Vehicle convoy, in particular heavy goods vehicles, and procedures for operating a vehicle convoy

Abstract

Vehicle convoy, in particular heavy goods vehicle, and a method for operating a vehicle convoy with at least one main sub-convoy (1) and at least one secondary sub-convoy (2), wherein each main sub-convoy (1) and each secondary sub-convoy (2) each comprises at least one convoy group (3), wherein each convoy group (3) each comprises at least two coupled units (4), wherein each secondary sub-convoy (2) comprises a sub-master unit (8), wherein the sub-master unit (8) is configured to receive and pre-process status data (7) of the units (4) of the secondary sub-convoy (2) to which it belongs, wherein each main sub-convoy (1) comprises a main-master unit (6), wherein the main-master unit (6) is configured toto receive state data (7) of the units (4) of its associated main sub-unit (1) and the pre-processed state data (9) of at least one sub-unit (2) and to determine control data (10) and / or pre-control data from the received state data (7) and pre-processed state data (7), wherein the main master unit (6) is configured to transmit the determined control data (10) and / or pre-control data to the units (4) of its associated main sub-unit (1) and to the sub-unit (2).

Description

[0001] The invention relates to a vehicle combination, in particular a heavy-duty vehicle.

[0002] Furthermore, the invention relates to a method for operating a vehicle convoy.

[0003] Due to the diverse transport applications and areas of use, vehicles with modular designs, so-called vehicle convoys, are used in the heavy-duty sector. Modular heavy-duty vehicles or vehicle convoys typically consist of vehicles and drive units that are electrically, hydraulically, and mechanically linked. Depending on the application, the number of vehicles and drive units required for transport varies. The trend is toward ever larger transport cases and thus an ever-increasing number of vehicles and drive units.

[0004] To enable basic functions such as driving, braking, steering, and leveling across the entire network of vehicles and drive units, each individual unit is equipped with control units that communicate with each other. As the number of units increases, so does the number of control units that communicate with each other. Typically, there is one unit that assumes control of a function within the network: the so-called master. This can be the same unit for all functions, but it doesn't have to be. The other units provide information to the master and, in turn, receive information from the master, which they then process.

[0005] The control units in the units have limited resources such as memory and processor power. A larger number of units therefore means a greater need for and exchange of information, and thus a higher consumption of resources. Simply receiving the information and checking its validity / correctness from a corresponding number of units can overwhelm a single computer, i.e., a single unit, or exceed its available resources. Furthermore, the runtime of the information between the units also increases. Thus, the maximum number of units, and thus the size of the vehicle group, is limited by the resources of the control units and the information runtime.

[0006] For this reason, in practice, the number of units is limited to a defined size to keep resources within a stable range. This limitation limits the size of the vehicle convoy and, consequently, the transport application.

[0007] The present invention is therefore based on the object of designing and developing a vehicle combination and a method for operating a vehicle combination in such a way that reliable operation is possible with structurally simple means even with a large number of units coupled to one another.

[0008] According to the invention, the above object is achieved with respect to the vehicle combination by the features of claim 1. This provides a vehicle combination, in particular a heavy-duty vehicle, with at least one main sub-combination and at least one secondary sub-combination, each main sub-combination and each secondary sub-combination each having at least one combination group, each combination group each having at least two units coupled to one another, wherein each secondary sub-group has a sub-master unit, wherein the sub-master unit is designed to receive and pre-process status data of the units of the secondary sub-group associated with it, wherein each main sub-group has a main master unit, wherein the main master unit is designed to receive status data of the units of the main sub-group associated with it and the pre-processed status data of at least one secondary sub-group and to determine control data and / or pre-control data from the received status data and pre-processed status data, wherein the main master unit is designed to transmit the determined control data and / or pre-control data to the units of the main sub-group associated with it and to the secondary sub-group.

[0009] With regard to the method, the underlying problem is solved by the features of claim 12. This specifies a method for operating a vehicle convoy, in particular a vehicle convoy according to one of claims 1 to 11, having at least one main sub-convoy and at least one secondary sub-convoy, wherein each main sub-convoy and each secondary sub-convoy each has at least one convoy group, wherein each convoy group has two units coupled to one another, wherein each secondary sub-convoy has a sub-master unit, wherein the sub-master unit receives and pre-processes status data of the units of the secondary sub-convoy associated with it, wherein each main sub-convoy has a main master unit,wherein the main master unit receives status data of the units of its associated main sub-group as well as the pre-processed status data of at least one secondary sub-group and determines control data and / or pre-control data from the received status data and pre-processed status data, wherein the main master unit transmits the determined control data and / or pre-control data to the units of its associated main sub-group and to the secondary sub-group.

[0010] According to the invention, it has been recognized that the underlying problem can be solved in an astonishingly simple manner by dividing and preprocessing the information or status data. Specifically, this involves dividing the vehicle assembly into at least one main subassembly and at least one secondary subassembly, defining at least one main master unit and at least one sub-master unit. The main master unit receives and further processes the status data preprocessed by a sub-master unit. Since the status data has already been preprocessed by the sub-master unit, the computing power and time required by the main master unit are significantly reduced. The runtime of the information or data is also reduced.Thus, the teaching of the invention makes it possible to ensure safe and reliable operation even with a large number of units coupled together to form a vehicle convoy. Overall, the teaching of the invention enables the transport of considerable loads and dimensions, for example, ships, spacecraft, drilling platforms, etc.

[0011] In the context of this disclosure, "determining the control data" can, for example, involve determining or determining manipulated variables or similar. Specifically, these could be a steering setpoint, a minimum and maximum drive pressure in the assembly, from which a pump setpoint or the control of the drive motors is derived, and / or a lift setpoint or a control of the outriggers. Furthermore, "determining the pre-control data" can, for example, involve determining the status data of the entire assembly from the status data of the individual units. This status data of the entire assembly could then be used by a sub-master unit to determine the control data for the secondary sub-assembly to which the sub-master unit belongs.

[0012] Advantageously, the main master unit can be designed to transmit the determined control data and / or pre-control data to the respective sub-master unit, wherein the sub-master unit can be designed to transmit the determined control data to the units of the secondary sub-group associated with it. With such a configuration, communication between the units of the secondary sub-group and the main master unit thus takes place indirectly, namely via the sub-master unit of the respective secondary sub-group. Alternatively or additionally, it is conceivable for the sub-master unit to determine control data for the secondary sub-group associated with it from the pre-control data, for example status data of the overall group, and transmit it to the units of this secondary sub-group.

[0013] In a further advantageous manner, the main master unit can be configured to transmit the determined control data to the units of the respective secondary sub-group. For this purpose, the main master unit could transmit the control data directly to the units of the secondary sub-group, for example, via broadcasting.

[0014] According to an advantageous development, several main sub-assemblies can be arranged, wherein each main sub-assembly can be assigned at least one sub-assembly with which data is exchanged. With a corresponding embodiment, it is particularly conceivable for each main sub-assembly to be defined with a main master unit for a specific function of the vehicle assembly, for example accelerating, braking, steering and / or leveling. The main master unit receives the status data or pre-processed status data of the units that are relevant to the respective function and uses this to determine control data, which in turn is transmitted directly or indirectly to the units. The main master unit could also transmit pre-control data to the respective sub-master unit for further processing.

[0015] Advantageously, the unit can be a drive unit, a chassis, and / or a chassis with an integrated drive unit. The chassis can, for example, each have a loading capacity of several tons, in particular up to 60 tons, per axle line. In other words, the units can be modular transport vehicles, for example, among others, self-propelled modular transport vehicles (SPMTs), as well as suitable drive units. The units of a vehicle assembly according to the invention can be coupled to one another, in particular hydraulically, electrically, and / or mechanically.The units do not have to be mechanically coupled to form a physical vehicle, but can also consist of two or more main sub-assemblies and / or secondary sub-assemblies, each consisting of mechanically coupled units, whereby the main sub-assemblies and / or secondary sub-assemblies are not mechanically coupled to one another, but as a whole represent a vehicle assembly. In concrete terms, for example, the vehicle assembly could comprise three physically independent assemblyes, each of which has units that are mechanically coupled to one another, so that a load can be placed on these three units. It is important that the vehicle assembly is a heavy-duty vehicle. Alternatively or additionally, each unit can have its own control device or Electronic Control Unit (ECU), for example a control unit or a microcontroller.It is pointed out that a vehicle assembly according to the invention can, in addition to the units mentioned above, also have further modules, for example so-called spacers, which serve to widen and / or extend the vehicle assembly.

[0016] In a particularly advantageous manner, an operating unit, for example a remote control, can be arranged for operating or controlling the vehicle convoy. The operating unit allows a driver to control the vehicle convoy at least with regard to one function, in particular to accelerate, decelerate, steer, and / or level. In a further advantageous manner, the operating unit can communicate with the main master of the main sub-convoy, which is responsible for the respective function.

[0017] According to an advantageous embodiment, the status data and / or the control data can be diagnostic data and / or function data, in particular relating to the acceleration, braking, steering and / or leveling functions of the units. In particular, the diagnostic data can be the target and actual states of valves, the current flowing through a valve, tire pressure, error information, a filter status (dirty or clean), control data as such, i.e. without feedback, a target value, e.g. for a light or axle lighting, and / or actual values ​​of pressures of the individual units. Alternatively or additionally, it is conceivable for the status data to be actual values ​​of a control system and / or for the control data to be manipulated variables of a control system.

[0018] Advantageously, preprocessing the status data can include receiving the data and / or checking the status data. In particular, preprocessing can involve determining a minimum and maximum drive pressure in the sub-assembly, a maximum steering deviation, a maximum and minimum support pressure, a summary of error information—i.e., not yet indicating which unit is experiencing an error, but which error is active in the sub-assembly—and / or a height deviation during leveling control.

[0019] According to an advantageous embodiment, the main sub-convoy and / or the secondary sub-convoy can comprise at least four convoy groups. Alternatively or additionally, a convoy group can comprise at least four units. A convoy with such a number of convoy groups and units has the advantage that even extremely large transport cases can be handled reliably.

[0020] Advantageously, the allocation of the convoy groups to a main convoy or a secondary convoy can be performed by a control device of a unit or by a user. In other words, the division of the vehicle convoy into at least one main convoy and at least one secondary convoy can be performed automatically or manually.

[0021] In a further advantageous manner, the allocation of the vehicle groups to a main sub-context or a secondary sub-context can be carried out taking into account the utilization of a unit's memory and / or the utilization of a unit's control device and / or the number of coupled units. Such a configuration has the advantage that a division of the vehicle context - manually or automatically - occurs when the number of units coupled together to form the vehicle context or the control / regulation of the vehicle context is so large that, without preprocessing of the status data, a master unit would be overwhelmed with the control or regulation.

[0022] It should be noted that the features of the vehicle assembly according to the invention can also have a procedural aspect. A combination of these features with the features relating to the method claim is not only possible but also advantageous. Likewise, the features relating to the method according to the invention can also have a structural aspect. A combination of these features with the features relating to the vehicle assembly is not only possible but also advantageous.

[0023] There are now various possibilities for advantageously embodying and developing the teaching of the present invention. For this purpose, reference is made, on the one hand, to the claims subordinate to claims 1 and 12 and, on the other hand, to the following explanation of preferred embodiments of the invention with reference to the drawing. In conjunction with the explanation of the preferred embodiments of the invention with reference to the drawing, generally preferred embodiments and developments of the teaching are also explained. The drawing shows: Fig. 1 shows a schematic representation of an embodiment of a vehicle combination, Fig. 2 a further illustration of the embodiment according to Fig. 1

[0024] In the drawing, identical elements are each provided with the same reference symbols, although to improve clarity, not every element is necessarily marked with its own reference symbol.

[0025] The Fig. 1 and Fig. 2 show an embodiment of a vehicle combination according to the invention, which also explains the method according to the invention for operating the vehicle combination.

[0026] In this exemplary embodiment, the vehicle convoy comprises a main sub-convoy 1 and a secondary sub-convoy 2, although more than one main sub-convoy 1 and more than one secondary sub-convoy 2 may also be provided. Furthermore, the main convoy and the secondary convoy do not necessarily have to be mechanically connected to one another. The main sub-convoy 1 and the secondary sub-convoy 2 each have three convoy groups 3, each comprising four units 4. The number of convoy groups 3 and units 4 can also be selected differently; in particular, the number of convoy groups 3 per main sub-convoy 1 or per secondary sub-convoy 2, as well as the number of units 4 per convoy group 3, do not have to be identical.

[0027] The units 3 can be designed, for example, as drive units, as chassis, or as chassis with an integrated drive unit, and are coupled to one another, in particular hydraulically, electrically, and / or mechanically. The vehicle assembly can be operated or controlled by a driver via an operating unit 5, for example, a remote control, for example, accelerating, braking, steering, and / or leveling.

[0028] Furthermore, it can be seen that one of the units 3 of the main sub-group 1 is implemented as a main master unit 6, which receives status data 7 from the units 4 of its associated main sub-group 1. Furthermore, one of the units 4 of the secondary sub-group 2 is implemented as a sub-master unit 8, which receives status data 7 from the units 3 of its associated secondary sub-group 2. The sub-master unit 8 serves to preprocess the status data 7 it receives and then transmit the pre-processed status data 9 to the main master unit 6. The status data 7 can, for example, represent actual values.

[0029] The main master unit 6 determines control data 10, for example manipulated variables, and / or pre-control data from the status data 7, for example actual values, of the units 4 of its main sub-group 1 and the pre-processed status data 9 of the secondary sub-group 2. The respective control data 10 is transmitted from the main master unit 6 to the units 4 of the main sub-group 1 and to the sub-master unit 8. The sub-master unit 8, in turn, transmits the control data 10 to the individual units 4 of the secondary sub-group 2. It is also conceivable for the main master unit 6 to transmit the control data 10 to all units 4 of the main sub-group 1 and the secondary sub-group 2, for example via broadcasting. Overall, the main master unit 6 can, for example, control the vehicle group or functions of the vehicle group.Furthermore, it is conceivable that the sub-master unit 8 determines control data 10 from the pre-control data transmitted by the main master unit 6 and transmits it to the units 4 of the secondary sub-unit 2 associated with it.

[0030] With regard to further advantageous embodiments of the teaching according to the invention, reference is made to the general part of the description and to the appended claims in order to avoid repetition.

[0031] Finally, it should be expressly pointed out that the above-described embodiments of the vehicle assembly according to the invention and of the method according to the invention serve only to explain the claimed teaching, but do not limit it to the embodiments. List of reference symbols 1 main sub-association 2 secondary sub-association 3 Association group 4 Unit 5 Control unit 6 Main Master Unit 7 Status data 8 Sub-Master Unit 9 Status data (preprocessed) 10 Tax data

Claims

[1] Vehicle combination, in particular heavy goods vehicle, with at least one main sub-combination (1) and at least one secondary sub-combination (2), wherein each main sub-unit (1) and each secondary sub-unit (2) each has at least one unit group (3), wherein each group of associations (3) comprises at least two units (4) coupled to one another, wherein each secondary sub-group (2) has a sub-master unit (8), wherein the sub-master unit (8) is designed to receive and pre-process status data (7) of the units (4) of the secondary sub-group (2) associated therewith, wherein each main sub-group (1) has a main master unit (6), wherein the main master unit (6) is designed to receive status data (7) of the units (4) of the main sub-group (1) associated therewith and the pre-processed status data (9) of at least one secondary sub-group (2) and to determine control data (10) and / or pre-control data from the received status data (7) and pre-processed status data (9), wherein the main master unit (6) is designed to transmit the determined control data (10) and / or pre-control data to the units (4) of the main sub-unit (1) associated with it and to the secondary sub-unit (2). [2] Vehicle combination according to claim 1, characterized bythat the main master unit (6) is designed to transmit the determined control data (10) and / or pre-control data to the respective sub-master unit (8), wherein the sub-master unit (8) is designed to transmit the determined control data (10) to the units (4) of the secondary sub-group (2) associated therewith and / or wherein the sub-master unit (8) determines control data (10) from the pre-control data and transmits it to the units (4) of the secondary sub-group (2) associated therewith. [3] Vehicle combination according to claim 1 or 2, characterized by that the main master unit (6) is designed to transmit the determined control data (10) to the units (4) of the respective secondary sub-unit (2). [4] Vehicle assembly according to one of claims 1 to 3, characterized bythat several main sub-assemblies (1) are arranged, wherein each main sub-assembly (1) is assigned at least one secondary sub-assembly (2) with which data is exchanged. [5] Vehicle assembly according to one of claims 1 to 4, characterized by that the unit (4) is a drive unit, a chassis and / or a chassis with an integrated drive unit. [6] Vehicle assembly according to one of claims 1 to 5, characterized by that an operating unit (5), for example a remote control, is arranged to operate the vehicle assembly. [7] Vehicle assembly according to one of claims 1 to 6, characterized by that the status data (7) and / or the control data (10) are diagnostic data and / or functional data, in particular relating to the functions of accelerating, braking, steering and / or leveling of the units (4). [8] Vehicle assembly according to one of claims 1 to 7, characterized bythat the status data (7) are actual values ​​of a control system and / or the control data (10) are manipulated variables of a control system. [9] Vehicle assembly according to one of claims 1 to 8, characterized by that the preprocessing of the state data (7) comprises receiving the data and / or checking the state data (7). [10] Vehicle assembly according to one of claims 1 to 9, characterized by that the main sub-association (1) and / or the secondary sub-association (2) has at least four association groups (3). [11] Vehicle assembly according to one of claims 1 to 10, characterized by that a group of associations (3) has at least four units (4). [12] Method for operating a vehicle convoy, in particular a vehicle convoy according to one of claims 1 to 11, with at least one main sub-convoy (1) and at least one secondary sub-convoy (2), wherein each main sub-unit (1) and each secondary sub-unit (2) each has at least one unit group (3), wherein each group of associations (3) comprises two units (4) coupled to one another, wherein each secondary sub-group (2) has a sub-master unit (8), wherein the sub-master unit (8) receives and pre-processes status data (7) of the units (4) of the secondary sub-group (2) associated with it, wherein each main sub-group (1) has a main master unit (6), wherein the main master unit (6) receives status data (7) of the units (4) of the main sub-group (1) associated with it as well as the pre-processed status data (9) of at least one secondary sub-group (2) and determines control data (10) and / or pre-control data from the received status data (7) and pre-processed status data (7), wherein the main master unit (6) transmits the determined control data (10) and / or pre-control data to the units (4) of the main sub-unit (1) associated with it and to the secondary sub-unit (2). [13] Method according to claim 12, characterized by that the allocation of the association groups (3) to a main sub-association (1) or a secondary sub-association (2) is carried out by a control device of a unit (4) or by a user. [14] Method according to claim 12 or 13, characterized by that the allocation of the association groups (3) to a main sub-association (1) or a secondary sub-association (2) takes into account a utilization of a memory of a unit (4) and / or a utilization of a control device of a unit (4) and / or a number of coupled units (4).

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