Evaluation unit, vehicle, and method for evaluating possibility of maneuvering

Abstract

The invention relates to an evaluation unit (1) for a vehicle (3), to a method for evaluating a maneuvering possibility of a vehicle (3), and to a vehicle (3) having such an evaluation unit (1). The invention relates to an evaluation unit (1) for a vehicle (3), comprising an input interface (S1), in particular for a position (5) of the vehicle (3), and an output interface (S2) for outputting a signal, and comprising a decision logic (7), which is designed to evaluate at least one maneuvering possibility (M1, M2, M3), the evaluation (B) of the respective maneuvering possibility (M1, M2, M3) being carried out as a function of the position (Pos) of the vehicle (3), and the evaluation of the maneuvering possibility (M1, M2, M3) being carried out as a function of the position (Pos) of the vehicle (3). The evaluation result (Y, N) can be provided as an output signal to a control unit or a bus system (9) of the vehicle (3).

Description

Technical Field

[0001] The invention relates to an evaluation unit, a vehicle and a method for evaluating maneuverability. Background Art

[0002] Traffic regulations are becoming increasingly complex, especially in federal states, where they can vary from region to region.

[0003] Furthermore, the development of autonomous driving technology is constantly advancing. To avoid accidents, especially those involving autonomous vehicles, it is imperative to obey traffic rules.

[0004] However, this is not always easy, especially since traffic rules can change over time. Summary of the Invention

[0005] It is therefore an object of the present invention to provide a unit with which a possible maneuvering possibility of a vehicle can be simply evaluated.

[0006] This object is achieved by an evaluation unit according to claim 1. Furthermore, this object is achieved by a vehicle having such an evaluation unit. Finally, this object is achieved by a method according to claim 10. Finally, this object is achieved by a computer program product according to claim 16.

[0007] Further advantageous embodiments and refinements are each the subject matter of the dependent claims.

[0008] The evaluation unit is designed for use in a vehicle. The evaluation unit comprises an input interface for a position and for providing at least one maneuvering option, and an output interface for outputting a signal, in particular for providing an evaluation result. The evaluation unit also comprises a decision logic, wherein the decision logic is configured to evaluate at least one maneuvering option, wherein the respective maneuvering option is evaluated as a function of the vehicle's position, and wherein the evaluation result can be provided as an output signal to a control unit or a bus system of the vehicle.

[0009] Advantageously, the respective possible maneuvering possibilities can be determined as a function of the respective position of the vehicle.

[0010] The position of the vehicle can be understood as the type of traffic path the vehicle is on, wherein the traffic path can be a highway, a motorway, a city street or a parking lot. The traffic path is advantageously determined by the position of the vehicle.

[0011] The evaluation unit is preferably implemented as a computer program product. Advantageously, the input interface and the output interface are designed as software interfaces, by means of which the computer program product can receive positions, corresponding maneuvering possibilities and / or evaluation results or share them with other software modules or interfaces.

[0012] The evaluation unit is advantageously designed as a module for supplementing a vehicle control system or for installation on a vehicle control system.

[0013] This module or computer program product is advantageously designed for installation on a computing unit, in particular a control unit, for a vehicle. Advantageously, it can be loaded into a memory of the computing unit and can be run by means of a processor.

[0014] The evaluation unit can be designed as a computing unit having a memory, a processor, and at least one input interface and one output interface. The evaluation unit is preferably implemented as a module with a corresponding computer program product. Advantageously, the evaluation unit is designed as a module in a vehicle control system.

[0015] The input interface or the output interface is advantageously designed as a CAN bus, Ethernet, LIN bus interface or other network interface. Alternatively, the input interface or the output interface can be designed as a software interface.

[0016] The corresponding software interface is advantageously suitable and designed to receive signals from a bus system or to provide signals to a bus system.

[0017] The maneuvering possibilities are advantageously provided to an input interface.The position of the vehicle and the corresponding maneuvering unit are advantageously provided to the decision logic.

[0018] The decision logic advantageously includes a plurality of inputs for the respective maneuvering possibilities and an output for the evaluation result. The evaluation is preferably binary, for example “allowed” or “yes” (Y) or “forbidden” or “no” (N).

[0019] The evaluation unit, in particular the decision logic, advantageously provides the evaluation result as a binary evaluation result ("allow", Y) or a negative evaluation result ("forbid", N). The evaluation result can advantageously be provided as a binary signal to the output interface via a corresponding output signal.

[0020] The position of the vehicle is preferably continuously determined by a position sensor and provided to the evaluation unit. Alternatively, the position of the vehicle can be determined separately for each respective evaluation. Advantageously, the position is determined by means of a position sensor already present in the vehicle.

[0021] In simple cases, the maneuvering possibilities may mean increasing or decreasing the vehicle speed and turning the vehicle "right" or "left".

[0022] In addition, there are other maneuvering possibilities:

[0023] - Overtaking process;

[0024] - Parking procedures on the right / left side of the road;

[0025] - Drive along the road (go straight);

[0026] - Turn left;

[0027] - Turn right;

[0028] - Change to the right / left lane;

[0029] - Cross the intersection;

[0030] - Parking process.

[0031] The assessment of the respective maneuverability is advantageously based on the respective legality under the currently applicable traffic regulations. The structure of the decision logic is advantageously based on the traffic regulations. Advantageously, this structure is adaptable, for example, if the traffic regulations change. Advantageously, the decision logic is designed so that the assessment can be based on the traffic regulations.

[0032] For example, in Germany, traffic regulations come, for example, from the Road Traffic Ordinance (StVO) or the Road Traffic Act (StVG).

[0033] The evaluation advantageously takes place by determining whether the respective maneuvering possibility is legal (“allowed”, affirmative) or illegal (“prohibited”, negative) according to the currently valid traffic regulations.

[0034] Advantageously, only the possible and / or inquired maneuvering possibilities of the vehicle are evaluated. Thus, only a reduced number of maneuvering possibilities need to be evaluated by the decision logic.

[0035] The decision logic can be designed as a neural network, a decision tree, Boolean decision logic, or other structures, such as a decision ontology. Advantageously, the decision logic is deterministic and can evaluate multiple maneuver options in a simple manner.

[0036] The evaluation unit can provide the evaluation result to the vehicle control system, and the vehicle control system can make a decision about the maneuvering possibility based on the evaluation result. Alternatively, the evaluation result can also be displayed to the vehicle driver, and the vehicle driver can execute or not execute the corresponding maneuvering possibility based on the evaluation result.

[0037] The invention described here therefore makes it possible to construct the decision logic and the evaluation unit in a simple manner and correspondingly with little computing power.

[0038] In an advantageous embodiment of the invention, a position sensor, in particular a GPS sensor, is provided for providing the position.

[0039] Alternatively, the position may also be determined based on the use of a mobile network.

[0040] Advantageously, the vehicle already comprises a GPS sensor, for example for a navigation system, to detect the position of the vehicle. The use of a GPS sensor is advantageous because the determination of the position is particularly simple and can be determined accurately.

[0041] In a further advantageous embodiment of the invention, the decision logic is based on Boolean decision logic.

[0042] Boolean decision logic consists of multiple logic modules and is therefore well-suited for quickly and easily evaluating multiple input signals into a single output signal. Advantageously, the maneuver options can be represented as binary codes. Advantageously, the evaluation can also be represented as a binary code (yes, no / 0, 1 / or Y, N).

[0043] Advantageously, the corresponding maneuvering possibility can be represented by a binary code as follows (here simplified using the example of an overtaking process):

[0044] - Increase Speed ​​= Yes;

[0045] - Reduce Speed ​​= No;

[0046] - Turn right = No;

[0047] - Change lane left = Yes.

[0048] The binary code supplied to the decision logic can advantageously be designed accordingly as (yes, no, no, yes, . . . ) or (1, 0, 0, 1, . . . ).

[0049] The following allocation is therefore performed by way of example using the decision logic:

[0050] (position, 0, 0, 1, 0...) → yes

[0051] The corresponding logic module is advantageously designed as a software module. The decision logic is advantageously designed as a software module. Advantageously, the decision logic is changeable, so that it can adapt to changing traffic regulations. Advantageously, the decision logic can be changed, in particular updated, via the bus system.

[0052] Particularly fast evaluation is possible via Boolean decision logic.

[0053] In another advantageous embodiment of the present invention, only a portion of the decision logic is activated, wherein the selection of the sub-areas is performed in each case depending on the vehicle's position. Advantageously, the scope or functionality of the decision logic can be limited. Advantageously, this limitation is time-limited and / or depends on the vehicle's position.

[0054] Advantageously, for most decisions, large portions of the decision logic are irrelevant. For example, parking problems are generally irrelevant for a vehicle on a highway or road. Since such maneuvering possibilities do not need to be evaluated, only the relevant parts of the decision logic need to be activated.

[0055] By using only a portion of the decision logic, the evaluation can be performed faster and simpler.

[0056] In a further advantageous embodiment of the invention, the selection of the corresponding sub-areas of the decision logic is performed at least in a first phase and a second phase.

[0057] Within the scope of the first phase, the decision logic is advantageously restricted so that only those aspects of the decision logic that are relevant based on the vehicle's position need to be evaluated. For example, on a highway (vehicle position = highway), not all traffic regulations valid in urban areas are relevant. Accordingly, the decision logic can be reduced in terms of the maneuver options it evaluates and / or simplified in its structure based on the vehicle's position. Depending on the vehicle's position, advantageously, only a corresponding sub-area of ​​the decision logic is valid or relevant.

[0058] Within the scope of the second stage, the decision logic can be further narrowed down based on the detected vehicle environment. For example, if a lane is determined to be blocked, where the blockage is indicated by an obstacle, then a lane change to the blocked lane is not considered. Thus, the scope of the decision logic can be further narrowed down.

[0059] The same is true in cases where dense fog is determined, as the maximum speed on the highway may not be relevant in such cases, as the safe speed at which vehicles can travel is usually significantly lower than the maximum speed.

[0060] By reducing or limiting the scope of the decision logic, decisions can advantageously be made simpler, faster, and / or with less computing power.

[0061] In a further advantageous embodiment of the invention, a reduced number of maneuvering possibilities is provided for evaluation, depending on the position of the vehicle.

[0062] By reducing the number of maneuvers, the required computing power can be reduced and / or the evaluation time can be reduced. Furthermore, the decision logic can be designed to be less complex from the outset, so that a decision logic solution based on software modules can be run with less memory consumption.

[0063] In a further advantageous embodiment of the invention, the maneuvering possibilities are reduced based on the vehicle's surroundings.

[0064] The vehicle's surroundings take into account, for example, obstacles, other road users in the surrounding area, and traffic signs, traffic lights, or closures of traffic sections.

[0065] The environment can be provided to the evaluation unit in a data-based manner using the traffic guidance system. Advantageously, the environment is also detected by an environment sensor. The environment sensor is advantageously designed as a radar sensor, a lidar sensor, or a camera. The environment detected by the environment sensor is advantageously provided to the evaluation unit.

[0066] Advantageously, it is determined whether the corresponding maneuvering possibility is feasible according to the environment of the vehicle. In this case, advantageously, the possible maneuvering possibilities are respectively provided to the decision logic, in particular to a sub-area of ​​the decision logic.

[0067] If only the maneuvering possibilities that appear feasible through the vehicle environment are provided to the decision logic for evaluation, the functionality of the decision logic can be reduced. In this case, only a small sub-area of ​​the decision logic needs to be activated.

[0068] Therefore, the storage space of the sub-area used for the decision logic can be further saved.

[0069] In a further advantageous embodiment of the invention, the evaluation of the respective maneuvering possibilities takes place in real time.

[0070] The real-time evaluation can advantageously predetermine a time period within which the output signal is generated after the corresponding maneuvering option has been provided, for example, a time period of 0.1 to 5 microseconds.

[0071] Since the output signal is available in real time, the vehicle control system can also control the vehicle in real time. Therefore, this evaluation unit can be used in autonomous vehicles.

[0072] The vehicle comprises a position sensor, a control device and / or a bus system, and an evaluation unit according to the above description, wherein the position sensor is provided for providing the position of the vehicle and the evaluation unit is designed and arranged for evaluating the maneuverability.

[0073] The vehicle is advantageously designed as a car or a rail vehicle. Advantageously, the vehicle is designed as a self-driving car or an autonomous vehicle, so that the vehicle can be driven from a first position to a second position without the assistance of a driver.

[0074] The autonomous vehicle advantageously provides the corresponding maneuvering options to the evaluation unit using its vehicle control system.

[0075] Advantageously, the corresponding maneuvering possibilities are provided to the input interface of the evaluation unit via the vehicle's bus system. The corresponding maneuvering possibilities to be evaluated can be provided by the vehicle control system of the autonomous vehicle. The vehicle control system of the autonomous vehicle can in turn provide a corresponding output signal.

[0076] In the case of maneuvering options for non-autonomous vehicles, corresponding maneuvering options can be provided by analyzing the vehicle driver's driving behavior. For example, a planned lane change can be indicated by operating the corresponding turn signal or by operating the accelerator or brake pedal. Advantageously, monitoring the driver's movements (changes in the driver's gaze direction) can also indicate maneuvering options. The driver can then be provided with corresponding maneuvering options.

[0077] This analysis of the driver's behavior can result in at least one maneuvering option being provided to the evaluation unit.

[0078] Advantageously, a negative evaluation result leads to a corresponding planned result or a result evaluated as a negative result for providing a (warning) signal to the driver. Advantageously, a positive evaluation result does not trigger a signal.

[0079] Alternatively, in the case of a positive evaluation result, a signal, for example a green light signal, can also be displayed to the vehicle driver.

[0080] Such signals may include acoustic signals, light signals and / or slight intervention in steering / braking or delayed acceleration.

[0081] Advantageously, when an output signal is provided by the evaluation unit, this signal is immediately displayed to the driver.

[0082] In the case of an autonomous vehicle, a planned maneuver may not be performed. To this end, a negative evaluation result is provided to the vehicle control system. The vehicle control system may then not execute the maneuver.

[0083] The vehicle advantageously includes at least one driver assistance application (ADAS system), such as adaptive cruise control, lane keeping assist, and / or brake assist. Typically, these driver assistance applications are used to detect the environment. This environment, in particular the positions of other road users and obstacles, is advantageously provided as the environment to the evaluation unit.

[0084] The method for evaluating at least one maneuverability of a vehicle, wherein the vehicle has an evaluation unit, in particular an evaluation unit according to the above description, comprises the following steps:

[0085] - Determine the location of the vehicle;

[0086] - Provide a location to the assessment unit;

[0087] - providing corresponding maneuvering possibilities, in particular based on the corresponding position of the vehicle;

[0088] - assess the corresponding maneuverability;

[0089] - providing an evaluation result as an output signal, wherein the evaluation unit performs the evaluation as a function of the position of the vehicle based on a decision logic, wherein the decision logic is based on traffic regulations valid at the respective position of the vehicle.

[0090] The decision logic is advantageously based on traffic regulations that are relevant to the respective position of the vehicle, in that the preconditions and legal consequences (prohibition, permission) are provided as input variables or output variables. Advantageously, the decision logic is designed according to traffic regulations.

[0091] Traffic rules can be present in the decision logic in the form of decision trees, Boolean decision logic or neural networks or ontologies.The position of the vehicle is advantageously determined by a position sensor and provided to the evaluation unit and / or the evaluation unit.

[0092] In the case of an autonomously driven vehicle, the corresponding maneuvering possibilities can be provided by the vehicle control system, wherein the respectively provided maneuvering possibilities are evaluated by means of an evaluation unit and an output signal is (again) provided to the vehicle control system.

[0093] This method makes it possible to evaluate the respective maneuvering possibility particularly easily and quickly, in other words to determine whether it is permitted (yes or Y) or prohibited (no or N).

[0094] In another advantageous embodiment of the present invention, at least one maneuvering possibility or a reduced number of maneuvering possibilities can be determined, wherein the evaluation of the corresponding maneuvering possibility is carried out based on the corresponding sub-area of ​​the decision logic, wherein the corresponding sub-area of ​​the decision logic is limited to the evaluation of the corresponding determined or provided maneuvering possibility.

[0095] The sub-areas of the decision logic are generated accordingly based on the relevant / possible maneuvers. For example, on a highway, maneuvers such as "parking on the right" or "increasing the speed from 60 km / h to 80 km / h" generally do not need to be evaluated, as these maneuvers are generally either permitted or prohibited on most highway sections. Accordingly, the decision logic can be reduced to the corresponding sub-areas.

[0096] In a further advantageous embodiment of the invention, the evaluation is based on a sub-area of ​​a predetermined traffic regulation, wherein the respective sub-area of ​​the traffic regulation can be determined based on the respective position of the vehicle.

[0097] For example, on German highways, some sections may have no speed limit, so the assessment of the maneuver possibility of "increasing speed" is always "permitted" (or Y).

[0098] The subregion of the relevant part of the traffic regulations advantageously corresponds to a subregion of the decision logic based on the valid traffic regulations.

[0099] By reducing the decision logic to this sub-area, faster decisions can advantageously be made. Furthermore, if the decision logic is designed as a software module, the decision logic reduced to the decision logic sub-area requires less storage space.

[0100] In a further advantageous embodiment of the invention, the environment sensor detects the environment of the vehicle and provides it to the evaluation unit, wherein the corresponding maneuvering possibility can be determined based on the environment.

[0101] The environmental sensors are designed as radar, lidar, ultrasonic or camera sensors. The environment comprises the positions into which the vehicle can maneuver without colliding with obstacles or other road users.

[0102] Advantageously, a reduced number of decision possibilities is provided to the decision logic based on the circumstances. For example, when a vehicle is changing lanes (planned or anticipated), the presence of another vehicle or a blocked lane does not need to be evaluated by the decision logic.

[0103] In a further advantageous embodiment of the invention, the environment sensor detects the environment of the vehicle and provides it to the evaluation unit, wherein the decision logic, in particular a certain sub-region of the decision logic, can be determined based on the environment.

[0104] The respective sub-areas of the decision logic are advantageously limited according to the respective traffic regulations and / or possible maneuvers of the vehicle that are relevant to the environment. Thus, to simplify the evaluation, parts of the decision logic can be deactivated, provided that the evaluation result is always the same based on the environment and the respective evaluation result can be provided directly.

[0105] In a further embodiment of the present invention, the corresponding sub-area of ​​the decision logic is dynamically adapted to the position of the vehicle and / or the vehicle's surroundings, in particular when the position of the vehicle and / or the surroundings change.

[0106] Advantageously, predefinable sub-ranges of the decision logic for typical positions of the vehicle can be stored in a memory and used accordingly for evaluating the respective maneuvering possibilities.

[0107] One possible application is to evaluate whether the vehicle can be parked at a certain location and for how long during parking in an automated parking assist system. To this end, the parking assist system provides the corresponding maneuvering options (e.g., parking on the right) to an evaluation unit. The evaluation unit evaluates the maneuvering options and, depending on the location and, optionally, the vehicle's surroundings, issues a positive or negative evaluation. If parking at the location complies with applicable traffic regulations, the parking process proceeds; otherwise, a warning signal may be issued.

[0108] In summary, the present invention relates to an evaluation unit for a vehicle, a method for evaluating the maneuverability of a vehicle, and a vehicle having such an evaluation unit. The evaluation unit includes decision logic that can be dynamically narrowed down to a sub-area depending on the location and, optionally, the vehicle's surroundings. The evaluation unit, in particular the decision logic, is configured to evaluate at least one maneuverability of the vehicle based on traffic regulations that are relevant or valid at the respective location. The traffic regulations are represented in the decision logic or a sub-area thereof. Based on this evaluation, the permissibility of the maneuverability can be assessed according to the traffic regulations and the permissibility indicated to the vehicle driver or to a control unit of an autonomous vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0109] The present invention will be further described and explained below with reference to the accompanying drawings. The embodiments shown in the accompanying drawings are only examples and are by no means limiting of the present invention.

[0110] In the attached figure:

[0111] Figure 1 A possible evaluation unit is shown;

[0112] Figure 2 showing vehicles on the road; and

[0113] Figure 3 Possible sub-areas of the decision logic are shown. DETAILED DESCRIPTION

[0114] Figure 1 A possible evaluation unit 1 is shown. Evaluation unit 1 comprises decision logic 7, an input interface S1, and an output interface S2. Input interface S1 is used to receive maneuvering possibilities M1, M2, and M3 of vehicle 3. Output interface S2 is used to provide evaluation results Y and N to bus system 9. Input interface S1 and output interface S2 are connected to bus system 9. Bus system 9 is advantageously bus system 9 of vehicle 3, wherein bus system 9 is a technical data connection, such as a CAN bus.

[0115] The evaluation unit 1 is also supplied with the position Pos of the vehicle 3 by the position sensor 5 . The position Pos is advantageously also supplied via the bus system 9 .

[0116] Optionally, the evaluation unit 1 is provided with the environment U of the vehicle 3. The environment U is detected by an environment sensor 15. The environment sensor 15 is advantageously designed as a radar sensor or a camera sensor. The environment U includes the position Pos of other road users and optionally the speed of other road users or obstacles for the vehicle 3.

[0117] The decision logic 7 is used to evaluate B the maneuvering possibilities M1 , M2 , M3 respectively provided to it. The evaluation B is performed based on the position Pos of the vehicle 3 .

[0118] Optionally, an evaluation B of the respective maneuvering possibilities M1 , M2 , M3 of the vehicle 3 is performed based on an environment U of the vehicle 3 , wherein the environment U of the vehicle 3 is provided to the decision logic by an environment sensor 15 .

[0119] The evaluation unit 1 shown here is designed for use in a vehicle 3. Advantageously, such an evaluation unit 1 is designed as a software module that is installed on a computing unit (not shown) and can be executed there. It is particularly advantageous if at least the decision logic 7 is designed as a software module and is installed on the computing unit and can be executed there.

[0120] Figure 2 A vehicle 3 is shown on a road. The vehicle is shown in the right (here, lower) lane. Vehicle 3 can perform at least three maneuvers M1, M2, and M3.

[0121] The first maneuvering possibility M1 is for the vehicle 3 to change to the left (upper) lane. Depending on the position Pos of the vehicle 3, the first maneuvering possibility M1 can be evaluated as "allowed" (compliant with traffic regulations) or "prohibited" (not compliant with traffic regulations) according to traffic regulations.

[0122] The second maneuvering possibility M2 is for the vehicle 3 to go straight. Depending on the position Pos of the vehicle 3, the second maneuvering possibility M2 can be evaluated as “allowed” (compliant with traffic regulations, Y) or “prohibited” (not compliant with traffic regulations, N) according to traffic regulations.

[0123] The third maneuvering possibility M3 is a right (downward) turn. Depending on the position Pos of the vehicle 3 , the third maneuvering possibility M3 can be evaluated as “allowed” (compliant with traffic regulations) or “prohibited” (not compliant with traffic regulations) according to traffic regulations.

[0124] The evaluation B performed by the evaluation unit 1 results in a positive evaluation result Y or a negative evaluation result N, depending on the traffic regulations valid at the position Pos of the vehicle 3. The evaluation results Y, N are provided to the vehicle 3. If the vehicle 3 is an autonomous vehicle, it can execute the corresponding maneuver options M1, M2, M3 according to the evaluation results Y, N.

[0125] Figure 3The following diagram shows possible sub-areas 7a of decision logic 7. In a first stage 11, decision logic 7 is reduced to sub-areas 7a based on the respective position Pos of the vehicle. The shaded areas of decision logic 7 are removed. The shaded areas of decision logic 7 correspond (figuratively speaking) to the parts of the traffic regulations that are invalid at the respective position Pos of vehicle 3 (e.g., in an urban area / on a highway) and therefore always result in a positive evaluation result Y.

[0126] In a second phase, sub-region 7 a of the decision logic can be reduced in a second phase 13 based on the surroundings of vehicle 3 .

[0127] For example, if the vehicle 3 is on a highway, the decision logic is reduced to the first sub-area 7a for highway traffic regulations. If the environment U of the vehicle 3 has only limited maneuvering possibilities M1, M2, M3, the decision logic in the second phase 13 can also be restricted accordingly.

[0128] List of reference numerals:

[0129] 1 evaluation unit

[0130] 3 vehicles

[0131] 5 Position Sensor

[0132] 7 Decision Logic

[0133] Sub-area 7a (decision logic)

[0134] 9 bus system

[0135] 11 Phase 1

[0136] 13 Second Stage

[0137] 15 Environmental Sensors

[0138] Pos location

[0139] M1, M2, M3 (first, second, and third) maneuverability

[0140] U Environment

[0141] B Assessment

[0142] Y, N (positive, negative) evaluation results

[0143] S1 input interface

[0144] S2 output interface.

Claims

1. An evaluation unit (1) for use in a vehicle (3), comprising an input interface (S1), in particular an input interface for a position (5) of the vehicle (3), and an output interface (S2) for outputting a signal, the evaluation unit also comprising a decision logic (7), wherein: The decision logic (7) is configured to evaluate at least one maneuvering possibility (M1, M2, M3), preferably the respective maneuvering possibility (M1, M2, M3) being determinable based on the respective position (Pos) of the vehicle (3), wherein an evaluation (B) of the respective maneuvering possibility (M1, M2, M3) is performed based on the position (Pos) of the vehicle (3), wherein the evaluation result (Y, N) can be provided as an output signal to a control unit or a bus system (9) of the vehicle (3).

2. Evaluation unit (1) according to claim 1, wherein In order to provide the position (Pos), a position sensor (5), in particular a GPS sensor, is provided.

3. Evaluation unit (1) according to any one of the preceding claims, wherein The decision logic (7) is based on Boolean decision logic or is designed as Boolean decision logic.

4. Evaluation unit (1) according to any one of the preceding claims, wherein In each case, only one sub-area (7a) of the decision logic (7) is activated, wherein the sub-area (7a) is selected in each case depending on the position (Pos) of the vehicle (3).

5. Evaluation unit (1) according to claim 4, wherein The selection of the corresponding sub-region (7a) of the decision logic (7) is carried out in at least a first phase (11) and a second phase (13).

6. Evaluation unit (1) according to any one of the preceding claims, wherein Depending on the position (Pos) of the vehicle (3), a reduced number of maneuvering possibilities (M1, M2, M3) is provided for evaluation (B).

7. The evaluation unit (1), in particular according to claim 6, wherein Reducing maneuver possibilities (M1, M2, M3) based on the environment (U) of the vehicle (3).

8. Evaluation unit (1) according to any one of the preceding claims, wherein The evaluation (B) of the corresponding maneuvering possibilities (M1, M2, M3) and / or the provision of the evaluation results (Y, N) are performed in real time.

9. Vehicle (3) comprising a position sensor (5), a control device and / or a bus system (9) and an evaluation unit (1) according to any one of the preceding claims, wherein: The position sensor (5) is provided for providing a position (Pos) of the vehicle (3), and the evaluation unit (1) is designed and provided for evaluating (B) maneuvering possibilities (M1, M2, M3).

10. A method for evaluating the maneuverability (M1, M2, M3) of a vehicle (3), wherein: The vehicle (3) has an evaluation unit (1), in particular an evaluation unit according to any one of claims 1 to 8, and the method comprises the following steps: - determine the position (Pos) of the vehicle (3); - providing said position (Pos) to the evaluation unit (1); - providing corresponding maneuvering possibilities (M1, M2, M3), in particular providing corresponding maneuvering possibilities based on the corresponding position (Pos) of the vehicle (3); - Evaluate the corresponding maneuver possibilities (M1, M2, M3); - providing an evaluation result (Y, N) as an output signal, wherein the evaluation unit (1) performs the evaluation based on the decision logic (7) as a function of the position (Pos) of the vehicle (3), wherein the decision logic (3) is based on the traffic regulations valid at the respective position (Pos) of the vehicle.

11. The method according to claim 10, wherein: A maneuvering possibility (M1, M2, M3) can be determined or a reduced number of maneuvering possibilities (M1, M2, M3) can be provided, and the maneuvering possibilities are evaluated based on a sub-area (7a) of the decision logic (7), wherein the respective sub-area (7a) is limited to the evaluation of the determined or provided maneuvering possibility (M1, M2, M3).

12. The method according to claim 10 or 11, wherein: The evaluation (B) is based on sub-areas of predetermined traffic regulations, wherein the respective sub-areas of the traffic regulations can be determined based on the respective position (Pos) of the vehicle (3).

13. The method according to any one of claims 10 to 12, wherein An environmental sensor (15) detects the environment of the vehicle (3) and provides it to an evaluation unit (1), wherein corresponding maneuvering possibilities (M1, M2, M3) can be determined based on the environment (U).

14. The method according to any one of claims 10 to 13, wherein An environment sensor (15) detects an environment (U) of the vehicle (3) and provides it to an evaluation unit (1), wherein a decision logic (7), in particular a determined sub-area (7a) of the decision logic (7), can be determined based on the environment (U).

15. The method according to any one of claims 11 to 14, wherein The corresponding subregion (7a) of the decision logic (7) dynamically adapts to the position (Pos) and / or the environment (U), in particular when the position (Pos) of the vehicle (3) and / or the environment (U) changes.

16. A computer program product, in particular designed as part of a vehicle control system, the computer program product being designed to be installed on a computer unit and to run on the computer unit, wherein: The computer program comprises an evaluation unit ( 1 ) according to any one of claims 1 to 9 and / or is configured and designed to carry out a method according to any one of claims 10 to 15.

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