Safe insertion during automated vehicle piloting

Abstract

The invention relates to a method for controlling an automated vehicle steering function. Based on the first set of information, it is determined (201) whether the ego-vehicle is engaged in a merging lane. If so, the method includes obtaining (202) a second set of information and determining (203), based on this second set of information, whether merging the ego-vehicle at the end of the merging lane corresponds to a predefined dangerous situation. If so, the method includes determining (205) an appropriate trajectory for the ego-vehicle, said appropriate trajectory including an early merging of the ego-vehicle into the main road, before the end of the merging lane. FIG. 2

Description

Title of the invention: Secure insertion during automated vehicle piloting

[0001] The present invention belongs to the field of automated vehicle piloting, particularly in a situation of merging onto a main road.

[0002] The term “vehicle” means any type of vehicle such as a private, utility or heavy goods vehicle.

[0003] Most recent vehicles include a driver assistance module, also called AD AS, for "Advanced Driver Assistance Systems", capable of implementing at least one vehicle driving assistance function.

[0004] The term "driving assistance" for a vehicle refers to any method capable of assisting the driving of the vehicle. This method may consist of partially or fully steering the vehicle or providing any type of assistance to a person driving the vehicle. Driving assistance functions can relate to different levels of autonomy. The OICA (International Organization of Motor Vehicle Manufacturers) scale notably provides for six levels. Other scales exist to define the levels of autonomy enabled by driving assistance systems, such as the SAE (Society of Automotive Engineers) scale.

[0005] Thus, driving assistance covers manual driving assistance functions, for the lowest levels, such as levels 1 and 2 of the aforementioned scales, and automated vehicle piloting functions for the highest levels of autonomy.

[0006] In the case where the vehicle is equipped with an automated driving function, it is called an ego-vehicle or autonomous vehicle.

[0007] In certain driving situations, the automated piloting of the ego-vehicle according to theoretically defined rules, based in particular strictly on regulations, may cause safety or discomfort problems.

[0008] This is particularly the case when the autonomous vehicle is on an merge lane to join a main road used by other vehicles.

[0009] Regulations generally recommend that vehicles merge by following an outer edge of the merge lane, that is to say, by merging onto the main road only at the very end of the merge lane.

[0010] In certain situations, strict application of such a recommendation can be dangerous. This is particularly the case when the main road passes through a tunnel that begins shortly after the end of the slip road, or when the main road includes at least two lanes and leads to a roundabout shortly after the end of the merge lane.

[0011] Thus, there is a need to take into account a configuration of the driving situation during the automated piloting of an ego-vehicle, when the autonomous vehicle is traveling on an insertion lane joining a main road.

[0012] The present invention improves the situation.

[0013] To this end, a first aspect of the invention relates to a method for controlling an automated piloting function of a vehicle, called an ego-vehicle, the autonomous piloting function being capable of piloting a trajectory of the ego-vehicle based on data from at least one sensor and / or at least one module of the ego-vehicle, and based on a route to a destination, the method comprising the following steps, while the automated piloting function is active: - to obtain an initial set of information relating to a driving situation of the ego-vehicle; - determine, based on the first set of information, whether the ego-vehicle is engaged in an merge lane joining a main road or whether the ego-vehicle's route passes through an merge lane joining a main road; - if the ego-vehicle is engaged in the merge lane or if the ego-vehicle's route passes through the merge lane, obtain a second set of information relating to the driving situation of the ego-vehicle in the merge lane; - determine, based on the second set of information, whether an insertion of the ego-vehicle at the end of the insertion lane corresponds to a predefined dangerous situation; - if the insertion of the ego-vehicle at the end of the insertion lane corresponds to a predefined dangerous situation, determine an appropriate trajectory for the ego-vehicle, said appropriate trajectory including an early insertion of the ego-vehicle into the main road, before the end of the insertion lane.

[0014] Thus, the invention makes it possible to avoid a default merge at the end of the merge lane in specific cases where such a merge would be dangerous. Safe merge and improved autonomous driving comfort are therefore made possible by the invention.

[0015] According to some embodiments, the first set of information may include: - mapping data from the ego-vehicle's memory and / or its radio communication module; and / or - information derived from images acquired by at least one camera of the ego-vehicle.

[0016] Thus, it becomes possible to determine the approach to a merging lane in real time, based on sensors with which most modern vehicles are equipped. The invention can therefore be implemented without any additional hardware.

[0017] According to some embodiments, the second set of information may include one or more of the following: - data captured by one or more sensors of the ego-vehicle; and / or - images or image analyses from one or more cameras of the ego-vehicle; and / or - information from a radio communication module capable of communicating with road infrastructure and / or with other vehicles in an ego-vehicle environment; and / or - mapping information stored in the ego-vehicle's memory and / or obtained by the radio communication module; and / or - a current position of the ego-vehicle.

[0018] Thus, it becomes possible to determine precisely whether a default merging maneuver at the end of a merging lane is dangerous or not, based on sensors with which most modern vehicles are equipped. The invention can therefore be implemented without any additional hardware. Furthermore, redundancy is achieved by taking into account multiple pieces of information from different sensors or modules of the ego-vehicle.

[0019] According to some embodiments, the predefined hazardous situation can be defined by one or more conditions, each condition being relative to: - the number of lanes on the main road that the merge lane joins; and / or - the number of other vehicles on the main road that the merge lane joins; and / or - a predefined type of road infrastructure at a distance from an end of the insertion lane less than a given threshold.

[0020] Such conditions allow a precise and easily identifiable description of situations in which an insertion at the end of the insertion lane is dangerous.

[0021] According to embodiments, several dangerous situations are predefined, each predefined dangerous situation being associated with a set of at least one condition and including a comparison of the second set of information with each set of at least one condition, to determine whether an insertion of the ego-vehicle at the end of the insertion lane corresponds to a dangerous situation.

[0022] These embodiments make it possible to improve the safety associated with the merging of the vehicle onto a main road, in a wide variety of driving situations.

[0023] In addition or as an alternative, a first predefined hazardous situation may be defined by the following conditions: - the number of vehicles travelling on the main road, or on a lane of the main road, exceeds a predefined threshold; - a tunnel is located on the main road at a distance less than a given threshold from the end of the merge lane.

[0024] Indeed, inserting the ego-vehicle too close to the entrance of a tunnel can generate discomfort for the vehicle's passengers, or even surprise other vehicles on the main road, and can cause a risk of accident.

[0025] As a further complement or alternative, a second predefined dangerous situation can be defined by the following conditions: - the main road has at least two lanes and the route to the destination indicates to take the lane of the main road furthest from the merge lane; - the number of vehicles traveling on the main road, or on a lane of the main road, exceeds a predefined threshold; and - a two-lane roundabout is located on the main road at a distance less than a given threshold from the end of the merging lane.

[0026] Indeed, inserting the ego-vehicle too close to the entrance of a two-lane roundabout, on a lane far from the insertion lane, causes a high risk of accident, and can generate discomfort for the vehicle's passengers.

[0027] A second aspect of the invention relates to a computer program comprising instructions for implementing the method according to the first aspect of the invention, when these instructions are executed by a processor.

[0028] A third aspect of the invention relates to a control module for an automated vehicle piloting function, referred to as an ego-vehicle, the automated piloting function being capable of piloting a trajectory of the ego-vehicle based on data from at least one sensor and / or at least one module of the ego-vehicle, and based on a route to a destination, the control module comprising a processor configured to, while the automated piloting function is active: - to obtain an initial set of information relating to a driving situation of the ego-vehicle; - determine, based on the first set of information, whether the ego-vehicle is engaged in an merge lane joining a main road or whether the ego-vehicle's route passes through an merge lane joining a main road; - if the ego-vehicle is engaged in the merge lane or if the ego-vehicle's route passes through the merge lane, obtain a second set of information relating to the driving situation of the ego-vehicle in the merge lane; - determine, based on the second set of information, whether an insertion of the ego-vehicle at the end of the insertion lane corresponds to a predefined dangerous situation; - if the insertion of the ego-vehicle at the end of the insertion lane corresponds to a predefined dangerous situation, determine an appropriate trajectory for the ego-vehicle, said appropriate trajectory including an early insertion of the ego-vehicle into the main road, before the end of the insertion lane.

[0029] A fourth aspect of the invention relates to a vehicle comprising a control module according to the third aspect of the invention, capable of performing an automated piloting function to pilot a trajectory of the ego-vehicle based on data from at least one sensor and / or at least one module of the ego-vehicle.

[0030] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings in which:

[0031] [Fig-1] illustrates a vehicle according to embodiments of the invention;

[0032] [Fig.2] is a diagram illustrating the steps of a control process for a automated vehicle piloting function, according to embodiments of the invention;

[0033] [Fig.3] illustrates an application of the method for controlling a piloting function automated vehicle, in a first predefined dangerous situation, according to embodiments of the invention;

[0034] [Fig.4] illustrates an application of the method for controlling a piloting function automated vehicle, in a second predefined dangerous situation, according to embodiments of the invention;

[0035] [Fig.5] is a control module for an automated vehicle piloting function, according to embodiments of the invention.

[0036] Fig. 1 illustrates a vehicle 100 according to embodiments of the invention.

[0037] The vehicle 100 may include a vehicle driver assistance module 102, also called AD AS, for "Advanced Driver Assistance Systems". The AD AS 102 module is capable of implementing at least one driver assistance function based in particular on data from at least one sensor out of N sensors 106 of the vehicle 100.

[0038] According to the invention, the AD AS 102 module is capable of implementing an automated piloting function of the vehicle 100, which is therefore an ego-vehicle or autonomous vehicle.

[0039] No restrictions are attached to the N sensors 106 of the ego-vehicle 100 which may include one or more cameras, a lidar, a radar and / or other types of sensors.

[0040] The vehicles incorporate navigation functions using satellite signals from a satellite positioning system, such as the GPS system, for "Global Positioning System" in English, or the Galileo system for example, in order to position the vehicle in space.

[0041] Satellite signals are received via an antenna installed on the roof of the vehicle 100, in an area called the roof. The antenna detects at least three signals from three different satellites to position the vehicle in two dimensions, or four signals from four different satellites for three-dimensional positioning of the vehicle, including an altitude of the vehicle.

[0042] A telematics unit 104 connected to the antenna can generate navigation data streams for the on-board navigation system, which can also be used, or consumed, by other vehicle functions. Such navigation data streams can be GNSS streams, for "Global Navigation Satellite Systems".

[0043] All of these data streams enable the ADAS functions, particularly the automated vehicle piloting function, to accurately determine the position of vehicle 100 in space. Furthermore, the evolution of vehicle 100's position can be monitored in real time by continuously receiving satellite signals via the antenna and generating GNSS navigation data streams at a given frequency via device 110.

[0044] The vehicle 100 may further include a radio communication module 105 capable of communicating with a mobile network and / or directly with other vehicles located around the ego-vehicle 100. The radio communication module 105 may be a vehicle-to-everything module, or V2X for example.

[0045] The vehicle 100 may further include a centralized control module 101, also called the Electronic Control Unit (ECU). The AD AS module 102 can determine driving commands and communicate them to the ECU 101, which can control the vehicle's trajectory and dynamics according to the driving commands.

[0046] The modules and sensors of vehicle 100 can communicate with each other via a communication network, which can be a CAN type network for example, widely used for transporting data streams in the form of data buses in vehicles.

[0047] The vehicle 100 may also include a memory 107, capable of storing data such as map data describing road infrastructure in the vicinity of the ego-vehicle 100. The map data can be updated according to changes in the current position of the ego-vehicle, the updates being received from a remote server via radio communication module 105.

[0048] Fig. 2 is a diagram illustrating the steps of a method for controlling an automated piloting function of the ego-vehicle 100, according to embodiments of the invention.

[0049] The steps described below can be implemented by the AD AS 102 module described with reference to [Fig.1].

[0050] Initially, the AD AS 102 module can transmit control commands determined from data from vehicle sensors and modules, and based on outputs from a navigation function indicating a route to follow to a destination. The navigation function can be based on: - at least one destination indicated by a user of the ego-vehicle 100; - the cartographic data described above; - a current vehicle position obtained from the telematics unit 104.

[0051] At a step 200, the AD AS 102 module obtains a first set of information from a module or sensor of the vehicle 100, the first set of information being related to a vehicle driving situation.

[0052] According to the invention, the first set of information may include information relating to a vehicle route, a current position of the vehicle and / or the road infrastructure along the vehicle route.

[0053] No restrictions are attached to the first set of information, nor to the module and / or sensor which obtains the first information.

[0054] For example, the first set of information may include: - Map data from the vehicle's memory 107 and / or the radio communication module 105 and the ego-vehicle's route to the destination; and / or - Information derived from images acquired by a vehicle camera, or by a set of vehicle cameras. The image-derived information may include raw images from the camera(s), or may include information from an image analysis module 100, which analyzes images captured by the vehicle camera(s).

[0055] At a step 201, the AD AS 102 module determines, based on the first set of information, whether the ego-vehicle is traveling on an insertion lane joining a main road or whether the ego-vehicle's route passes through an insertion lane joining a main road, and whether the insertion lane is at a distance from the current position of the ego-vehicle less than a given threshold.

[0056] If this is not the case, i.e., if the ego-vehicle is not traveling on a merging lane and / or if the ego-vehicle is not close to a merging lane on the route towards the destination, the process goes through a step 204 in which the automated piloting function is implemented by default.

[0057] If this is the case, that is to say if the ego-vehicle is travelling on an insertion lane or if the ego-vehicle is close to an insertion lane on the route, the process proceeds to a step 202.

[0058] At a step 202, the AD AS 102 module obtains a second set of information, the second set of information being related to the driving situation of the ego-vehicle in the insertion lane.

[0059] The second set of information may include: - information relating to other vehicles on the main road that the vehicle is joining; and - information relating to road infrastructure, in particular relating to the main road.

[0060] There are no restrictions on how the second set of information is obtained. The second set of information may include: - data captured by one or more sensors on the vehicle, such as radar or lidar, for example; and / or - images or image analyses from one or more of the vehicle's cameras; and / or - information from the communication module 105 capable of communicating with the road infrastructure and / or with other vehicles in the environment of the ego-vehicle 100; and / or - map information stored in memory and / or obtained by communication module 105; and / or - the current position of the ego-vehicle 100 from the telematics box 104.

[0061] At a step 203, the AD AS 102 module determines, based on the second set of information, whether an insertion at the end of the insertion lane of the ego-vehicle 100, as recommended by regulation and as provided for in the default implementation of the automated piloting function, corresponds to a predefined dangerous situation.

[0062] One or more hazardous situations may be predefined. Each predefined hazardous situation may be defined by: - ​​a number of lanes on the main road; and / or - a number of other vehicles on the main road that the merge lane joins; and / or - a predefined type of road infrastructure at a distance from an end of the insertion lane less than a given threshold.

[0063] Two examples of predefined dangerous situations are illustrated with reference to Figures 3 and 4 described below, which thus correspond to distinct application cases of the method according to the invention.

[0064] Figure 3 illustrates an application of the control method according to embodiments of the invention, in a first predefined dangerous situation.

[0065] The first predefined hazardous situation can be defined by the following conditions: - a number of vehicles circulating on the main road, or on the lane of the main road which the insertion lane joins, is greater than a predefined threshold, for example equal to Ml vehicles, Ml being an integer greater than 1; - a tunnel is located on the main road at a distance less than a given threshold DI from an end 312 of the insertion lane. The threshold DI may be less than 50 meters for example.

[0066] In the example of [Fig.3], the ego-vehicle 100 travels on an insertion lane 310 joining a main road 320 comprising at least one lane, including in particular two lanes.

[0067] An merge at the end of the merge lane in the driving situation of [Fig.3] can correspond to such a first predefined dangerous situation, insofar as: - 110 vehicles are circulating on the main road 320. The number of 110 vehicles may exceed the threshold M, according to the predefined value of the threshold Ml; - a tunnel 330 is consecutive to the end 312 of the insertion track 310, therefore the distance between the tunnel 330 and the end 312 is zero, therefore less than the DI threshold.

[0068] It should be noted that the situation illustrated in [Fig. 3] is a particular situation, described for illustrative purposes. Variants, with more or fewer vehicles, distributed differently on the main road 320, and with different distances between tunnel 330 and end 312, can also be identified as corresponding to the first predefined hazardous situation.

[0069] Figure 4 illustrates an application of the control method according to embodiments of the invention, in a second predefined hazardous situation.

[0070] The second predefined hazardous situation can be defined by the following conditions: - the main road has two lanes and, depending on the route to the destination, the ego-vehicle 100 must merge into the lane of the main road furthest from the merge lane; - the number of vehicles engaged in the main road, or in the lane of the main road that the merge lane joins, exceeds a predefined threshold, which may be the same threshold or a different threshold than the threshold defined for the first situation predefined dangerous, for example equal to M2 vehicles, M2 being an integer greater than 1; - A two-lane roundabout is located on the main road at a distance less than a given threshold D2 from the end of the merging lane. The threshold D2 may be less than 50 meters, for example.

[0071] In the example of [Fig.4], the ego-vehicle 100 travels on an insertion lane 410 joining a main road 420 comprising two lanes, the main road 420 comprising a roundabout 430 with two lanes.

[0072] An merge at the end of the merge lane in the driving situation of [Fig. 4] can correspond to such a second predefined dangerous situation, insofar as: - Main road 420 has two lanes and the ego-vehicle route requires merging into the left lane of main road 420; - 110 vehicles are circulating on the main road. The number of 110 vehicles may exceed the M2 threshold, according to the predefined value of the M2 threshold; - a two-lane roundabout 430 is close to the end 412 of the 410 insertion lane, so the distance between the roundabout 430 and the end 412 is small and therefore may be less than the threshold D2.

[0073] It should be noted that the situation illustrated in [Fig. 4] is a particular situation, described for illustrative purposes. Variants, with more or fewer vehicles, distributed differently, and with different distances between the roundabout 430 and the end 412 of the merging lane, can also be identified as corresponding to the second predefined hazardous situation.

[0074] Referring again to [Fig.2], if the AD AS 102 module determines, in step 203, that an insertion of the ego-vehicle 100 at the end of the insertion lane corresponds to a predefined dangerous situation, then the process proceeds to step 205. Otherwise, the process proceeds to step 204, with a default implementation of the automated piloting function of the ego-vehicle 100.

[0075] At step 205, the AD AS 105 module adapts the trajectory of the ego-vehicle, the adapted trajectory including an early insertion of the ego-vehicle into the main road, before the end of the merge lane. In other words, according to the adapted trajectory, the ego-vehicle 100 does not follow an outer edge of the merge lane.

[0076] In the example of [Fig.3], corresponding to the first dangerous situation, the adapted trajectory, instead of following the outer edge 311 of the insertion lane 310, may provide for an insertion behind a vehicle 111 located before the end 312 of the insertion lane 310.

[0077] In the example of [Fig. 4], corresponding to the second dangerous situation, the adapted trajectory, instead of following the outer edge 411 of the insertion lane 410, may provide for an insertion behind a vehicle 113 in the right lane of Main Road 420, and in front of a vehicle 112 located in the left lane of Main Road 420.

[0078] Thus, the adapted trajectory takes priority over the default operation of the automated piloting function which provides for insertion at the end of the insertion lane, in the event that such insertion at the end of the insertion lane would be dangerous.

[0079] It is thus made possible to improve the safety associated with the insertion of the ego-vehicle 100 onto a main road, in specific predefined situations.

[0080] Fig. 5 illustrates the structure of a control module 500 of an automated piloting function of a vehicle 100, according to embodiments of the invention.

[0081] The control module 500 can be the AD AS 102 module described previously.

[0082] The control module 500 includes a processor 501 configured for to communicate unidirectionally or bidirectionally, via one or more buses or via a direct wired connection, with a 502 memory such as a Random Access Memory (RAM), a Read Only Memory (ROM), or any other type of memory (Flash, EEPROM, etc.). Alternatively, the 502 memory may comprise several memories of the aforementioned types.

[0083] The memory 502 is capable of storing, permanently or temporarily, at least some of the data used and / or resulting from the implementation of the steps of the process described with reference to [Fig.2].

[0084] In particular, memory 502 can store information defining the predefined dangerous situation(s).

[0085] The processor 501 is capable of executing instructions, stored in memory 502, for the implementation of the steps of the process according to the invention, described with reference to [Fig. 2]. Alternatively, the processor 501 can be replaced by a microcontroller designed and configured to perform the steps of the process according to the invention, described with reference to [Fig. 2].

[0086] The control module 500 may include a first receiving interface 503 for the first set and second set of information, from the other sensor(s) and module(s) of the ego-vehicle 100.

[0087] The control module 500 may further include an interface for transmitting piloting commands, in particular intended for the centralized control module 101 previously described with reference to [Fig. 1]. The piloting commands allow the vehicle 100 to be piloted along the trajectory determined by default in step 204, or along the adapted trajectory determined in step 205.

[0088] The present invention is not limited to the embodiments described above by way of example; it extends to other variants.

Claims

Demands

1. Method of controlling an automated driving function of a vehicle (100), called an ego-vehicle, the automated driving function being capable of driving a trajectory of the ego-vehicle based on data from at least one sensor (106; 103) and / or at least one module (104; 105; 107) of the ego-vehicle, and based on a route to a destination, the method comprising the following steps, while the automated driving function is active: - obtain (200) a first set of information relating to a driving situation of the ego-vehicle; - determine (201), based on the first set of information, whether the ego-vehicle is engaged in an insertion lane (310; 410) joining a main road (320; 420) or whether the ego-vehicle's route passes through an insertion lane joining a main road;- if the e-vehicle is engaged in the merging lane or if the e-vehicle's path passes through the merging lane, obtain (202) a second set of information relating to the driving situation of the e-vehicle in the merging lane; - determine (203), based on the second set of information, whether merging the e-vehicle at the end (312; 412) of the merging lane corresponds to a predefined dangerous situation; - if merging the e-vehicle at the end of the merging lane corresponds to a predefined dangerous situation, determine (205) an appropriate trajectory for the e-vehicle, said appropriate trajectory including an early merging of the e-vehicle into the main road, before the end of the merging lane.

2. A method according to claim 1, wherein the first set of information comprises: - map data from a memory (107) of the ego-vehicle and / or from a radio communication module (105) of the ego-vehicle; and / or - information derived from images acquired by at least one camera (103) of the ego-vehicle.

3. A method according to claim 1 or 2, wherein the second set of information comprises one or more of the following: - data captured by one or more sensors (106) of the ego-vehicle; and / or - images or image analyses from one or more cameras (103) of the ego-vehicle; and / or - information from a radio communication module (105) capable of communicating with road infrastructure and / or with other vehicles in the ego-vehicle's environment; and / or - map information stored in a memory (107) of the ego-vehicle and / or obtained by the radio communication module; and / or - a current position of the ego-vehicle.

4. A method according to any one of the preceding claims, wherein the predefined dangerous situation is defined by one or more conditions, each condition being related to: - a number of lanes of the main road (320; 420) which the insertion lane (311; 411) joins; and / or - a number of other vehicles (110) on the main road which the insertion lane joins; and / or - a type of road infrastructure (330; 430) predefined at a distance from an end (312; 412) of the insertion lane less than a given threshold.

5. A method according to any one of the preceding claims, wherein several predefined hazardous situations are defined, each predefined hazardous situation being associated with a set of at least one condition and comprising a comparison of the second set of information with each set of at least one condition, to determine whether an insertion of the ego-vehicle (100) at the end (312; 412) of the insertion lane (310; 410) corresponds to a hazardous situation.

6. A method according to claim 4 or 5, wherein a first predefined dangerous situation is defined by the following conditions: - a number of vehicles (310) travelling on the main road (320), or on a lane of the main road, is greater than a predefined threshold; - a tunnel (330) is located on the main road at a distance less than a given threshold from the end (311) of the insertion lane (312).

7. A method according to any one of claims 4 to 6, wherein a second predefined hazardous situation is defined by the following conditions: - the main road (420) comprises at least two lanes and the route to the destination indicates taking the lane of the main road furthest from the merge lane (410); - a number of vehicles (420) travelling on the main road, or on a lane of the main road, is greater than a predefined threshold; and - a two-lane roundabout (430) is located on the main road at a distance less than a given threshold from the end of the merge lane.

8. Computer program comprising instructions for carrying out the method according to any one of the preceding claims, when such instructions are executed by a processor (501).

9. Control module (500; 102) of an automated vehicle (100) piloting function, referred to as an ego-vehicle, the automated piloting function being capable of piloting a trajectory of the ego-vehicle based on data from at least one sensor and / or at least one module of the ego-vehicle, and based on a route to a destination, the control module comprising a processor (501) configured to, while the automated piloting function is active: - obtain a first set of information relating to a driving situation of the ego-vehicle; - determine, based on the first set of information, whether the ego-vehicle is engaged in an merge lane (310; 410) joining a main road (320; 420) or whether the route of the ego-vehicle passes through an merge lane joining a main road;- if the ego-vehicle is engaged in the insertion lane or if the ego-vehicle's path passes through the insertion lane, obtain a second set of information relating to the driving situation of the ego-vehicle in the insertion lane; - determine, based on the second set of information, whether an insertion of the ego-vehicle at the end (312; 412) of the insertion lane corresponds to a predefined dangerous situation; - if the insertion of the ego-vehicle at the end of the insertion lane corresponds to a predefined dangerous situation, determine an appropriate trajectory for the ego-vehicle, said appropriate trajectory including an early insertion of the ego-vehicle into the main road, before the end of the insertion lane.

10. Vehicle (100) comprising a control module (102) according to claim 9, capable of performing an automated piloting function to pilot a trajectory of the ego-vehicle based on data from at least one sensor (103; 106) and / or at least one module (104; 105; 107) of the ego-vehicle.