Method for driving on a roadway with a bidirectionally drivable, single-lane narrow section with an ego vehicle, and electronic ego vehicle guidance system

Abstract

The invention relates to a method for driving on a roadway (7) with a bidirectionally drivable, single-lane narrow section (2) with an ego vehicle (10, 10'), comprising the following steps: - driving on the roadway (7) with the ego vehicle (10, 10') towards the narrow section (2) as an approaching drive, such that the ego vehicle (10, 10') approaches a beginning (4) of the narrow section (2); - capturing the environment (1) of the ego vehicle (10, 10') during the approaching drive; - determining an observation zone (Z1) on the roadway (7) in front of the beginning (4) of the narrow section (2) for the ego vehicle (10, 10') at least depending on the captured environment (1), wherein the observation zone (Z1) is determined such that the narrow section (2) can be captured by at least one capturing unit (12, 19, 20) of the ego vehicle (10, 10'); - determining a passage zone (Z2) separate from the observation zone (Z1) on the roadway (7) in front of the beginning (4) of the narrow section (2) for the ego vehicle (10, 10') at least depending on the captured environment (1), wherein the passage zone (Z2) is formed for passing the ego vehicle (10, 10') by oncoming traffic (17).

Description

[0001] Method for driving on a roadway with a bidirectionally drivable, single-lane narrow section with an ego vehicle, and electronic ego vehicle guidance system

[0002] An aspect of the invention relates to a method for driving on a roadway with a bidirectionally drivable, single-lane narrow section with an ego vehicle. A further aspect of the invention relates to an electronic vehicle guidance system. A still further aspect of the invention relates to a vehicle.

[0003] Narrow sections, which comprise only one lane as intended, but which is also properly and legally allowed to be driven in both directions, are known in very different characteristics. In this context, a single-lane drivable tunnel or city gate can for example be mentioned. Such narrow sections can be permanently formed or also only be temporarily present. A temporary setup of such a narrow section can for example also be present if such a narrowing to one lane is performed for maintenance works or mounting works on a roadway.

[0004] Especially if such a narrow section is formed without a traffic guidance system for traffic regulation in both driving directions, constellations can arise, in which undesired or also safety-critical traffic situations can occur.

[0005] It is an object of the present invention to provide an electronic vehicle guidance system and a vehicle, in which driving on bidirectionally drivable, single-lane narrow sections is improved.

[0006] This object is solved by a method, an electronic vehicle guidance system and a vehicle according to the independent claims.

[0007] An aspect of the invention relates to a method for driving on a roadway with a bidirectionally drivable, single-lane narrow section with a vehicle, preferably comprising the following steps:

[0008] In particular driving on the roadway towards the narrow section with the ego vehicle as an approaching drive such that the ego vehicle approaches an end of the narrow section, which is in particular a beginning of the narrow section from the view of the ego vehicle; In particular capturing the environment of the ego vehicle during the approaching drive;

[0009] In particular determining, in particular by an electronic system, in particular a vehicle guidance system, an observation zone on the roadway in front of the beginning of the narrow section for the ego vehicle at least depending on the captured environment, wherein the observation zone is determined such that the narrow section can be captured by at least one capturing unit of the ego vehicle at least in certain areas;

[0010] In particular determining, in particular by an electronic system, in particular a vehicle guidance system, a passage zone separate from the observation zone on the roadway in front of the beginning of the narrow section for the ego vehicle at least depending on the captured environment, wherein the passage zone is formed for passing the ego vehicle by oncoming traffic.

[0011] By such a method, driving on such a narrow section is improved. Thereby, undesired traffic-critical situations can be avoided in improved manner. With respect to the bidirectionally drivable single-lane narrow section, this means that two vehicles in particular cannot drive next to each other viewed in both directions in this narrow section. Moreover, such a narrow section is enabled for driving in both driving directions as intended and as allowed. Especially if a traffic guidance system, such as for example traffic lights, or another electronic indication device for signaling driving on the narrow section in one driving direction is not present in an embodiment, an improved traffic guidance in the narrow section is achieved by the above mentioned method. Because, in particular then, it can be particularly advantageously avoided in improved manner that two vehicles enter the narrow section at the same time or a vehicle is positioned immediately adjacent to an end of the narrow section such that the vehicle, which drives on the narrow section in opposite direction, can no longer drive past this other vehicle when it exits the narrow section.

[0012] Thus, it is allowed in intelligent manner by the invention to position the vehicle outside of the narrow section, but in a close range adjacent to a facing end of the narrow section in automated manner, in particular in fully automated manner, such that it does not impede a potential oncoming traffic vehicle. Furthermore, this oncoming traffic vehicle can also pass this vehicle, which can also be referred to as ego vehicle, after exiting the narrow section. However, it is in particular allowed by the method also in automated manner, in particular in fully automated manner, that the ego vehicle is positioned, before it drives on this narrow section, such that a maximum capture of the narrow section is allowed. This in particular means that it is provided as the maximum capture that this narrow section can be captured over its entire drivable extension. Thereby, it is advantageously achieved that a potential probability of collision can be reduced. Furthermore, routing maneuvers can be reduced. They occur if the vehicle would position itself in front of the narrow section such that an oncoming traffic vehicle, which drives on the narrow section, can no longer pass the ego vehicle after exiting the narrow section. This is particularly critical if one or multiple vehicles would already stand behind the ego vehicle such that maneuvering the ego vehicle is no longer possible or only possible under more difficult conditions in such a case. Thereby, undesired jam scenarios could arise in or immediately in front of the narrow section, which can also be avoided by the proposed method in improved manner.

[0013] In that the ego vehicle does not arbitrarily approach the narrow section in the method, but specifically performs a defined approaching drive in this respect, this step is already very individual. Because the approaching drive is in particular also defined in that the position of the vehicle in relation to the beginning of the narrow section and / or in relation to other environmental conditions, in particular to specifics of the roadway are taken into account. This is in particular the case in a close range to the narrow section at the beginning thereof, at which the ego vehicle is located. As intended, the approaching drive is such one, in which the ego vehicle is moved by the electronic vehicle guidance system such that the two mentioned zones are provided and the primary functions thereof are intentionally satisfied, in particular remain as long as possible in moving the vehicle in approaching the narrow section.

[0014] In addition, in the proposed method, thus, not only such a defined and controlled approaching drive is performed, but especially therein, an, in particular dynamic, determination of an observation zone and a passage zone determined separately therefrom and in particular determined without overlap with the observation zone is then also done. In particular, this determination of the zones is effected by an electronic vehicle guidance system. It can be partially or completely a constituent of the ego vehicle. Especially this specific determination of two different zones allows in particularly advantageous manner to optimally position the ego vehicle to the narrow section. In particular to the effect to allow a maximum capture of the narrow section, in particular over the entire extension of the narrow section, on the one hand and to always allow a potential passage of an oncoming traffic vehicle at this beginning and thus also outside of the narrow section on the other hand. These fictive zones, which are electronically generated by the corresponding system at least based on the explained information, allow a particularly advantageous traffic flow at such characterized narrow sections. In particular if due to the configuration of the narrow section itself and / or the orientation of the roadway to the narrow section in a close range in front of the beginning of the narrow section a situation is configured such that the visibility of the narrow section, in particular the capture of the drivable area of the narrow section, is difficult, the explained method is particularly advantageous. For example, this can be the case in difficult terrain of the environment if a narrow section is formed on a sloping site and the roadway is in particular formed serpentine-like on the sloping site. Then, it can be provided in an embodiment that a close range in front of the beginning of the narrow section is formed as a serpentine curve or relatively severely angled roadway area. Then, the visibility into the narrow section is thereby considerably more difficult and more limited. For example, especially in such constellations, a maximum visibility into the narrow section by a capturing unit of the ego vehicle can be achieved by the described method on the one hand, however, the position of the ego vehicle in this respect can then be such that an oncoming traffic vehicle, which drives on the narrow section, can still pass the ego vehicle after exiting the narrow section on the other hand.

[0015] For example, especially in such constellations, a maximum visibility into the narrow section by a capturing unit of the ego vehicle can then be achieved by the described method, however, the position in this respect can then still be such that an oncoming traffic vehicle, which drives on the narrow section, can still pass the ego vehicle after exiting the narrow section on the other hand.

[0016] Such specific positional, geometric and infrastructurally configured constellations of a narrow section and a roadway area immediately adjoining thereto are present not only in such sloping sites or mountain situations, but can also occur in diverse other constellations. However, it is also possible that not only in such constellations, in which a roadway joins to a beginning of the narrow section in relatively severely bent manner, but also if a relatively linear course of the roadway leads to the beginning of the narrow section, the above described method can be advantageous. Because then too, for example due to the geometry of the narrow section and / or due to brightness conditions in or in front of the narrow section and / or due to other, in particular lateral boundaries of the roadway area, situations can occur immediately in front of the beginning of the narrow section, in which the ego vehicle is incorrectly positioned and thus an oncoming traffic vehicle can no longer pass the ego vehicle after exiting the narrow section. In particular, the observation zone is also a stop zone, within which the ego vehicle can stop, in particular if oncoming traffic occurs. Therefore, an optionally required stop of the ego vehicle at a stop position can also be specifically determined within the observation zone such that a passage of an oncoming traffic vehicle is not impeded.

[0017] In particular, the passage zone is a non-stay zone of the ego vehicle. As intended, it is thus intended not to be driven by the ego vehicle.

[0018] In particular, the determination of the observation zone and / or the separate passage zone is effected based on specific influencing criteria by an evaluation unit. The influencing criteria are at least the environmental information, which is captured by at least one capturing unit.

[0019] The method is particularly advantageous if the ego vehicle at least semi-autonomously, in particular fully autonomously, performs at least the approaching drive. In particular if, thus, if the complete intelligence for suitable positioning of the ego vehicle is transferred to an electronic vehicle guidance system, the proposed method is particularly advantageous. Because especially then, such above explained undesired traffic situations can be avoided.

[0020] The method is particularly advantageous if the narrow section is formed without traffic guidance system, in particular without electronic traffic guidance system, for regulating the bidirectional traffic.

[0021] However, it is also possible that the roadway is formed with a traffic guidance system in the area of the narrow section. Then, information of the traffic guidance system can in particular be taken into account in the method. This information of the traffic guidance system can be captured by at least one capturing unit of the vehicle.

[0022] In an embodiment, the passage zone and the observation zone are formed without overlap. This means that they are configured such that they do not transition into each other both with two-dimensional and three-dimensional consideration. Thereby, it is always achieved that a passage possibility of a potential oncoming traffic vehicle is allowed when it exits the narrow section in the area of the beginning of the narrow section and has to pass the ego vehicle. In an embodiment, the approaching drive of the ego vehicle is at least semi-autonomously, in particular fully autonomously, performed. In particular, it is fully autonomously performed. Especially in such constellations, the above described method is particularly advantageous. On the one hand, the electronic vehicle guidance system takes over the vehicle guidance such that especially in these optionally more difficult constellations of a roadway course and a narrow section, it relieves persons from the vehicle guidance or it completely takes it off the person's hands. On the other hand, especially in such driving maneuvers, which are to be at least semi-autonomously effected, the positioning of the vehicle in the close range in front of the beginning of the narrow section is particularly important. Therefore, the system-side decision and guidance of the vehicle in this respect is considerably improved by the proposed method and can be more adequately performed especially in such specific situations.

[0023] In an embodiment, the shape and / or size and / or position of the observation zone is determined at least depending on the shape and / or the size and / or the position of the passage zone. In particular, this is effected during the movement of the vehicle in the approaching drive, such that a dynamic change of these parameters of the observation zone can here in particular also be effected. Additionally or alternatively thereto, the shape and / or the size and / or the position of the observation zone can be determined depending on the shape and / or the size and / or the pose of a roadway area of the roadway, which is usable and intended for driving by the oncoming traffic vehicle upon exiting the narrow section. Thereto, this roadway area can for example be captured by at least one capturing unit of the vehicle. For example, a bay-like roadway area can then be recognized. Such specific roadway areas allow a relatively simple passage of an oncoming traffic vehicle by a corresponding swiveling maneuver. Thereby, it is allowed in such constellations that the observation zone can reach closer to the beginning of the narrow section adapted thereto, for example then also viewed along the roadway, and thus can be correspondingly determined. Then, this in turn has advantages with respect to the observation scenario for observing the narrow section. In this context, an observation zone is to be understood to the effect how extensively, in particular maximally, in particular completely, the drivable area of the narrow section can be captured by at least one capturing unit, in particular of the ego vehicle.

[0024] In an embodiment, this determination is effected at least if at least one dimensional information of the narrow section and / or an information about an oncoming traffic vehicle in the narrow section are present. Because not only in this context, constellations can occur that an oncoming traffic vehicle in the narrow section is recognized depending on the respectively current position of the ego vehicle in the approaching drive, although the entire narrow section in its drivable area cannot yet be captured by this at least one capturing unit. In such constellations, based on the mentioned influencing criteria, the ego vehicle can then be immediately stopped, or also be moved further towards the beginning of the narrow section if an oncoming traffic vehicle is already recognized in the narrow section, based on these influencing criteria. This is in particular possible if it is recognized by the method that the passage zone, which is determined, is then sufficient to let pass the recognized oncoming traffic vehicle. Thereby, also in such constellations, in which an oncoming traffic vehicle has already been recognized in the narrow section, it is also possible to further move the ego vehicle and optimally position it. This then with regard to optionally be able to achieve an even better capture of the narrow section and to be able to maximally closely drive to the beginning of the narrow section in driving direction.

[0025] This too can then be effected by the electronic vehicle guidance system and can also be correspondingly determined by it.

[0026] Moreover, it is then also allowed by this method that in situations, in which upon successively performing the approaching drive, an oncoming traffic vehicle is not yet recognized in the narrow section, creeping or approaching of the ego vehicle to the beginning of the narrow section in very structured and clearly defined manner in this respect is nevertheless allowed.

[0027] A dimensional information of the narrow section can be the shape of an enclosure of the narrow section. However, dimensional information can for example also be a width of the narrow section and / or a length of the narrow section.

[0028] In an embodiment, if dimensional information of the narrow section, in particular at least a width of the beginning of the narrow section, is captured in capturing the environment, a width of the passage zone, which is measured between the ego vehicle and an opposing edge of the roadway, is at least temporarily determined by the dimensional information, in particular greater than or equal to the dimensional information. Thereby, it is allowed by a very simple decision criterion, which can be relatively fast and reliably obtained, to determine a configuration parameter for the passage zone. Because such dimensional information of the narrow section in particular also indicates a maximum to the effect how large an oncoming traffic vehicle can be in the direction of this dimensional information. Because this maximum of the dimensional information also constitutes a threshold value. Thus, driving on the narrow section by an oncoming traffic vehicle can only be effected if the oncoming traffic vehicle has a value in the direction of this dimensional information, which is less than the threshold value. Namely, especially thereby, it is then also allowed to determine the minimum value for a dimensional information of the passage zone based on this dimensional information of the narrow section, in particular of the beginning of the narrow section.

[0029] In an embodiment, if an oncoming traffic vehicle is captured in the narrow section in capturing the environment, a dimension of the passage zone is at least temporarily determined depending on the oncoming traffic vehicle. Thereby too, a further influencing criterion can be generated, based on which the passage zone can be very adequately determined. Especially also by this example, the advantageousness of the invention is set forth. Because if such an oncoming traffic vehicle is already detected in the approaching drive, thus, the passage zone can be generated adapted to this oncoming traffic vehicle. Thus, a type of at least one oncoming traffic vehicle of the oncoming traffic and / or at least one dimension of the oncoming traffic vehicle can for example be captured and the passage zone can be determined depending thereon in an embodiment. Since there are various types of oncoming traffic vehicles, it can then be very adequately reacted thereto and the passage zone can be determined larger or smaller. A type of an oncoming traffic vehicle can be the track number of the oncoming traffic vehicle. An oncoming traffic vehicle can be single-track or two-track. In this context, it can for example be a motorcycle or a passenger car or a truck. A dimension of the oncoming traffic vehicle can for example be the width thereof and / or the height thereof. Thereby, by considering such an influencing criterion, it is also possible to specify the stop position or the waiting position of the ego vehicle in front of the beginning of the narrow section, in particular in the observation zone. In this respect, the observation zone can then be very individually determined and configured depending on the passage zone. Because, if a motorcycle as the oncoming traffic vehicle is for example recognized in the narrow section, in particular recognized as a single oncoming traffic vehicle, the passage zone can be configured or determined adapted thereto. In this context, it can in particular be very narrowly determined. However, if an oncoming traffic vehicle is a two-track vehicle, such as for example a passenger car or even a truck, thus, the dimensions thereof are larger, in particular wider, such that the corresponding passage zone here also has to be determined adapted thereto. Thereby, there is optionally less space for the observation zone and the observation zone is to be determined adapted thereto in this respect, respectively. This can then in turn mean that the distance of the ego vehicle to the beginning of the narrow section is to be determined larger or smaller.

[0030] If multiple oncoming traffic vehicles are recognized in the narrow section in the approaching drive, thus, these different oncoming traffic vehicles can be individually categorized. This can be depending on the type and / or at least one dimension of the oncoming traffic vehicles. Then, a priority list of the oncoming traffic vehicles can for example be created in this respect. Depending on this priority list, at least one of the oncoming traffic vehicles can be selected and it can be taken as a basis as a reference to determine the passage zone depending thereon.

[0031] In an embodiment, a stop position of the ego vehicle, in particular in the observation zone in front of the beginning of the narrow section, is determined at least depending on whether an oncoming traffic vehicle is captured in the narrow section. In particular, this stop position is dynamically determined depending on the type of the oncoming traffic vehicle and / or the determined passage zone. Thereby, a very situation-individual determination of the stop position on the one hand and also of the observation zone on the other hand can be achieved. Thus, both this stop position and the shape and / or size and / or pose of the observation zone can be determined in very diverse manner depending on the type of the narrow section and / or the type of the roadway in front of the beginning of the narrow section and / or depending on an already captured oncoming traffic vehicle in the narrow section.

[0032] In an embodiment, advancement of the ego vehicle in the approaching drive to the beginning of the narrow section is performed at least as long as an oncoming traffic vehicle is not captured in the narrow section. Therein, the size and / or the pose and / or the shape of the passage zone are in particular taken into account. This passage zone is in turn dynamically determined itself in this approaching drive. In this context, it can also be very adequately changed and adapted.

[0033] Thus, it can be provided in an embodiment that the passage zone is temporarily decreased. Therefore, in an embodiment, it can be temporarily determined such that it represents a non-passage zone. This means that it is then temporarily as small as a specific oncoming traffic vehicle could not pass. In this respect, this temporary determination can be specified related to a two-track oncoming traffic vehicle, in particular a passenger car or a truck. Thus, such a determination of a temporary non-passage zone for example means that a passenger car or a truck could not pass the ego vehicle, but a one-track vehicle such as for example a motorcycle could. Thereby, situations are in particular accounted for, in which the ego vehicle cannot yet completely capture the narrow section over the entire length of the drivable area by its at least one capturing unit, on the other hand further successively approaches or wishes to approach the beginning of the narrow section to be able to finally examine a potential passage through the narrow section by the vehicle guidance system in automated manner. In an embodiment, a front area, which is situated along the vehicle longitudinal axis in front of the vehicle, is captured by a capturing unit of the vehicle and / or a lateral area, which is situated transversely to the vehicle longitudinal axis on the side of the vehicle is captured by a capturing unit. Depending on the orientation of the roadway in front of the narrow section to the narrow section, in particular the beginning of the narrow section, and / or depending on the position of the vehicle to the narrow section, in particular to the beginning of the narrow section, during the approaching drive, the narrow section is at least temporarily captured by the capturing unit capturing to the front and / or at least temporarily captured by the at least one capturing unit capturing to the side. This is a further advantageous embodiment since very diverse orientations and positions of the ego vehicle to the narrow section are allowed in the approaching drive and an optimum capture of the narrow section is nevertheless achieved. By such an embodiment, the complete capture of the narrow section over the entire drivable area can be optimally allowed even with very diverse orientations of the ego vehicle in the approaching drive.

[0034] In an embodiment, upon the evaluation of the captured environmental information, it is examined if traffic guidance information has been captured, which regulates the traffic through the narrow section. Because if such traffic guidance information has been captured, it is taken into account in determining the observation zone, in particular in determining a potential stop position of the ego vehicle in the observation zone.

[0035] A further aspect of the invention relates to an electronic vehicle guidance system. It comprises at least one evaluation unit. The vehicle guidance system is formed for performing a method according to the above mentioned aspect or an advantageous embodiment thereof. In particular, the method is performed by this vehicle guidance system.

[0036] A further aspect of the invention relates to a vehicle with an electronic vehicle guidance system.

[0037] In particular, the observation zone is changed, in particular dynamically changed, in the approaching drive. In an embodiment, this is in particular effected at least as long as the narrow section cannot be completely captured over its drivable area.

[0038] Thus, it is generally allowed by the method that with a fully autonomously operated ego vehicle, upon approaching a beginning of a narrow section, the overall situation is adequately evaluated by the vehicle guidance system itself and a position of the ego vehicle is, in particular always, selected such that a passage of an oncoming traffic vehicle can be performed. Especially such a fully autonomous approaching drive is therefore performed in intelligent manner by the invention such that very diverse conditions are taken into account. On the one hand, they are an optimum capture of the narrow section, in particular over the entire drivable area, to be able to decide on the side of the system if the narrow section can be driven by the ego vehicle. However, the possibility is to be always maintained on the other hand that potential oncoming traffic can pass the ego vehicle when the oncoming traffic has traversed the narrow section and exits it. Especially therefore, because there are very diverse constellations with narrow sections and roadway areas directly adjoining thereto, a global specification for the ego vehicle cannot be effected here. Therefore, the invention is particularly advantageous in this context since it optimally considers the individual situation and considers these diverse influencing criteria especially with analysis and movement of the vehicle fully on the side of the system and determines the zone determination and optionally a stop position of the ego vehicle depending on situation to optimally account for the above mentioned conditions.

[0039] Below, embodiments of the invention are explained in more detail based on schematic drawings. There show:

[0040] Fig. 1 a schematic top view to a first embodiment of a specific traffic scenario with a bidirectionally drivable, single-lane narrow section;

[0041] Fig. 2 a representation according to Fig. 1 according to an embodiment different therefrom;

[0042] Fig. 3 a schematic top view to an embodiment of a further traffic scenario with a bidirectionally drivable, single-lane narrow section; and

[0043] Fig. 4 a representation corresponding to Fig. 3 with a traffic scenario different therefrom.

[0044] In the figures, identical or functionally identical elements are provided with the same reference characters.

[0045] In Fig. 1 , a specific traffic situation is shown in a schematic top view. The traffic situation 1 comprises a narrow section 2. The narrow section 2 comprises a first end 3 and a second end 4. As allowed, the narrow section 2 is drivable in bidirectional manner and thus in both directions. The narrow section 2 only comprises a single lane 5. Thus, it is a singlelane narrow section. For example, the narrow section 2 can be a single-lane drivable tunnel. Moreover, a roadway section or a roadway area 6 of a roadway 7 ends at the one end 3 of the narrow section 2. This roadway section 6 can be formed two-lane drivable.

[0046] Moreover, the roadway 7 comprises a further roadway area 8. It ends at the further end 4 of the narrow section 2 coming from the other side. This further roadway area 8 is also formed for two-lane driving. It comprises a first lane 8a and a second lane 8b.

[0047] For example, the environment 1 can be in a hilly landscape, for example in a mountainous region. For example, the roadway 7 can be guided along the slope in serpentine-like manner. As is apparent in the embodiment in Fig. 1 , the narrow section 2 comprises a longitudinal axis A. In contrast, the longitudinal extension of the roadway area 8 is arranged considerably bent or angled thereto. Therefore, the roadway area 8 comprises a relatively small close range 9, which is situated immediately in front of the narrow section 2 and which then relatively severely transitions into the section of the roadway area 9 oriented differently thereto. For example, this close range 9 can be a serpentine curve or a serpentine bend.

[0048] In Fig. 1 , a vehicle or an ego vehicle 10 is also illustrated in schematic representation. It moves on the further roadway area 8 towards the narrow section 2. In this respect, this ego vehicle 10 is here already in front of the further end 4 of the narrow section 2. In this respect, the further end 4 can also be referred to as beginning of the narrow section 2 from the view of the ego vehicle 10.

[0049] The ego vehicle 10 comprises an electronic vehicle guidance system 11 . The electronic vehicle guidance system 11 comprises at least one evaluation unit. It can be a constituent of a control unit of the electronic vehicle guidance system 11 . In particular, the ego vehicle 10 comprises at least one capturing unit. This capturing unit is formed for capturing the environment of the ego vehicle 10. In the embodiment, a capturing unit 12 can be provided. It can be oriented for capturing an environmental area, which is located in front of the ego vehicle 10 in driving direction. A capturing area 12a of the capturing unit 12 is exemplarily arranged in Fig. 1 . The capturing unit 12 can for example be a camera.

[0050] Preferably, the ego vehicle 10 comprises at least one further capturing unit. It is oriented such that it can capture an environmental area of the environment 1 present on the side of the ego vehicle 10. In particular, two further capturing units are provided in this respect, which can capture the respective lateral environmental area on the left side and right side of the ego vehicle 10. These capturing units can also be cameras.

[0051] The ego vehicle 10 can be semi-autonomously, in particular also fully autonomously, moved. This is in particular effected by the electronic vehicle guidance system 11 .

[0052] In the embodiment shown in Fig. 1 , a non-drivable area 13 is formed on the side of the roadway area 8, by which the recognition of the narrow section 2 in driving direction is not possible up to a location 14. For example, the area 13 can be a forest or a wall or the like. Thus, the ego vehicle 10 cannot capture the narrow section 2 when it is moved on the roadway area 8 in front of this location 14 in driving direction.

[0053] The electronic vehicle guidance system is formed for performing a method explained below. In particular, this method is performed by the electronic vehicle guidance system 11 . In this respect, this method relates to a method for driving on the roadway 7. In this context, the ego vehicle 10 is moved towards the narrow section 2 on the further roadway area 8. Thereto, the approach is symbolized by the dashed box 10' in symbolic manner in Fig. 1 . Therein, an approaching drive of the ego vehicle 10 is in particular performed. This is in particular effected when an approaching area of the roadway 7 in front of the narrow section 2 is reached. For example, this can be the case if the driving distance of the ego vehicle 10 up to the narrow section 2, in particular the beginning of the narrow section 2, which is symbolized by the further end 4 in the example, is equal to or less than 100 m, equal to or less than 80 m, in particular equal to or less than 50 m, in particular equal to or less than 30 m. However, this is in particular effected to the effect that this distance or this driving distance is still at least 10 m. For example, this can also be determined by a GPS position of the ego vehicle 10 to the beginning of the narrow section 2.

[0054] During this approaching drive, capture of the environment 1 of the ego vehicle 10 is effected. In particular, an observation zone Z1 is determined by the electronic vehicle guidance system, in particular the evaluation unit. This observation zone Z1 is in particular completely determined on the roadway 7, in particular in the roadway area 8, and positionally determined in front of the beginning of the narrow section 2. This determination is effected at least depending on the captured environment 1 . The observation zone Z1 is determined such that the narrow section 2 can be captured by the at least one capturing unit of the vehicle and in particular a potentially suitable stop zone for possible stopping of the ego vehicle 10 is determined. This stop zone is determined at least as a partial area of the observation zone Z1 . In particular, the observation zone Z1 is the stop zone. Thus, in this zone Z1 , the narrow section 2 is to be capable of being directly captured and the stop of the ego vehicle 10 is to be possible, in particular such that oncoming traffic can pass. In particular, this is effected such that the entire narrow section 2, in particular the entire drivable area of the narrow section 2, can be captured by the at least one capturing unit 12. Moreover, a passage zone Z2 is determined. The passage zone Z2 is a zone separate from the observation zone Z1 . The passage zone Z2 is also determined completely on the roadway 7, in particular here the roadway area 8. It is in particular formed without overlap with the observation zone Z1 . The passage zone Z2 is also determined in the close range 9. As intended, the passage zone Z2 is such a zone, which is kept free such that oncoming traffic, in particular at least one oncoming traffic vehicle, which drives on the narrow section 2, can pass.

[0055] In this approaching drive, thus, two different zones, namely the observation zone Z1 on the one hand, the passage zone Z2 on the other hand, are dynamically fictively determined in this close range 9 immediately in front of the narrow section 2. In this context, the observation zone Z1 in particular represents a zone, in which the ego vehicle 10 can directly capture the narrow section 2 with its at least one capturing unit 12. Therein, at least the further end 4 is in particular to be capable of being captured. Preferably, the entire narrow section 2, in particular over its entire drivable area, is at least successively captured in the approaching drive. Thus, the observation zone Z1 is preferably dynamically determined during the approaching drive such that the capturing system with the at least one capturing unit 12 can capture the entire drivable area of the narrow section 2. In particular, the approaching drive is at least semi-autonomously, in particular fully autonomously, performed.

[0056] In an embodiment, it is possible that the shape and / or size and / or position of the observation zone Z1 is dynamically determined and changed at least depending on the shape and / or size and / or position of the passage zone Z2 in this approaching drive. In particular, the passage zone Z2 can be determined depending on environmental information and / or information about the narrow section 2 and / or, if present, information about potential oncoming traffic in the narrow section 2. It is also possible that this determination of the observation zone Z1 is effected at least if at least one dimensional information of the narrow section 2 and / or information about oncoming traffic, in particular at least one oncoming traffic vehicle in the narrow section 2, are present. Thus, in particular it is to be achieved that with a fully autonomously performed movement operation of the ego vehicle 10 in the approaching drive, the optimum position of the ego vehicle 10 with regard to a complete capture of the narrow section 2 is achieved, passage for an oncoming traffic vehicle possibly oncoming is allowed at the same time on the other hand.

[0057] If dimensional information of the narrow section 2, in particular at least a width 15 of the beginning of the narrow section 2, is captured in capturing the environment 1 , a width of the passage zone Z2 is in particular determined larger or equal to this dimensional information, here the width 15. This width of the passage zone Z2 is in particular set at the narrowest location of the passage zone Z2. It is measured between the ego vehicle 10 and an opposing edge 16 of the roadway 7, here in particular the roadway section 8, in particular here in the close range 9. This fully autonomous approach of the ego vehicle 10 to the narrow section 2 is thus effected in a defined manner such that an adapted behavior between the two different zones Z1 and Z2 always occurs, such that a maximum capture and thus observation of the narrow section 2 and stopping is allowed on the one hand, obstruction of an oncoming traffic vehicle possibly oncoming from the narrow section 2 does not occur on the other hand if it has to pass the ego vehicle 10. In particular, the observation zone Z1 is determined as that zone, within which the ego vehicle 10 can stop in front of the narrow section 2 to let pass optionally present, in particular already recognized oncoming traffic. Thus, if, as it is for example explained in Fig. 1 based on the embodiment, the movement zone Z1 is determined with the corresponding size and / or shape and / or position according to the shown snapshot, thus, the ego vehicle 10 can stop within this observation zone Z1 to let pass a potential oncoming traffic vehicle 17. The exemplary stop position of the ego vehicle 10 shown here in Fig. 1 completely within the observation zone Z1 allows the complete capture of the narrow section 2 and also ensures passage of the oncoming traffic vehicle 17 on the other hand due to this determination of the observation zone Z1 on the one hand and the passage zone Z2 on the other hand adapted to each other.

[0058] In an embodiment, if oncoming traffic, here for example the oncoming traffic vehicle 17, is captured in the narrow section 2 in capturing the environment 1 , a dimension of the passage zone Z2 can at least temporarily also be determined depending on this oncoming traffic. Therein, it can in particular be provided that a type of at least one oncoming traffic vehicle 17 of the oncoming traffic and / or at least one dimension of the oncoming traffic vehicle 17 are captured and the passage zone Z2 is determined depending thereon. Thus, the size and / or pose and / or position of the passage zone Z2 are in particular determined depending thereon.

[0059] If multiple oncoming traffic vehicles 17 are captured in the narrow section 2 in an embodiment, thus, they can be individually assessed. In particular, it can be effected with regard to the type and the dimensions of these oncoming traffic vehicles. Then, a priority list of these multiple oncoming traffic vehicles can also be created. This can also be effected by the vehicle guidance system 11 . Depending on this list, one of these listed vehicles can then be selected as a reference vehicle. Depending on this reference vehicle as the oncoming traffic vehicle, the passage zone Z2 can then be determined.

[0060] In another example, it is also possible to transfer information about an oncoming traffic vehicle 17 or about multiple oncoming traffic vehicles 17 to the ego vehicle 10 by an external system. For example, such information can be captured by a capturing system 18, with which the ego vehicle 10, in particular the electronic vehicle guidance system 11 , can wirelessly communicate.

[0061] In an embodiment, a stop position of the ego vehicle 10 in this observation zone Z1 is determined at least depending on whether an oncoming traffic is captured. In particular, the stop position is dynamically determined depending on the type of the oncoming traffic and / or depending on the determined passage zone Z2. In particular, an advancement of the ego vehicle 10 in the approaching drive is at least performed as long as oncoming traffic is not captured in the narrow section 2, and / or, if oncoming traffic is captured, determined depending on the analysis, which type and / or which dimensions at least one oncoming traffic vehicle 17 has. It is possible, that the observation zone Z1 and the passage zone Z2 directly adjoin to each other with their edges in certain areas. Thus, it can be provided in an embodiment that edge sections of the observation zone Z1 are edge sections of the passage zone Z2 at the same time. However, it is also possible, as it is shown in Fig. 1 , that these two zones Z1 and Z2 are also formed completely spaced from each other.

[0062] In Fig. 2, a schematic representation of an embodiment of a further traffic scenario is shown. In contrast to Fig. 1 , the covering or shading area 13 is not present here. This means that the ego vehicle 10 can also capture the narrow section 2 already at an earlier point of time in the approaching drive to the narrow section 2 by its capturing unit 12 and preferably present capturing units 19 and / or 20 laterally capturing and / or also already in the position, which is symbolically provided with the reference character 10'. In particular, at least the further end 4 can then also be completely captured already in this position during the approaching drive. This means for this embodiment in Fig. 2 that the observation zone Z1 is different from the embodiment in Fig. 1 . This relates to the shape and / or the size and / or the pose or position of this observation zone Z1 .

[0063] In Fig. 3, a further schematic top view to the environment 1 with a specific traffic scenario is shown. In this embodiment, the roadway area 8 is formed in linear extension or substantially in linear extension to the longitudinal axis A of the narrow section. Due to the individual shaping of the close range 9, in particular of the opposing edge 16, here, the passage zone Z2 can be individually determined. Thereby, the possibility arises that the observation zone Z1 is individually configured and thus is specifically determined in its surface and / or volume. This means in the embodiment that an end 21 of the observation zone Z1 facing the further end 4 and thus the beginning of the narrow section 2 from the view of the ego vehicle 10 can be laid relatively close to the beginning of the narrow section 2. Thereby, an observation zone Z1 arises, within which potential stop positions for the ego vehicle 10 are also allowed, which relatively closely reach to the beginning of the narrow section 2.

[0064] Compared thereto, a schematic top view to a traffic scenario similar to Fig. 3 is shown in Fig. 4. However, the close range 9 is here narrower formed and not configured laterally bulgy immediately after the end 4 as in Fig. 3. Therefore, the passage zone Z2 is here differently configured such that the observation zone Z1 in Fig. 4 is smaller, in particular shorter than in Fig. 3. This means that the front end 21 of this observation zone Z1 is determined at a larger distance to the further end 4 of the narrow section 2 than in Fig. 3. In this embodiment too, the passage zone Z2 can in particular be determined not only depending on the environmental information, in particular of the roadway area 8 and / or on dimensional information of the narrow section 2, in particular the width 15, but here too additionally or alternatively thereto depending on a type and / or a dimension of an optionally already captured oncoming traffic vehicle 17.

[0065] Generally considered, it is therefore allowed with this specific method to also determine a very adequate and situation-dependent stop position for the ego vehicle 10 on the roadway area 8 located and driven in front of the narrow section 2, in particular if oncoming traffic is present in the narrow section 2, in particular is captured by the ego vehicle 10. Thereby, it is particularly advantageous achieved especially in fully autonomously performed approaching drives of an ego vehicle 10 that a stop position is also automatically determined on the side of the system, which allows optimum further capture of the narrow section 2 one the one hand, allows passage of an oncoming traffic vehicle 17 without further maneuvering, for example reversing of the ego vehicle 10, on the other hand.

[0066] It is also particularly advantageous that the ego vehicle 10 further captures the narrow section 2 during the approaching drive and / or also after performing a stop. Thereby, the narrow section 2 can in particular be continuously captured and possible oncoming traffic can be captured and analyzed also during the stop. Thus, it is then also possible that a once taken stop position of the ego vehicle 10 is corrected in case of multiple oncoming traffic vehicles. For example, a passenger car or a truck is captured as a first oncoming traffic vehicle 17 and a then adapted stop position is determined in this respect. For example, this can be the case if a smaller, in particular narrower oncoming traffic vehicle drives behind the passenger car or truck as a further oncoming traffic vehicle. For example, it can be a motorcycle. If this constellation is recognized, thus, the ego vehicle 10 can start and take a further new stop position within the observation zone Z1 when the first oncoming traffic vehicle, thus the passenger car or truck, already drives on the passage zone Z2. It can then be closer to the further end 4 since the further oncoming traffic vehicle in the narrow section 2 is narrower and therefore requires a smaller passage zone Z2. Thus, in such traffic situations too, a dynamic change of the observation zone Z1 and the passage zone Z2 is allowed in case of multiple present oncoming traffic vehicles and a dynamic change of the stop position of the ego vehicle 10 is also allowed in this respect.

Claims

Claims1 . A method for driving on a roadway (7) with a bidirectionally drivable, single-lane narrow section (2) with an ego vehicle (10, 10‘), comprising the following steps: driving on the roadway (7) with the ego vehicle (10, 10‘) towards the narrow section (2) as an approaching drive, such that the ego vehicle (10, 10‘) approaches a beginning (4) of the narrow section (2); capturing the environment (1 ) of the ego vehicle (10, 10‘) during the approaching drive; determining an observation zone (Z1) on the roadway (7) in front of the beginning (4) of the narrow section (2) for the ego vehicle (10, 10‘) at least depending on the captured environment (1), wherein the observation zone (Z1 ) is determined such that the narrow section (2) can be captured by at least one capturing unit (12, 19, 20) of the ego vehicle (10, 10‘) ; determining a passage zone (Z2) separate from the observation zone (Z1) on the roadway (7) in front of the beginning (4) of the narrow section (2) for the ego vehicle (10, 10‘) at least depending on the captured environment (1), wherein the passage zone (Z2) is formed for passing the ego vehicle (10, 10‘) by oncoming traffic (17).

2. The method according to claim 1 , wherein the passage zone (Z2) and the observation zone (Z1) are configured without overlap.

3. The method according to claim 1 or 2, wherein at least the approaching drive of the ego vehicle (10, 10‘) is at least semi-autonomously, in particular fully autonomously, performed.

4. The method according to any one of the preceding claims, wherein the shape and / or size and / or position of the observation zone (Z1) are determined at least depending on the shape and / or size and / or position of the passage zone (Z2), in particular are dynamically changed during the movement of the ego vehicle (10, 10‘) in the approaching drive.

5. The method according to claim 4, wherein this determination is effected at least if at least one dimensional information of the narrow section (2) and / or information about oncoming traffic (17) in the narrow section (2) are present.

6. The method according to any one of the preceding claims, wherein if dimensional information of the narrow section (2), in particular at least a width (15) of the beginning (4) of the narrow section (2), is captured in capturing the environment (1), a width of the passage zone (Z2), which is measured between the ego vehicle (10,10‘) and an opposing edge (16) of the roadway (7), is at least temporarily determined depending on the dimensional information, in particular larger than or equal to the dimensional information.

7. The method according to any one of the preceding claims, wherein if oncoming traffic (17) is captured in the narrow section (2) in capturing the environment (1), a dimension of the passage zone (Z2) is at least temporarily determined depending on the oncoming traffic (17).

8. The method according to claim 7, wherein a type of at least one oncoming traffic vehicle (17) of the oncoming traffic and / or at least one dimension of the oncoming traffic vehicle (17) are captured and the passage zone (Z2) is determined depending thereon.

9. The method according to any one of the preceding claims, wherein a stop position of the ego vehicle (10, 10‘), in particular in the observation zone (Z1), in front of the narrow section (2) is determined at least depending on whether oncoming traffic (17) is captured.

10. The method according to claim 9, wherein the stop position is dynamically determined depending on the type of the oncoming traffic (17) and / or the determined passage zone (Z2).11 . The method according to any one of the preceding claims, wherein advancement of the ego vehicle (10, 10‘) in the approaching drive is performed at least as long as oncoming traffic (17) is not captured in the narrow section (2).

12. The method according to any one of the preceding claims, wherein a front area, which is situated in front of the ego vehicle (10, 10‘) along the vehicle longitudinal axis, is captured by a capturing unit (12, 19, 20) of the ego vehicle (10, 10‘) and / or a lateral area, which is situated transversely to the vehicle longitudinal axis on the side of the ego vehicle (10, 10‘), is captured by a capturing unit (12, 19, 20) of the ego vehicle (10, 10‘), wherein the narrow section (2) is at least temporarily captured by the capturing unit (12) capturing to the front and / or at least temporarily captured by at least one capturing unit (19, 20) capturing to the side depending on the orientation of the roadway (7) to the narrow section (2) and / or depending on the position of the ego vehicle (10, 10‘) to the narrow section (2) during the approaching drive.

13. The method according to any one of the preceding claims, wherein upon evaluating the captured environmental information, it is examined if traffic guidance information has been captured, which regulates the traffic through the narrow section (2), wherein, if such traffic guidance information has been captured, it is taken into account in determining the observation zone (Z1), in particular in determining a potential stop position of the ego vehicle (10, 10‘) in the observation zone (Z1 ).

14. An electronic vehicle guidance system (11) with at least one evaluation unit (11a), wherein the vehicle guidance system (11) is formed for performing a method according to any one of the preceding claims.

15. An ego vehicle (10, 10‘) with a vehicle guidance system (11 ) according to claim 14.

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