DE102015220356A1 - Method for selecting an optimized driving trajectory - Google Patents

Abstract

According to the invention, a method for generating a signal for transferring a highly or fully automated vehicle (201) to a safe system state at a target pose (204) is presented. First, a determination is made of a need to transfer the vehicle (201) to a safe system state. Subsequently, a driving state is determined, wherein the driving state includes the current vehicle position. The core of the method according to the invention lies in the execution of the following steps: determination of the available residual energy of the vehicle; Determining at least one target pose (204); Determining travel trajectories (205) from the current vehicle position to the at least one destination pose (204); Selecting one of the driving trajectories (205) and generating the signal based on the selected driving trajectory (205).

Description

State of the art

The invention relates to a system for increasing the safety of highly or fully automated vehicles in the event of a system error.

In DE 10 2012 008 090 A1 discloses a method or emergency stop assistant for performing a safe emergency stop maneuver of a moving motor vehicle. In this, the driver is monitored and driver status data is generated, from which the degree of driving ability is determined. Subsequently, a transfer of the vehicle takes place in an automatic driving mode, if the degree of driving ability of the driver falls below a predetermined threshold and running a safe emergency stop maneuver. In this case, a risk minimum stop position is determined from predictive distance data of the future route of the vehicle for the emergency stop of the vehicle and this stop position is approached with the automatic drive mode, wherein the secured emergency stop maneuver is performed.

In the publication of Davison et. al ( Davison, AJ; Murray, DW, "Simultaneous localization and map-building using active vision", Pattern Analysis and Machine Intelligence, IEEE Transactions on, vol. 24, no. 7, pp. 865-880, Jul 2002 ) describes a standard approach for determining possible driving trajectories for a target pose. In the determination, recorded image data is used to enable autonomous localization.

Disclosure of the invention

• – Ermittlung der verfügbaren Restenergie des Fahrzeugs;
• – Ermittlung wenigstens einer Zielpose;
• – Ermittlung von Fahrtrajektorien von der aktuellen Fahrzeugposition zu der wenigstens einen Zielpose;
• – Auswahl einer der Fahrtrajektorien;
• – Erzeugung des Signals auf Basis der ausgewählten Fahrtrajektorie.

According to the invention, a method for generating a signal for transferring a highly or fully automated vehicle into a safe system state at a destination pose is presented. First, there is a determination of a need to transfer the vehicle to a safe system state. Subsequently, a driving state is determined, wherein the driving state includes the current vehicle position. The essence of the method according to the invention lies in the execution of the following steps:

• - determination of the available residual energy of the vehicle;
• Determination of at least one target pose;
• Determination of driving trajectories from the current vehicle position to the at least one target pose;
• - selecting one of the driving trajectories;
• - Generation of the signal based on the selected travel trajectory.

The advantage of the method according to the invention lies in the determination of the residual energy of the vehicle, the determination of target positions and the selection of a driving trajectory. With the help of these steps, it is possible, in accordance with the available residual energy of the vehicle, to determine a target pose which can be approached by the vehicle along the selected trajectory. This can ensure that especially high and higher automated vehicles do not remain in unfavorable positions and thus constitute a hindrance to other road users. In addition, the target pose can be selected to minimize the likelihood of traffic obstruction. A safe system state in this method is understood to mean the standstill of the vehicle after reaching the target pose, it being understood that this is to be understood relatively. Depending on the current state of the vehicle and / or driver's condition, safety priorities may change. If there is no immediate danger situation, for example, a suitable parking space would be approached or, if necessary, even a workshop if it was necessary. If, on the other hand, there is an emergency situation, a safe parking position can also be understood to mean stopping on the road if the situation is deemed to be safer than continuing under the given conditions resulting from the condition of the vehicle and / or the condition of the driver result. Under the current driving state, in addition to the position of the vehicle, it is also possible, for example, to understand the direction of travel, the speed, the currently traveled lane, information about other road users and the current traffic situation.

In an advantageous embodiment of the method, energy quantities required to drive at least one driving trajectory section are calculated when ascertaining driving trajectories.

This embodiment of the method offers the advantage that, when determining the driving trajectories, it is taken into account how large the required amounts of energy are to drive on the driving trajectories or at least of driving trajectory sections. In this way, the driving trajectories can be evaluated, for example, based on the required amounts of energy. For the calculation of the required amounts of energy, for example for controlling the actuators required for each driving maneuver, the necessary driving actions for driving on the driving trajectory or driving trajectory sections are determined in a first step. Under driving actions here can be understood various maneuvers, such as, for example, the acceleration and braking of the vehicle. In this case, different gradients in the driving maneuvers can be considered. In addition, under a driving action Driving at different speeds are understood, in which case the influence of friction coefficients of the ground can be considered. Even cornering and the necessary controls of actuators can be a part of driving actions. In a second step, the calculation of the required amounts of energy can then be carried out with the aid of stored values which indicate the energy consumption for certain driving actions and / or the operation of energy consumers in the vehicle and / or the activation of specific actuators. Regenerative effects can also be taken into account (recuperation), for example energy generation during braking.

Instead of storing these values in the vehicle, these could also be determined while driving, for example by determining average values during the execution of corresponding driving actions and / or the operation of energy consumers and / or the activation of specific actuators. Controllable actuators in the vehicle may be, for example, the power steering, the brake, the gasoline and / or air supply and / or controllable sensors. Energy consumers can be understood as all components, sensors and devices in the vehicle that consume energy in any way. These include, in particular, the electrical consumers in the vehicle, for example the electronics for controlling and operating vehicle sensors, the air conditioning, displays and multimedia components, such as the car radio and the speakers. In addition, the electronics in the vehicle can be considered, which are necessary for driving the engine, to ignite the engine and to operate systems such as the ESP and / or the ABS.

In a preferred embodiment of the method, map information is used to calculate the required amounts of energy.

This embodiment of the invention offers the advantage that the driving trajectories can be analyzed by means of map information. Among other things, inclines, gradients, curves, speed limits, coefficients of friction and other details of the route along the travel trajectory can be incorporated. In addition, there is the possibility that the card already contains information about required amounts of energy for driving on sections. These may, for example, be adapted to the corresponding vehicle or be expressed by mean values. If it is known how high the energy requirement of the vehicle is compared to this mean value, the required amounts of energy for different driving trajectories can be calculated efficiently with the help of the map information or, if necessary, simply taken from the map information.

In a further embodiment of the method, the determination of driving trajectories takes place taking into account the available residual energy and the calculated required amounts of energy.

This embodiment of the method offers the advantage that, taking into account the available residual energy and the calculated amounts of energy, it is possible to determine which driving trajectories can be traveled with the available residual energy and for which driving trajectories the residual energy is insufficient. If, for example, the required amounts of energy are determined step by step for driving trajectory sections, the determination of driving trajectories for which the residual energy suffices can be made even more efficient. In this case, stepwise driving trajectory sections of possible driving trajectories can be evaluated and the required amounts of energy calculated on these route sections. If the required amounts of energy do not exceed the available residual energy, a next driving trajectory section along the corresponding driving trajectory can be considered. If the available residual energy is exceeded, the corresponding driving trajectory is eliminated early.

In a further embodiment of the method, the selection of the driving trajectory takes place on the basis of a previously carried out evaluation of the driving trajectories, whereby this evaluation is based on the available residual energy and the calculated required amounts of energy.

This embodiment of the method offers the advantage that initially several driving trajectories are determined and the required amounts of energy for driving on these driving trajectories can be calculated. Subsequently, the different driving trajectories can be evaluated on the basis of the calculated amounts of energy and the available residual energy. In this way, for example, a prioritization of the driving trajectories with regard to the energy consumption when driving on the driving trajectories can be carried out. For example, the smaller the difference between the available residual energy and the calculated amounts of energy, the worse the evaluation of the driving trajectories may be.

In a preferred embodiment of the method, the vehicle state and / or the driver state are determined to determine the necessity.

This embodiment offers the advantage that the need for both vehicle condition and driver condition can arise. This ensures that the occupants of the vehicle and other road users are best protected.

For the determination of the driver state, a monitoring of the driver can be carried out, for example, using common methods of interior sensing, consisting of cameras and possibly sensors for measuring the health of the driver. The term driver does not necessarily mean a single person, and all occupants in the vehicle can be grouped under this term. In the case of highly automated vehicles, the term must anyway be broader, since possibly no driver is necessary any more and thus, in this embodiment of the method, the condition of at least one vehicle occupant is monitored. This monitoring can be used to evaluate the condition of the vehicle occupant and / or the driver, whereby a need for the transfer of the vehicle to a safe system state can be derived from this condition. For example, if the vehicle occupant faints or suffers a heart attack or stroke, a need would be present. The determination of the driver state could also be done via the evaluation of inputs of a vehicle occupant, for example in the form of voice commands or the operation of an emergency button.

Instead of or in addition to the consideration of the state of at least one vehicle occupant, the vehicle state can also be used to determine the necessity. This includes e.g. the functionality of the vehicle. If this is limited, there may also be a need. The functionality of the vehicle can be understood, for example, to mean the functionality of all sensors present in and / or on the vehicle, in particular of existing surroundings sensors, which is essential for the execution of a specific automatic driving function. In addition, a monitoring of the functioning of all mechanical functions and actuators can be carried out, which can detect, for example, a limitation in the power steering, the brake or components of the drive train. Even failures or limitations of driver assistance systems or highly automated vehicle functions fall under the concept of the functioning of the vehicle. Of particular importance for this method are disturbances and / or restrictions and / or failures of the power supply.

In addition, the vehicle state may also include the information of the driving state, that is, among other things, the position, direction of travel, speed and information about the traffic situation. Also, the vehicle condition may include exceptional events, such as a burst tire, stone chipping or a fire of the vehicle.

In a further embodiment of the method, a probability value which is calculated from a probability of a collision with other road users and / or a hindrance of other road users at this destination pose is used for the determination of the at least one destination pose.

This embodiment of the method advantageously contributes to ensuring that the target pose is as secure as possible and that the probability of hindrances to other road users or accidents is reduced. For example, data from accident research can be used to calculate the probability value with which statistics about accident probabilities at different stop positions or target positions can be created.

In an advantageous embodiment of the method, a flow rate probability value is used for determining the at least one target pose, which takes into account effects on flow rates of the surrounding traffic when the vehicle is transferred to this target pose.

This embodiment of the method offers the advantage that, taking into account the residual energy, target poses can be determined at which the surrounding traffic is negatively influenced as little as possible. This means, for example, that backpressures on main roads and / or more busy roads are minimized. In addition, the acceptance of semi-or highly automated vehicles can be increased, even if in a system error or partial failure no additional obstructions of the surrounding traffic are expected by these vehicles.

In an advantageous embodiment of the method, a determination of the current surrounding traffic is carried out, wherein the current surrounding traffic flows into the flow rate probability value.

This embodiment of the method offers the advantage that current traffic information of the surrounding traffic can be used, and thus a best possible target pose can be determined in situ. The focus of the investigation is again on minimizing traffic delays for other road users. In addition, the information obtained about the current environment traffic along the Fahrtrajektorie be considered in the calculation of the required amounts of energy. By means of this information, it can be estimated, for example, how often it has to be approached and braked and how long it is not necessary to move the vehicle because it has to wait, for example, in a traffic jam and / or at a traffic light and / or at a construction site.

In a further embodiment of the method, a first and at least one second target pose are determined, wherein an evaluation of the determined target poses is carried out.

This embodiment offers the advantage that a plurality of target poses and thus also a larger number of driving trajectories can be evaluated. This in turn increases the likelihood of determining an optimal target pose and driving trajectory from the perspective of energy consumption and the obstruction of other road users.

In a further embodiment of the method, the evaluation of the determined target poses is carried out with the aid of the probability value and / or the flow rate probability value. This embodiment has the advantage that the evaluation can be carried out on the basis of defined criteria. This further reduces the likelihood of obstruction of other road users, traffic flow and an accident.

In a preferred embodiment of the method, the selection of one of the driving trajectories is additionally based on the evaluation of the at least two determined target poses.

This embodiment has the advantage that in the selection of the driving trajectories also an assessment of the target poses is included. Targeted poses should preferably be determined which do not adversely affect the traffic flow as far as possible. There are several criteria for this. The selected traffic routes on which a target pose is to be determined should, for example, be at least two lanes in both directions of travel. In addition, main and side roads can be determined, for a Zielpose the side street would be preferred. Also, the traffic load of the streets can be included. Here are either up-to-date traffic information or experience, which may be stored for example in the vehicle. Furthermore, the likelihood of a collision with and / or obstruction of other road users may be included in the assessment of the target pose. Preferential Zielposen would be, for example, parking facilities, parking / parking strips, free parking areas, multi-lane side roads with low traffic, open spaces with limited driving or emergency stop bays. As an expanding criterion, the width of the remaining traffic route remaining after reaching the destination pose, if appropriate in combination with its utilization, can also be used for the evaluation of a probability with regard to the preferred infrastructure environment for determining a target pose taking into account expected collisions.

In an advantageous embodiment of the method, map-based location data are taken into account when determining the at least one destination pose.

This embodiment of the method offers the advantage that advantageous target poses can be determined very efficiently. These can for example already be stored or determined on the basis of the criteria mentioned above. Card-based location data can be understood to mean all types of modern digital maps. Information about achievable destination poses may e.g. also be requested from a map server.

According to the invention, a device is also claimed for generating a signal for transferring a highly or fully automated vehicle into a safe system state at a destination pose, which is set up to carry out the method according to the invention.

In addition, a computer program is claimed, which is set up to carry out all the steps of the method according to the invention.

Further details, features, combinations of features, advantages and effects based on the invention will become apparent from the following description of the preferred embodiments of the invention and from the drawings.

1 shows an exemplary embodiment of the method.

2 shows a possible driving situation with possible driving trajectory to a Zielpose.

embodiment

In 1 is an exemplary flow of the disclosed method in a highly or alternatively fully automatic vehicle 201 shown. The vehicle 201 is equipped with a corresponding first device on which a computer program is set up to carry out the method. The vehicle 201 is also equipped with sensors for ambient and optionally sensors for interior sensing. In addition, a second device in the vehicle 201 be provided, which on the basis of a selected Fahrtrajektorie 205 generated signal of the first device receives and based on this signal, a drive corresponding actuators of the vehicle 201 to automate this along the selected trajectory. Alternatively, the signal generated by the first device can be used directly to drive the corresponding actuators.

The procedure starts in step 101 ,

In step 102 finds a determination of the need to transfer the vehicle 201 into a safe system state. For this purpose, the driver state and / or the vehicle state is determined. For the determination of the driver state, the interior sensing of the vehicle 201 used. The monitoring of the driver state, or the state of a vehicle occupant, takes place here by means of known methods. The vehicle occupant is observed with an interior camera and evaluated its state based on the camera images. These can provide, for example, eye movement, body temperature, posture, unusual movements and other details. In addition, in the vehicle 201 Sensors are provided, which measure current and for medical diagnoses meaningful values of the vehicle occupant, including his blood pressure, his sugar level and body temperature.

For determining the vehicle condition, all important driving functions and sensors and the energy supply are examined for their functionality. If it is determined in the determination of the vehicle state, for example, that there is a defect in the power supply, so is a need for transfer of the vehicle 201 detected in a safe system state. The same applies to the case in which it is determined in the determination of the driver's condition that the driver is no longer able to control the vehicle, for example because of health problems 201 to take over or help needed.

Depending on the embodiment, both the driver and the vehicle state can be determined. Alternatively, only the driver or only the vehicle state can be determined or a need can be determined on the basis of other information. For example, by signals from the outside, for example from other vehicles, for example, damage to the vehicle 201 or by authorized persons such as the police. In general, the determination as to whether the current state generates such a need can be based on stored scenarios.

Will in step 102 found that a need to transfer the vehicle 201 is in a safe system state, so in step 103 the driving condition of the vehicle 201 certainly. Here, the current vehicle position, the direction of travel and optionally the currently traveled lane, the current speed and the current traffic situation are determined. For the determination of the traffic situation, all information about the routes located in the immediate vicinity of the vehicle 201 be caught up. The information includes, for example, traffic jams, construction sites and similar traffic obstructions or vehicle accumulations.

In step 104 a determination is made of the available residual energy of the vehicle 201 , In this step, the power supply of the vehicle 201 examined in detail. In the case of an electric vehicle, it is determined how large the remaining usable energy reserves are in the batteries that can be used and whether they can be utilized / used by the functioning on-board electronics. In addition, all lines can be checked for damage, for example, in which the conductivity is determined and compared with stored expected values. Will the vehicle 201 operated by another source of energy, such as gasoline, diesel, gas or hydrogen, so this type of supply is examined accordingly. In this case, for example, the residual amounts of the energy (the fuel) can be determined and the possible efficiency can be determined, which may have changed in a subsystem failure. If all drive options fail, the available residual energy in the case of a flat road course corresponds to the kinetic energy of the vehicle 201 which is based on the vehicle mass and the current speed of the vehicle 201 results. Is the vehicle located 201 on a stretch of track with a slope, this can also be taken into account, which in addition to the kinetic energy still potential energy of the vehicle 201 can be added.

In step 105 then become target poses 204 determines which, for example, are selected according to the criteria of a minimum collision risk and / or a minimum risk of obstruction of other road users and the availability in terms of the residual energy. For example, a probability value can be used for the determination, which consists of a probability of a collision with other road users and / or a hindrance of other road users on this target pose 204 is calculated. The calculation of this probability can be based on data from accident research, with which for certain target poses 204 Based on accident data can be determined how often a comparable Zielpose 204 (for example, a hard shoulder) Accidents happen. The probability value does not have to be expressed as a percentage, but may, for example, contain three levels, probability low, medium or high. Additionally or alternatively, a flow rate probability value may also be used to determine the target poses 204 which affects the flow rates of the surrounding traffic when the vehicle is transferred 201 to this target pose 204 considered. In this case, information about the surrounding traffic, for example, by a determination of the current surrounding traffic done, for example, using the built environment sensors and / or common reception systems for traffic news. For example, the surrounding traffic can be done by means of radio waves and / or via GPS signals and / or the mobile Internet. It is also conceivable to use image material which can be recorded and transmitted, for example, by current satellites, traffic cameras, helicopters, airplanes or drones. Another possibility would be car-to-car communication, with which an exchange on the traffic situation can be implemented. As an alternative to a determination of the current surrounding traffic, for example, experience data for certain route sections in the vehicle 201 For example, you can specify how high the utilization of certain sections on certain days is at certain times. For the determination of the flow rate probability value corresponding information - either stored or current - can then be used. The less traffic is expected on a stretch of road and the more passable lanes are available, the lower the likelihood of obstruction of traffic and a reduction in flow rates. A flow rate on a link section in this case designates the number of vehicles that pass this route section per unit of time. Become several target poses 204 determined, these can be evaluated according to different criteria. For example, by distance, by supply options near the target pose 204 (Hospital, workshop) or according to the criteria already described, which should minimize the risk of collision and / or prevent obstruction of other road users and / or prevent reductions in traffic flow.

When determining the target poses 204 Card-based location data can be used, which makes a very efficient determination possible. Preferred target poses 204 For example, locations that have a minimal impact on the flow rates of the surrounding traffic would be open spaces with limited driving and / or parking permits, free parking areas or at least two lane side streets with low traffic load, with minor roads being preferred over main roads.

In step 106 the determination of driving trajectories takes place 205 from the current driving position to the at least one target pose 204 , In this embodiment, the required quantities of energy are calculated during the determination, which are necessary for driving on the driving trajectories 205 or driving trajectory sections are needed. For this purpose, it is determined in a first step, which driving actions for driving the driving trajectory 205 or the Fahrtrajektorienabschnitte must be performed. In particular, distances, speeds, gradients, traffic utilization along the driving trajectory can be used 205 or the Fahrtrajektorienabschnitt and cornering. The determination of necessary driving actions can take place, for example, with map information, which provides inclines, exact route courses and possibly information about the surrounding traffic. In a second step, the required amounts of energy are calculated on the basis of the determined driving actions, which are used for driving the driving trajectories 205 or the Fahrtrajektorienabschnitten be needed. This calculation can be done with the help of in the vehicle 201 stored values, which indicate how much energy is consumed in a particular driving action. Alternatively, these values can also be determined in vehicle operation, for example by averaging. Supporting map information can be included in the calculation, which provides detailed information about the routes - such as height profiles - along the Fahrtrajektorien 205 or driving trajectory sections. Alternatively, the calculation of the required amounts of energy for driving on at least one driving trajectory 205 also exclusively on the basis of map information and the corresponding driving trajectory 205 respectively. If in the map information, for example, additionally deposited, how much energy is necessary for driving on different routes, this information can be taken directly from the map information and used in the process. If the values stored in the map information are adapted to other vehicles, for example, the values may be applied to the corresponding vehicle before use 201 be converted. It would also be conceivable at this point that weather information is included in the calculation, which, for example, give an indication as to whether energy consumers, such as the air conditioning system, must be used or whether there are friction coefficients on the routes along the driving trajectories 205 change.

In step 107 the selection of one of the driving trajectories takes place 205 which is used to transfer the vehicle 201 into a safe system state at one of the destination poses 204 serves. This selection can, for example, based on a previously carried out evaluation of the driving trajectories 205 take place, this evaluation on the basis of the required amounts of energy to drive on the Fahrtrajektorien 205 can be carried out. For example, the driving trajectory 205 are chosen, in which the calculated required amounts of energy are smallest. In addition, the evaluation of the target poses 204 in the evaluation of the driving trajectories 205 incorporated. For example, for two Fahrtrajektorien 205 to different target poses 204 about the same amount of energy needed, so is the Fahrtrajektorie 205 selected at which the target pose 204 was rated better. The weighting of the ratings can be adjusted as desired. For example, the selection of all driving trajectories 205 in which the required amounts of energy are significantly smaller than the available residual energy of the vehicle 201 are based solely on the ratings of the target poses 204 respectively. In this embodiment, in the selection of the driving trajectories 205 only a driving trajectory 205 selected, in which the calculated required amounts of energy do not exceed the available residual energy.

In step 108 the generation of a signal is based on the in step 107 selected driving trajectory 205 , The signal may include information about waypoints, velocities, and accelerations. This information can be made in the vehicle reference system or in a map reference system. In this embodiment, the vehicle reference system is used, as this also safe driving without maps with the help of the environment sensor of the vehicle 201 is possible.

Depending on the embodiment and use of the method, the signal can be sent directly to a corresponding vehicle controller, which corresponding actuators of the vehicle 201 controls, so this along the Fahrtrajektorie 205 is controlled. Alternatively, the signal can also be sent to another control unit, which processes the information and then an automated drive along the Fahrtrajektorie 205 initiates.

The procedure ends in step 109 ,

The order of the steps can also be changed in this procedure.

In 2 shows a possible situation in which an exemplary embodiment of the method according to the invention is used. In a highly or fully automated vehicle 201 a system error is detected, whereby at the same time a need to transfer the vehicle 201 is determined in a safe system state. A determination is made of the current driving state, in which the position of the vehicle 201 , the busy road side on the two-lane road 202 , the surrounding traffic over in the vehicle 201 existing environment sensors and the speed of the vehicle 201 be determined. In the next step, the available residual energy of the vehicle 201 determines which in this example the kinetic energy of the vehicle 201 corresponds because there is a defect in the drive train. With the help of environment sensors becomes a target pose 204 determined, which allows the least possible impact on the surrounding traffic, as they are on the hard shoulder 203 a two-lane road 202 located. Optional map information confirms the suitability of the target pose in this example 204 and the small impact on the flow rates of the current surrounding traffic.

The next step is a driving trajectory 205 from the current position of the vehicle 201 to the target pose 204 determined, where the energy required to drive on the driving trajectory 205 less than the available residual energy of the vehicle 201 and thus can be used. Because in this example a driving trajectory 205 for a safe transfer of the vehicle 201 to a safe target pose 204 is sufficient, in the step of selecting this becomes a driving trajectory 205 selected. Based on this selection will be in the vehicle 201 generates a signal with which corresponding actuators are driven to the vehicle 201 along the selected driving trajectory 205 at the destination pose 204 into a safe system state.

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 102012008090 A1 [0002]

Cited non-patent literature

• Davison, AJ; Murray, DW, "Simultaneous localization and map-building using active vision", Pattern Analysis and Machine Intelligence, IEEE Transactions on, vol. 24, no. 7, pp. 865-880, Jul. 2002 [0003]

Claims (15)

Method for generating a signal ( 108 ) for the transfer of a fully or fully automated vehicle ( 201 ) into a safe system state at a target pose ( 204 ), which comprises the following steps: - identification of a need ( 102 ) for the transfer of the vehicle ( 201 ) into a safe system state; Determination of a driving state ( 103 ), wherein the driving state comprises the current vehicle position, characterized by the following steps: - determination of the available residual energy ( 104 ) of the vehicle ( 201 ); Determination of at least one target pose ( 105 . 204 ); - Determination of driving trajectories ( 106 . 205 ) from the current vehicle position to the at least one target pose ( 204 ); - Selection of one of the driving trajectories ( 107 . 205 ); - generation of the signal ( 108 ) based on the selected driving trajectory ( 205 ). Method according to one of the preceding claims, characterized in that in the determination of driving trajectories ( 106 . 205 ) required amounts of energy for driving at least one Fahrtrajektorienabschnitts be calculated. A method according to claim 2, characterized in that card information is used to calculate the required amounts of energy. Method according to claim 2 or 3, characterized in that the determination of driving trajectories ( 106 . 205 ) taking into account the available residual energy and the calculated required amounts of energy. Method according to at least one of claims 2-4, characterized in that the selection of the driving trajectory ( 107 . 205 ) based on a previous evaluation of the driving trajectories ( 205 ), this rating being based on the available residual energy and the calculated amount of energy required. Method according to one of the preceding claims, characterized in that to determine the necessity ( 102 ) the vehicle condition and / or the driver condition can be determined. Method according to one of the preceding claims, characterized in that for the determination of the at least one target pose ( 105 . 204 ) a probability value is used, which consists of a probability of a collision with other road users and / or a hindrance of other road users on this target pose ( 204 ) is calculated. Method according to one of the preceding claims, characterized in that for the determination of the at least one target pose ( 105 . 204 ) a flow rate probability value is used, which effects on flow rates of the surrounding traffic during a transfer of the vehicle ( 201 ) to this target pose ( 204 ) considered. A method according to claim 8, characterized in that a determination of the current surrounding traffic is performed, wherein the current surrounding traffic flows into the flow rate probability value. Method according to one of the preceding claims, characterized in that a first and at least one second target pose are determined, wherein an evaluation of the determined target poses is performed. Method according to claim 10 and at least one of claims 7-9, characterized in that the evaluation of the determined target poses is carried out with the aid of the probability value and / or the flow rate probability value. Method according to claim 10 and / or 11, characterized in that the selection of one of the driving trajectories ( 107 ) additionally takes place on the basis of the evaluation of the at least two determined target poses. Method according to one of the preceding claims, characterized in that in determining the at least one target pose ( 105 . 204 ) map-based location data are taken into account. Device for generating a signal for transferring a highly or fully automated vehicle ( 201 ) into a safe system state at a target pose ( 204 ), characterized in that the device is adapted to perform a method according to any one of claims 1-13. Computer program configured to perform all the steps of the method according to any one of claims 1-13.

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