DE102012023498A1 - Method for guiding automatic and/or assistive vehicle i.e. motor car, involves transmitting stored information to vehicle to decide whether track portion is suitable to guide automatic and/or assisting vehicle by environment sensor system - Google Patents

Abstract

The method involves detecting item-related information of vehicles by an environment sensor system and a location sensor system over track properties (11). Stored information in a data base is updated and/or complemented (14) by the item-related information. The stored information is transmitted (15) to the vehicle, which runs through an information assigned track portion to decide (16) whether the track portion is suitable for guiding automatic and/or assisting a vehicle by the environment sensor system and an autonomous control device. An independent claim is also included for a system for guiding automatic and/or assistive a vehicle.

Description

The invention relates to a method for automatic and / or assisting vehicle guidance according to the preamble of claim 1 and a system for automatic and / or assisting vehicle guidance according to the preamble of claim 10.

In the prior art, different types of driver assistance systems are known, which often have in common that they serve to relieve the driver in the traffic. Such systems are based in part on environment information detected by environment sensors, on information read from digital map material, or also on information received by means of vehicle-to-X communication. All of these systems rely on high reliability and up-to-dateness of the collected information as well as the greatest possible information density in order to assist the driver.

In this context, the DE 10 2006 050 214 A1 a lane recognition method for assisting a driver when driving with a vehicle. In this case, a lane boundary recognition z. B. made by infrared sensors, camera and radar scanners. Based on the evaluation of the sensor signals according to features that represent the superficial nature of the road and the roadside, there is a recognition of a lane change. If it is now recognized that the vehicle leaves the lane without the turn signal being actuated, then a warning signal is issued to the driver. The warning signal can be visual, acoustic or haptic.

From the DE 10 2007 048 809 A1 is a method for detecting hidden objects in traffic known. The environment of a vehicle as well as the motion variables of the vehicle are detected by sensors. This information is transmitted by means of vehicle-to-vehicle communication to surrounding vehicles. At the same time, environment and movement information is also collected by surrounding vehicles. The received information is used to extend an environment model. The thus extended environment model is reproduced updated by means of a display in the vehicle and can be made available to one or more driver assistance systems. Thus, in the vehicle information about objects are available, which can not be detected by the vehicle sensors themselves.

In the DE 10 2009 008 959 A1 a vehicle system for navigation and / or driver assistance is described. The vehicle system comprises a provider unit, at least one environment sensor and a vehicle sensor. The provider unit in turn comprises a position sensor based on a satellite signal sensor and an ADAS horizon provider communicatively coupled to a navigation unit which may also be located outside the vehicle. The navigation unit can be z. B. be executed as a server that transmits map sections of a digital map to the provider unit.

The DE 10 2008 012 660 A1 discloses a method for server-based warning of vehicles from hazards and a corresponding hazard warning unit. In this case, a measured value is detected by means of a detection unit of a first vehicle and it is determined whether the measured value corresponds to a hazard. If the measured value corresponds to a hazard, information about the danger is transmitted to a control center. The control center stores the type of hazard, the location where the reading was taken, the time at which the reading was taken, an identification of the transmitting vehicle, and generates corresponding warning data. The relevant for a second vehicle warning data can be retrieved from this second vehicle from the control center.

The DE 41 33 882 A1 describes a method for automatically tracking a vehicle on the lane of a preceding vehicle. The following vehicle comprises an electronic camera which continuously generates image signals for significant rear areas of the leading vehicle. By electronic image analysis of the image signals, the distance to the leading vehicle and the lateral offset of the leading vehicle to the longitudinal axis of the own vehicle is also continuously determined. This information, in turn, calculates the steering angle required to follow the lead vehicle. The calculated steering angle is adjusted by a stepper motor connected to the steering shaft of the vehicle without the driver having to intervene.

However, the methods and systems known in the prior art are disadvantageous in that the information provided to a driver assistance system by means of vehicle-to-X communication or environment sensor systems is either not sufficiently reliable or is not made permanently available over a sufficiently large area of the environment be able to relieve the driver through a reliable takeover of vehicle functions.

The object of the present invention is therefore to propose a method which permanently provides information about a sufficiently large surrounding area in order to make a reliable decision as to whether a Complete or partial adoption of vehicle functions in a current situation makes sense.

This object is achieved by the method for automatic and / or assistive vehicle guidance according to claim 1.

According to the method according to the invention for automatic and / or assistive vehicle guidance in which position-related information about roadway properties is detected by environment sensors and location sensors of a plurality of vehicles, wherein the information is transmitted by means of vehicle-to-X communication to a database and electronically in this are stored, the stored information is updated in the database by the transmitted information and / or supplemented. The method is characterized in that the stored information is transmitted to at least one vehicle, which passes through a lane section assigned to the information and that is decided in accordance with the stored information, whether the lane section of at least one vehicle by means of environment sensors and an autonomous control device automatically and / or assistive is durchfahrbar.

This initially results in the advantage that the information necessary for the automatic and / or assisting vehicle guidance about the roadway characteristics of the vehicles which pass through the respective roadway section itself is detected. Namely, in the plurality of vehicles which acquire and transmit the information to the database, as well as the at least one vehicle passing through the lane section, they are vehicles passing through the lane section. Thus, on the one hand, it is ensured that the information only describes roadway characteristics which can be detected by means of the environment sensors normally present in vehicles and, on the other hand, that this information is always kept up to date in the database since each vehicle passing through the roadway section has position-related information transfers the roadway properties to the database, which updates or supplements the already stored information with this information. There is thus no special effort, in particular no expense, for determining and updating the information about the road properties.

Since the information thus describe the roadway properties in the form in which they can be detected by means of the environment sensors present in the plurality of vehicles, and this information is transmitted to at least one vehicle passing through the roadway section, this at least one vehicle thus already knows in advance even by means of environment sensor detectable road properties. This information provides a useful basis for making a decision as to whether the road section can be moved through automatically and / or assistively by means of environment sensors.

For the purposes of the invention, autonomous vehicle guidance means a completely autonomous driving of the vehicle by the autonomous control device. A completely autonomous driving of the vehicle thus comprises at least one cruise control with corresponding braking and acceleration processes as well as a steering control. It may also include a control of the vehicle lighting depending on the lighting conditions (eg in a tunnel or time of day) and the setting of the turn signal. Within the meaning of the invention, assistive vehicle guidance means a partially autonomous driving of the vehicle by the autonomous control device. This includes either the vehicle longitudinal control by means of a cruise control or the vehicle transverse control by means of a steering control, but not both.

The decision as to whether the lane section can be driven through autonomously can, for example, also be made dependent on whether there is already sufficient information about the lane properties of the lane section in the database and these correspond as far as possible. Ie. so that the decision can be made dependent on whether the information in the database with a certain statistical certainty can be assumed to be reliable.

The autonomous control device is preferably designed as a calculation module, to which all the track characteristics detectable by means of the environment sensor system are supplied. On the basis of these roadway characteristics, the autonomous control device determines an automatic and / or assisting driving behavior, which it implements by means of acceleration, braking means and steering means.

In addition, it is preferred according to the invention to provide the information to the at least one vehicle via digital map systems. In this case, the information from the database may be transmitted to the at least one vehicle for all lane sections comprised by the map system along with the transfer of the digital map information of the digital map system. In this case, the transmission can also take place by means of a data carrier to which the information is first transmitted from the database and from which the information is then transmitted to the at least one vehicle become. The use of a data carrier may be advantageous in this case, since digital card systems usually describe a large number of road sections and therefore very large amounts of data are to be expected.

The database according to the invention is not necessarily designed as a single database located exclusively at a single location, but can also be designed as a multiplicity of individual, local subdatabases which are respectively assigned to individual or several roadway sections. This results in the advantage that they can be contacted relatively comparatively simply by means of vehicle-to-X communication and, moreover, that the data streams of the transmitted information are subdivided into a plurality of sub-databases, whereby the volume of the data streams is easier to handle.

The location sensor system described for detecting the position-related roadway properties is preferably as a receiver of a global navigation saddle system, z. As a GPS system is formed. Alternatively or additionally, so-called map matching systems are also preferred.

• – Radarsensor,
• – optischer Kamerasensor,
• – Lidarsensor,
• – Lasersensor,
• – Ultraschallsensor und
• – Neigungssensor sind und die Fahrzeug-zu-X-Kommunikation auf Basis einer oder mehrerer Verbindungsklassen aus der Gruppe
• – WLAN-Verbindung, insbesondere nach IEEE 802.11 ,
• – ISM-Verbindung (Industrial, Scientific, Medical Band),
• – Bluetooth^®-Verbindung,
• – ZigBee-Verbindung,
• – UWB-Verbindung (Ultra Wide Band),
• – WiMax^®-Verbindung (Worldwide Interoperability for Microwave Access),
• – Infrarotverbindung und
• – Mobilfunkverbindung

erfolgt. Bei der genannten Umfeldsensorik handelt es sich um im Kraftfahrzeugbereich typischerweise verwendete Sensorgattungen, die im Wesentlichen eine umfassende Erfassung und Erkennung des Fahrzeugumfelds ermöglichen. Zum gegenwärtigen Zeitpunkt ist bereits eine Vielzahl von Fahrzeugen standardmäßig mit mehreren Sensoren der genannten Gattungen ausgestattet und diese Zahl wird in Zukunft aller Voraussicht nach weiter zunehmen. Der zusätzliche Ausrüstungsaufwand zur Implementierung des erfindungsgemäßen Verfahrens in ein Kraftfahrzeug ist daher vergleichsweise gering. Die aufgeführten Verbindungsklassen der Fahrzeug-zu-X-Kommunikation bieten unterschiedliche Vor- und Nachteile, je nach Art und Wellenlänge. WLAN-Verbindungen ermöglichen z. B. eine hohe Datenübertragungsrate und einen schnellen Verbindungsaufbau. ISM-Verbindungen bieten hingegen nur eine geringere Datenübertragungsrate, sind aber hervorragend zur Datenübertragung um Sichthindernisse herum geeignet. Infrarotverbindungen wiederum bieten ebenfalls eine geringe Datenübertragungsrate. Mobilfunkverbindungen schließlich werden durch Sichthindernisse nicht beeinträchtigt und bieten eine gute Datenübertragungsrate. Dafür ist der Verbindungsaufbau jedoch vergleichsweise langsam. Durch die Kombination und gleichzeitige bzw. parallele Nutzung mehrerer dieser Verbindungsarten ergeben sich weitere Vorteile, da so die Nachteile einzelner Verbindungsarten ausgeglichen werden können.Furthermore, it is advantageous that the environmental sensor system one or more elements from the group

• - radar sensor,
• - optical camera sensor,
• - Lidar sensor,
• - laser sensor,
• - Ultrasonic sensor and
• - Tilt sensor and the vehicle-to-X communication based on one or more classes of compounds from the group
• - Wi-Fi connection, especially after IEEE 802.11 .
• - ISM connection (Industrial, Scientific, Medical Band),
• - Bluetooth ^® connection,
• - ZigBee connection,
• - UWB connection (Ultra Wide Band),
• - WiMax ^® connection (Worldwide Interoperability for Microwave Access)
• - Infrared connection and
• - Mobile connection

he follows. The aforementioned environment sensors are sensor systems which are typically used in the field of motor vehicles and essentially permit comprehensive detection and recognition of the vehicle environment. At the present time, a large number of vehicles are already equipped with a plurality of sensors of the aforementioned types as standard, and this number is likely to increase further in the future. The additional equipment expenditure for implementing the method according to the invention in a motor vehicle is therefore comparatively small. The listed connection classes of vehicle-to-X communication offer different advantages and disadvantages, depending on the type and wavelength. Wi-Fi connections allow z. B. a high data transfer rate and a fast connection. By contrast, ISM connections offer only a lower data transmission rate, but are ideally suited for data transmission around obstructions. In turn, infrared links also provide a low data transfer rate. Finally, mobile connections are not affected by obstructions and provide a good data transfer rate. But the connection is relatively slow. The combination and simultaneous or parallel use of several of these types of connections, further advantages, since the disadvantages of individual types of connections can be compensated.

It is preferably provided that a decision as to whether the roadway section can be driven automatically and / or assistingly by the at least one vehicle by means of surroundings sensors is made by the database and / or by a computing module of the at least one vehicle. Since all information is available in the database, the database can already make a decision as to whether the respective lane section can be driven through automatically and / or assistently. In addition, this information is transmitted to the at least one vehicle, which thus also knows all the information about the road characteristics and also knows his individual equipment with environment sensors. Therefore, also in at least one vehicle suitable information to make a meaningful decision before. If the decision is made jointly by the database and the computing module of the at least one vehicle, the decision is particularly reliable because z. B. as a prerequisite for the final decision that the lane section is autonomously traversable, both the at least one vehicle and the database must independently reach this decision.

Furthermore, it is preferred that a decision as to whether the roadway section can be driven through automatically and / or assistingly by the at least one vehicle by means of environmental sensor technology is made taking into account an environmental sensor equipment of the at least one vehicle. This results in the advantage that an individual ability of the at least one vehicle to drive through road sections automatically and / or assistently is taken into account. Since the widest possible number of different environmental sensors favors an automatic and / or assisting vehicle guidance, a comparative meadow can comprehensively equipped vehicle drive through more demanding road sections automatically and / or assistingly than a vehicle equipped to a limited extent with environment sensors.

In addition, it is preferred that it is decided that the roadway section is not automatically and / or assisted through, if at least partially not self-propelled and / or assisted durchfahrbar and / or by changing over the lane section environment sensing based detectability and Erfassbarkeitsweite automatic speed changes of at least one vehicle will be required. This results in the advantage that constant braking or acceleration processes due to the changing detectability or comprehensibility range are avoided. Likewise, a constant cancellation or re-initiation of the automatic and / or assistive vehicle guidance is avoided. Thus, during the automatic and / or assistive vehicle guidance essentially the maintenance of a uniform driving behavior is possible. This allows a further relief of the driver.

It is expediently provided that it is decided that the roadway section can not be driven through automatically and / or assistingly if a permissible maximum speed associated with the roadway section can not be achieved due to the environment-based detectability and detectability range. This avoids that the at least one vehicle is perceived by other vehicles as an obstacle or even as a nuisance. In addition, disappointment with the driver of the at least one vehicle is avoided, since this does not give the feeling that it has been able to drive or have acquired a vehicle that is only insufficiently capable of automatic and / or assisting vehicle guidance.

It is advantageous for the at least one vehicle to drive through the roadway section automatically and / or assistively by means of environment sensors and the autonomous and / or assisting control device when it is decided that the roadway section can be driven through automatically and / or assistingly. This relieves the driver and contributes significantly to its comfort.

Particularly advantageously, the driver of the at least one vehicle at any time has the option of aborting the automatic and / or assisting vehicle guidance and even stopping its initiation. Thus, an automatic and / or assistive vehicle guidance is only executed if the driver permits it. This avoids giving the driver the feeling of being patronized. In addition, in the event of dangerous situations or other unexpected and automatically uncontrollable - or assisted incorrectly treated - situations this can immediately take back control of the at least one vehicle.

Furthermore, it is provided that the information about the roadway properties describe an environment-based detectability and comprehensibility range of the roadway properties of the roadway section and, in particular, describe an environmental sensor-specific detectability and detectability range of the roadway properties of the roadway section. This results in the advantage that the basics on which the decision about an automatic and / or assisting vehicle guidance on a roadway section is made are comparatively comprehensive. By transferring the detectability and the detectability range to the at least one vehicle, it is possible for this to be transmitted to the at least one vehicle. For example, initially a presumably automatically and / or assistively mobile speed can be determined, since a possible speed must always be selected as a function of the detection range in order to be able to safely stop the vehicle in the event of an obstacle occurring at the outer end of the detection range. The detectability range is on the one hand dependent on the sensor range and on the other hand of the road properties, such. As the occurrence of tight curves, which may also limit the Erbarbarkeitsreichweite due to their geometry. In addition, the environment-based detection capability describes the basic detectability of road properties, such. As of lane boundaries, roadside boundaries, beacons, baffles, bends or gradients and other landmarks. The other landmarks can also be located away from the road, as long as they can only be detected by means of environment sensors. In the Sinner of the invention include such landmarks, which are located off the road to the road characteristics. The comprehensibility of the mentioned roadway characteristics supports an automatic and / or assisting vehicle guidance, since the vehicle is thus provided with a multiplicity of "orientation points". The curvature of a road section also makes appropriate demands on a self-acting and / or assisting steering torque that must be met in order to pass through the curvature at a certain speed.

If, in addition or as an alternative, the information describes an environmental sensor-specific detectability and detectability range of the roadway section, then even more comprehensive bases exist for making the decision about an automatic and / or assisting decision Vehicle guidance available. The environmental sensor-specific detectability and detectability range thereby describe the detectability and the detectability range of the roadway characteristics for individual sensor regiments. It is even possible to differentiate the same sensor systems of different manufacturers or model series or years of construction in the sense of environmental sensor-specific detectability and comprehensibility range.

In addition, it is advantageous for the roadway section to have an anticipated transit time of more than two minutes. This results in the advantage that the automatic and / or assistive vehicle guidance is taken over for a period of time which is sufficiently great to actually relieve the driver. If the time span is shorter, the driver may incur additional stress due to the fact that he constantly has to take over the vehicle guidance in order to return it immediately thereafter. This results in a uniform ride, which further increases the comfort for the driver. The expected transit time can be z. B. estimated based on the current speed or speed limits of the lane section.

It is expediently provided that the position-related roadway characteristics transmitted to the database by the plurality of vehicles are additionally time-related and / or weather-related and / or lighting-related. Thus, additional external boundary conditions are taken into account and there are once again more comprehensive bases for making the decision as to whether an automatic and / or assisting vehicle guidance in a roadway section is possible.

The invention further relates to a system for automatic and / or assistive vehicle guidance, which comprises a plurality of vehicles with vehicle-to-X communication means and a database, wherein the plurality of vehicles detects position-related information about road characteristics by means of environment sensors and location sensors, wherein the plurality of vehicles transmits the information to the database by means of the vehicle-to-X communication means, the information being stored electronically in the database and the database updating and / or supplementing the stored information. The system is characterized in that the database transmits the stored information to at least one vehicle which passes through a lane section assigned to the information and that the system carries out the method according to the invention. Since the system according to the invention thus comprises all means necessary for carrying out the method according to the invention and in particular carries out the method according to the invention, this results in the already described advantages.

Further preferred embodiments will become apparent from the subclaims and the following descriptions of exemplary embodiments with reference to figures.

Show it

1 an exemplary sequence of the method according to the invention in the form of a flow chart and

2 a vehicle driving through a lane section.

In 1 a flow chart is shown with an exemplary sequence of the method according to the invention. In process step 11 Initially, position-related information about roadway properties is detected by means of environment sensors and location sensors. The information is thereby detected by a plurality of vehicles which pass through that lane section which the information describes. In step 12 the information is transmitted by means of vehicle-to-X communication to a database. In the following process step 13 The information from the database is stored electronically in an electronic memory. In the following step 14 Further information is received and used to update and supplement the electronic information already stored electronically. In process step 15 Now, the stored information is transmitted to at least one vehicle, which passes through that lane section to which the information is assigned. For this purpose, the vehicle logs on, for example, at the database and transmits navigation data, which shows for the database that the vehicle passes through the lane section, or intends to drive through the lane section. This initiates the transfer of the information from the database to the vehicle. In step 16 Finally, it is decided by the vehicle on the basis of the data transmitted by the database, whether the roadway section of the vehicle by means of environment sensors is automatically and / or assisted through.

2 shows vehicle 21 when driving through a lane section, being vehicle 21 equipped with the system according to the invention. vehicle 21 includes environment sensors in the form of ultrasonic sensors 22 . 22 ' . 22 '' and 22 ''' , front and rear camera sensors 23 and 23 ' and forward and backward radar sensors 24 and 24 ' , Under the reference numbers 25 . 25 ' . 25 '' . 25 ''' . 26 . 26 ' . 27 and 27 ' are also the respective ones Detectability ranges are shown, with coverage ranges 25 . 25 ' . 25 '' and 25 ''' Ultraschallsensorik 22 . 22 ' . 22 '' and 22 ''' are associated, coverage reaches 26 and 26 ' camera sensor 23 and 23 ' as well as comprehensibility ranges 27 and 27 ' radar sensors 24 and 24 ' , vehicle 21 recorded by means of camera sensors 23 and 23 ' track limits 28 and roadside boundaries 29 as a roadway properties. Roadside limits 29 are also using ultrasonic sensors 22 . 22 ' and rear radar sensor 24 ' detected. At the same time determines vehicle 21 continuously its current position by means of a GPS receiver. The information about the recorded lane properties is sent to database via vehicle-to-X communication 30 transmitted, which by means of the transmitted information older, already in database 30 electronically stored information about the track characteristics of the same carriageway section updated and supplemented. From database 30 were on vehicle 21 also in database 30 Transfer stored information about the track characteristics of the section of track and vehicle 21 has based on the database 30 to vehicle 21 transmitted information decided that the lane section by means of the vehicle 21 existing environment sensors and autonomous control device ( 31 ) is automatically durchfahrbar.

According to an embodiment, not shown, a vehicle passes through a roadway section on which there is a construction site. The construction site is recognized as a roadway property by means of suitable environment sensors and transmitted corresponding information to a database and stored in this electronically. Subsequent vehicles now receive information about the construction site from the database and, inter alia, on the basis of this information, decide whether the roadway section can be driven through automatically and / or assistently. For vehicles that are currently performing an automatic and / or assisting vehicle guidance, the vehicle guidance is possibly returned to the driver of the respective vehicle.

According to an embodiment, also not shown, a vehicle passes through a roadway section, which in addition to a straight section also includes a curved section. On the basis of information transmitted from a database to the vehicle describing the curvy section, the vehicle makes the decision that the roadway section is not automatically and / or assisted passable, since automatically no sufficiently large steering torque can be applied to the vehicle through the curvy section to lead.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102006050214 A1 [0003]
• DE 102007048809 A1 [0004]
• DE 102009008959 A1 [0005]
• DE 102008012660 A1 [0006]
• DE 4133882 A1 [0007]

Cited non-patent literature

• IEEE 802.11 [0020]

Claims (10)

Method for automatic and / or assisting vehicle guidance, in which a plurality of vehicles ( 21 ) position-related information about roadway characteristics ( 28 . 29 ) by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) and location sensors, whereby the information is transmitted to a database by means of vehicle-to-X communication ( 30 ) and stored electronically in the latter, and the information stored in the database ( 30 ) are updated and / or supplemented by the transmitted information, characterized in that the stored information is transmitted to at least one vehicle ( 21 ), which passes through a lane section assigned to the information and that, in accordance with the stored information, it is decided whether the lane section of at least one vehicle ( 21 ) by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) and an autonomous control system ( 31 ) is automatically and / or assisted durchfahrbar. A method according to claim 1, characterized in that a decision as to whether the roadway section from at least one vehicle ( 21 ) by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) is automatically and / or assisted by the database ( 30 ) and / or from a computing module of the at least one vehicle ( 21 ) is taken. Method according to at least one of claims 1 and 2, characterized in that a decision as to whether the roadway section from the at least one vehicle ( 21 ) by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) can be moved through automatically and / or assistingly, taking into account surroundings sensor equipment ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) of the at least one vehicle ( 21 ) is taken. Method according to at least one of Claims 1 to 3, characterized in that it is decided that the roadway section can not be driven through automatically and / or assistingly if at least partially it can not be driven through automatically and / or assistently and / or through the roadway section changing environmental sensor-based detectability and detectability range ( 25 . 25 ' . 25 '' . 25 ''' . 26 . 26 ' . 27 . 27 ' ) automatic speed changes of the at least one vehicle ( 21 ) become necessary. Method according to at least one of Claims 1 to 4, characterized in that it is decided that the roadway section can not be driven through automatically and / or assistingly if an admissible maximum speed associated with the roadway section is determined by the environmental sensor-based detectability and detectability range ( 25 . 25 ' . 25 '' . 25 ''' . 26 . 26 ' . 27 . 27 ' ) is not attainable conditionally. Method according to at least one of claims 1 to 5, characterized in that the at least one vehicle ( 21 ) the roadway section by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) and the autonomous control device ( 31 ) automatically and / or assistively drives, if it is decided that the roadway section is automatically and / or assisted by traversable. Method according to at least one of Claims 1 to 6, characterized in that the information about the roadway properties ( 28 . 29 ) an environment sensor-based detectability and detectability range ( 25 . 25 ' . 25 '' . 25 ''' . 26 . 26 ' . 27 . 27 ' ) of the track characteristics ( 28 . 29 ) of the roadway section and, in particular, an environment sensor specific detectability and detectability range ( 25 . 25 ' . 25 '' . 25 ''' . 26 . 26 ' . 27 . 27 ' ) of the track characteristics ( 28 . 29 ) of the lane section. Method according to at least one of claims 1 to 7, characterized in that the roadway section has an estimated transit time of more than two minutes. Method according to at least one of claims 1 to 8, characterized in that that of the plurality of vehicles ( 21 ) to the database ( 30 ) transferred position-related roadway characteristics ( 28 . 29 ) are additionally time-related and / or weather-related and / or lighting-related. Automatic and / or assistive vehicle management system comprising a plurality of vehicles ( 21 ) with vehicle-to-X communication means and a database ( 30 ), where the plurality of vehicles ( 21 ) position-related information about roadway characteristics ( 28 . 29 ) by means of environmental sensors ( 22 . 22 ' . 22 '' . 22 ''' . 23 . 23 ' . 24 . 24 ' ) and location sensors, wherein the plurality of vehicles ( 21 ) the information to the database by means of the vehicle-to-X communication means ( 30 ), the information in the database ( 30 ) are stored electronically and the database ( 39 ) updated and / or supplemented information, characterized in that the database ( 30 ) the stored information to at least one vehicle ( 21 ), which passes through a lane section associated with the information, and that the system A method according to any one of claims 1 to 9 performs.

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