DE102018205036A1 - Method for operating a driverless vehicle - Google Patents

Abstract

A method of operating a vehicle (20), comprising the steps of:
- performing an identification process of the vehicle (20) with a leader vehicle (10);
- Contactless coupling of the guide vehicle (10) with the vehicle (20) in a defined position relative to the vehicle (20) by means of wireless communication, wherein kinematic possibilities of the vehicle (20) are taken over by the leading vehicle (10); and
- Guiding the vehicle (20) by means of the leading vehicle (10).

Description

The invention relates to a method for operating a vehicle by means of a leader vehicle. The invention further relates to a device for operating a vehicle by means of a guide vehicle. The invention further relates to a computer program product.

State of the art

Systems are known in which vehicles, in particular on motorways, form automated convoys (so-called vehicle platoons or vehicle spools). Here, vehicles accumulate in a row and drive for limited periods at a uniform speed in close intervals. The vote for the formation, maintenance and dissolution of a vehicle platoon takes place by vehicle-to-vehicle communication. Approaches are approaches that allow vehicle-to-vehicle communication that all vehicles in the platoon approach or stop together (traffic jam platoon with joint longitudinal control). This results in a strong improvement of the traffic flow as well as the potential to dissolve them faster with existing traffic jams. Driving together in the platoon can also save fuel and avoid rear-end collisions.

DE 10 2016 200 049 A1 discloses a method, leading vehicle and truck for driving up and down a highway through the truck. Proposed is a so-called classic platooning concept, in which a slipstreaming of several substantially identical vehicles is provided in the same lane.

DE 103 22 765 B4 discloses an automated freight yard, depot or logistics center for autonomous mobile transport and a method for operating such a means of transport in an automated freight yard, depot or logistics center.

Dynamic road maps are known for which traffic sign recognition data (e.g., vehicle speed-regulating traffic signs) are used, e.g. be transmitted by means of an existing mobile camera, the corresponding data to a provider of the application.

For navigation of vehicles and people in limited areas local dynamic maps are known. To create these maps, for example, environmental sensors on the vehicle but also fixed environmental sensors are used, which scan the topology of the environment and identify passable or walk-in areas and enter into a map. A transport robot initially travels all routes, for example in a hall. In doing so, e.g. recorded by laser scanner, the topology of the environment and extracts the passable (level) areas and entered into a dynamic map. The determination of the current location of the vehicle within the dynamic map is again in normal operation by means of laser scanner. The laser scans the environment and compares the recognized profile or extracted tractable (flat) area with the initially created dynamic map. This dynamic map is constantly updated by the transport robots by entering detected obstacles and objects.

Long-term filters can be used to filter out these locally variable or movable or transported / transported obstacles or objects and usually provide another background map containing only the fixed objects and obstacles (e.g., fixed machinery, buildings, etc.).

For these methods, no GPS signals are necessary, which in any case can not be received in covered areas and can be used for localization. Instead of the exemplified laser scanner and stereo cameras are used. These, in addition to the distance and depth information, also have the potential of localizing over the texture of surfaces in less structured environments (e.g., tunnel tubes).

• - Autonom fahrbarer LKW
• - Autonom fahrbarer Hänger
• - Autonom fahrbares Umsatzfahrzeug für den Anhänger

Known is a so-called "yard logistics" or "indoor logistics" of freight forwarders, in which an efficient operation of vehicles is sought. For example, in order to reduce active travel times of the drivers or to free them for other activities, the journeys and work processes on the logistics yards are increasingly being automated, with the following basic transport automation systems being conceivable in principle:

• - Autonomous mobile truck
• - Autonomous mobile trailer
• - Autonomously mobile sales vehicle for the trailer

The described procedure can also include the processes within halls (indoor logistics).

An electronic drawbar is the non-tactile coupling of vehicles (usually commercial vehicles) with the help of electronics and computer technology. The rear vehicles follow the lead vehicle automatically, as if they were using a real drawbar to the leading vehicle would be coupled. This requires comprehensive sensor technology (eg for distance measurement and image / pattern recognition) as well as special software.

Disclosure of the invention

An object of the invention is to provide an improved method for operating a vehicle by means of a leading vehicle.

• - Durchführen eines Identifizierungsprozesses des Fahrzeugs mit einem Führungsfahrzeug;
• - Berührungsloses Koppeln des Führungsfahrzeugs mit dem Fahrzeug in einer definierten Position relativ zum Fahrzeug mittels drahtloser Kommunikation, wobei kinematische Möglichkeiten des Fahrzeugs durch das Führungsfahrzeug übernommen werden; und
• - Führen des Fahrzeugs mittels des Führungsfahrzeugs.

The object is achieved according to a first aspect with a method for operating, comprising the steps:

• Performing an identification process of the vehicle with a leader vehicle;
• - Contactless coupling of the leading vehicle with the vehicle in a defined position relative to the vehicle by means of wireless communication, wherein kinematic possibilities of the vehicle are taken over by the leading vehicle; and
• - Guiding the vehicle by means of the leader vehicle.

Carrying out an identification process of the vehicle with a leading vehicle can be understood as a mapping of the vehicle to the leading vehicle. The identification process or the allocation can take place, for example, by means of an exchange of information between the vehicles. It is conceivable that an identification signal, in particular wireless, is emitted by the vehicle and received by the leading vehicle. The received identification signal may be used to identify the vehicle. It is further conceivable for the identification signal to be emitted by the vehicle as a response signal to a signal emitted by the leading vehicle, in particular wirelessly, and received by the vehicle.

Under kinematic possibilities of a vehicle can be understood in the context of the present invention, a mobility or mobility of the vehicle. The kinematic possibilities may include, for example, a minimum steering radius, a vehicle length or width, a braking capability, a driving capability of the vehicle.

In this way, an efficient driving of the vehicle by means of the leading vehicle is advantageously realized. Expensive and complex sensors for navigating the vehicle within a logistics yard is thus advantageously not required. An efficient operation of a yard logistics with a high throughput of vehicles within a short time is thus advantageously supported.

• - eine Identifizierungseinrichtung zum Identifizieren des Fahrzeugs mit einem Führungsfahrzeug;
• - eine Ankopplungseinrichtung zum berührungsloses Ankoppeln des Führungsfahrzeugs an das Fahrzeug in einer definierten Position relativ zum Fahrzeug mittels drahtloser Kommunikation; und
• - eine Übernahmeeinrichtung zum Übernehmen der kinematischen Möglichkeiten des Fahrzeugs durch das Führungsfahrzeug, wobei die Vorrichtung eingerichtet ist, das Fahrzeug mittels des Führungsfahrzeugs zu führen.

According to a second aspect, the object is achieved with an apparatus for operating an automated motor vehicle unit, comprising:

• an identification device for identifying the vehicle with a leading vehicle;
• a coupling device for the contactless coupling of the leading vehicle to the vehicle in a defined position relative to the vehicle by means of wireless communication; and
• - A transfer device for taking over the kinematic possibilities of the vehicle by the leading vehicle, wherein the device is arranged to guide the vehicle by means of the leading vehicle.

The identification device for identifying the vehicle may be a communication unit configured to receive an identification signal from the vehicle. The identification unit is preferably arranged on the guide vehicle. The identification unit may be configured to transmit a signal, in particular wirelessly, to the vehicle in order to receive an identification signal from the vehicle as a response signal to the signal received by the vehicle.

Advantageous developments of the method are the subject of dependent claims.

It is provided that the vehicle arrives in a globally and / or semantically defined map area (eg a GPS map or an environment representation map) of a logistics yard, in which of the leading vehicle 10 the control or guidance of the vehicle 20 to be taken over. This takes place, for example, in a dedicated takeover area of the logistics yard. This takeover was done by the yard logistics system and / or the leading vehicle 10 determined and was the destination input or the end point of the route of the vehicle 20 , First, an identification procedure or an identification process takes place between the vehicle 20 and the lead vehicle 10 to make sure that the vehicle 20 from an authorized leader vehicle 10 "Taken over" or can be led. As a result, this is the vehicle 20 and the lead vehicle 10 each other "known". For example, a conventional, preferably wireless, authentication or identification process between the vehicle may be used for this purpose 20 and the lead vehicle 10 which will not be discussed here.

An advantageous development of the method provides that the non-contact coupling of the Leading vehicle is performed with the vehicle in front of or behind or next to the vehicle. In this way, the best relative position of the leading vehicle to the vehicle can advantageously be taken when guiding the vehicle by the leading vehicle depending on the situation and circumstances.

A further advantageous development of the method provides that at least one of the following parameters of the vehicle is taken into account in the kinematic possibilities: minimum steering radius, vehicle length, braking capacity, drive capability. As a result, a comprehensive engagement of the leading vehicle is supported in the vehicle, whereby the vehicle can be performed as best as possible from the leading vehicle.

A further advantageous development of the method provides that the non-contact coupling of the leading vehicle with the vehicle is carried out at standstill or while driving the vehicle. In this way, different types of takeover of the vehicle are supported by the leading vehicle, for example, is also supported flying takeover of autonomously driving trucks.

A further advantageous development of the method provides, wherein a detection of the environment of the leading vehicle and / or the vehicle and / or the infrastructure is performed with at least two technologically different sensors. As a result, advantageously redundant information is provided, whereby a localization of the leading vehicle and thus the guided vehicle can be performed with great accuracy.

A further advantageous development of the method is characterized in that a GPS-based map and / or an environment representation map are used to navigate the leading vehicle. In this way, high accuracy in navigating the leading vehicle is supported. In doing so, the usually higher relevance of environmental representation maps is exploited.

A further advantageous development of the method is characterized in that a functionality of the method can be configured via a man-machine interface of the leading vehicle. In this way, a better automated coupling of the leading vehicle to the vehicle can be achieved.

A further advantageous development of the method provides that the leading vehicle is controlled manually or operated automatically. As a result, different types of leadership vehicles are possible.

The invention will be described in detail below with further features and advantages with reference to several figures. All described or illustrated features, alone or in any combination form the subject matter of the invention, regardless of their summary in the claims or their dependency, as well as regardless of their formulation or representation in the description or in the figures. The figures are primarily intended to illustrate the principles essential to the invention and are not necessarily to scale.

Disclosed method features are analogous to corresponding disclosed device features and vice versa. This means, in particular, that features, technical advantages and embodiments relating to the method result analogously from corresponding embodiments, features and advantages of the device and vice versa.

• 1 eine prinzipielle Darstellung eines mit einem Führungsfahrzeug funktional gekoppelten Fahrzeugs;
• 2 ein prinzipielles Blockschaltbild einer Vorrichtung zum Betreiben eines Fahrzeugs; und
• 3 einen prinzipiellen Ablauf einer Ausführungsform des vorgeschlagenen Verfahrens zum Betreiben eines Fahrzeugs.

In the figures shows:

• 1 a schematic representation of a functionally coupled to a leading vehicle vehicle;
• 2 a schematic block diagram of an apparatus for operating a vehicle; and
• 3 a basic sequence of an embodiment of the proposed method for operating a vehicle.

Description of embodiments

In the following, the term automated motor vehicle is used interchangeably in the meanings partially automated motor vehicle, autonomous motor vehicle and partially autonomous motor vehicle.

A key aspect of the invention is to provide an improved method and apparatus for operating a vehicle.

The core of the invention is the assumption of control and precise guidance of a driverless vehicle ("guided vehicle") by another vehicle ("leading vehicle"). The leader vehicle can be designed, for example, as a forklift or as any other vehicle. The leading vehicle thereby "takes over" the kinematic, drive and braking possibilities and virtual dimensions of the vehicle to be guided and is thereby enabled to operate the guided vehicle in accordance with his Ways to lead. The said options or restrictions of the guided vehicle are mapped to work areas of actuators of the leading vehicle (eg steering), which ensures that the leading vehicle only travels routes that can also drive the coupled or guided vehicle. In this way, for example, the unrestricted leader vehicle can drive around tight bends that the guided vehicle (eg a semitrailer) can not drive.

Advantageously, this ensures fast, precise and safe shunting of vehicles, e.g. provided on a logistics yard without a necessary driver / operator on the guided vehicle.

The invention describes the case of a takeover of the control and precise guidance of a driverless vehicle by the leading vehicle. 1 shows a highly simplified representation of a vehicle 20 that of a leader vehicle 10 to be led.

vehicle 20 and lead vehicle 10 are non-positively and functionally connected to each other. A communication between the vehicle and the leading vehicle preferably takes place wirelessly, for example via a vehicle-to-vehicle communication (V2V) or indirectly via the infrastructure of the logistics yard and / or a backend / cloud of a service provider ( Vehicle-to-Infrastructure, V2X).

It is provided that the vehicle arrives in a globally and / or semantically defined map area (eg a GPS map or an environment representation map) of a logistics yard, in which of the leading vehicle 10 the control or guidance of the vehicle 20 to be taken over. This takes place, for example, in a dedicated takeover area of the logistics yard. This takeover was done by the yard logistics system and / or the leading vehicle 10 determined and was the destination input or the end point of the route of the vehicle 20 , First, an identification procedure or an identification process takes place between the vehicle 20 and the lead vehicle 10 to make sure that the vehicle 20 from an authorized leader vehicle 10 "Taken over" or can be led. As a result, this is the vehicle 20 and the lead vehicle 10 each other "known". For example, a conventional, preferably wireless, authentication or identification process between the vehicle may be used for this purpose 20 and the lead vehicle 10 which will not be discussed here.

Advantageously, the route planning of the vehicle 20 include a desired position and orientation at the destination in the transfer area, for example, an orientation of towing vehicle and semi-trailer / trailer of the vehicle 20 can distinguish. Furthermore, the route planning can be the kinematics of the vehicle 20 after the takeover by the leading vehicle 10 to arrive at the destination with as little change of direction and / or forward and backward movements as possible, with the guidance of the vehicle 20 to the target through the leader vehicle 10 is carried out.

The definition of the transfer area makes it possible to implement various control transfer scenarios, for example for sensor and guidance systems outside the vehicle 20 for the purpose of high-precision and close-tolerance positioning, alignment, maneuvering, etc. of the vehicle 20 be used. At very short distances in millimeter or centimeter range between the vehicle and a target (eg a ramp, a conveyor belt, another vehicle, etc.) it comes in the vicinity of non-evaluable reflections or the typical environment sensors can not detect the short-range.

Therefore, such approaches would be more sensors only for the approach case on the vehicle 20 and / or in the infrastructure necessary, such short distances between vehicle 20 and be able to measure the target very precisely. Advantageously, this sensor can be omitted with the present invention.

Preferably, the vehicle stops 20 in the takeover area, the driver of the vehicle 20 and signals the arrival to the yard logistics system by means of vehicle-to-infrastructure or the lead vehicle by means of vehicle-to-vehicle communication. The farm logistics system transfers the lead vehicle in the further course 10 the control of the vehicle 20 or it is the control of the vehicle 20 directly through the leader vehicle 10 accepted.

In the lead vehicle 10 it may be a transhipment vehicle, eg a forklift or any other vehicle. Task of the leading vehicle 10 it is now the vehicle 20 to drive, position, align, ie maneuver with high precision from the takeover area to the destination area.

The leading vehicle positions itself for this purpose 10 with the driver / operator depending on the necessary maneuvers of the vehicle 20 in front of or behind or beside or laterally offset in sight of the vehicle 20 or in sight of the desired direction of movement or within sight of the desired target area.

The leader vehicle 10 Now "takes over" the vehicle kinematics and virtual size of the vehicle 20 because possible freedom of movement or degrees of freedom of steering and Fahrtrajektorien of the vehicle 20 often more limited than those of the lead vehicle 10 , as in the case of a forklift as a leader vehicle 10 , The leader vehicle 10 starts the engine of the vehicle if necessary 20 , Thereafter, a synchronization of the steering position / wheel alignment of leading vehicle takes place 10 and vehicle 20 , where the leading vehicle 10 preferably after the vehicle 20 aligns. The vehicle 20 now leads the same movements locally displaced as the leading vehicle 10 according to the master-slave principle. The assumption of the kinematic possibilities of the vehicle 20 through the leader vehicle 10 also includes the possibility of intervention in a drive train of the vehicle 20 with associated brake system.

Will or must the driver / operator of the leader vehicle 10 another area on the vehicle 20 see or further away or closer (eg to the vehicle 20 to drive to a ramp), then he can cancel the synchronization, the vehicle 20 the driver stops the lead vehicle 10 in a new relative position to the vehicle 20 drives and re-enters the vehicle 20 synchronized or functional to the vehicle 20 couples.
In the event that the vehicle 20 For example, to drive in a narrow lane, also sensors of the infrastructure (eg camera / LIDAR, etc. on buildings, the ramp, etc.) can be used to the driver of the leading vehicle 10 a picture / map with the vehicle 20 and the lead vehicle 10 , Obstacles, etc. on a display of the leading vehicle 10 to send to a synchronization of the leading vehicle 10 with the vehicle 20 without visual contact.

Preferably, exact distances between the vehicle 20 and obstacles measured and displayed. The exact distance determination can be supported by recognition of features and / or markings in the environment (machine vision). For safety reasons or increased redundancy, distances are preferably measured by means of redundant and / or orthogonal sensors, which are understood to be sensors with different or diversified measuring principles.

With the method described above, fast, accurate and safe maneuvering can be done on a logistics yard without a driver on the vehicle 20 must lead and without having extra sensors on the vehicle 20 only for the purpose of maneuvering must be installed.

Alternatively, instead of stopping the vehicle 20 in the transfer area (eg an autonomously driving vehicle 20 without driver) also conceivable that the leader vehicle 10 a takeover of the control without stopping the vehicle 20 in the takeover area ("flying takeover"). For this purpose, the leading vehicle drives 10 for example, in front of or behind or beside, etc. the moving vehicle 20 , synchronizes with this as described above and thereby assumes the leadership of the vehicle 20 , If the synchronization and / or control takeover fail, the vehicle stops 20 still in the takeover area.

In this way, the proposed method is also for autonomous vehicles 20 usable at the moment of takeover by the lead vehicle 10 already driverless.

In the proposed method is considered particularly advantageous that the travel time of the driver of the vehicle 20 by taking over the leadership of the leading vehicle 10 is interrupted, during an idle time of the driver an efficient driving of the vehicle 20 is carried out. This advantageously allows the subsequent manual guidance of the vehicle 20 can be continued by the rested driver. An efficient operation of a logistics yard, etc. is advantageously supported in this way.

The leader vehicle 10 is equipped with a powerful environment sensor system, for example in the form of ultrasound, radar, lidar, mono or stereo camera, lane detection device, etc.

2 shows a block diagram of an embodiment of the proposed device 100 to operate a vehicle 20 , One recognizes an identification device 30 for performing the above-mentioned identification procedure between the vehicle 20 and the lead vehicle 10 , The identification device 30 is functional with a coupling device 40 Connected to the above wirelessly coupling the leader vehicle 10 to the vehicle 20 performs. Furthermore, a transfer device 50 to take over the kinematic possibilities of the vehicle 20 through the leader vehicle 10 intended.

Advantageously, the functionality of said device 100 by means of a man-machine interface (not shown) in the leading vehicle 10 be configured, creating a high Scalability and user-friendliness of the device 100 are supported.

3 shows a basic sequence of a method for operating a vehicle 100 ,

In one step 200 becomes an identification process of the vehicle 20 with a leader vehicle 10 carried out.

In one step 210 becomes a non-contact coupling of the leading vehicle 10 with the vehicle 20 in a defined position relative to the vehicle 20 carried out by wireless communication, with kinematic possibilities of the vehicle 20 through the leader vehicle 10 be taken over.

In one step 220 will be driving the vehicle 20 by means of the leader vehicle 10 carried out.

One skilled in the art will suitably modify and / or combine the features of the invention without departing from the gist of the invention.

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 102016200049 A1 [0003]
• DE 10322765 B4 [0004]

Claims (10)

A method of operating a vehicle (20), comprising the steps of: - performing an identification process of the vehicle (20) with a leader vehicle (10); - Contactless coupling of the guide vehicle (10) with the vehicle (20) in a defined position relative to the vehicle (20) by means of wireless communication, wherein kinematic possibilities of the vehicle (20) are taken over by the leading vehicle (10); and - Guiding the vehicle (20) by means of the leading vehicle (10). Method according to Claim 1 wherein the non-contact coupling of the leading vehicle (10) with the vehicle (20) is performed in front of or behind or next to the vehicle (20). Method according to Claim 1 or 2 , wherein the kinematic possibilities of at least one of the following parameters of the vehicle (20) is taken into account: minimum steering radius, vehicle length, braking power, propulsion. Method according to one of the preceding claims, wherein the non-contact coupling of the leading vehicle (10) with the vehicle (20) is carried out when the vehicle (20) is at a standstill or while driving. Method according to one of the preceding claims, wherein a detection of the environment of the leading vehicle (10) and / or the vehicle (20) and / or the infrastructure with at least two technologically different sensors is performed. Method according to one of the preceding claims, wherein a GPS-based map and / or an environment representation map are used to navigate the leading vehicle (10). Method according to one of the preceding claims, wherein a functionality of the method via a man-machine interface of the leading vehicle (10) is configurable. Method according to one of the preceding claims, wherein the leading vehicle (10) is operated manually controlled or automated. Apparatus (100) for operating a vehicle (20), comprising: - identification means (30) for identifying the vehicle (20) with a leader vehicle (10); - A coupling device (40) for contactless coupling of the guide vehicle (10) to the vehicle (20) in a defined position relative to the vehicle (20) by means of wireless communication; and - A transfer device (50) for taking over the kinematic possibilities of the vehicle (20) by the leading vehicle (10), wherein the device is arranged to guide the vehicle (20) by means of the guide vehicle (10). Computer program product with program code means for carrying out the method according to one of Claims 1 to 8th when running on an electronic device (100) for operating a vehicle (20) or stored on a computer-readable medium.

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