to the invention. This can increase the safety of a traffic jam maneuver. Here, the terms semi-autonomous and autonomous are described elsewhere and repetition is omitted here.According to a further aspect, it can be provided that the method is designed in such a way that the environment model is created based on at least one piece of map information and / or is created on at least one piece of information of an experiential sensor. This allows real-time data to be introduced into the method. A prediction of the gaps and / or the identification of the gap for planning at least one trajectory for a journey into the identified gap can thus be improved. This may increase the safety of a trip and / or reduce the risk of a collision during lane changes in a stop-and-go traffic.The map information can be a geographical map information. This can transmit position information of the ego vehicle into the environment model and / or locate it relative to a predicted and / or identified possible gap in the environment. A localization relative to hazardous locations can also be carried out, which provide information, for example, when a lane change relative to this hazardous location is to be started. A hazard zone can be, in particular, a zone in which a lane is terminated, for example because a construction site is built up in the lane being traveled. The map information can thus be the basis that allows the ego vehicle to be located in the environment model.Alternatively or additionally, however, the map information can also be a route profile plan, for example with respect to a road section, for example a freeway section. Also, hazardous locations such as construction sites may be included in the map information. These are often not present in geographical maps. This also allows geographic maps and a route profile plan to be supplemented. This may be possible, for example, in the area of entry and exit into / from a construction site with a lane end.The localization of the ego vehicle can relate in particular to the determination of the position of the ego vehicle, for example by means of a global navigation satellite system ("Global Navigation Satellite System"), which can be fed into the method and / or can be matched to the map information using a GNSS. Additionally or alternatively, at least one piece of sensor information can be used by means of an experieroceptive sensor and / or sensor system in order to support the localization. In this case, a dynamic component with respect to other vehicles and / or passers-bys, which move in the region of traffic jams, for example, can also be included. The experiential sensors are described elsewhere in detail and reference is made to this description for compactness and readability.The most important GNSS at the time of registration is the Global Positioning System (GPS) of the USA, officially called NAVSTAR GPS (Engl.: "Navigational Satellite Timing and Ranging--Global Positioning System"). Alternative systems are "Galileo" from EU, and "GLONASS" from Russian Federation, "Beidou" from People's Republic of China (a network available worldwide since 2004 for the Asian sector is in the setup), the Indian Regional Navigation Satellite System in the setup and limited to India and the quasi-zenith satellite system in the setup and designed for regional coverage, from Japan.At least one exterior-receptive sensor can be provided, wherein said sensor can generate, in particular, information with respect to at least one other vehicle and / or an object and / or the ego vehicle. The at least one experiential sensor can be selected from an inclination sensor, a laser source with a reflection sensor, a LIDAR system with a LIDAR sensor, an ultrasonic system with an ultrasonic sensor, a radar, a radar sensor and / or a camera system.Inclination sensors can measure inclination angles on one or two axes, for example (for example) on the x-axis and / or the y-axis of the ego vehicle. These products can be based in particular on the robust MEMS technology, in which capacitance differences can be converted into analog voltage in a micromechanical sensor chip. This analog voltage may be proportional to the angle to which the sensor is exposed. Modular concepts make it possible to easily adapt the sensors to specific desires.An inclination sensor can be used in particular in situations where accurate position determination and / or constant monitoring of the angle with respect to gravity is required. An inclination sensor can measure the angle in particular with respect to a horizontal position, wherein the imaginary line to the center of the earth serves as a reference. Inclination sensors can have a very broad field of application in particular, since they can be mounted everywhere and offer a high degree of freedom of mechanical design. The sensor output can be composed in particular of two components. These can be, in particular, a static (inclination) component and a dynamic (acceleration) component. The sensor output can in this case be in particular a combination of these two components.A laser source can be a continuous wave radiation laser source and / or can detect the reflected laser radiation by means of a reflection sensor, which has changed in frequency, for example on the basis of the speed.Alternatively or additionally, a LIDAR (from Engl.: "Light Detection and Ranging" accordingly in the German "Light Detection and Distance Measurement") can be used. Scanning LIDAR sensors can operate in particular according to the scanner principle: the laser beam from a light source can be directed onto the environment to be observed line by line and point by point by rotating mirrors and the reflected light can be directed to the sensor on the reverse path. Solid-state LIDAR sensors can manage without mechanical components in particular. The transmitting and receiving units, which are part credit card-sized, can each accommodate 128 transmitting points in 80 lines, which can simultaneously be receivers of the light pulse reflected by the detected object. The laser can in particular pulse at a frequency of 25 Hz; per scan, in particular, each line can be scanned several hundred times. In the computer unit belonging to the system, the information from all LIDAR sensors of the car can be merged into a 360° position image.Further, ultrasound may be used. Ultrasonic sensors can be used in particular in vehicles in order to monitor the immediate surroundings of the vehicle and / or to measure distances to obstacles. Ultrasonic sensors may be beam-based sensors: they may transmit and / or receive sound waves whose frequencies may be above the range perceptible by human hearing (above 16 kHz). These sound waves (usually transmitted from so-called piezo actuators via a membrane) can propagate in the surrounding air and are reflected by obstacles. The echo signals can be registered by the sensors and / or evaluated by a central control unit. From the propagation time, i.e. the time required for the echo signal to arrive at the transmitter, the distance of the obstacle can be calculated.Ultrasonic sensors can thus function in particular as a basis for driver assistance systems. Ultrasonic sensors can be integrated in the vehicle front and / or in the vehicle rear. The determined distance to obstacles can be indicated to the driver acoustically and / or visually depending on the manufacturer and system. Ultrasonic sensors can be used in particular in autonomous / automated driving, especially for environment recognition in the near range up to six meters and / or at low speeds. Ultrasonic sensors can be used in areas up to 5.5 meters apart. Due to the low frequency and a relatively large wavelength, the ultrasound technology is less demanding and thus relatively cost-effective.The range thus also moves in particular in dimensions which are typical for the dimensioning of people cars at the registration time or at the priority day. Gaps can be understood in particular in such a way that their dimension is determined according to the distance from other vehicles, which at least corresponds to legal requirements with respect to the safety standard. Here, the gap to be identified can be predefined by legal requirements in the jurisdictions and not primarily by technical limitations.Radar may be used for advanced driver assistance systems that are capable of immediately measuring distance, angle, and / or speed and / or generating detailed images of the environment. This technology can enable safety-critical functions such as emergency braking. Radar sensors can be used in particular in vehicles in order to monitor the environment of the vehicle by measuring distances to obstacles and their relative speeds.Radar (German "Radio Detection and Ranging") can be based on radar sensors, beam-based sensors, which can be used to detect objects, for example other vehicles and / or pedestrians and / or landmarks, and / or to measure their distance from the ego vehicle and / or their relative speeds. For this purpose, electromagnetic waves can be emitted which are reflected by the objects. These reflected electromagnetic waves can be received and / or evaluated: the measured values can be converted in particular into electrical signals which can be evaluated in a control device configured for this purpose.Radar sensors may operate at radar frequencies between 76 and 77 GHz. In addition, there are designs which use a frequency range of 24 GHz. These can be used in particular at distances of approximately up to 160 meters in front and / or up to 100 meters in rear. In a range from about 5 meters, short-range radar sensors can be used. Mid-range radar sensors can operate in particular with an operating frequency of 24 GHz or 77 GHz. In the far range up to about 250 meters, in particular far range radar sensors with a frequency of 77 GHz can be used. Radar sensors at a distance of up to 250 meters as one of several sensor principles may also provide important 360-degree environmental information for an automated / autonomous driving vehicle, as will be described in detail elsewhere. Compared to LIDAR sensors, radar sensors are less sensitive to weather influences such as rain, snowfall or fog.A camera system comprising one or more cameras can also be provided, which is connected to a computing unit in such a way that object recognition is implemented. As a result, the camera system can analyze the images for patterns and / or recognize objects, which it can then make available to a modeling of an environment model.The sensor information can form the basis for the function of numerous safety systems which are intended to avoid accidents with corresponding warnings and / or vehicle interventions. These may include headway control systems, collision warning and avoidance systems. Here, a combination of the assistance functions can be provided, for example, in order to monitor and / or initiate a journey along a trajectory into the identified gap, in particular after it turns out that the new simulated trajectory would be advantageous when checking whether a trajectory is advantageous compared to an alternative, simulated trajectory. The latter may be necessary or advantageous, for example, if the gap fluctuates in its dimension without completely collapsing in the process. A breakdown can be present in this case whenever the gap no longer allows the ego vehicle to travel into the latter. A fluctuation can, in contrast, always be present when the dimension of the cell / gap changes, which is why a trajectory may have to be adapted, wherein a journey into the gap is still possible.According to a further aspect, it can be provided that the method is designed to ascertain at least one advantageous trajectory, based on a prediction of possible collision probabilities for different trajectories when predicting a plurality of possible gaps in the future position development of the other vehicles and / or when predicting a trajectory group on the basis of the currently traveled trajectory ahead. A journey can thus be optimized in such a way that a lane change in a traffic jam situation is possible, wherein a risk of collision is reduced. The terms and expressions "trajectory family", "advantageous trajectory" and "development of the position of the other vehicles" can be understood here as already defined elsewhere.The term "trajectory ahead" can be understood here in particular as the further route profile to which the ego vehicle is exposed as the journey continues. This can consequently be the further route and / or the further movement profile which is in the future of the trip if the trip, in particular the lane change, is continued unchanged.According to a further aspect, it can be provided that the method is designed to calculate an abort trajectory, designed to abort a translation semi-autonomously or autonomously and / or to transfer control to the driver. This can be done whenever a collision threatens otherwise, such as because an identified gap breaks down unpredictablely. In this context, an abort trajectory may be, in particular, such a trajectory that terminates the lane change attempt and instead returns it to the starting lane, as a result of which the ego vehicle remains in its ego lane in the gap assigned to it or arrives again in it.According to a further aspect, it can be provided that the method is designed in such a way that a decision is made based on the environmental model and the at least one identified gap to throttle a speed of the ego vehicle to a maximum speed. The throttling can be designed in such a way as to form an acceleration gap. As a result, the ego vehicle can start to travel if it wishes to accelerate to the speed of the other vehicles and / or to the speed of the gap in the target roadway.Alternatively or additionally, the maximum speed can be adapted to the speed of the traffic in the driving lane. In this case, the lane in which a gap is predicted and / or identified can be taken as a departure, wherein the maximum speed and / or the time at which the maximum speed is reached is set as a function of the movement prediction and / or the development prediction of the identified gap. It may thus be possible for the ego vehicle to accelerate, in particular semi-autonomously or autonomously, and / or to adapt its speed to the speed of the vehicles and / or to the speed of the gap in the target roadway.According to a further aspect, it can be provided that the method is designed to give and / or provide the driver with a recommendation for action and / or a warning, in particular simultaneously with an intervention or an intervention change. This allows the driver to be given a possible action recommendation so that the driver knows about an action that assists the lane change. The driver can thus be supported, for example by acting accordingly, in order to initialize and / or to complete a lane change, even if an action does not appear intuitive to him.According to a further aspect, it can be provided that the method is designed to transmit at least one item of information for the analysis of the traffic jam situation and / or the determination of a safety rating from a V2I, V2V and / or V2X communication into the method. As a result, complex dynamic parameters can also be introduced into the method, in particular also the real-time information of other road users such as the other vehicles.V2V ("vehicle to vehicle"=phonically paraphrased "V2V") can thereby denote the direct communication between two vehicles which have corresponding communication modules. The details about the communication modules will be described in detail elsewhere. By means of the V2V communication, vehicles can exchange, in particular, information relating to their relative positions and speeds. However, information about options for steering, acceleration and / or information about vehicle dimensioning can also be exchanged. Alternatively or additionally, vehicles can thus "warn" each other about the presence of a route profile to be considered as a hazardous situation, or provide trajectory information which has been selected and / or which, when certain parameters (speed, curve radius, acceleration, gear shifting processes, vehicle dimensioning, etc., are present, have proven to be advantageous in each case individually or in any combination) during a lane change at the corresponding points. However, it can also be provided in particular that the vehicles inform one another about disadvantageous trajectories that occur and / or develop, for example by way of their own (planned) trajectories of the other vehicles. Alternatively or additionally, it can be provided that the vehicles play at least one piece of information with respect to at least one gap among themselves. This can be, for example, information relating to a compression wave due to the build-up as incompressible, two-dimensional liquid. This has been described in detail elsewhere and is hereby incorporated by reference.V2I ("vehicle to infrastructure" = phonetically paraphrasing "V2I") can thereby denote the direct communication between an (ego) vehicle and an element or a landmark of the infrastructure, wherein both the vehicle and the infrastructure element or the landmark have corresponding communication modules according to the invention. The details about the communication modules will be described in detail elsewhere. The vehicle and / or the infrastructure element can exchange information concerning their relative positions and speeds, in particular, by means of the V21 communication. However, information about options for steering and / or acceleration and / or information about vehicle dimensioning can also be exchanged. However, the infrastructure element can also transmit information about hazardous situations, such as the presence of route course to be considered as a hazardous location at specific geographical locations (lane ends, acute turns, pedestrian crossings, visual blockages, sensor disturbances, intersections; alone and in any conceivable combination). This also allows the infrastructure to feed information to the ego vehicle, as to how the route profile is developed and / or at what point a lane change is excluded, for example. The infrastructure can also serve as an information bridge, for example to transmit the information listed above under V2V communication concerning other vehicles, if the vehicles (temporarily) do not have a direct communication contact. The infrastructure can thus serve as an information channel in order to transmit the necessary information. This may be possible in particular for predicting at least one possible gap and / or for identifying a gap for planning the at least one trajectory.V2X ("vehicle to everything"= phonetically paraphrasing "V2X") can combine the communication properties of V2V with those of V2I. Correspondingly equipped vehicles can thus communicate "with everything", that is to say both with vehicles and with the infrastructure, in order to record the respective information, as described above.According to a further aspect, it can be provided that the method is designed to negotiate a gap formation with at least one other vehicle by means of one of V21, V2V and / or V2X communication. In this case, the ego vehicle can communicate in particular with a different vehicle on a target roadway in order to enable the ego vehicle to be translated to the target roadway despite the presence of the different vehicle and / or despite the absence of a possible gap. This may allow the ego vehicle no longer to have to wait passively for the passage and / or the occurrence of a gap, but rather may actively generate a gap together with the at least one other vehicle."Negotiation" can be understood here in particular to mean a comparison of the driving parameters, wherein the other vehicle adjusts its speed, for example, in order to create a gap and / or wherein the other vehicle itself changes lanes, whereby a gap is created into which the ego vehicle can shear.According to a further aspect, it can be provided that the method is designed to enable a lane change in stop-and-go traffic and / or wherein the method is designed to enable the lane change at all speeds. The method can thus also be applicable at higher speeds and in particular be applicable when a traffic jam is resolved again.According to a further aspect, it may be provided that the method is designed to lead a vehicle to a lane boundary in order to signal an overtaking interest of the ego vehicle. In this case, it can therefore be signaled to the following traffic on the destination lane that a lane change is sought. As a result, the following traffic can possibly open up a gap in order to have the vehicle change to the target driving lane.Alternatively or additionally, however, the method can also be designed to lead a vehicle to a lane boundary in order to let a foreign vehicle pass. In this case, a lane change interest can be provided, for example if a rescue corridor has to be formed in a traffic jam because an emergency vehicle approaches. In this case, the ego vehicle can travel to the outer edge of the right or left lane (in the case of right-hand traffic; correspondingly, conversely, in the case of left-hand traffic), that is to say the edge which is closer to the roadway boundary in the lane. In this case, a lane change can also be aborted in order to leave a rescue vehicle a headway during travel through a traffic jam.According to a further independent aspect, the object can be achieved by a driver assistance device. In this case, the driver assistance device can be designed, in particular, in such a way as to carry out a method according to the invention. The driver assistance device may be further configured to generate an environment model in order to map objects and lanes in the environment model. Furthermore, it can be designed to analyze a traffic jam situation, in such a way as to predict at least one future gap and / or to plan at least one trajectory with the inclusion of the environment model and / or with the inclusion of the analysis of the traffic jam situation. As a result, a driver can be assisted in a lane change in a traffic jam situation, as a result of which a risk of collision is reduced, as a result of which the safety of a lane change in a traffic jam is increased.The driver assistance apparatus can be specified in particular by the features and functions of the method according to the invention and / or of the control device according to the invention.A driving assistance device may consist of a plurality of devices and may be used in a motor vehicle. For example, the host vehicle and / or its driver assistance device can access and / or comprise a control unit according to the invention or a system comprising a plurality of control units according to the invention.The driver assistance device can also be further designed and / or configured to play and / or provide at least one piece of information about the further route profile, in particular with the display of at least one trajectory, and / or at least one warning and / or at least one action instruction to a driver, in particular via a visual field display and / or via an augmented reality interface. The driver can thus adapt a corresponding driving profile, in particular a lane change in a stop-and-go situation, in real time before a risk occurrence takes place (=hazard prevention situation / mode). The safety of the driving course in a traffic jam, in particular in the event of a lane change, can thus be improved.A head-up display (HUD) and an augmented reality interface are to be understood here as already defined elsewhere.A control device (also called a control device) or a system comprising a plurality of control devices can be used for use in a motor vehicle. For example, the host vehicle and / or its driving assistance system may include the control device or the system of multiple control devices.According to a further independent aspect, a control device or vehicle control device can be provided, designed and / or set up in such a way as to carry out a method according to the invention. The control device can also be specified by the features of the method. The control device can also be connected in particular to experiential sensors, i.e. sensors which detect the environment of a movable unit (here the ego vehicle), in order to be able to make the corresponding information (landmark positions) available to a method according to the invention. In addition, the control device can be designed to control a highly automated movable unit. The control device can in this case comprise a storage medium (flash storage medium, magnetic storage medium, hard disk, USB stick, etc.) and a CPU.A control unit or a system comprising a plurality of control units can be used in a motor vehicle. For example, the host vehicle and / or its driver assistance system may include the control unit or the system of a plurality of control units.The control unit or the system can be set up and determined for use in a motor vehicle. The control device or the system can have an electronic controller. The control unit or the system can be or have an electronic control unit (ECU). A plurality of control units can be provided. The plurality of control units can be connected via a bus system, for example a "controller area network" (CAN), and / or can exchange data with one another. The electronic controller and / or the control device or system can have a microcomputer and / or processor. The control unit or system can comprise one or more sensors and / or be connected to these. The control device or system can comprise the computer program product described above and / or below. The control device or system can have a memory. The computer program product may be stored in the memory. The control unit or system can be designed to carry out the method described above and / or below.According to a further independent aspect, a vehicle or semi-autonomous vehicle or autonomous vehicle can be provided, which comprises a control device according to the invention. The vehicle may be a motor vehicle, for example an ego vehicle. The vehicle may be configured and / or intended to carry out the method described above and / or below. The vehicle may include the driving assistance device, computer program product, control device or system described above and / or below comprising a plurality of control devices. The vehicle can also comprise a communication module which is in communication connection in particular with the control device according to the invention in order to carry out a method according to the invention.In this case, a vehicle of level 1 to level 4 can be understood in particular as a semi-autonomous vehicle, wherein a vehicle of level 5 can be provided as an autonomous vehicle. All vehicles of these categories can be highly automated vehicles in particular. The levels can be defined as follows, in particular according to the German federal legislation at the application time (or at the priority date):Level 1: Assisted Driving, wherein drivers constantly control their vehicle.Level 2: Partially automated driving, wherein drivers constantly control their vehicle.Level 3: Highly automated driving, wherein drivers may temporarily deviate from driving task and traffic.Level 4: Fully automated driving, wherein drivers can provide vehicle guidance over longer distances and in different traffic situations.Level 5: Autonomous driving, wherein there are only passengers without a driving task.The vehicle can be specified in particular by the features and functions of the method according to the invention and / or of the control device and / or driver assistance device according to the invention.According to a further independent aspect, the object can be achieved by a communication module, the communication module can be designed and / or configured for a V2I, a V2V and / or a V2X communication, such that a creation and / or a preservation of an environment model is made possible. In this case, the creation and / or the holding in can be designed in such a way as to image objects and / or lanes in the environment model. Furthermore, the communication module can be designed to provide information about a traffic jam situation, in such a way as to enable an analysis of the traffic jam situation in order to predict a future development of position of other vehicles. Based on the information provided by the communication module, a preselection of at least one possible gap in the future development of the position of the other vehicles can be made. At least one trajectory can also be planned by including the environment model and / or the analysis of the traffic jam situation. In this case, at least one possible gap in the future development of the position of the other vehicles can be identified, starting from the preselection of the at least one possible gap, wherein the identification of the gap and / or the planning of the at least one trajectory are designed in such a way that the ego vehicle is transferred into the gap by driving on the trajectory. Alternatively or additionally, at least one piece of information for analyzing the traffic jam situation and / or for ascertaining a safety rating can be transmitted to the method from a V2I, V2V and / or V2X communication. Alternatively or additionally, the communication module can be designed and / or configured such that gap formation can be negotiated with at least one other vehicle by means of one of V2I, V2V and / or V2X communication. Additionally or alternatively, the information about the other vehicle can be determinable by means of the V2V, V2I and / or V2X communication. In this case, the communication module can be designed and / or configured in particular in such a way as to establish the V2V, V2I and / or V2X communication and / or to communicate via the V2V, V2I and / or V2X communication, in such a way as to carry out a method according to the invention.The communication module can be specified in particular by the features and functions of the method according to the invention and / or of the control device according to the invention and / or of the driving assistance apparatus according to the invention and / or of the vehicle according to the invention.According to a further independent aspect, a computer program product can be designed in such a way that it can be executed on a control device according to the invention in order to carry out a method according to the invention. The computer program product can be designed in particular such that it can be stored (=stored) on the storage medium of the control unit. In particular, the computer program product can be configured such that it can be executed on the CPU of the control unit in order to carry out the method according to the invention. The computer program product can cause a device, such as an, for example, electronic, controller and / or controller and / or arithmetic unit / device, a control system, a driver assistance device, a driver assistance system, a processor or a computer, to execute the method described above and / or below. For this purpose, the computer program product may have corresponding data sets and / or program code means and / or the computer program and / or a storage medium for storing the data sets or the program. The computer program product may comprise program code means for, when the computer program product is executed on a processor, carrying out the method described above and / or below.The method can be stored as a computer program at least partially on a computer, microcomputer, in an electronic control and / or computing unit, in a control system, on a storage medium or on a machine-readable carrier and / or implemented there. The computer program can be distributed in software technology to one or more storage media, control and / or computing units, such as electronic control units (ECUs) or computers, etc., in particular in the own vehicle (ego vehicle). The storage medium may be a semiconductor memory, a hard disk memory, or an optical memory.Developments and advantageous embodiments are evident from the dependent claims.The invention is described in more detail by the schematic figures. Shown therein are: FIG. 1 shows a traffic jam situation with an ego vehicle in the presence of other vehicles; FIG. 2 shows a traffic jam situation with a preparation for a lane change of an ego vehicle in the presence of other vehicles; FIG. 3 shows a traffic jam situation with a lane change of an ego vehicle in the presence of other vehicles; FIG. 4 shows a traffic jam situation with an ego vehicle in the presence of other vehicles when the ego vehicle indicates a lane change interest; and FIG. 5 shows a schematic illustration of a method according to the invention.The same reference numerals are used for identical and identically functioning features.FIG. 1 shows a traffic jam situation 50 with an ego vehicle 1 in the presence of other vehicles 2, 3. In this case, the roadway is delimited outwards by two solid lines 4 and the two lanes are delimited from one another by a dashed center line 5. The vehicles all travel in the same direction, such as on a German freeway. The right lane is usually the lane with the slower vehicles, while the left lane represents the "passing lane" in which the vehicles travel faster than in the right lane. Also, on German freeways, a right-hand driving bid and a right-hand passing bid apply. However, both are exposed in a closed column as shown here. These requirements also do not apply in all steps, but are observed by a method according to the invention, as shown in FIG. 5, when they are used (legal boundary condition, no technical limitation). In the exemplary traffic jam situation 50 illustrated here, an ego vehicle 1 is arranged in the right lane, with other vehicles 2, 3 traveling ahead and behind.The ego vehicle 1 can have electronic systems in order to include the environment in planning a traffic jam maneuver, in particular in carrying out a lane change as shown in FIG. 3. This also applies to modern V2V-, V2I- and / or V2X-capable other vehicles 2. other other other vehicles 3 still do not have corresponding electronic systems.A control device 35 according to the invention (also referred to as a control unit, control module, control device) comprises a computer program product 35 a, likewise according to the invention. The control device 35 can be connected to an inclination sensor 37, a laser source with a reflection sensor, a LIDAR system with a LIDAR sensor 38, an ultrasonic system with an ultrasonic sensor 39 and / or a radar 41, that is to say experiential sensors, in order to record real-time information which is determined via the sensors.The information recorded by the experieroceptive sensors of the ego vehicle 1 can relate to at least one of the other vehicles 2, 3. This can be a moving other vehicle 2, 3 ("go state"), but also currently stationary other vehicles 2, 3 ("stop state"). In this case, a relative position and an absolute position for moving as well as currently stationary other vehicles 2, 3 can be determined accordingly. For moving other vehicles 2, 3, a relative speed, an absolute speed, a braking behavior, an acceleration behavior and / or an approach, in particular from the side during the braking process, can additionally be determined. Alternatively or additionally, this information can relate individually or in all conceivable combinations to a moving other vehicle 2, 3. This allows its trajectory to be predicted. Furthermore, the modern other vehicles can communicate with one another and transmit information regarding the distribution of other vehicles 2, 3 driving ahead of them and / or following them. As a result, an environment model can be created that includes the other vehicles 2, 3. In this case, a traffic jam situation 50 can also be analyzed. This analysis can comprise, for example, the compression behavior of the traffic jam (compression wave) and thereby also predict gaps which allow the ego vehicle 1 to change lanes. This will be described in detail with reference to FIG. 5.However, the experieroceptive sensors can also measure information about the environment itself in order to enable the driver assistance system 36 according to the invention (also referred to as a maneuver assistant, maneuver driving assistance device or maneuver driving assistance system) to play this information to a driver of the ego vehicle 1. This information can also be used to prepare an emergency operation in the event of a direct risk of collision in order to determine and carry out a steering intervention. Furthermore, this environmental information can serve to create and / or update an environmental model.Furthermore, the experieroceptive sensors can record information about the positions and the distribution of objects, such as the other vehicles 2, 3, in the environment in order to feed them into a map of the environment in order to use this map as a basis for a method 60 according to the invention in order to create an environment model. Furthermore, the lanes can be determined on the basis of the lane markings, such as the solid lane boundaries 4 and / or the dashed center line 5 as a dashed lane boundary.Map information is also stored in memory 45 of a control device 35 according to the invention, on which ego vehicle 1 is localized by means of a GNSS module 40. The position and also the dimensioning of the ego vehicle 1 are thus included in the environmental model. A digital (or virtual) representation of the ego vehicle 1 is created (not shown).FIG. 2 shows a traffic jam situation 50 with a preparation for a lane change of an ego vehicle 1 in the presence of other vehicles 2, 3. the traffic jam situation 50 in FIG. 2 has developed from the traffic jam situation 50 as shown in FIG. 1 by the stop-and-go traffic having advanced. Therefore, the same other vehicles 2, 3 are arranged in the vicinity of the ego vehicle 1. Therefore, for detailed explanation thereof, the explanations will be referred back to with reference to FIG. 1. In this case, a gap 10 was predicted on the basis of the environmental model and the analysis of the traffic jam situation 50, which gap moves in the left lane relative to the ego vehicle 1 which is travelling in the right lane. However, the gap 10 does not absorb at a sufficient speed v in order to position it relative to the ego vehicle 1 in such a way that a lane change trajectory 8 into the gap would be possible, as is shown in FIG. 3. Thus, the controller 35 brakes the ego vehicle 1 to slow the speed v of the ego vehicle such that the gap 10 may catch up to get left ahead of the ego vehicle 1 to predict and identify a lane change trajectory 8 as shown in FIG. 3. As a result of the braking, an acceleration gap 11 is formed into which the ego vehicle 1 can accelerate in order to adapt its speed to the speed of the gap 10. FIG. 3 shows the congestion situation 50 as it develops from FIG. 2 after the ego vehicle 1 has braked in order to open an acceleration gap 11. In this case, a lane change of ego vehicle 1 is carried out in the presence of other vehicles 2, 3 along lane change trajectory 8.FIG. 4 shows a traffic jam situation 50 with an ego vehicle 1 in the presence of other vehicles 2, 3 when the ego vehicle 1 displays 9 a lane change interest. The display 9 consists in the ego vehicle 1 approaching the dashed center line 5 semi-autonomously or autonomously in order to signal to the drivers of the other vehicles 2, 3 on the left lane that they make a gap 10 in order for the ego vehicle 1 to be able to change lanes. This display can be given in response to a request from the driver. If the drivers in the target lane do not open a gap, for example, in a predetermined time, then the process is discontinued and the vehicle returns to a central travel trajectory in the ego lane.FIG. 5 shows a schematic representation of a method 60 according to the invention. In this case, in particular, the information of the experieroceptive sensors, as described in detail, is introduced into the method 60 and used together with map information for the creation of an environment model. The ego vehicle 1 is located on the map and thus in the environment model by means of a GNSS module 40. Thus, environment modelling 61 is performed. The resulting environmental model is then transmitted 62 to a traffic jam situation analysis 63. In this case, a series of parameters relating to the driving behavior of the ego vehicle 1 can also be used as a basis, such as, for example, a steering angle, an acceleration a and / or a speed v. The traffic jam situation analysis 63 is then matched 64 with the environmental model from the environmental modelling 61 in such a way as to enable trajectory planning 67.In trajectory planning 67, both possible gap 10 and possible lane change trajectory 8 are predicted. This predicted lane change trajectory 8 is subjected to an analysis for the property as an advantageous trajectory or disadvantageous trajectory, wherein a value is determined for the trajectory, which value specifies a measure for the trajectory, whereby a decision 68 about a control intervention 71 can be made.However, it is also possible to predict a plurality of gaps 10 (not shown) and this can also result in a trajectory family (not shown) of how the ego vehicle 1 could change lanes into the various gaps 10. In this case, each trajectory of the trajectory group is likewise assigned a value as a measure, wherein these values rank the trajectories and the gaps 10 connected to them with respect to one another in order to determine an optimum gap 10 having an optimum trajectory 8.In this case, in particular, a trajectory to be traveled is transmitted 68 to intervention decision 69, and the trajectory to be traveled is matched to trajectory 7 ahead. In the event that there is a difference between these two trajectories, the intervention decision 68 would be positive and a control intervention command would be output 70 such as to perform a control intervention 71. However, information can also be fed back 42 from each method step to the environment modelling 61 in order to update the environment model, the traffic jam situation analysis 63, the trajectory planning 67 and / or the intervention decision 69 and, if appropriate, to adapt it to new circumstances. The driver can also be provided with a recommendation 75 for action and / or a warning 77 for control intervention 71.As a result, it is possible to implement a method 60 that a traffic jam maneuver 50 can be carried out in stop-and-go traffic in the form of a lane change.The method is not limited to the embodiments shown here, but rather can also cover the various implementations which are evident to the person skilled in the art from the description, figures and the claims presented here.Optional features of the invention are designated in particular by "can". Accordingly, there are also developments and / or exemplary embodiments of the invention which additionally or alternatively have the respective feature or the respective features.Isolated features can also be extracted from the combinations of features disclosed here, if necessary, and used in combination with other features to delimit the subject matter of the claim, resolving a structural and / or functional relationship optionally existing between the features. The order and / or number of all steps of the method can be varied.Reference numerals denote reference numerals1 Ego vehicle / host vehicle 2 modern other vehicle / other vehicle with V2I, V2V and / or V2X connectivity 3 other vehicle without V2I, V2V and / or V2X connectivity 4 solid line of the roadway boundary to the outside 5 dashed center line for delimiting the two lanes 7 ahead (acceleration) trajectory of the ego vehicle 8 lane change trajectory 9 approach of the ego vehicle to the center line for signaling a lane change request 10 gap 11 acceleration gap 35 control device 35 acomputer program product installed on storage medium of the control device and executed on control device CPU 36 driver assistance device 37 inclination sensor 38 LIDAR sensor 39 ultrasonic sensor 40 GNSS module 41 radar sensor 42 recursion information flow 45 memory 50 traffic situation 60 method 61 environment modelling 62 transmission of information from the environment model 63 traffic situation analysis 64 matching 65 gap identification 66 transmission of the identified Trajectory planning system 67 Trajectory planning system 68 Transfer of the lane change trajectory to intervention decision system 69 Intervention decision system 70 Output control command 71 Control intervention system 75 Action recommendation system 77 Warning a Acceleration v w Ego vehicle speed Angle of rotation y y-dimension of the movement from bird's eye / lateral direction x x x-dimension of the movement (bird's eye) / longitudinal direction

Claims

Method (60), in particular computer-implemented, designed to monitor, plan and / or carry out a traffic jam maneuver of an ego vehicle (1), the method (60) being characterized in that it has the steps of: - creating (61) and / or holding in readiness an environment model (100) designed to image objects and lanes in the environment model; - analyzing (63) a traffic jam situation (50) designed to predict a future development of position of other vehicles (2, 3); - preselection of at least one possible gap (10) in the future development of position of the other vehicles (2, 3); and - planning (67) at least one trajectory (8) with the inclusion of the environmental model and the analysis (63) of the traffic jam situation (50), wherein at least one possible gap (10) in the future development of the position of the other vehicles (2, 3) is identified, starting from the preselection of the at least one possible gap (10), wherein the identification of the gap (10) and the planning of the at least one trajectory (8) are designed in such a way that, by driving on the trajectory (8), the ego vehicle (1) is transferred into the gap (10).Method (60) according to Claim 1, characterized in that the method (60) has a movement prediction and / or a development prediction of the at least one possible gap (10) when preselection of the at least one possible gap (10); and / or wherein the method (60) has a movement prediction and / or a development prediction of the identified gap (10) when identifying (65) the at least one possible gap (10) when planning (67) the at least one trajectory (8).Method (60) according to either of Claims 1 and 2, characterized in that the method (60) further has the step of weighing an intervention decision (69), designed in such a way as to make a decision about an intervention or an intervention change, based on the prediction of the future position development of other vehicles (2, 3) and the at least one identified possible gap (10) in the future position development of the other vehicles (2, 3) and the at least one planned trajectory (8).Method (60) according to one of the preceding claims, characterized in that the method (60) is designed in such a way that at least one intervention and / or at least one intervention change is carried out, based on the intervention decision (69).Method (60) according to one of the preceding claims, characterized in that the method (60) is designed in such a way that the environment model is produced on the basis of at least one map information item and / or is produced on the basis of at least one information item of an experiential sensor.Method (60) according to one of the preceding claims, characterized in that the method (60) is furthermore designed in such a way that at least one advantageous trajectory is determined on the basis of a prediction of possible collision probabilities for different trajectories (8) when predicting a plurality of possible gaps (10) in the future development of the position of the other vehicles (2, 3) and / or when predicting a trajectory group on the basis of the currently traveled trajectory (7) ahead.Method (60) according to one of the preceding claims, characterized in that the method (60) is furthermore designed in such a way as to calculate an abort trajectory, designed in such a way as to abort a translation semi-autonomously or autonomously and / or to transfer control to the driver.Method (60) according to one of the preceding claims, wherein the method (60) is designed to make a decision based on the environmental model and the at least one identified gap (10), to throttle a speed (v) of the ego vehicle (1) to a maximum speed, designed to form an acceleration gap (11) and / or to adapt the maximum speed to the speed of the traffic and / or the gap in the lane in which the gap (10) is predicted and identified, wherein the maximum speed and the time of reaching the maximum speed are set as a function of the movement prediction and / or the origin prediction of the identified gap (10).Method (60) according to one of the preceding claims, characterized in that the method (60) is further designed in such a way as to give and / or provide the driver with a recommendation for action (75) and / or a warning (77), in particular simultaneously with an intervention or an intervention change.Method (60) according to one of the preceding claims, characterized in that the method (60) is further designed to transmit at least one item of information for the analysis (63) of the traffic jam situation (50) and / or the ascertainment of a safety rating from a V2I, V2V and / or V2X communication into the method.Method (60) according to one of the preceding claims, in particular according to Claim 10, characterized in that the method (60) is designed in such a way that a gap formation is negotiated with at least one connection-capable foreign vehicle (2) by means of one of V2I, V2V and / or V2X communication.Method (60) according to one of the preceding claims, characterized in that the method (60) is designed to enable a lane change in a stop-and-go traffic and / or wherein the method (60) is designed to enable the lane change at all speeds.Method (60) according to one of the preceding claims, characterized in that the method (60) is designed in such a way that the ego vehicle (1) is brought to a lane boundary (5) in order to signal an interest in passing the ego vehicle (1) or in order to let a foreign vehicle (2, 3) pass.Driving assistance device (36), characterized in that the driving assistance device (36), in particular designed in such a way as to carry out a method (60) according to one of the preceding claims, is designed to create an environment model in such a way as to map objects and lanes in the environment model; to analyze (63) a traffic jam situation (50) in such a way as to predict at least one future gap (10); and to plan at least one trajectory (8) with the inclusion of the environment model and the analysis (63) of the traffic jam situation (50).Control device or vehicle control device (35), designed and / or configured in such a way as to carry out a method (60) according to one of Claims 1 to 13.A vehicle (1) or semi-autonomous vehicle or autonomous vehicle comprising a controller (35) according to claim 15.Communication module (36) designed for V2I, V2V and / or V2X communication, designed such that at least one piece of information for the analysis (63) of the traffic jam situation (50) and / or the ascertainment of a safety rating is transmitted into the method (60) from a V2I, V2V and / or V2X communication; and / or designed such that gap formation is negotiated with at least one other vehicle (2) by means of one of V2I, V2V and / or V2X communication; wherein the communication module (36) is designed and / or configured to establish the V2V, V21 and / or V2X communication and / or to communicate via the V2V, V2I and / or V2X communication, in such a way as to carry out a method (60) according to one of Claims 1 to 13, in particular in order to carry out a method (60) according to one of Claims 10 or 11.Computer program product (35a) designed to be executed on a driver assistance apparatus (36) according to Claim 14 and / or on a control device (35) according to Claim 15 and / or on a communication module (36) according to Claim 17 in order to carry out a method (60) according to one of Claims 1 to 13.

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