Method and system for coordinating unmanned transport vehicles

Abstract

The invention relates to a method for coordinating driverless transport vehicles (1, 2). A first trajectory (12) calculated by a first of the transport vehicles (1, 2) and a second trajectory (13) of a second transport vehicle (2) calculated by a second of the transport vehicles (1, 2) are received by means of a central computing device (8). A first spatial requirement (10) of the first transport vehicle (1) along the first trajectory (12) and a second spatial requirement (11) of the second transport vehicle (2) along the second trajectory (13) are determined by means of the computing device (8). When the spatial requirements (10, 11) are determined by means of the computing device (8) to at least partially overlap one another, the first or second transport vehicle is selected by means of the computing device (8) and a signal is transmitted to the selected transport vehicle. The selected transport vehicle is prompted by means of the signal to change its movement along its trajectory and / or its trajectory.

Description

TECHNICAL FIELD

[0001] The invention relates to a method and a system for coordinating unmanned transport vehicles, in particular for coordinating respective travel of unmanned transport vehicles. BACKGROUND

[0002] EP 2911926 B1 discloses a method for coordinating the operation of fully automated motor vehicles. From DE 112017000787 T5 a method for controlling vehicle movements is known. From DE 112019000279 T5 a method for controlling autonomous vehicles according to reliable arrival times is known. Furthermore, DE 102015007531 B3 discloses a method for controlling traffic in a parking environment.

[0003] Furthermore, unmanned transport vehicles are generally known in the prior art. Unmanned transport vehicles are used, for example, in the context of the manufacture of products, for example motor vehicles, in order to transport transport goods, that is to say, for example, components for the manufacture of products. SUMMARY

[0004] It is an object of the present invention to provide a method and a system for coordinating unmanned transport vehicles, so that a particularly advantageous traffic flow of unmanned transport vehicles can be achieved.

[0005] According to the invention, the object is achieved by a method for coordinating unmanned transport vehicles according to the invention and by a system for implementing the method according to the invention.

[0006] A first aspect of the invention relates to a method for coordinating unmanned transport vehicles (FTF), in particular unmanned transport vehicles associated with a ground. In particular, the method is used to coordinate respective travel of unmanned transport vehicles. In the method, a central electronic computing device is used, which is also referred to as a central control device or a central traffic control device. If in the following an electronic computing device is mentioned, this is to be understood as the central electronic computing device, i.e. the central traffic control device, as long as nothing else is stated. In the following, the steps of the method are described, wherein the steps are named using ordinal numbers. The ordinal numbers or the use of ordinal numbers does not necessarily represent the respective order of the steps, but the ordinal numbers are used initially, in particular, to unambiguously name and distinguish the individual steps.

[0007] In a first step of the method, a first trajectory of a first of the autonomous transport vehicles, which first trajectory is calculated by the first autonomous transport vehicle itself, is received by means of the electronic computing device. In other words, the electronic computing device receives the first trajectory of the first autonomous transport vehicle, wherein the first trajectory is calculated by the first autonomous transport vehicle itself. To this end, the first autonomous transport vehicle comprises, for example, a first mobile electronic computing device of its own, by means of which the first autonomous transport vehicle calculates the first trajectory. If the first autonomous transport vehicle travels along the first trajectory, the first mobile computing device of the first autonomous transport vehicle moves relative to the central electronic computing device.

[0008] In a second step of the method, a second trajectory of a second of the autonomous transport vehicles, which second trajectory is calculated by the second autonomous transport vehicle itself, is received by means of the central electronic computing device. In other words, it is provided in the second step of the method that the central electronic computing device receives the second trajectory of the second autonomous transport vehicle, wherein the second trajectory is calculated by the second autonomous transport vehicle itself. To this end, the second autonomous transport vehicle comprises, for example, a second mobile electronic computing device of its own, by means of which the second autonomous transport vehicle calculates the second trajectory itself. If the second autonomous transport vehicle travels along the second trajectory, the second mobile electronic computing device moves relative to the central electronic computing device. The mobile electronic computing devices are thus separate individual computing devices which are provided in addition to the central electronic computing device and are constructed separately from the central electronic computing device. The respective mobile electronic computing device is thus external, and thus an external component, with respect to the respective other mobile electronic computing device and with respect to the central electronic computing device. Preferably, the central electronic computing device receives the respective trajectory wirelessly and, here, for example, by radio. It is provided, for example, that the respective autonomous transport vehicle provides the respective trajectory, in particular wirelessly, in particular by radio, wherein the central electronic computing device receives the respective provided trajectory.

[0009] Preferably, the respective driverless transport vehicle is a driverless transport vehicle associated with the ground, which driverless transport vehicle follows a respective trajectory and here, for example, follows the ground, that is to say travels on the ground. In contrast to conventional driverless transport vehicles, the respective driverless transport vehicle according to the application, however, can in principle move freely in space or freely along the ground. This means that, in contrast to conventional solutions, a fixedly predefined virtual ground or a physically present lane, track, movement path or the like is not predefined for the respective driverless transport vehicle, for example in a track or a block regulation system, but rather the respective driverless transport vehicle calculates its respective trajectory itself, in particular with the aid of a respective mobile electronic computing device and / or dynamically, that is to say in accordance with possible emerging, unforeseen situations. In other words, the respective driverless transport vehicle is not track-bound, but rather can move at least substantially freely.

[0010] In a third step of the method, a first spatial requirement of the first driverless transport vehicle along the first trajectory is determined with the aid of the central electronic computing device. Furthermore, in the third step of the method, a second spatial requirement of the second driverless transport vehicle along the second trajectory is determined. The "spatial requirement" can in particular be understood as follows: for example, a first region is determined for the first driverless transport vehicle along the first trajectory, wherein the first driverless transport vehicle moves or will move through the first region in its path along the first trajectory when the first driverless transport vehicle travels or will travel along the first trajectory, so that the first driverless transport vehicle occupies at least the first region. The same applies to the second driverless transport vehicle: for example, a second region is calculated for the second driverless transport vehicle along the second trajectory, in particular with the aid of the electronic computing device, wherein the second driverless transport vehicle moves or will move through the second region when the second driverless transport vehicle travels or will travel along the second trajectory. In other words, the second driverless transport vehicle occupies the second region when the second driverless transport vehicle travels or will travel along the second trajectory. The respective region can thus be, for example, an envelope region, within which all points of the respective driverless transport vehicle in its path along the respective associated trajectory lie. The respective region can thus be regarded as a travel tube, for example, through which the respective driverless transport vehicle travels or will travel when the respective driverless transport vehicle travels or will travel along its respective trajectory.

[0011] In a fourth step of the method, it is determined by means of the central electronic computing device that the spatial requirements, i.e. the regions mentioned above, at least partially overlap one another. In this case, that is to say, when it is determined by means of the central electronic computing device that the spatial requirements, i.e. the regions mentioned above or the travel tubes, at least partially overlap one another, i.e. intersect one another or at least partially lie within one another, in the fourth step of the method a first driverless transport vehicle or a second driverless transport vehicle is selected by means of the central electronic computing device in accordance with at least one criterion. In other words, in the fourth step it is provided that one of the first driverless transport vehicle and the second driverless transport vehicle is selected in accordance with the criterion. For example, in the fourth step of the method, when the at least one criterion is met, the first or the second driverless transport vehicle is selected. Furthermore, in the fourth step of the method it is provided that at least one signal, in particular an electrical signal, is transmitted, in particular wirelessly, by means of the central electronic computing device to the selected driverless transport vehicle, wherein, for example, the selected driverless transport vehicle receives, in particular wirelessly, the signal. By means of the signal the selected driverless transport vehicle is prompted to change its movement along its trajectory and / or to change its trajectory. In other words, for example, the selected driverless transport vehicle initially travels, in particular along its trajectory, in particular at a speed which is not equal to 0, so that the speed has a first value which is not equal to 0, so that the selected driverless transport vehicle initially moves along its trajectory. The movement of the selected driverless transport vehicle comprises, for example, the speed at which the selected driverless transport vehicle initially travels along its trajectory, also referred to as travel speed. The change in movement thus comprises, for example, that the selected driverless transport vehicle changes its speed in accordance with the signal received, in particular from a first value which is not equal to 0 to a second value which is different from the first value, which second value is not equal to 0 or is 0. Alternatively or additionally it can be envisaged that the selected driverless transport vehicle changes its trajectory, i.e. it re-plans its trajectory, in accordance with the signal received, so that the selected driverless transport vehicle moves along a further trajectory after receiving the signal, i.e. travels along the further trajectory, which is different from the trajectory mentioned above.

[0012] By means of the application, a particularly advantageous traffic flow of the driverless transport vehicles, which move and drive within a facility or a building, for example a factory, can be achieved, so that a particularly high system throughput can be achieved with regard to the transport goods, in particular components, which are transported by means of the driverless transport vehicles, in particular automatically. In particular, a jamming, also called a deadlock, of the driverless transport vehicles can also be avoided by means of the application. "Jamming" is in particular understood to mean the formation of a traffic jam, within the scope of which at least one of the driverless transport vehicles or two of the driverless transport vehicles or all of the driverless transport vehicles are stationary for too long and / or are stationary at the same time. The application is in particular based on the recognition and consideration that, in contrast to track-connected driverless transport vehicles, which drive along a correspondingly fixedly predefined movement trajectory (track) and do not calculate their movement trajectory themselves or even do not change the movement trajectory, in particular during their driving, a particularly advantageous traffic flow or a particularly advantageous traffic control can be achieved by means of non-track-connected driverless transport vehicles, such as the driverless transport vehicles according to the application, which move substantially freely, that is to say can drive freely and calculate their respective own movement trajectory themselves and, in particular during their respective driving, plan and in particular change, that is to say replan, their respective movement trajectory themselves. By using non-track-connected driverless transport vehicles, in particular the following disadvantages of conventional, already existing solutions can be avoided, which use track-connected driverless transport vehicles, which move according to a fixedly predefined and in this case for example virtually or physically present block extension system or route topology:

[0013] - the necessity of a predefined route topology or block extension system similar to a railway.

[0014] - the new driverless transport vehicles no longer require a predefined route topology and can navigate freely in space, so that the solutions used hitherto for traffic control cannot be transferred.

[0015] - the solutions used hitherto for traffic control are based on clearly defined, or fixedly predefined, and in particular predefined by means of a fixedly predefined route topology, traffic situations, whereas freely navigating transport vehicles can produce various types of traffic situations and therefore require an algorithm, that is to say a method for coordinating non-track-connected driverless transport vehicles, which is general enough to react to different situations, for example on the basis of general rules.

[0016] It has further been found, in particular when no corresponding countermeasures are taken, that a jam of the off-track connected driverless transport vehicles can occur, so that at least one or even both of the off-track connected driverless transport vehicles are in a stationary state for too long a time. It can be envisaged, for example, that one of the off-track connected driverless transport vehicles detects an obstacle and therefore remains stationary, the other off-track connected driverless transport vehicle then overtakes the stationary transport vehicle and therefore also detects the obstacle and then also remains stationary. It can also be envisaged that the off-track connected driverless transport vehicles drive around the obstacle and then enter into oncoming traffic, that is to say onto or into the track of the other transport vehicle, so that the transport vehicles collide with one another or respectively enter into a stationary state. These and other states which can lead to collisions of the driverless transport vehicles and / or to the formation of other jams, for example the formation of a traffic jam, can now be avoided by means of the method according to the application.

[0017] The respective trajectories are also referred to as travel routes, movement trajectories or paths and are calculated, i.e. planned, by the respective driverless transport vehicles themselves. The respective driverless transport vehicles, in particular each second, transmit the current position and the planned travel route thereof to a central traffic control device (central electronic computing device), which receives the respective travel route and preferably also the respective current position. On the basis of the received paths and, if necessary, on the basis of the received current positions, the respective spatial requirement of the respective vehicle along the respective travel route is determined, in particular for a predefined or predefinable section (for example in metres) starting from the current position. As soon as the central traffic control device determines that the determined, in particular calculated, spatial requirements of the two vehicles intersect, i.e. at least partially overlap one another, the traffic control device identifies a traffic conflict. For the traffic conflict, in particular for each traffic conflict identified by the traffic control device, it is checked which of the driverless transport vehicles involved in or generating the respective traffic conflict should change in terms of its movement and / or its trajectory. In particular, it is checked or determined for the or each identified traffic conflict which of the vehicles involved in the traffic conflict should come to a standstill. This means that in particular exactly one of the vehicles involved in the respective traffic conflict or generating the traffic conflict is selected, wherein the selected vehicle is prompted to come to a standstill, in particular by means of the previously described signal. In particular, the selected and, for example, therefore, stationary driverless transport vehicle is stopped, i.e. remains in its stationary state, for as long as the traffic conflict is not eliminated, i.e. for as long as the overlap of the spatial requirements is not eliminated. Thereby, it is possible to avoid blockages, for example collisions and the formation of congestion, whereby the transport of the transport goods by means of the driverless transport vehicles can be carried out particularly advantageously.

[0018] It has proven to be particularly advantageous if the signal prompts the selected driverless transport vehicle to change its movement along its trajectory, i.e. along the trajectory of the selected driverless transport vehicle, such that the selected, initially travelling driverless transport vehicle comes to a standstill. Thereby, it is possible to advantageously avoid the undesired and excessive formation of congestion by the driverless transport vehicles and the undesired collision of the driverless transport vehicles, in which for example both driverless transport vehicles come to a standstill.

[0019] The invention makes it possible, in particular, to carry out the following traffic situations without undesired effects, for example without the formation of undesired congestion:

[0020] - An unmanned transport vehicle avoids an obstacle and drives into oncoming traffic, that is to say into the track or trajectory of another unmanned transport vehicle driving towards it, or drives into a track provided next to it when the other unmanned transport vehicle overtakes it.

[0021] - A crossing, in which two unmanned transport vehicles drive on the crossing at the same time.

[0022] - One unmanned transport vehicle drives in front of another unmanned transport vehicle, wherein the one unmanned transport vehicle slows down or stops due to its detection of an obstacle. Without the method according to the application, that is to say without the traffic control that can be achieved by the method according to the application, the other unmanned transport vehicle would overtake the one unmanned transport vehicle and would most likely also stop thereafter, since it detects the same obstacle. This leads to both unmanned transport vehicles stopping side by side and, for example, blocking the entire passage. This situation can now be avoided by the method according to the application.

[0023] - An unmanned transport vehicle leaves its originally planned track, that is to say replans its track. Here, one of the unmanned transport vehicles, in particular exactly one unmanned transport vehicle, should be brought to a standstill when the other unmanned transport vehicle overtakes it or drives towards it, so that the tracks of the two unmanned transport vehicles intersect or touch, and / or when the spatial requirements overlap, in order to avoid a collision. This can also be advantageously achieved by the present application.

[0024] - A head-on collision can be avoided.

[0025] Another embodiment is characterized in that, after the selected unmanned transport vehicle has stopped and during the stationary state of the selected unmanned transport vehicle, the further unmanned transport vehicle drives, in particular continues to drive, along its, in particular originally planned, track. Thereby, on the one hand, undesired effects, such as collisions, can be avoided. On the other hand, the further unmanned transport vehicle can continue to drive, so that a stationary state of both unmanned transport vehicles can be avoided.

[0026] In another particularly advantageous embodiment of the application it is provided that, when it is determined by means of the central electronic computing device that the further driverless transport vehicle is driving so far that an overlap of the spatial requirements does not occur or said overlap is eliminated, the central electronic computing device transmits a further signal, in particular an electrical signal, in particular wirelessly, to the selected driverless transport vehicle, by means of which the selected driverless transport vehicle receiving said further signal is prompted to end its stationary state and to continue driving, in particular along the initially planned trajectory. Thereby a particularly high system throughput in terms of the transport of the transported goods can be achieved, since an excessively long stationary state of the selected driverless transport vehicle can be avoided. The above and below explanations regarding the embodiments of the first signal, in particular with regard to the transmission and reception of the first signal, can also be transferred without problems to said further signal and vice versa.

[0027] In another particularly advantageous embodiment of the application it is provided that the criteria include a respective, for example non-zero, speed of the respective driverless transport vehicle driving along its trajectory. Thus, for example, in the fourth step of the method it is provided that the respective speed, also referred to as driving speed, of the respective driverless transport vehicle is determined, in particular by means of the central electronic computing device. Here, for example, one of the first and second driverless transport vehicles is selected from the first and second driverless transport vehicles depending on the determined speed. Thus, for example, a driverless transport vehicle can be selected which has a higher or lower speed than the further driverless transport vehicle.

[0028] Another embodiment is characterized in that the criteria include a forward or backward driving of the first or second driverless transport vehicle. In other words, for example in the fourth step of the method a forward or backward driving of the first driverless transport vehicle is determined and a forward or backward driving of the second driverless transport vehicle is determined, in particular by means of the central electronic computing device, and then the driverless transport vehicle is selected depending on the respective determined forward or backward driving. By taking into account the speed and / or the forward or backward driving a particularly advantageous traffic flow and thereby a particularly high throughput, which is also referred to as system throughput, can be achieved.

[0029] In order to realize particularly advantageous traffic flows, it is provided in a further embodiment of the application that at least one point is determined by means of the central electronic computing device in which the position requirements overlap one another. By "point" is understood a position or an overlapping area in which the position requirements overlap one another. In particular, the overlapping area is a partial area of the above-mentioned first area and a partial area of the above-mentioned second area. Furthermore, in connection therewith it is preferably provided that the criteria include a respective distance of the respective driverless transport vehicle from the point, i.e. from the overlapping area. In other words, it is provided, in particular by means of the central electronic computing device, to determine a first distance of the first driverless transport vehicle from the point and a second distance of the second driverless transport vehicle from the point. Here, the driverless transport vehicle is selected from the first and second driverless transport vehicles in dependence on the distances.

[0030] It has proven particularly advantageous here for the driverless transport vehicle to be selected from the first and second driverless transport vehicles which is further away from the point than the other driverless transport vehicle. Thereby, it is possible to avoid both driverless transport vehicles entering their respective standstill in order to avoid a collision, in particular in the case of a platoon of driverless transport vehicles which are driving one behind the other. Thus, a particularly high system throughput can be realized thereby.

[0031] Finally, it has proven particularly advantageous for the criteria to include at least one operating state of the respective driverless transport vehicle from a plurality of possible mutually different operating states. In other words, it is preferably provided within the scope of the method according to the application that the respective driverless transport vehicle can assume a plurality of different operating states. A first operating state from the operating states is, for example, that the respective driverless transport vehicle, in particular its energy store which is configured for storing electrical energy or current, is being charged, so that the driverless transport vehicle whose energy store is being charged is in a standstill as such. A second operating state is, for example, that the driverless transport vehicle is driving along its trajectory. A third operating state is, for example, that the driverless transport vehicle is standing still but is not being charged thereby. Thus, it is preferably provided in a fourth step of the method that the driverless transport vehicle is selected from the first and second driverless transport vehicles in dependence on the operating state in which the driverless transport vehicle is just, i.e. currently. Thereby, it is possible to avoid, for example, that a further driverless transport vehicle also comes to a standstill when one of the driverless transport vehicles is already in a standstill, for example due to being loaded, so that a particularly high system throughput can be realized.

[0032] A second aspect of the application relates to a system for implementing the method according to the application according to the first aspect of the application. The advantages and advantageous embodiments of the first aspect of the application are considered advantages and advantageous embodiments of the second aspect of the application and vice versa. BRIEF DESCRIPTION OF DRAWINGS

[0033] Further details of the application result from the following description of preferred embodiments and the drawings. In the drawings:

[0034] Figure 1 schematic top view showing two non-track-connected driverless transport vehicles driven by means of the method according to the application and here driving;

[0035] Figure 2 schematic top view showing one of the driverless transport vehicles;

[0036] Figure 3 schematic top view showing one of the driverless transport vehicles;

[0037] Figure 4 schematic top view showing one of the driverless transport vehicles;

[0038] Figure 5 schematic top view showing one of the driverless transport vehicles;

[0039] Figure 6 schematic top view showing one of the driverless transport vehicles;

[0040] Figure 7 schematic top view showing one of the driverless transport vehicles;

[0041] Figure 8 schematic top view showing one of the driverless transport vehicles;

[0042] Figure 9 schematic top view showing one of the driverless transport vehicles; and

[0043] Figure 10 schematic top view showing one of the driverless transport vehicles. DETAILED DESCRIPTION

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

[0045] Figure 1In a schematic top view, two driverless transport vehicles 1 and 2 are shown, which are used for transporting transport goods, for example components, from which a product, for example a motor vehicle, in particular a car and especially a passenger car, is manufactured. The respective driverless transport vehicle 1 or 2 is also referred to in the following simply as vehicle or robot, since the respective driverless transport vehicle 1 or 2 preferably automatically, in particular fully automatically, travels on and along a ground 3. Accordingly, the respective vehicle is a driverless transport vehicle which is associated with the ground, however the respective vehicle is a non-track-connected vehicle. This is to be understood as meaning that the respective vehicle can move substantially freely in space, that is to say for example within a building, for example a hall, that is to say can travel freely, in particular along the ground 3 pattern. In this respect, it is in particular to be understood that the respective vehicle calculates its respective trajectory itself, along which the vehicle travels. Accordingly, the respective trajectory is not fixedly predefined, for example as in a block regulation system, but is calculated and in particular dynamically calculated and thus generated by the respective vehicle, in particular during the respective travel of the respective vehicle. To this end, the respective vehicle comprises for example a mobile electronic computing device 4 or 5, which is held for example at least indirectly on the respective travel mechanism of the respective vehicle. The respective travel mechanism comprises for example ground contact elements, in particular wheels, by means of which the respective vehicle can be supported or supported on the ground 3 in the vertical direction downwards, in particular in such a way that the ground contact elements roll on the ground 3 when the respective vehicle travels on and along the ground 3 and during this travels along its respective trajectory, while the respective vehicle is supported on the ground 3 in the vertical direction downwards by means of its ground contact elements. Accordingly, the respective vehicle has for example also at least one respective drive motor, by means of which at least one or at least two of the respective ground contact elements of the respective vehicle can be driven. The drive motor is for example an electric motor, which can be driven by means of electrical energy, in particular electrical current. It is preferably provided here that the respective vehicle also comprises an electrical energy accumulator for storing electrical energy or electrical current. Here, the respective drive motor can be supplied with electrical energy stored in the respective accumulator and driven by means of the electrical energy stored in the respective accumulator in order to drive at least one ground contact element of the respective vehicle and thus the respective vehicle using electrical energy and thereby to cause the vehicle to travel along the respective trajectory.

[0046] In Figure 1 the trajectory of the driverless transport vehicle 1 calculated by the driverless transport vehicle 1 is indicated by an arrow 6, the trajectory of the driverless transport vehicle 2 calculated by the driverless transport vehicle 2 is indicated in Figure 1The movement of the respective vehicle relative to the ground 3 and thus of its respective mobile electronic computing device 4 or 5 relative to the ground is indicated by the arrows 7. It can be seen that the respective vehicle moves relative to the ground 3 when it is driven along its respective trajectory and thus its respective mobile electronic computing device 4 or 5 moves relative to the ground.

[0047] A method for coordinating the driverless transport vehicles 1 and 2, in particular their driving, is described below. In the present method, a central electronic computing device 8 is used, which is arranged in addition to and externally with respect to the mobile electronic computing devices 4 and 5. Furthermore, the mobile electronic computing devices 4 and 5 are external with respect to one another. In this connection, it is in particular to be understood that the mobile electronic computing devices 4 and 5 are not components of the central electronic computing device 8 and vice versa. The central electronic computing device is in particular positionally fixed. This is in particular to be understood as meaning that the central electronic computing device 8 does not move relative to the ground 3. The central electronic computing device 8 is also referred to as a central traffic control device. As is set out in more detail below, in the context of the driverless transport vehicles 1 and 2 calculating their trajectories by means of their mobile electronic computing devices 4 and 5 and thus being able to move back and forth in space at least almost freely, the central electronic computing device 8 is used in addition to the mobile electronic computing devices 4 and 5, whereas the use of said central electronic computing device would have been avoided by the driverless transport vehicles 1 and 2 calculating their trajectories by themselves, which at first glance appears to be disadvantageous or redundant. However, it has been found that some situations, in particular traffic situations, can arise when using driverless transport vehicles 1 and 2 which are not trajectory-connected, which can lead to the formation of non-desired blockages and in this connection in particular to the formation of congestion, in the context of which both driverless transport vehicles 1 and 2 come to a standstill, wherein such non-desired situations can be avoided by using the central electronic computing device 8. Thus, by means of the method described below and in particular by using the electronic computing device 8, a particularly high throughput, also referred to as system throughput, can be achieved, in particular in the context of the advantageous transport of the previously mentioned transport goods in terms of time and costs by means of the driverless transport vehicles 1 and 2, which are also referred to as driverless transport systems.

[0048] The respective vehicle has a respective front F and a respective rear R, wherein the respective vehicle drives forward, i.e. carries out a forward drive, when the respective vehicle drives with its front F in front. The respective vehicle can also drive with its respective rear R in front, so that the respective vehicle drives backward, i.e. carries out a backward drive. It is, for example, provided that no laser radar sensor is arranged on the respective rear R, but only a bumper and a sonar sensor, in order to avoid possible accidents, such as collisions. Nevertheless, by means of the present method it is possible to avoid the formation of a jam, for example a congestion, within the scope of which both driverless transport vehicles 1 and 2 come to a standstill. A further background of the present method can be that the respective vehicle, in particular its respective mobile electronic computing device 4 or 5, considers or characterizes all objects, which are detected by means of the respective sensors of the respective vehicle, as stationary objects. Even when the respective vehicle detects, by means of its sensors, a further vehicle which is driving towards the respective vehicle, the respective vehicle does not consider the further vehicle as a moving vehicle and therefore does not adjust its behavior accordingly, in particular in the general solution. This can also lead to the formation of a jam, that is to say to a blockage of vehicles, which can now be avoided by means of the method. In a first step of the method, the central electronic computing device 8, the central traffic control device, receives a trajectory of the driverless transport vehicle 1, which is calculated by the driverless transport vehicle 1 itself and is also referred to as a first trajectory. In a second step of the method, the central electronic computing device 8 receives a trajectory of the driverless transport vehicle 2, which is calculated or generated by the driverless transport vehicle 2 itself and is also referred to as a second trajectory.

[0049] By means of Figure 1 It can be seen that the driverless transport vehicle 1 calculates and therefore plans its trajectory by means of its mobile electronic computing device 4 in such a way that the trajectory of the driverless transport vehicle 1 leads past the obstacle H in such a way that the driverless transport vehicle 1, when driving along its trajectory or when driving along its trajectory, drives around or will drive around the obstacle H without a collision of the driverless transport vehicle 1 with the obstacle H occurring. It can be envisaged here in particular that the driverless transport vehicle 1 plans its trajectory without taking into account the driverless transport vehicle 2 and its trajectory, so that it can be possible for the trajectories of the driverless transport vehicles 1 and 2, in particular the planned trajectories of the driverless transport vehicles 1 and 2, to intersect, so that the spatial requirements 10 and 11 necessarily at least partially overlap one another, or the spatial requirements 10 and 11 of the driverless transport vehicles 1 and 2 partially overlap one another without the trajectories of the driverless transport vehicles 1 and 2 intersecting or touching.

[0050] From Figure 2As can be seen from Figure 3 , the respective driverless transport vehicle 1 or 2 is not only to be understood as the transport vehicle itself configured for transporting the transport goods, but is to be understood as the whole consisting of the transport vehicle itself and the transport goods transported by means of the transport vehicle, which is designated with 9. This is advantageous in particular in the third step of the method, because in the third step of the method the first space requirement 10 of the driverless transport vehicle 1 including its transport goods and the second space requirement 11 of the driverless transport vehicle 2 including its transport goods along the respective trajectory are determined by means of the central electronic computing device 8, as can be seen from Figure 3 . The first trajectory of the driverless transport vehicle 1 is designated with 12 in Figure 3 , while the second trajectory of the driverless transport vehicle 2 is designated with 13 in Figure 3 . The first space requirement 10 along the trajectory 12 is to be understood as a first driving tube or a first area 14, through which the driverless transport vehicle 1 will drive when driving along its trajectory 12 or along its trajectory. Thus, the second space requirement 11 is to be understood as a second driving tube or a second area 15, through which the driverless transport vehicle 2 will drive when driving along its trajectory 13 or along its trajectory.

[0051] In the fourth step of the method, it is determined by means of the central electronic computing device 8 that the space requirements 10 and 11, i.e. the areas 14 and 15, at least partially overlap with each other, i.e. intersect each other or at least partially lie within each other. In other words, it is determined that the areas 14 and 15 overlap each other at least in a common area 16, which is thus a partial area of the area 14 and a partial area of the area 15. In yet other words, for example, at least one point is determined at which or in which the areas 14 and 15 overlap, wherein here the point is or lies in the area 16. For example, the area 16 can be at least point-like and thus can at least be considered a point.

[0052] As can be seen from Figure 2 , the respective driverless transport vehicle 1 or 2 has an outer dimension, wherein, in Figure 2In this context, one of the outer dimensions is denoted by B. The outer dimension B is, for example, the width of the driverless transport vehicle 1 or 2 in the loaded state of the transport vehicle 1 or 2, which width is, for example, in particular always perpendicular to the respective tangent on the respective track 12 or 13, wherein the tangent extends, for example, through a point, in particular the midpoint and / or the center of gravity, of the respective driverless transport vehicle 1 or 2 on its respective track 12 or 13. In other words, the width B is here the width of the transport vehicle 1, 2 in the loaded state. In this case, the load is significantly wider than the vehicle or the transport robot of the vehicle itself. Accordingly, in particular, the loaded state is always taken into account. The respective space requirement 10 or 11 is determined, for example, in such a way that a virtual circle is drawn around the respective point of the respective vehicle, the center point of which lies on this point, in particular such that the respective driverless transport vehicle 1 or 2 lies completely within this circle. The point is thus located on the respective track 12 or 13. Such a circle is then produced, for example, for each point or some points on the track 12 or 13, wherein these circles together result in the respective area 14 or 15, i.e. the respective space requirement 10 or 11.

[0053] It can be provided that the respective vehicle, in particular the respective mobile electronic computing device 4 or 5 of the vehicle, has a safety system in order to achieve a particularly high safety. The safety system should avoid accidents or collisions, in particular by stopping the respective vehicle and / or at least reducing the respective speed at which the respective vehicle is traveling, in particular along its respective track 12 or 13, especially in the area of crossroads and / or in predefinable or predefined areas with speed limits. It can be provided that the respective vehicle tends to travel in the center of the lane, so that the vehicle can keep the maximum distance to all objects in its surroundings and can travel here at the maximum speed or at the highest possible speed. It is however conceivable to use directional areas such that the respective vehicle does not travel in the center, but rather on the right or on the left, in order to achieve that the vehicles can overtake each other, in particular in the case of sufficiently wide lanes.

[0054] If it is now determined by means of the central electronic computing device 8 that the spatial requirements 10 and 11 at least partially overlap one another, then by means of the central electronic computing device 8 one of the first and second driverless transport vehicles 1 and 2 is selected in accordance with at least one criterion. Furthermore, the central electronic computing device 8 transmits at least one signal, in particular an electrical signal, to the selected driverless transport vehicle, which receives said signal. By means of said signal the selected driverless transport vehicle is prompted to change its movement along its trajectory and / or to change its trajectory itself. For example, it is determined by means of the central electronic computing device 8 that the spatial requirements 10 and 11 at least partially overlap one another during the travel of the driverless transport vehicles 1 and 2 along their trajectories 12 and 13. Here, it is provided in the embodiment shown in the drawing that by means of said signal the selected driverless transport vehicle is prompted to change its movement along its trajectory in such a way that the selected driverless transport vehicle which initially travels along its trajectory is brought to a standstill, and in particular the respective further driverless transport vehicle continues to travel along its trajectory. Said method comprises for example three logics, which are executed in parallel to one another. The first logic is explained by means of the flowchart shown in Figure 5 , the second logic is explained by means of the flowchart shown in Figure 6 , and the third logic is explained by means of the flowchart shown in Figure 7 . The idea underlying the present method is in particular that as simple a solution as possible is found to avoid the undesired formation of a vehicle jam or a vehicle congestion. The present method can be used as a traffic control concept in order to accumulate experience and to develop more complex traffic controls thereon. Said solution provides in particular that the respective spatial requirement 10 or 11 of the respective vehicle along the respective trajectory 12 or 13 is determined, and it is checked whether a traffic conflict, i.e. whether an at least partial overlap of the spatial requirements, occurs there. If this is the case, then it is provided that exactly one of the driverless transport vehicles 1 and 2 is brought to a standstill. In other words, it is provided with reference to the driverless transport vehicles 1 and 2 that only one of the driverless transport vehicles 1 and 2 is brought to a standstill, while the respective further driverless transport vehicle 2 or 1 continues to travel along its respective trajectory 13 or 12. Said signal is therefore for example a stop signal, which prompts the selected driverless transport vehicle to come to a standstill. The stop signal is intended to avoid the situation that the two vehicles are so close to one another that for example a further vehicle cannot get past the stopped vehicle. Furthermore, said method can for example assist the respective vehicle when driving backwards.

[0055] by means of the flowchart shown in Figure 5The first logic shown in Fig. 1 for example stops the selected vehicle. In block 58 of the first logic, it is determined whether the traffic conflict or a traffic conflict is determined. In other words, it is determined in block 58 for example that the space requirements 10 and 11 at least partially overlap each other. In block 17 it is determined whether the traffic conflict determined in block 58 is an already determined or existing conflict. This can be done for example by querying a database in which detected traffic conflicts are recorded, so that the traffic conflict determined in block 58 is an already existing traffic conflict for example when the traffic conflict determined in block 58 is already recorded in the database. If the traffic conflict determined in block 58 is not yet recorded in the database, the traffic conflict determined in block 58 is a new and not yet existing traffic conflict. If the traffic conflict determined in block 58 is an already existing traffic conflict, the first logic comes to block 18 in which the logic ends and thus no further steps are performed. If, however, the traffic conflict determined in block 58 is a new and not yet existing traffic conflict, the traffic conflict determined in block 58 is analyzed in block 19. In particular, one of the autonomous transport vehicles 1 and 2 is selected in block 19. The selected autonomous transport vehicle is stopped in block 20 and the determined traffic conflict is recorded in the database in block 58.

[0056] In Figure 6 The logic shown in Fig. 2 is responsible for resuming the selected autonomous transport vehicle stopped in block 20. In other words, the database is checked for traffic conflicts in block 21 of the second logic. In other words, the traffic conflicts registered in the database are queried for example in block 21. In block 22 it is checked whether the respective traffic conflict retrieved or queried from the database still exists. If the traffic conflict retrieved from the database in block 21 no longer exists, the selected and stopped autonomous transport vehicle involved in the traffic conflict retrieved from the database in block 21, which has been stopped and is thus stationary, is prompted to cancel its stationary state and to continue driving for example along its trajectory in block 23. This is done for example in that the central electronic computing device 8 provides a further signal and transmits the further signal to the selected stopped autonomous transport vehicle, which receives the further signal, in particular an electrical signal. By means of the further signal, the selected stopped autonomous transport vehicle is prompted to end its stationary state and to continue driving, in particular along its trajectory.

[0057] In Figure 7In a block 24 of the third logic shown in Fig. 1, it is checked whether an autonomous transport vehicle, for example the autonomous transport vehicles 1 and 2, is in a traffic conflict, i.e. participates in a traffic conflict. When an autonomous transport vehicle participates in a traffic conflict for a longer time than, for example, a predefinable or predefined period of time, for example x seconds, or causes the traffic conflict and, in particular, does not comply with the exception rules, then the autonomous transport vehicle is released in a block 25, i.e. is caused to start or continue driving.

[0058] It can be seen that the logic is provided for, in particular, exactly two autonomous transport vehicles, i.e. for a traffic conflict, in particular, exactly two autonomous transport vehicles. This is based on the assumption that at least almost every traffic conflict begins with a conflict of (in particular, exactly) two autonomous transport vehicles, wherein further vehicles can participate in the traffic conflict, respectively, in the further course of the traffic conflict. It is, of course, possible to apply the present method and the described logic to traffic situations or traffic conflicts in which more than two autonomous transport vehicles participate.

[0059] From Figure 3 It can be seen from Fig. 1 that it can also be provided that, for the respective autonomous transport vehicle 1 or 2, a respective stop area 26 or 27, also referred to as braking area, can be determined, in particular calculated, by means of the central electronic computing device 8. The respective stop area 26 or 27 is an area in which the initially driving autonomous transport vehicle 1 or 2 reaches a standstill with a certain probability when the central electronic computing device 8 transmits or will transmit a stop signal to the respective autonomous transport vehicle 1 or 2 at a certain point in time, in particular at the current point in time. It can be assumed here that one autonomous transport vehicle or the autonomous transport vehicles is / are selected from the autonomous transport vehicles 1 and 2 in accordance with the determined stop areas 26 and 27. Alternatively or additionally, the vehicle is selected in accordance with the respective distance of the autonomous transport vehicles 1 and 2 to the area 16, i.e. to the point at which the space requirements 10 and 11 overlap one another.

[0060] Alternatively or additionally, it can be assumed that a respective area 14 or 15, also referred to as conflict area, is determined along the respective trajectory 12 or 13, said area 14 or 15 having a predefinable or predefined length, wherein the respective length is, in particular, extended from the aforementioned point of the respective vehicle and, in particular, along the trajectory 12 or 13 in the driving direction of the respective vehicle, i.e. in the driving direction along the respective trajectory 12 or 13. A length of 7 meters of the conflict area has proven to be particularly advantageous.

[0061] In particular, the respective vehicle transmits its current position along its respective trajectory 12 or 13 to the computing device 8, wherein in particular the respective position of the respective vehicle corresponds to one point of the respective trajectory 12 or 13 of the respective vehicle. The computing device 8 can then calculate the respective conflict area, in particular the length of the conflict area, from said position. Furthermore, it is preferably provided that the respective vehicle transmits its orientation to the computing device 8, so that the computing device 8 can determine from the orientation in which direction the respective vehicle is driving along its respective trajectory 12 or 13. The electronic computing device 8 uses this direction, for example, so that the electronic computing device 8 calculates the conflict area, in particular the conflict area with the respective length, from said position in said direction, which is, for example, the driving direction. Furthermore, the respective vehicle can transmit further coordinates to the computing device 8, wherein said coordinates, for example, characterize the path of the respective vehicle from its current position to its destination. In particular on the basis of the current position, the orientation, in particular the direction or driving direction, and, for example, on the basis of said further coordinates, the computing device 8 calculates the respective conflict area, i.e. calculates the respective area 14 or 15 and thus the respective space requirement 10 or 11. If the conflict areas overlap, this is considered a traffic conflict or the aforementioned traffic conflict.

[0062] For example by Figure 4 The respective orientation of the respective vehicle is visible, for example. The straight line 28 represents the orientation of the driverless transport vehicle 2, for example, and the straight line 29 represents the orientation of the driverless transport vehicle 1. The vehicles are selected, for example, in accordance with said orientations. In particular it can be understood here that the vehicles are selected in accordance with an angle or the smallest angle enclosed by the straight lines 28 and 29. Alternatively or additionally, it is conceivable to divide the surroundings of the respective vehicle into different sections along a circumferential direction extending around the vertical direction, wherein the vehicles are selected, for example, in accordance with in which section the respective vehicle is located and / or in which section the respective straight line 28 or 29 extends.

[0063] Figure 8 A further flowchart for further illustrating the method is shown. In particular, Figure 8A flow or logic starting at a start point 30 is shown. At the start point 30 a traffic conflict or the previously described traffic conflict is determined. In a block 31 it is checked whether one of the vehicles participating in the traffic conflict or causing the traffic conflict is located in an area for which it is defined that only one unique unmanned transport vehicle is allowed to stop in the area at the same time. If this is the case, in a block 32 it is checked whether both vehicles participating in the traffic conflict are located in the area. If this is not the case, in a block 33 a vehicle is selected and stopped which is not in the area but outside the area. If in the block 31 it is determined that none of the vehicles participating in the traffic conflict is in the area or if in the block 32 it is determined that both vehicles participating in the traffic conflict are in the area, in a block 34 it is checked whether one of the vehicles participating in the traffic conflict has planned its trajectory through the stop area of the other vehicle. If this is not the case, the logic moves to a block 35. Otherwise the logic moves to a block 36 in which it is determined or checked whether both vehicles participating in the traffic conflict have planned their trajectories through both stop areas, that is to say whether the trajectory 12 extends through the stop area 27 and the trajectory 13 extends through the stop area 26. If this is the case, the logic moves to the block 35. Otherwise the logic moves to a block 37 in which a vehicle is constructed and stopped whose trajectory extends through the stop area of the respective other vehicle.

[0064] In block 35 it is determined or checked whether one of the vehicles involved in the traffic conflict is driving backwards. If this is the case, the logic moves to block 59. Otherwise, the logic moves to block 60. In block 59 it is checked or determined whether both vehicles are driving backwards. If this is the case, the logic moves to block 60. Otherwise, the logic moves to block 38, in which the vehicle driving backwards is selected and stopped. In block 60 it is determined or checked whether one of the vehicles involved in the traffic conflict is closer to the overlap region than the other vehicle. In other words, the region 16 or point in or on which the space requirements 10 and 11 overlap each other is also called the conflict region or conflict point. Thus, for example, a first distance of the unmanned transport vehicle 1 to the conflict point and a second distance of the unmanned transport vehicle 2 to the conflict point are calculated, wherein from the unmanned transport vehicles 1 and 2 the unmanned transport vehicle is selected depending on the distances. If in block 60 it is determined that one of the vehicles is closer to the conflict point than the other vehicle, it is determined that one of the distances is smaller than the other distance or vice versa, and the logic moves to block 39. In block 39 the unmanned transport vehicle 1 or 2 is selected which has a greater distance to the conflict point (region 16) than the other unmanned transport vehicle 2 to 1. In other words, the vehicle having the greater distance to the conflict point is selected and stopped. If in block 60 it is determined that none of the vehicles is closer to the conflict point than the other vehicle, so that for example in block 60 it is determined that the distances are equal, the logic moves to block 40. In block 40 one of the unmanned transport vehicles 1 and 2 is selected randomly, i.e. based on chance, and is stopped.

[0065] Figure 9A further flow chart for further illustrating the method is shown. In block 41, a list of vehicles to be stopped by means of the electronic computing device 8 is determined, for example by means of a database and the traffic conflicts recorded in the database. Block 42 shows that this is done for each traffic conflict. In block 43, it is checked whether the location requirements 10 and 11, also referred to as conflict zones or conflict areas, still overlap. If this is not the case, the respective traffic conflict is deleted from the database in block 44, whereupon the method moves to block 45. If, however, it is determined in block 43 that the location requirements 10 and 11 still overlap one another, it is determined in block 46 whether the vehicles involved in the respective traffic conflict are arranged close to one another, in particular such that the distance between the vehicles involved in one traffic conflict is below a pre-given or pre-givable threshold value. If this is not the case, the method moves to block 45. Otherwise, the method moves to block 46, in which the respective traffic conflict is deleted from the database. In block 45, it is checked whether the last vehicle of the list has been checked. If this is not the case, the method moves to block 43. Otherwise, the method moves to block 48. In block 48, it is identified which vehicle is no longer listed as a vehicle to be stopped or to be brought to a standstill, that is to say which vehicle does not have an entry in the database with respect to a traffic conflict. Finally, in block 49, all vehicles identified in block 48 are released, that is to say caused to continue driving.

[0066] Finally, Figure 10 A further flow chart for further illustrating the method is shown. In block 50, the list already described with respect to block 41 is determined, and block 51 represents that this step is performed for all vehicles. In block 52, it is checked whether the respective vehicle of the list is still moving. If this is not the case, it is determined in block 53 whether the respective vehicle is driving on a curve. If this is not the case, it is determined in block 54 whether the respective vehicle is in a platooning situation, in which the vehicle drives in front of another vehicle and / or behind a further vehicle, in particular such that the vehicles form a platoon. If this is not the case, the method moves to block 55. If it is determined in block 52 that the respective vehicle is still moving, in block 53 that the vehicle is driving on a curve, or in block 54 that the vehicle is in a platooning situation, the method moves to block 56, which also follows block 55. In block 55, the respective vehicle is marked as released. "Released" can be understood as the vehicle released being caused to continue driving, in particular along its trajectory. In block 56, it is checked whether the last vehicle of the list has been checked. If this is not the case, the method moves to block 51. Otherwise, the method moves to block 57. In block 57, all vehicles are released and thus caused to continue driving when all vehicles involved in the respective traffic conflict are marked as released in the respective traffic conflict.

[0067] List of reference signs

[0068] 1 unmanned transport vehicle

[0069] 2 unmanned transport vehicle

[0070] 3 ground

[0071] 4 mobile electronic computing device

[0072] 5 mobile electronic computing device

[0073] 6 arrow

[0074] 7 arrow

[0075] 8 central electronic computing means

[0076] 9 transport goods

[0077] 10 space requirement

[0078] 11 space requirement

[0079] 12 trajectory

[0080] 13 trajectory

[0081] 14 area

[0082] 15 area

[0083] 16 area

[0084] 17 frame

[0085] 18 frame

[0086] 19 frame

[0087] 20 frame

[0088] 21 frame

[0089] 22 frame

[0090] 23 frame

[0091] 24 frame

[0092] 25 frame

[0093] 26 stop area

[0094] 27 stop area

[0095] 28 straight line

[0096] 29 straight line

[0097] 30 frame

[0098] 31 frame

[0099] 32 frame

[0100] 33 frame

[0101] 34 frame

[0102] 35 frame

[0103] 36 frame

[0104] 37 frame

[0105] 38 frame

[0106] 39 frame

[0107] 40 frame

[0108] 41 frame

[0109] 42 frame

[0110] 43 frame

[0111] 44 frame

[0112] 45 frame

[0113] 46 frame

[0114] 47 frame

[0115] 48 frame

[0116] 49 frame

[0117] 50 frame

[0118] 51 frame

[0119] 52 frame

[0120] 53 frame

[0121] 54 frame

[0122] 55 frame

[0123] 56 frame

[0124] 57 frame

[0125] 58 frame

[0126] 59 frame

[0127] 60 frame

[0128] B dimension

[0129] F front

[0130] H obstacle

[0131] R rear

Claims

1. A method for coordinating driverless transport vehicles, the method comprising the following steps: - Using the central electronic computing device (8): Receive the first trajectory (12) of the first unmanned transport vehicle (1) calculated by the first unmanned transport vehicle in the unmanned transport vehicle. - Using the central electronic computing device (8): Receive the second trajectory (13) of the second unmanned transport vehicle (2) calculated by the second unmanned transport vehicle in the unmanned transport vehicle. - Using a central electronic computing device (8): determine the first space requirement (10) of the first unmanned transport vehicle (1) along the first trajectory (12) and the second space requirement (11) of the second unmanned transport vehicle (2) along the second trajectory (13); - When it is determined by means of a central electronic computing device (8) that the first space requirement (10) and the second space requirement (11) at least partially overlap: • Using a central electronic computing device (8), the first unmanned transport vehicle (1) or the second unmanned transport vehicle (2) is selected according to at least one criterion; and • At least one signal is transmitted to the selected driverless transport vehicle via a central electronic computing device (8), wherein, The signal is used to cause the selected unmanned transport vehicle to change its movement along its trajectory and / or change its trajectory. The central electronic computing device (8) determines a point (16) where a first space requirement (10) and a second space requirement (11) overlap. The criteria include the corresponding distance between the autonomous vehicle and the point (16). An autonomous vehicle is selected from the first and second autonomous vehicles, wherein the distance between the autonomous vehicle and the point (16) is greater than the distance between the other autonomous vehicle and the point. The signal causes the selected autonomous vehicle to change its movement along its trajectory, so that the selected autonomous vehicle initially traveling along the trajectory stops, in order to deal with the traffic conflict between the first and second autonomous vehicles.

2. The method according to claim 1, characterized in that, After the selected driverless transport vehicle has come to a stop and while the selected driverless transport vehicle is stationary, the other driverless transport vehicle travels along its trajectory.

3. The method according to claim 2, characterized in that, If the central electronic computing device (8) determines that the other unmanned transport vehicle is traveling at a distance such that there is no overlap between the first space requirement (10) and the second space requirement (11), the central electronic computing device (8) transmits another signal to the selected unmanned transport vehicle, which causes the selected unmanned transport vehicle to end its stopped state and continue driving.

4. The method according to any one of claims 1 to 3, characterized in that, The standard includes the corresponding speed of the corresponding driverless transport vehicle, which travels along its trajectory at the corresponding speed.

5. The method according to any one of claims 1 to 3, characterized in that, The standard includes: the first unmanned transport vehicle or the second unmanned transport vehicle moving forward or backward.

6. The method according to any one of claims 1 to 3, characterized in that, The standard includes at least one of several possible, distinct operating states of the corresponding driverless transport vehicle.

7. A system for carrying out the method according to any one of claims 1 to 6.

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