METHOD AND CONTROL DEVICE FOR SITUATION-DEPENDENT DETERMINATION OF OBSERVATION AREAS FOR AT LEAST PARTIALLY AUTONOMOUSLY OPERATED MOTOR VEHICLES

Description

[0001] The invention relates to a method for the at least partially autonomous operation of a motor vehicle and, in particular, for the appropriate definition of observation areas for this operation. Furthermore, the invention relates to a control unit for implementing such a method. The motor vehicle can, in particular, be a passenger car or a truck.

[0002] In at least partially autonomous (or even partially automated) operation of a motor vehicle, the vehicle can typically perform steering movements and / or acceleration processes independently of the driver. This requires the vehicle to observe its surroundings, or in other words, to monitor or detect them. In particular, other road users with whom a conflict and, in particular, a collision could be imminent should be detected. A wide variety of sensors are used to observe the surroundings (or to detect or monitor them), in particular camera systems, lidar sensors, radar sensors, or ultrasonic sensors. So-called V2X information, which is transmitted to the vehicle from a digital traffic infrastructure, can also be evaluated. This information can, for example, indicate the current occupancy of lanes or pedestrian crossings.In this solution, all of the above-mentioned sensors and / or information sources can also be used to monitor the environment.

[0003] One challenge in the at least partially autonomous operation of a motor vehicle has so far been to determine which specific areas of the environment need to be observed before carrying out planned driving maneuvers. More precisely, it has so far been difficult to determine which areas of the environment need to be observed in order to rule out conflicts with other road users before a planned driving maneuver can be carried out. If the observation areas are not defined correctly, driving maneuvers can be unnecessarily delayed or undesirable safety risks can arise. It has also so far been difficult to deal with situations in which an observation area cannot be fully observed from the vehicle's point of view (i.e., cannot be detected by sensors), for example because it is partially obscured.

[0004] DE 10 2016 100 737 A1 discloses the definition of observation areas as information-relevant areas and specifically addresses the scenario where such areas are potentially obscured from the vehicle's view by an obstacle. However, this prior art does not address the definition of observation areas that are as situation-appropriate as possible.

[0005] From EP 3 428 028 B1 a method for at least partially autonomous operation of a motor vehicle is known with the following steps: Obtaining at least one potential conflict area in which there is a potential for conflict with other road users, wherein the conflict area is to be driven through by the motor vehicle according to a planned driving maneuver; determining at least one observation area that is to be observed for driving through the conflict area to avoid conflicts with other road users, wherein at least one dimension of the observation area is selected depending on an observed condition of a traffic infrastructure.

[0006] From US 2019 / 088125 A1 a method for at least partially autonomous operation of a motor vehicle is known with the following steps: Obtaining at least one potential conflict area in which there is a potential for conflict with other road users, wherein the conflict area is to be entered by the motor vehicle according to a planned driving maneuver; determining at least one observation area that is to be observed for entering the conflict area to avoid conflicts with other road users, wherein at least one dimension of the observation area is dependent on a speed of the motor vehicle.

[0007] One object of the invention is to improve the operation of at least partially autonomous motor vehicles, in particular with regard to the observation areas defined for carrying out driving maneuvers.

[0008] This object is achieved by a method having the features of claim 1 and by a control device according to the independent claim. Advantageous further developments are specified in the dependent claims.

[0009] The invention generally provides for at least one dimension of an observation area to be determined depending on the situation, i.e., in particular, in real time and / or dynamically during vehicle operation. For this purpose, the invention proposes suitable variables, parameters, and / or properties that can be determined and / or used to determine the dimensions. This ensures that the observation area is actually appropriate to the situation, i.e., is not unnecessarily large, but also not unreasonably small. Consequently, delays in performing the driving maneuver, which would be likely with an unnecessarily large observation area, can be prevented. Likewise, safety risks that would arise with an unreasonably small observation area can be avoided.

[0010] In particular, a method is proposed for the at least partially autonomous (and preferably automatic and / or fully autonomous) operation of a motor vehicle, comprising: Obtaining at least one potential (virtual) conflict area in which there is a potential for conflict with other road users, wherein the conflict area is to be driven through by the motor vehicle according to a planned driving maneuver (in particular, driven through and / or crossed); Determining at least one (virtual) observation area that is to be observed (in particular, observed by sensors or also monitored and / or detected by sensors) while driving through the conflict area to avoid conflicts with other road users; wherein at least one dimension of the observation area is determined taking into account at least one of the following parameters: a) a speed of the motor vehicle; b) a type of road user expected in the observation area; c) an observed condition of the transport infrastructure.

[0011] The conflict area and the observation area can each correspond to areas of the vehicle's surroundings and / or depict or model them. In particular, the conflict area and the observation area can be at least two-dimensional. Additionally or alternatively, they can comprise or cover an area of ​​the surroundings and / or an environmental model of the motor vehicle (or, in other words, an environment model or environmental model).

[0012] During at least partially autonomous operation of the motor vehicle, maneuver planning is known to take place, particularly in the context of route planning and / or dynamic responses to current traffic events (e.g., for performing lane changes or overtaking maneuvers). Therefore, for correspondingly planned maneuvers, it is preferably provided to identify those areas of the vehicle's surroundings in which conflicts with other road users are imminent. These may, for example, be potential locations for other road users that the motor vehicle also travels through while performing the maneuver. Examples of potential conflict areas include lanes to be crossed, targeted locations on adjacent lanes in the context of a lane change, crossed pedestrian crossings, or crossed bicycle paths.Such conflict areas can be determined dynamically, for example, during dynamically planned driving maneuvers such as lane changes. They can be determined in advance, additionally or alternatively, based on or as part of map information and, for example, read out and thus obtained during vehicle operation. For example, based on the map information, conflict areas can be assigned in advance to specific areas of the map, such as intersections, pedestrian crossings, bicycle paths, junctions, and the like.

[0013] Observing an observation area can be understood as targeted monitoring and, in particular, sensory detection of the observation area to rule out the presence of other road users (at least other road users of a certain type). Preferably, the planned driving maneuver is only carried out in the originally planned manner (e.g., without a significant change in speed and / or at a planned time) when the observation area is free of other road users.

[0014] The method further comprises determining a portion of the observation area observable by the motor vehicle and controlling the entry into the conflict area based on this. The observable portion (in particular its extent) can be used as an additional condition for performing the driving maneuver. In other words, the conflict area is preferably entered by the motor vehicle while also taking the observable portion into account, or the driving maneuver and / or vehicle operation is also controlled based on this observable portion. If this observable portion occupies the entire observation area or at least a desired minimum portion, the driving maneuver can be performed in a planned manner, for example, without additional waiting times or braking.However, if the observation area cannot be satisfactorily observed (by sensors) and the observable portion is unacceptably small, alternative measures can be taken and the planned driving maneuver can be changed and / or delayed.

[0015] To determine the observable portion, a current sensor detection range of the motor vehicle can be determined according to approaches known from the prior art, see, for example, DE 10 2016 100 737 A1 cited in the introduction. Thus, a type of sensor observation range or sensor detection range of preferably any relevant environmental sensors of the motor vehicle can be determined. The observable portion can correspond to an overlap area of ​​this sensor detection range and the observation range. The ranges, and in particular their possible overlap, can in turn be determined using an environmental model of the vehicle.

[0016] The motor vehicle can also be referred to as the ego vehicle. Its speed can be determined using conventional speed sensors. The type of road users expected in the observation area can be predefined and determined, for example, using map information. For example, it is possible to determine which types of traffic infrastructure and / or traffic routes are located in the observation area, for which purpose map information in particular can be used. Based on this, it can be determined which road users are assigned to this recorded traffic infrastructure and / or these recorded traffic routes, and are therefore expected there (for example, pedestrians on sidewalks or pedestrian crossings, cyclists on cycle paths, and motor vehicles on road sections).

[0017] The observed condition of the traffic infrastructure may be a condition detected by the vehicle's sensors. This allows discrepancies between, for example, map information and the actual condition of the traffic infrastructure to be determined, i.e., whether there are unexpected disruptions, e.g., due to construction sites, traffic jams, or accidents.

[0018] The dimensions of the observation area can be determined virtually or data-based, for example by dimensioning the virtual observation area accordingly in an environment model.

[0019] Further, the determination of a portion of the observation area that is observable by the motor vehicle (i.e., visible, detectable, or monitorable by sensors) is provided, and the driving into the conflict area is controlled based on this. Preferably, if the observable portion is below a minimum portion (of the observation area), the speed of the motor vehicle is reduced. The minimum portion can also be 100%, i.e., complete observability can be required.

[0020] By reducing speed, the vehicle can, so to speak, feel its way into the conflict zone in order to react in a timely manner to undetected road users who are or have been in the unobservable portion of the observation area. This can also increase the probability that the unobservable portion will decrease as the vehicle approaches the conflict zone (e.g., due to a correspondingly changed detection angle of the vehicle sensors in relation to the surroundings). Furthermore, the reduced speed, which can also be reduced at least temporarily to 0 km / h (i.e., can result in at least a temporary stop), can gain time to gather further information.For example, it can then be determined in the manner described below whether it is realistic that another expected road user is actually present in the unobservable portion, or whether, if this were the case, this user would not have already entered the observable portion.

[0021] It is understood that, in addition or alternatively, a non-observable portion of the observation range can also be determined. To ensure sufficient observability, it can be determined whether this portion is below a permissible maximum value. The observable and unobservable portions can correspond to one another and / or be clearly convertible. For example, they can always together account for 100% of the observation range. Thus, considerations based on the observable portion can always be equivalent to considerations based on the unobservable portion, and vice versa.

[0022] Accordingly, if the observable portion is below a (permissible and / or predefined) minimum portion and / or the unobservable portion is above a (permissible and / or predefined) maximum portion, the procedure provides: Obtaining at least one type of road user expected in the observation area (e.g., in the manner described herein using map information); determining that no other road user is present in the observation area based on the observable portion of the observation area and the type of road user.

[0023] As mentioned, the type of road user can also be used to determine the expected speed of that road user. Based on this, it can be calculated whether that road user, if they were staying in the remaining unobservable portion of the observation area and assuming that they were traveling there at the expected speed, would not have already entered the observable portion. If this did not happen, for example, due to time having elapsed, it can be assumed that there is no road user of the expected type and / or traveling at the expected speed in the unobservable portion.

[0024] Likewise, an expected size (e.g., a length dimension) can be determined for the expected road user. If an unobservable portion is smaller than the expected size, it can be concluded that no other road user is present within it.

[0025] A further development provides that the dimension is determined according to variant a) above and increases with increasing speed of the motor vehicle. This makes it possible to take into account that higher speeds also result in longer braking distances. In an area further away from the vehicle, conflicts with other road users can therefore still arise even when braking is initiated. This further development is particularly advantageous if the planned driving maneuver involves approaching and / or crossing a potential obstacle or conflict area, for example approaching a pedestrian crossing (e.g. a zebra crossing), an entry and / or exit area or an intersection, especially if the motor vehicle is on a priority road. The existence of such an obstacle or conflict area can be determined, for example, on the basis of map information.

[0026] According to a further aspect and building on variant a) above, if a priority road used by other road users is located in the conflict area, the dimension decreases as the speed of the motor vehicle increases. The idea behind this is that the motor vehicle can leave the conflict area accordingly quickly due to the increased speed. Consequently, comprehensive observation of the surroundings to avoid conflicts and, in particular, collisions is not absolutely necessary when the vehicle is traveling at high speed. This variant applies, for example, to crossing the priority road and / or turning into a corresponding priority road. The fact that it is a priority road can be determined, for example, on the basis of map information.

[0027] According to a further aspect and building on the above variant b), an expected speed of the expected road user is obtained and the dimension increases with increasing expected speed and / or increases with the higher the expected speed. Expected speeds can be assigned to each expected road user, which can be determined, for example, in the manner explained above on the basis of map information. For example, certain speed ranges of a few kilometers per hour can be assigned to expected road users such as pedestrians or cyclists (e.g. a maximum of 35 km / h for cyclists). If the expected road user is a motor vehicle, for example, depending on the currently traveled road route (e.g.a road in town or country), an expected speed in accordance with the speed limits applicable there plus any safety buffer can be used as the basis for the expected speed.

[0028] In general, to avoid conflicts, the ego vehicle should always maintain a certain minimum distance and / or speed difference from other road users. In particular, the aim can be for the motor vehicle to establish a corresponding minimum distance or speed difference from other road users as quickly as possible after entering and / or generally after or during driving through a conflict area. Accordingly, the dimensions of the observation area can also be based on the required speed difference and / or minimum speed to be achieved. If other road users are expected to be traveling at high speeds in the vehicle's surroundings, it may be preferable to select a sufficiently large observation area. This means that the ego vehicle then has less time and / or space to maintain the minimum distance and / or speed difference itself, e.g.when changing lanes or turning into another road. Consequently, the observation area should be selected to be large enough to ensure that road users at a great distance from the ego vehicle can also be detected.

[0029] As mentioned, the expected speed can be determined by considering map information. Based on this, it is possible to determine which type of road users can be expected at which typical speeds and / or which speeds can be expected based on the current type of traffic routes (e.g., urban roads, rural roads, or motorways) and / or generally applicable speed limits.

[0030] In a further aspect, which builds on variant c) above, if the observed condition of the traffic infrastructure indicates a lack of passability of at least part of the surrounding area, the dimensions of the observation area are set such that a proportion of the non-passable part of the observation area is below a permissible maximum proportion.

[0031] In other words, the observation area can be defined by specifying the dimensions in such a way that it only contains a small portion of the non-driveable area or even none at all (i.e. the maximum permissible proportion can also be 0%). This means that only the observation area in which other road users can be present is actually evaluated. In particular, this can prevent false detections of, for example, construction sites and their equipment as other road users who are in the non-driveable area. In particular, a construction site can be identified as a non-driveable area using camera surveillance and, in particular, image analysis and / or traffic sign recognition. Stationary vehicles can also be identified as obstacles that block a lane, at least temporarily, so that there is no longer any passability there.Likewise, turning vehicles that temporarily block lanes during the turning maneuver can make the corresponding lane at least temporarily inaccessible and the observation area can be reduced accordingly.

[0032] It is understood that an initial observation area can also be defined according to any variant described herein, but then, based on a determined non-driveable portion, the dimensions of the observation area can be adjusted in the manner described to define an actually observed or evaluated observation area.

[0033] A further development provides that if the observable portion encloses a non-observable portion of the observation area (i.e., surrounds it on at least two sides and / or encloses it between itself or borders it on both sides), a maximum possible speed of another (in particular expected) road user who is potentially located in the non-observable area is determined. This scenario is particularly focused on the case where a small portion of the observation area, which lies between observable portions, is not observable, for example because it is obscured by a local obstacle. In this non-observable portion, one can initially assume an expected road user and their expected speed.However, it can then be stated again that if the road user has not reached the observable part after a certain time, which depends on the size of the non-observable part, he or she cannot have moved at the corresponding speed in the non-observable part.

[0034] A possible hazard potential then remains the scenario where a road user located in the non-observable section is driving at a significantly lower speed, which can however be assessed as harmless because there are sufficient opportunities to react. Alternatively, the driver can accelerate to the maximum from a standstill and enter the corresponding section at the maximum speed that can be built up until an observable section is reached. The latter represents an example of a maximum possible speed that the other road user can build up in the non-observable section (e.g. until immediately exiting it). It can then be determined whether the road user poses a danger to driving into the conflict area (i.e. carrying out the planned driving maneuver) (i.e. can reach the conflict area during the driving maneuver) and the vehicle operation can be controlled based on this.If there is no danger, the driving maneuver can be carried out as planned.

[0035] The invention also relates to a control unit for a motor vehicle, which is configured to carry out a method according to one of the preceding aspects. The control unit can be digitally and / or electronically operable. It can have at least one processor device and / or at least one memory device. Program instructions can be stored on the memory device, which, when executed by the processor device, can cause the control unit to undertake and / or carry out any of the measures and method steps described herein. In particular, the control unit can be connected to a driving maneuver and / or route planning unit, in particular to a control unit that carries out such planning. Likewise, the control unit can have a software component that carries out such planning.In general, the control unit can be configured to execute a method according to any of the aspects described, including any variants and / or refinements described therein. Exemplary embodiments of the invention are explained below with reference to the accompanying schematic figures. Similar or identical reference symbols may be provided with the same reference symbols therein. Figs. 1 to 3 show exemplary driving maneuvers and the conflict and observation areas defined for them. Figs. 4 to 6 show exemplary situations in which an observation area is only partially observable or detectable by a vehicle. Fig. 7 shows an exemplary flowchart of a method according to the invention.

[0036] The following figures depict situations in which exemplary embodiments of the method disclosed herein are executed. These methods are each carried out by a control unit 14 of a motor vehicle 10 in the manner described herein. Figures 1 to 6 Each shows top views of exemplary operating situations and, in particular, driving maneuvers of a motor vehicle (ego vehicle) 10. Movement arrows and / or conflict and observation areas entered in this context are virtual and can, for example, be defined in an environment model of the motor vehicle 10 with corresponding dimensions, positions, and / or extensions. In each of the examples shown, the motor vehicle 10 is operated at least partially autonomously and preferably fully autonomously or fully automatically, and in particular is steered and / or accelerated.

[0037] The motor vehicle 10 comprises a control unit 14, which is only schematically indicated, which receives or determines the planned driving maneuver and carries out all procedural measures described herein, in particular the determination of the conflict area 20 including the associated definitions of observation areas 22. The following figures are each based on a similar motor vehicle 10 with a similar control unit 14, even if the latter is not separately entered there.

[0038] In Fig. 1 The motor vehicle 10 is located in the right lane 11 of a two-lane road 12. Also shown is another lane 15, in which other road users 16 (for example, another motor vehicle) are traveling in the opposite direction. As another example of a road user 16, a truck is positioned in the same lane 11 as the motor vehicle 10 and behind it.

[0039] As indicated by a movement arrow 18, the motor vehicle 10 wishes to perform a lane change from the right to the left lane 11, 13 as a planned driving maneuver. The planned or targeted area of ​​the left lane 13 into which the motor vehicle 10 wishes to enter is an example of a conflict area 20. Thus, other road users 16 may be located in this conflict area 20 or may enter it during the driving maneuver, which may lead to a possible collision.

[0040] To ensure that the vehicle 10 can actually enter the conflict area 20, an observation area 22 is determined based on the planned driving maneuver and the associated conflict area 20. This observation area 22 is to be monitored by the vehicle 10 using conventional environmental sensors (not shown separately). More specifically, as part of this monitoring, it must be ensured that no other road user 16 is located in the observation area 22. As explained below, it may also be sufficient in certain situations to determine that another road user 16 located in the observation area 22 does not pose a collision risk because, for example, they are not in danger of entering the conflict area 20 during the driving maneuver.

[0041] The present solution generally provides for the observation area 22 not to be defined in a blanket manner and / or independently of the current situation. In other words, it is preferably not intended to always define the same, unchanged observation area 22 depending on a determined driving maneuver and / or an associated potential conflict area 20. Instead, it is advantageously provided to determine at least one dimension depending on the situation. Fig. 1 For example, this concerns the length L of the observation area 22 along the left lane 13. The situation-dependent dimension determination is preferably carried out in real time and / or depending on current and / or changing environmental or operating variables of the vehicle 10 and / or other road users 16.

[0042] In the case of Fig. 1The dimension L of the observation area 22 is preferably determined dynamically as a function of the speed of the motor vehicle (in short: vehicle) 10. If this speed is high, it can be assumed that a desired minimum distance and / or a desired differential speed can be established relatively quickly with other road users 16 (not shown) in the left lane 13. This can prevent collisions or at least reliably limit their severity. Accordingly, at high speeds of the motor vehicle 10, the dimension L of the observation area 22 can be smaller, since other road users 16 in the left lane 13 (not shown) who are further away may pose a low risk of collision.However, assessing the risk of collision may require knowledge of the speed of other road users 16 and can be determined more reliably based on a differential speed. In general, the following applies: The smaller the differential speed between the ego vehicle 10 and any vehicles or other road users 16 approaching from behind, the smaller or shorter the observation area 22 can be. The speed of other road users 16 can be detected by the vehicle 10 using sensors.

[0043] In Fig. 2 the motor vehicle 10 is shown in the context of another planned driving maneuver. According to the planned movement arrow 18, the vehicle 10 wants to turn onto an intersecting road 24. More specifically, it wants to turn onto the Fig. 2 upper lane 26 and must keep a distance of Fig. 2cross the lower lane 28 of the road 24. The conflict area 20 associated with the planned driving maneuver consequently extends across both lanes 26, 28 of the road 24. Consequently, two observation areas 22 are defined, which are shown separately from one another merely as examples and each extend along one of the lanes 26, 28. In this case, other road users 16 (not shown) in both of the lanes 26, 28 have priority over the vehicle 10. However, if the vehicle 10 is traveling at high speed, it can quickly leave the conflict area 20 again. Accordingly, the observation areas 22 and in particular their lengths L can then become smaller as the speed of the vehicle 10 increases.

[0044] In Fig. 3 The planned driving maneuver is to turn onto a priority road 27 analogous to Fig. 2shown. However, according to the planned movement arrow 18, the vehicle should now turn into the lower lane 28, which is closer to the motor vehicle 10, and not into the upper lane 26. Also in deviation from Fig. 2 A bicycle path 30 must also be crossed. Conflict area 20 thus includes parts of both the bicycle path 30 and the lower lane 28.

[0045] As indicated, separate observation areas 22 are preferably defined for lane 28 and bicycle path 30, or the observation area 22 is subdivided accordingly. This makes it possible to determine which type of road user is expected in the corresponding observation area 22 or portion of the observation area 22 and which should be primarily recorded.

[0046] In general, the road user type can be used to define a shape and / or size of an observation area 22, for example a (width and / or height) dimension transverse to a (length) extension in the expected direction of travel.

[0047] Additionally or alternatively, sensory environment detection and / or algorithmic sensor data analysis can be adapted based on the expected type of road user. Sensory or algorithmic attention can then be directed, for example, to specific environmental areas (so-called "regions of interest") where the type of road user is expected. For example, the sensor can operate at higher resolution in this area, or more computing power can be allocated to the algorithmic analysis of this area or the sensor data collected for it. For example, the sensor data from this area can be processed algorithmically without a significant reduction in resolution.

[0048] Accordingly, in Fig. 3 Observation areas 22 are defined according to the type of road users expected. In deviation from Fig. 2 In particular, it can be provided that a length dimension L of the observation area 22, which covers the cycle path 30, is smaller than a dimension L of the observation area 22 extending parallel thereto in the area of ​​the lane 28. This is based on the idea that the cyclists are expected to have a lower expected speed and thus only pose an actual collision risk at a short distance from the conflict area 22. In other words, cyclists further away from the conflict area 20 are unlikely to reach the conflict area 20 while carrying out the driving maneuver (i.e., entering the conflict area 20) and therefore cannot cause a collision there.

[0049] Based on Fig. 3The following also explains the case of monitoring the transport infrastructure and corresponding definitions of monitoring areas 22, even if this is only partly due to Fig. 3 It is conceivable that the cycle path 30 is closed due to construction work taking place there. The vehicle 10 can detect this, for example, using a camera and / or traffic sign recognition. Accordingly, the observation area 22 in the area of ​​the cycle path 30 can correspond to a part of the environment that is not affected by the construction site, so the dimension L can be reduced accordingly. Optionally, the dimension L can also be set to zero, so the observation area 22 in the area of ​​the cycle path 30 can be omitted altogether. In this case, however, it may also be necessary to record both primarily motor vehicles and cyclists as other road users 16 in the remaining observation area 22 along the lane 28.

[0050] The latter means that another type of road user 16 is expected in this observation area 22. In general, it may be necessary to redefine the dimensions of an observation area 22 and, in particular, to enlarge it if the additional type of road user 16 is characterized by a higher expected speed. Due to a possibly increased agility or maneuverability (particularly of cyclists), it may also be necessary to select dimensions and, in particular, boundaries of the observation area 22 more precisely and / or finely. Likewise, due to different size ratios (smaller or slimmer cyclists compared to motor vehicles), higher-resolution (e.g., sensory and / or algorithmic) detections in the observation area 22 may be required.

[0051] Another advantage of knowing that certain observation areas 22 are not accessible to other road users 16 is that the vehicle 10 can drive directly through these observation areas 22 and, for example, directly approach an intersecting road. Furthermore, it can orient itself as desired within such an observation area 22, for example, in preparation for a turning maneuver.

[0052] In Fig. 4 is an analogous planned driving maneuver as in Fig. 2shown. In this case, however, there are visual obstacles 32, e.g., in the form of buildings or trees, near the vehicle 10. A detection range (or field of view) 34 of the vehicle 10 is shown, in which the surroundings can be detected by the vehicle 10 and thus observed or monitored by the vehicle 10. It can be seen that the detection range 34 does not completely cover the observation areas 22. Consequently, there is an observable portion 23 of each observation area 22 that overlaps with the detection range 34, as well as a non-observable portion 25 that lies outside the detection range 34.

[0053] In this case, it can first be determined, as described herein, which type of road user is expected within the observation area 22. According to one variant, an expected size (in particular, maximum size and, in particular, maximum length) can be assigned to this road user. If this size exceeds the non-observable portion 25 of each observation area 22, it can be assumed that no other corresponding road user 16 (in Fig. 4 not shown) is located within the observation area 22 and in particular in the non-observable portion 25. If this is not the case, this scenario cannot be ruled out.

[0054] Alternatively or additionally, for the 22 road users expected per observation area, 16 (in Fig. 4not shown) an expected speed can be determined, possibly plus a safety buffer or safety margin. It can then be determined whether there is a risk that a road user could enter the conflict area 22 from the non-observable portion 25 during the planned execution of the maneuver and due to the expected speed. As an additional safety measure, it can be assumed that the road user is positioned furthest forward within the non-observable portion 35 relative to the conflict area 20, i.e. is located at the shortest possible distance to the conflict area 20. In Fig. 4Corresponding exemplary positions 36 are entered within the non-observable portions 25. If it is determined that, particularly starting from these positions 36, reaching the conflict area 20 by the road user is not possible, the driving maneuver is carried out as originally planned. Otherwise, it takes place in a modified form, for which examples were given above and based on Fig. 7 be explained separately.

[0055] In Fig. 5 is one to Fig. 1An analogous representation is shown, whereby in this case too an observation area 34 of the vehicle 10 is entered. In this case, however, it is assumed that the other road user 16 positioned behind the vehicle 10 in the form of the truck at least partially obscures the (sensor) view of the vehicle 10 into the surroundings. Accordingly, the observation area 22 is also divided into an observable and a non-observable portion 23, 25. The risk of a collision with another road user 16 potentially present in the non-observable area 25 can be determined analogously to Fig. 4 be assessed on the basis of an expected size and / or expected speed, in particular starting from an analogous position 36.

[0056] In Fig. 6A special case of partial obscuration of an observation area 22 from the vehicle's perspective is shown. The driving maneuver shown as an example corresponds to a turning process analogous to Fig. 3 . In deviation from Fig. 3 However, no cycle path 30 is provided. Due to an obstacle 32, the view of the vehicle 10 or its environmental sensors of the surrounding area 22 is again blocked. In general, the term "visibility" is not used in this disclosure to exclusively refer to optical or camera-based detection. Instead, it can also include any other detection principles of environmental sensors, in particular ultrasonic or radar detection. In this respect, the term "visibility" can be understood more specifically to refer to the case where detections by environmental sensors of the vehicle 10 are possible or where a detection area 34 thereof extends accordingly into the surroundings.

[0057] The detection area 34 of the vehicle 10 is divided into two parts, since from the vehicle's perspective, no sensor detection is possible diagonally behind the obstacle 32. A portion 25 of the observation area 22 positioned there is accordingly not observable. The non-observable portion 25 is framed, enclosed, or delimited by observable portions 23. Thus, an unobservable portion 25 is located between the observable portions 23 of the observation area 22. To carry out the planned driving maneuver, it must be ensured that no road user 16 (not shown) located in the unobservable portion 25 can possibly enter the conflict area 20. Again, this can be determined based on the type of expected road users and, in particular, their size.If the unobservable portion 25 is smaller than the expected size, it can be assumed that there is no corresponding road user 16 there.

[0058] Additionally or alternatively, it can be determined based on the expected speed whether any road user 16 located in the non-observable portion 25 should have already exited it and entered the adjacent observable portion 23 positioned closer to the conflict area 20. If this is not the case, it can be concluded that no corresponding road user 16 is located in the non-observable portion 25.

[0059] As a preferred further check, the scenario can be examined in which the participant is standing in the non-observable portion 25 and / or moving at a very low speed and begins to accelerate to maximum before or while performing the driving maneuver. Preferably, again starting from a position 36 within the non-observable portion 25 that is closest to the conflict area, it can be calculated which distance a corresponding road user 16 travels at its expected achievable speed and / or acceleration while performing the driving maneuver. If this distance is sufficient to enter the conflict area 20, an increased risk of conflict can be determined and the driving maneuver cannot be performed as planned.If, however, it is determined that the conflict area 20 is inaccessible, the driving maneuver can be carried out as planned, since such an unrecognized potential road user does not pose a danger.

[0060] In Fig. 7 An exemplary method sequence is explained, which refers to the preceding exemplary embodiments. In a step S1, it is determined that the motor vehicle 10 intends to perform a planned driving maneuver that involves a risk of conflict with other road users. For this purpose, the driving maneuver can be compared with corresponding, predefined, conflict-prone driving maneuvers. Likewise, based on map information, it can be determined that other lanes or generally potential conflict areas should be used according to the driving maneuver.

[0061] In a step S2, the conflict area 20 associated with the planned driving maneuver is determined, for example, based on map information and / or dynamically in the context of a planned lane change. In a step S3, it is then determined which observation areas 22 are to be defined in principle. The basic allocation of required observation areas 22 for a conflict area 10 can be predefined and stored, for example, in a memory device of the control device 14. Fig. 1 For example, during the planned turning maneuver from Fig. 1 By default, other observation areas 22 are relevant, which cover both lanes 26, 28, than in the turning process from Fig. 3 , where only one lane 28 can be observed.

[0062] In a step S4, which can also be carried out in parallel to step S3, at least one dimension L of at least one of the observation areas 22 to be defined is determined, preferably in real time and / or depending on the situation. Depending on the current driving situation and / or the planned driving maneuver, any of the methods disclosed herein and in particular based on the Figures 1 to 3 explained circumstances to be taken into account.

[0063] In a step S5, it is determined whether the entire observation area 22 is observable or whether an observable portion 25 is above a permissible minimum value (and / or a non-observable portion 23 is below a maximum value). If this is the case (arrow Y in Fig. 7 ), the planned driving maneuver is carried out in step S6 in the originally planned manner. If this is not the case (arrow N in Fig. 7 ), in step S7, preferably by means of a Figures 4 to 6explained variants determine whether an unobservable or unrecognized road user 16 could be located in the unobservable portion 25, which could pose a risk of collision when carrying out the driving maneuver.

[0064] If the existence of such a potential conflict can be ruled out (arrow Y), the driving maneuver is performed in step S8 as originally planned. If such a collision risk cannot be ruled out (arrow N), the execution of the driving maneuver and the associated entry into the conflict area 20 are controlled in step S9 in a manner deviating from the originally planned manner.

[0065] In particular, a vehicle speed 10 can then be reduced in order to allow even more time to elapse until the conflict area 20 is reached. This increases the chance that, for example, taking into account an expected speed of potentially hidden road users 16, their exit from the non-observable portion 25 and / or entry into the conflict area 20 can be permanently ruled out. In particular, the speed can also be reduced to such an extent that the vehicle 10 temporarily stops. It is also possible in principle for the motor vehicle 10 to change its position within a lane and drive closer to the side in order to potentially enlarge the observation area 34 or the observable portion 23 of the observation area 22.

[0066] Alternatively or additionally, the vehicle 10 can enter the conflict area 20 at a significantly reduced, and in particular a predetermined minimum, speed. The observation area 22 can be continuously monitored. Due to the minimum speed, braking or acceleration can be initiated in a timely manner to prevent a collision with undetected road users.

[0067] In summary, the above exemplary embodiments demonstrate possibilities for determining an observation area 22 dynamically and as situation-appropriately as possible. This allows the observation area 22 to be as large as necessary, but also as small as possible. Furthermore, possibilities for dealing with scenarios in which observation areas are only partially observable were demonstrated. List of reference symbols

[0068] 10 Vehicle (motor vehicle) 11 Lane 12 Road 13 Lane 14 Control unit 15 Lane 16 Road user 18 Movement arrow 20 Conflict area 22 Observation area 23 Observable part 24 (crossing) road 25 Non-observable part 26 Lane 27 Priority road 28 Lane 30 Cycle path 32 Obstacle object 34 Observation area 36 Position for assessing collision potential LDimension

Claims

1. Method for operating a motor vehicle (10) at least partially autonomously, comprising: - obtaining at least one potential conflict area (20) in which there is a potential for conflict with other road users (16), wherein the conflict area (20) is to be traversed by the motor vehicle (10) according to a planned driving maneuver; - determining at least one observation area (22) which, for the purpose of traversing the conflict area (20), is to be observed in order to avoid conflicts with the other road users (16); wherein at least one dimension (L) of the observation area (22) is defined taking into account at least one of the following parameters: a) a speed of the motor vehicle (10); b) a type of road user (16) expected in the observation area (22); c) an observed state of the transport infrastructure, comprising the steps of: - determining a portion (23) of the observation area (22) that is observable by the motor vehicle (10) and / or a portion (25) of the observation area that is unobservable by the motor vehicle and controlling the traversing of the conflict area (20) on the basis thereof, wherein if the observable portion (23) is below a minimum portion and / or the unobservable portion (25) is above a maximum portion: - obtaining at least one type of road user (16) expected in the observation area (22); - establishing that there is no other road user (16) in the observation area (22) on the basis of the observable portion (23) and / or the unobservable portion (25) of the observation area (22) and the type of road user (16).

2. Method according to variant a) of claim 1, characterized in that the dimension (L) gets larger as the speed of the motor vehicle (10) increases.

3. Method according to variant a) of claim 1, characterized in that if a priority road (24) traversed by the other road users (16) is located in the conflict area (20), the dimension (L) gets smaller as the speed of the motor vehicle (10) increases.

4. Method according to variant b) of claim 1, characterized in that an expected speed of the expected road user (16) is obtained and the dimension (L) gets larger the greater the expected speed.

5. Method according to claim 4, characterized in that the expected speed is determined taking into account map information.

6. Method according to variant c) of claim 1, characterized in that if the observed state of the traffic infrastructure indicates a lack of traversability of a part of the surroundings, the dimension (L) of the observation area (22) is defined such that a portion of the non-traversable part in relation to the observation area (22) is below a permissible maximum portion.

7. Method according to any of the preceding claims, characterized in that if an unobservable portion (25) of the observation area (22) is positioned between at least two observable portions (23), a maximum possible speed of another road user (16) that is potentially located in the unobservable portion (25) is determined.

8. Control unit (14) for a motor vehicle (10), which is designed to carry out a method according to any of the preceding claims.