Analysis unit, vehicle and method for analyzing a maneuvering option

Abstract

The invention relates to an analysis unit (1) for a vehicle (3), to a method for analyzing maneuvering options of a vehicle (3), and to a vehicle (3) having an analysis unit (1) of this kind. The analysis unit (1) comprises: an input interface (S1), in particular for a position (5) of the vehicle (3); an output interface (S2) for an output signal; and a decision logic (7) for analyzing at least one maneuvering option (M1, M2, M3), wherein the analysis (B) of the maneuvering option (M1, M2, M3) in question is performed on the basis of the position (Pos) of the vehicle (3), and wherein an analysis result (Y, N) can be provided as an output signal to a control unit or a BUS system (9) of the vehicle (3).

Description

[0001] Assessment unit, vehicle and procedure for assessing a maneuvering possibility

[0002] Description

[0003] The invention relates to an evaluation unit, a vehicle and a method for evaluating a maneuvering possibility.

[0004] Traffic laws are becoming increasingly complex these days. Especially in federal states, traffic rules can vary from region to region.

[0005] Furthermore, the development of autonomous driving continues to advance. To avoid accidents, especially with self-driving vehicles, traffic regulations must be observed.

[0006] However, this is not always easy - especially since traffic rules can change over time.

[0007] Therefore, it is an object of the invention to provide a unit according to which a simple evaluation of possible maneuvering possibilities of a vehicle is possible.

[0008] The problem is solved by an evaluation unit according to claim 1. Furthermore, the problem is solved by a vehicle with such an evaluation unit.

[0009] Finally, a method according to claim 10 serves to solve the problem. Finally, a computer program product according to claim 16 serves to solve the problem.

[0010] Further advantageous embodiments and further developments are the subject of the dependent claims.

[0011] 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, as well as an output interface for an output signal, in particular for providing an evaluation result. It further comprises a decision logic, wherein the decision logic is provided for evaluating at least one maneuvering option. The evaluation of the respective maneuvering option is provided based on the position of the vehicle. An evaluation result can be provided as an output signal to a control unit or a bus system of the vehicle.

[0012] It is advantageous to be able to determine the possible maneuvering options based on the current position of the vehicle.

[0013] A vehicle's position can be understood as the type of road the vehicle is on, where a road can be a country road, a highway, a motorway, an inner-city street, or a parking lot. The road is advantageously determined by the vehicle's position.

[0014] The evaluation unit is preferably embodied as a computer program product. Advantageously, the input interface and the output interface are embodied as a software interface, with which the computer program product can record or share the position, the respective maneuvering option, and / or the evaluation result with other software modules or interfaces.

[0015] The evaluation unit is advantageously designed as a module to supplement a vehicle control system or for installation on a vehicle control system.

[0016] The module or computer program product is advantageously designed for installation on a computing unit, in particular a control unit for a vehicle. It can advantageously be loaded into the memory of the computing unit and can be executed with the aid of a processor. The evaluation unit can be designed as a computing unit with a memory, a processor, and at least one input interface and one output interface. The evaluation unit is preferably designed as a module with a corresponding computer program product. The evaluation unit is advantageously designed as a module in a vehicle control system.

[0017] The input interface or output interface is advantageously implemented as a CAN bus, Ethernet, LIN bus interface, or other network interface. Alternatively, the input interface or output interface can be implemented as a software interface.

[0018] The respective software interface is advantageously suitable and designed to receive a signal from a BUS system or to provide it to the BUS system.

[0019] Advantageously, the maneuvering capability is provided via the input interface. Advantageously, the position of the vehicle and the respective maneuvering unit is provided to the decision logic.

[0020] The decision logic advantageously includes multiple inputs for the respective maneuvering option and an output for the evaluation result. The evaluation is preferably binary, for example, "Allowed" or "Yes" (Y) or "Forbidden" or "No" (N).

[0021] The evaluation unit, in particular the decision logic, advantageously provides the result of an evaluation as a binary evaluation result ("Allowed", Y) or a negative evaluation ("Forbidden", N). The evaluation result can advantageously be provided to the output interface as a binary signal via the respective output signal.

[0022] The position of the vehicle is preferably continuously determined using the position sensor and provided to the evaluation unit. Alternatively, the vehicle's position can be determined separately for each evaluation. The position is advantageously determined using a position sensor that is already present in the vehicle.

[0023] In a simple case, possible maneuvering options could include increasing or reducing the speed of the vehicle, as well as steering the vehicle to the right or left.

[0024] In addition, further maneuvering options may include:

[0025] - an overtaking maneuver,

[0026] - parking on the right / left side of the road,

[0027] - following the road (straight ahead),

[0028] - a left turn,

[0029] - a right turn,

[0030] - a lane change to the right / left lane,

[0031] - crossing an intersection,

[0032] - a holding operation.

[0033] The evaluation of each maneuvering option is advantageously based on its permissibility according to the applicable traffic regulations. The decision logic is advantageously based on the traffic regulations in its structure. The structure is advantageously changeable, for example, in the event of changing traffic regulations. The decision logic is advantageously designed so that the evaluation can be based on the traffic regulations.

[0034] In Germany, for example, the traffic rules are derived from the Road Traffic Regulations (StVO) or the Road Traffic Act (StVG).

[0035] The evaluation is preferably carried out by determining whether the respective maneuvering option is permissible ("allowed," positive) or not ("prohibited," negative) according to the currently applicable traffic regulations. It is advantageous to only evaluate the vehicle's possible and / or requested maneuvering options. Thus, only a reduced number of maneuvering options need to be evaluated by the decision logic.

[0036] The decision logic can be implemented as a neural network, a decision tree, Boolean decision logic, or another structure, e.g., a decision ontology. The decision logic is preferably deterministic. The decision logic can easily evaluate a multitude of possible maneuvers.

[0037] The evaluation result can be provided by the evaluation unit to a vehicle control system, which can then make a decision regarding the maneuvering option based on the evaluation result. Alternatively, the evaluation result can also be displayed to the vehicle driver, who can then decide whether or not to execute the respective maneuvering option based on the evaluation result.

[0038] Accordingly, the invention described here allows the decision logic and thus the evaluation unit to be formed simply and with little computing power.

[0039] In an advantageous embodiment of the invention, a position sensor, in particular a GPS sensor, is provided to provide the position.

[0040] Alternatively or additionally, the position can be determined based on the use of a mobile network.

[0041] Advantageously, a vehicle already includes a GPS sensor to detect the vehicle's position, such as a navigation system. The use of a GPS sensor is advantageous because determining the position is particularly simple and accurate. In a further advantageous embodiment of the invention, the decision logic is based on Boolean decision logic.

[0042] Boolean decision logic comprises a number of logic components and is therefore well suited for quickly and easily evaluating a number of input signals into an output signal. The maneuvering options can advantageously be represented as a binary code. The evaluation can also advantageously be represented as a binary code (Yes, No / 0, 1 / or Y, N).

[0043] Advantageously, the respective maneuvering option can be represented in a binary code as follows (here simplified for an overtaking maneuver):

[0044] 1 . Increase speed = Yes;

[0045] 2. Reduce speed = No,

[0046] 3. Turn right = No;

[0047] 4. Lane change to the left =Yes

[0048] The binary code provided to the decision logic can advantageously be designed according to (Yes, No, No, Yes, ...) or (1,0,0,1,...).

[0049] Thus, with the help of the decision logic, the following assignment is made

[0050] (position, 0,0,1 ,0,...) - Yes

[0051] The respective logic module is advantageously implemented as a software module. The decision logic is advantageously implemented as a software module. The decision logic is advantageously modifiable, so that it can be adapted to changing traffic regulations. The decision logic can advantageously be modified, in particular updated, via the bus system.

[0052] Boolean decision logic allows for a particularly rapid evaluation. In a further advantageous embodiment of the invention, only a sub-area of ​​the decision logic is activated at a time, with the selection of the sub-area being based on the position of the vehicle. The decision logic can advantageously be restricted in its scope or functionality. The restriction is advantageously time-limited and / or dependent on the position of the vehicle.

[0053] It's advantageous if a large part of the decision logic is irrelevant for most decisions. For example, the question of parking is generally irrelevant for a vehicle's position on a highway or a country road. Since an evaluation of such a maneuvering option is not expected, only the relevant part of the decision logic can be activated.

[0054] By using only a part of the decision logic, evaluations can be carried out even faster and easier.

[0055] In a further advantageous embodiment of the invention, the selection of the respective sub-area of ​​the decision logic takes place in at least a first stage and a second stage.

[0056] In the first stage, the decision logic is advantageously restricted so that only those aspects of the decision logic that are relevant based on the vehicle's position require evaluation. For example, on a highway (vehicle's position = highway), not all traffic regulations that apply within urban areas are relevant. Accordingly, the decision logic can be reduced in its maneuvering options to be evaluated and / or simplified in its structure based on the vehicle's position. Depending on the vehicle's position, only a subset of the decision logic is active or relevant at any given time.

[0057] In a second stage, the decision logic can be further reduced based on the detected vehicle environment. For example, if a lane is detected as closed, and the closure is indicated by an obstacle, a lane change into the closed lane is ignored. Thus, the scope of the decision logic can be further reduced.

[0058] The same can happen if dense fog is detected, because a maximum speed on a motorway may not be relevant because a safe driving speed for the vehicle is usually well below that.

[0059] By reducing or restricting the scope of the decision logic, a decision can be reached more easily and quickly and / or with reduced computing capacity.

[0060] In a further advantageous embodiment of the invention, a reduced number of maneuvering options are provided for evaluation depending on the position of the vehicle.

[0061] By reducing the number of maneuvering options, the required computing power and / or evaluation time can be reduced. Furthermore, the decision logic can be designed with less complexity from the outset, allowing a software-based decision logic solution to be operated with reduced memory requirements.

[0062] In a further advantageous embodiment of the invention, a reduction of the maneuvering options is provided based on the environment of the vehicle.

[0063] The vehicle's surroundings take into account, for example, obstacles, other road users in the area or traffic signs as well as traffic lights or barriers in individual sections of the traffic.

[0064] The environment can be data-based with the help of a traffic control system.

[0065] An evaluation unit can be provided. The environment is advantageously also detected by an environmental sensor. An environmental sensor is advantageously designed as a radar sensor, a LIDAR sensor, or a camera. The environment detected by the environmental sensor is advantageously provided with the evaluation unit.

[0066] It is advantageous to decide whether a particular maneuvering option is even possible based on the vehicle's surroundings. In such a case, the possible maneuvering options are advantageously provided to the decision logic, particularly to the sub-area of ​​the decision logic.

[0067] The decision logic can be reduced in its function if the decision logic is only provided with those maneuvering options that appear possible given the vehicle's environment. In this case, only a small part of the decision logic needs to be active.

[0068] This allows further storage space to be saved for the decision logic sub-area.

[0069] In a further advantageous embodiment of the invention, an evaluation of the respective maneuvering possibility is provided in real time.

[0070] With real-time evaluation, it is advantageous to specify a time period after which an output signal is available after the respective maneuvering option has been made available. Such a time period is, for example, 0.1 to 5 microseconds.

[0071] By providing a real-time output signal, a vehicle control system can also control the vehicle in real time. Thus, such an evaluation unit can be used for 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 provided for evaluating maneuvering possibilities.

[0073] The vehicle is advantageously designed as an automobile or a rail vehicle. The vehicle is advantageously designed as a self-driving automobile or autonomously driving vehicle, so that the automobile can travel from a first position to a second position without the need for a driver.

[0074] An autonomously driving vehicle advantageously provides the respective maneuvering option to the evaluation unit with the help of its vehicle control.

[0075] The respective maneuvering option is advantageously provided via the vehicle's bus system to the input interface of the evaluation unit. The respective maneuvering option to be evaluated can be provided by the vehicle control system of a self-driving vehicle. The respective output signal can then be provided to the vehicle control system of the self-driving vehicle.

[0076] In the case of a maneuvering option for a non-autonomously driving vehicle, the respective maneuvering option can be provided by analyzing the driver's driving behavior. For example, a planned lane change can be indicated by activating the corresponding turn signal, or by pressing the accelerator or brake pedal. Monitoring the driver's movements (changing the driver's line of sight) can also advantageously suggest a maneuvering option. Thus, the driver provides the respective maneuvering option.

[0077] Such an analysis of the driver's behavior can lead to the evaluation unit providing at least one maneuvering option. A negative evaluation result, either planned or tested with a negative result, advantageously triggers a (warning) signal to the driver. A positive evaluation result advantageously triggers no signal.

[0078] Alternatively, if the evaluation result is positive, a signal, e.g. a green light, can be displayed to the driver.

[0079] Such a signal may include an acoustic signal, a light signal and / or a slight intervention in the steering / brake or in a staggered acceleration.

[0080] Advantageously, such a signal is displayed to the driver immediately upon provision of an output signal by the evaluation unit.

[0081] In the case of a self-driving vehicle, the planned maneuvering opportunity may be omitted. For this purpose, the negative evaluation result is provided to the vehicle control system. The vehicle control system can then forego the maneuvering opportunity.

[0082] The vehicle advantageously includes at least one driver assistance system (ADAS system), such as a proximity control system, a lane keeping system, and / or a brake assist system. This driver assistance system typically records the surroundings. The surroundings, in particular the position of other road users and obstacles, are advantageously provided to the evaluation unit as the surroundings.

[0083] The method serves to evaluate at least one maneuverability of a vehicle, wherein the vehicle has an evaluation unit, in particular an evaluation unit according to the above description. The method comprises the following steps:

[0084] - Determining a position of the vehicle,

[0085] - Providing the position to the assessment unit, - Providing the respective maneuvering options, in particular based on the respective position of the vehicle,

[0086] - Assessment of the respective maneuvering options,

[0087] - Providing the evaluation as an output signal, wherein the evaluation unit performs the evaluation depending on the position of the vehicle on the basis of a decision logic, wherein the decision logic is based on traffic rules that are valid at the respective position of the vehicle.

[0088] The decision logic is advantageously based on the traffic rules relevant to the vehicle's current position, with the prerequisites and legal consequences (prohibited, permitted) configured as input or output variables. The decision logic is advantageously designed according to the traffic rules.

[0089] The traffic rules can be presented as a decision tree, Boolean decision logic, a neural network, or an ontology within the decision logic. The vehicle's position is preferably determined by a position sensor and provided to the evaluation unit and / or the evaluation unit.

[0090] In an autonomously driving vehicle, the respective maneuvering option can be provided by the vehicle control system, whereby the evaluation of the respective provided maneuvering option is carried out with the help of the evaluation unit and the output signal is (re)provided to the vehicle control system.

[0091] The procedure enables a particularly simple and quick assessment of the respective maneuvering option, in other words the determination: permitted (Yes or Y) or prohibited (No or N).

[0092] In a further advantageous embodiment of the invention, the at least one maneuvering option or a reduced number of maneuvering options can be defined, wherein the evaluation of the respective maneuvering options is carried out on the basis of a respective sub-area of ​​the decision logic, wherein the respective sub-area of ​​the decision logic is limited to the evaluation of the respectively defined or provided maneuvering options.

[0093] The sub-area of ​​the decision logic results from the relevant / possible maneuver options. For example, on a highway, the maneuver options "parking on the right side" or "increasing speed from 60 km / h to 80 km / h" are generally not evaluated, as these are either generally permitted or generally prohibited on most sections of a highway. Accordingly, the decision logic can be reduced to a corresponding sub-area.

[0094] In a further advantageous embodiment of the invention, the evaluation is based on a previously defined sub-area of ​​the traffic rules, wherein the respective sub-area of ​​the traffic rules can be determined based on the respective position of the vehicle.

[0095] For example, a speed limit may not be provided for in some areas on a German motorway and therefore an assessment of the maneuvering option “increasing the speed” would in any case be rated as “allowed” (or Yes or Y).

[0096] The sub-area of ​​the relevant part of the traffic rules advantageously corresponds to the sub-area of ​​the decision logic that is based on the valid traffic rules.

[0097] Reducing the decision logic to a sub-area advantageously results in faster decision-making. Reducing the decision logic to a sub-area also requires less memory space, provided the decision logic is implemented as a software module.

[0098] In a further advantageous embodiment of the invention, a

[0099] The environment sensor detects the vehicle's surroundings and provides the information to the evaluation unit, whereby the respective maneuvering options can be determined based on the environment.

[0100] An environment sensor is designed as a radar, LIDAR, ultrasonic, or camera sensor. The environment encompasses the possible areas where the vehicle can be maneuvered without colliding with obstacles or other road users.

[0101] Advantageously, a reduced number of decision options are provided to the decision logic based on the environment. For example, a (planned or intended) vehicle lane change in the presence of another vehicle or a blocked lane advantageously does not require any evaluation by the decision logic.

[0102] In a further advantageous embodiment of the invention, an environmental sensor detects the environment of the vehicle and provides the environment to the evaluation unit, wherein the decision logic, in particular the defined sub-area of ​​the decision logic, can be defined on the basis of the environment.

[0103] The respective sub-area of ​​the decision logic is advantageously restricted based on the traffic regulations relevant to the environment and / or possible vehicle maneuvers. To simplify the evaluation, parts of the decision logic can be deactivated if the environment would always result in the same evaluation, and the corresponding evaluation is provided immediately.

[0104] In a further embodiment of the invention, the respective sub-area of ​​the decision logic is dynamically adapted to the position of the vehicle and / or the vehicle's surroundings, particularly when the position and / or the vehicle's surroundings change. Advantageously, predeterminable sub-areas of the decision logic for typical vehicle positions can be stored in a memory and used accordingly to evaluate the respective maneuvering option.

[0105] One possible application is an indicator that indicates whether a vehicle's automatic parking aid is evaluating whether the vehicle is permitted to park at that location at all and for how long. For this purpose, the parking aid provides the corresponding maneuvering option (e.g., parking on the right) to the evaluation unit. The evaluation unit evaluates the maneuvering option and provides a positive or negative evaluation result based on the vehicle's position and, optionally, the surroundings. If parking at that location is permitted according to the applicable traffic regulations, the parking process takes place; otherwise, a warning signal may be provided.

[0106] In summary, the invention relates to an evaluation unit for a vehicle, a method for evaluating maneuvering options of a vehicle, and a vehicle with such an evaluation unit. The evaluation unit comprises decision logic that can be dynamically reduced to a sub-area depending on the position and optionally depending on the vehicle's surroundings. The evaluation unit, in particular the decision logic, serves to evaluate at least one maneuvering option of a vehicle based on the traffic regulations relevant or valid at the respective position. The traffic regulations are mapped in the decision logic or its sub-area. Based on the evaluation, a maneuvering option can be assessed for admissibility according to the traffic regulations, and the admissibility can be displayed to a driver of the vehicle or displayed to a control unit of an autonomous vehicle.

[0107] The invention is further described and explained below with reference to figures. The embodiments shown in the figures are merely exemplary and do not limit the invention in any way. They show:

[0108] Fig. 1 a possible evaluation unit,

[0109] Fig. 2 a vehicle on a roadway and

[0110] Fig 3 possible sub-areas of a decision logic.

[0111] Fig. 1 shows a possible evaluation unit 1. The evaluation unit 1 comprises a decision logic 7, an input interface S1 and an output interface S2. The input interface S1 is used to record a maneuvering option M1, M2, M3 of a vehicle 3. The output interface S2 is used to provide the evaluation result Y, N to a BUS system 9. The input interface S1 and the output interface S2 are connected to the BUS system 9. The BUS system 9 is advantageously the BUS system 9 of a vehicle 3, wherein the BUS system 9 is a technical data connection, for example a CAN bus.

[0112] The position Pos of the vehicle 3 is also provided to the evaluation unit 1 by a position sensor 5. The position Pos is also advantageously provided via the BUS system 9.

[0113] Optionally, an environment U of the vehicle 3 is provided to the evaluation unit 1. 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 and optionally the speed of other road users or obstacles for the vehicle 3.

[0114] Decision logic 7 is used to evaluate B the maneuvering options M1, M2, M3 provided to it. Evaluation B is based on the position Pos of vehicle 3.

[0115] Optionally, the evaluation B of the respective maneuvering possibility M1, M2, M3 of the vehicle 3 is carried out on the basis of the environment U of the vehicle 3, wherein the environment U of the vehicle 3 is provided to the decision logic by the environment sensor 15.

[0116] The evaluation unit 1 shown here is designed for use in a vehicle 3. Such an evaluation unit 1 is advantageously designed as a software module that is installed on a computing unit (not shown) and can run there. Particularly advantageously, at least the decision logic 7 is designed as a software module that is installed on a computing unit and can run there.

[0117] Fig. 2 shows a vehicle 3 on a roadway. The vehicle is shown in the right (here, lower) lane. Vehicle 3 can perform at least three maneuvers M1, M2, and M3.

[0118] The first maneuvering option M1 represents a lane change of vehicle 3 into the left (upper) lane. Depending on the position Pos of vehicle 3, the first maneuvering option M1 can be assessed as “permitted” (conforming to traffic rules) or “prohibited” (not conforming to traffic rules) according to the traffic regulations.

[0119] The second maneuvering option M2 represents driving straight ahead of vehicle 3. Depending on the position Pos of vehicle 3, the second maneuvering option M2 can be assessed as “allowed” (conforming to traffic rules, Y) or “prohibited” (not conforming to traffic rules, N) according to the traffic regulations.

[0120] The third maneuvering option M3 represents a turn to the right (downward). Depending on the position Pos of vehicle 3, the third maneuvering option M3 can be assessed as “permitted” (conforming to traffic regulations) or “prohibited” (not conforming to traffic regulations) according to the traffic regulations.

[0121] The evaluation B with the help of 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 result Y, N is provided to the vehicle 3. The vehicle 3, insofar as it is an autonomously driving vehicle, can carry out the corresponding maneuvering option M1, M2, M3 according to the evaluation result Y, N.

[0122] Fig. 3 shows possible sub-areas 7a of a decision logic 7. In a first stage 11, the decision logic 7 is reduced to a sub-area 7a based on the respective position Pos of the vehicle. In this case, the hatched area of ​​the decision logic 7 is omitted. The hatched part of the decision logic 7 corresponds (figuratively speaking) to the part of the traffic rules that are not valid at the respective position Pos of the vehicle 3 (for example, in an urban area / position of the vehicle on a highway) and would therefore always lead to a positive evaluation result Y.

[0123] In a second stage, the sub-area 7a of the decision logic can be reduced in a second stage 13 based on the environment of the vehicle 3.

[0124] If, for example, vehicle 3 is on a highway, the decision logic is limited to a first sub-area 7a based on the highway traffic rule. If the environment U of vehicle 3 has only limited maneuvering options M1, M2, M3, the decision logic can also be restricted accordingly in the second stage 13.

[0125] List of reference symbols

[0126] 1 valuation unit

[0127] 3 vehicles

[0128] 5 Position sensor

[0129] 7 Decision logic

[0130] 7a Sub-area (of decision logic)

[0131] 9 BUS system 11 First stage

[0132] 13 Second stage

[0133] 15 Environmental sensor

[0134] Pos Position

[0135] M1, M2, M3 (first, second and third) maneuvering options

[0136] U environment

[0137] B rating

[0138] Y, N (positive, negative) evaluation result

[0139] S1 input interface

[0140] S2 output interface

Claims

Patent claims 1. Evaluation unit (1) for use in a vehicle (3), comprising an input interface (S1), in particular for a position (5) of the vehicle (3), and an output interface (S2) for an output signal, further comprising a decision logic (7), wherein the decision logic (7) is provided for evaluating at least one maneuvering option (M1, M2, M3), wherein preferably the respective maneuvering option (M1, M2, M3) can be determined based on the respective position (Pos) of the vehicle (3), wherein the evaluation (B) of the respective maneuvering option (M1, M2, M3) is provided based on the position (Pos) of the vehicle (3), wherein an 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 a position sensor (5), in particular a GPS sensor, is provided to provide the position (Pos).

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

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

5. Evaluation unit (1) according to claim 4, wherein the selection of the respective sub-area (7a) of the decision logic (7) in at least a first stage (11 ) and a second stage (13).

6. Evaluation unit (1) according to one of the preceding claims, wherein a reduced number of maneuvering options (M1, M2, M3) are provided for the evaluation (B) in accordance with the position (Pos) of the vehicle (3).

7. Evaluation unit (1) in particular according to claim 6, wherein a reduction of the maneuvering possibilities (M1, M2, M3) is provided on the basis of an environment (U) of the vehicle (3).

8. Evaluation unit (1) according to one of the preceding claims, wherein an evaluation (B) and / or the provision of the evaluation result (Y, N) of the respective maneuvering option (M1, M2, M3) is provided 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 one of the preceding claims, wherein the position sensor (5) is provided for providing the position (Pos) of the vehicle (3), and the evaluation unit (1) is designed and provided for evaluating (B) maneuvering possibilities (M1, M2, M3).

10. Method for evaluating a maneuvering possibility (M1, M2, M3) of a vehicle (3), wherein the vehicle (3) has an evaluation unit (1), in particular according to one of claims 1 to 8, comprising the following steps: - Determining a position (Pos) of the vehicle (3), - Providing the position (Pos) to the valuation unit (1 ), - provision of respective manoeuvring possibilities (M1, M2, M3), in particular based on the respective position (Pos) of the vehicle (3), - Evaluation of the respective maneuvering options (M1, M2 M3), - Providing the evaluation result (Y, N) as an output signal, wherein the evaluation unit (1) carries out the evaluation depending on the position (Pos) of the vehicle (3) on the basis of a decision logic (7), wherein the decision logic (3) is based on traffic rules which are valid at the respective position (Pos) of the vehicle.

11. Method according to claim 10, wherein the maneuvering options (M1, M2, M3) can be defined or a reduced number of maneuvering options (M1, M2, M3) is provided and wherein the evaluation of the maneuvering options is carried out on the basis of a sub-area (7a) of the decision logic (7), wherein the respective sub-area (7a) is limited to the evaluation of the defined or provided maneuvering options (M1, M2, M3).

12. The method according to claim 10 or 11, wherein the evaluation (B) is based on a previously defined sub-area of ​​the traffic rules, wherein the respective sub-area of ​​the traffic rules can be determined based on the respective position (Pos) of the vehicle (3).

13. Method according to one of claims 10 to 12, wherein an environmental sensor (15) detects the environment of the vehicle (3) and provides it to the evaluation unit (1), wherein the respective maneuvering options (M1, M2, M3) can be determined on the basis of the environment (U).

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

15. Method according to one of claims 11 to 14, wherein the respective sub-area (7a) of the decision logic (7) is dynamically adapted to the position (Pos) and / or the environment (U), in particular when the position (Pos) and / or the environment (U) of the vehicle (3) changes.

16. Computer program product, in particular designed as part of a vehicle control system, designed for installation and execution on a computing unit, wherein the computer program comprises an evaluation unit (1) according to one of claims 1 to 9 and / or is provided and designed to carry out a method according to one of claims 10 to 15.

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