System for changing the direction of travel of a vehicle

Abstract

The present invention relates to a system (100) for changing the direction of travel of a vehicle (1), in particular a towing or commercial vehicle, with at least one primary actuator unit (110) and one secondary actuator unit (120) for initiating and / or executing at least one change of direction of travel of the vehicle, wherein the primary actuator unit (110) is provided for the mechanical application and / or provision of a steering force, and wherein the primary actuator unit (110) and the secondary actuator unit (120) are configured differently. Furthermore, the present invention relates to a vehicle (1) and a control system.

Description

[0001] The present invention relates to a system for changing the direction of travel of a vehicle. Furthermore, the present invention relates to a vehicle, in particular a towing or commercial vehicle, and a control system for such a system or vehicle.

[0002] To enable (partially) autonomous driving at an advanced level according to the SAE J3016 standard, particularly in the form of SAE Level 4 or 5, redundant steering systems are currently being implemented. The necessary components, especially actuators for executing steering movements and changes in (driving) direction, are installed multiple times in identical or nearly identical form in the corresponding vehicles.

[0003] This is because, for safety reasons, autonomous driving requires a redundancy level for lateral vehicle control. This redundancy level allows the vehicle to be transferred to a safe operating mode or safe state in the event of a malfunction.

[0004] However, significant disadvantages of these redundant systems or steering systems are the higher costs due to the increased complexity and the additional infrastructure required for the redundant design of the steering systems.

[0005] The object of the present invention is to provide a system for changing the direction of travel of a vehicle, which enables a cost-effective, efficient, and safe implementation for (partially) autonomous driving. Furthermore, the object of the present invention is to provide a vehicle with such a system, as well as a control system for a vehicle and / or such a system.

[0006] This problem is solved according to the invention by a system according to independent claim 1, with respect to the vehicle by the object according to claim 11 and with respect to the control system by the object according to claim 16. Preferred embodiments are specified in the dependent claims.

[0007] According to the present invention, a system for changing the direction of travel of a vehicle, in particular a tractor or commercial vehicle, is provided, comprising at least one primary actuator unit and one secondary actuator unit for initiating and / or executing at least one change of direction of travel of the vehicle. The system is operable in a first operating mode and in at least one second operating mode, in particular in a fault state of the primary actuator unit, wherein in the first operating mode the primary actuator unit is provided for initiating and / or executing the at least one change of direction of travel of the vehicle, and wherein in the at least one second operating mode the secondary actuator unit is provided for initiating and / or executing the at least one change of direction of travel of the vehicle.The primary actuator unit is designed to mechanically exert and / or provide a steering force, in particular on at least one steerable wheel unit of the vehicle, wherein the primary actuator unit and the secondary actuator unit are designed differently.

[0008] Alternatively or additionally, a system for changing the direction of travel of a vehicle, in particular a tractor or commercial vehicle, may be provided, comprising at least one primary actuator unit and one secondary actuator unit for initiating and / or executing at least one change of direction of travel of the vehicle. The system may be designed to be operable in a first operating mode and in at least one further operating mode, wherein in the first operating mode the primary actuator unit, preferably exclusively the primary actuator unit, may be used to initiate and / or execute the at least one change of direction of travel of the vehicle, and wherein in the at least one further operating mode the secondary actuator unit provides support or supplementary assistance.In addition to the first actuator unit, a secondary actuator unit may be provided for initiating and / or executing at least one change of direction of travel of the vehicle, wherein the primary actuator unit is provided for the mechanical application and / or provision of a steering force, in particular on at least one steerable wheel unit of the vehicle, and wherein the primary actuator unit and the secondary actuator unit are designed differently.

[0009] The invention is based on the basic idea that a system for the lateral guidance or direction of travel of a vehicle is used with differently designed actuators, so that suitable, safety-relevant redundancy can be achieved using these different actuators.

[0010] It is not necessary for all actuators to be exclusively assigned to a vehicle's steering system. At least one of the actuators or actuator units can be functionally assigned to the system according to the invention, at least temporarily, at a higher-level or global vehicle level in order to effect a change in the vehicle's direction of travel.

[0011] For this purpose, the braking system of the assigned vehicle, used as a so-called "steer-by-brake" (SbB), is a suitable secondary actuator unit.

[0012] In the context of the present invention, initiating and / or executing a change of direction can be understood as bringing the vehicle in question or associated with it into a curve or ensuring straight-ahead travel by means of lateral guidance of the vehicle. Thus, the change of direction to ensure straight-ahead travel can be understood as preventing the vehicle from drifting (due to external forces or induced).

[0013] As a secondary actuator unit, the braking system, for example, can take over the vehicle's steering function in the event of a fault or defect in the primary actuator unit, thus transferring the vehicle into a so-called "safe state" as a second (safe) operating mode. If a fault in the primary actuator unit is detected, preferably by a control unit of the system according to the invention or of the vehicle, the braking system can be used as a secondary actuator unit or assigned to the system.

[0014] For the purposes of the present invention, a fault or defect of the first actuator unit can be understood as a complete failure of the first actuator unit or a partial limitation of its function or performance. The second actuator unit can therefore independently initiate and / or execute at least one change of direction of travel of the vehicle and / or be provided to support the first actuator unit, which may have at least a partially impaired function.

[0015] Alternatively or additionally, a further operating state can be provided in which the first actuator unit is supported by the second actuator unit to achieve a demand-based increase in the (steering) force to effect a change of direction of the associated vehicle. This further operating mode can therefore be understood as a demand-based combination of the fully functional first and second actuator units.

[0016] This allows existing infrastructure components of the vehicle to be used in accordance with the invention or at least temporarily assigned to the system in order to make a cost-efficient redundancy level available for the capability of autonomous driving.

[0017] In particular, the primary and secondary actuator units of the system are designed differently. According to the present invention, the primary and secondary actuator units are not designed to be nearly identical or completely identical. Specifically, the primary and secondary actuator units can have different operating principles to effect a change in direction of travel.

[0018] Using the system according to the invention, the safety of an associated vehicle can be ensured in a cost-efficient and appropriate manner within the framework of (partially) autonomous driving.

[0019] According to a preferred embodiment, the primary actuator unit is designed to initiate and / or execute a steering intervention on at least one steerable wheel unit or axle unit of the vehicle. According to a further preferred embodiment, a mechanical steering force generation unit and / or a mechanical steering force transmission unit is provided as the primary actuator unit of the system, in particular for initiating and / or executing a steering intervention on at least one steerable wheel unit of the vehicle.

[0020] Accordingly, the primary actuator unit can be designed to generate or convert steering force or steering energy in a mechanical manner in order to provide sufficient steering intervention in the context of (partially) autonomous driving.

[0021] In this sense, the primary actuator unit can act on one or more steerable wheel or axle units of a vehicle to implement a change in (driving) direction or a steering intervention.

[0022] The vehicle may have one or more steerable wheel or axle units as well as one or more non-steerable wheel or axle units.

[0023] In particular, the system according to the invention can include a steering component for transmitting a steering force to at least one wheel unit or axle unit of an associated vehicle. In this case, the primary actuator unit can be configured to access or engage the steering component of the system in order to exert a steering force on the steerable wheel or axle unit(s) of the associated vehicle.

[0024] In this way, the primary actuator unit can be designed to perform a steering movement, so that a change in the vehicle's direction of travel is adjustable.

[0025] According to a further embodiment, at least one operating unit of the vehicle is provided and / or usable as a secondary actuator unit of the system, at least as required, wherein the at least one operating unit of the vehicle is preferably a braking system, a parking brake system, an air suspension system, a wheel air pressure control system, an energy recovery system, a component for weight transfer (along the vehicle) and / or the like.

[0026] For the purposes of the present invention, an operating unit of an associated vehicle can be understood to be any device which, or whose functionality, can cause or result in a change of direction of travel.

[0027] In particular, it may be provided that a change in (driving) direction can be initiated or carried out using the secondary actuator unit, with or without intervention on an additional steering component of the system.

[0028] Preferably, the secondary actuator unit can effect a change in (driving) direction without direct intervention or steering input on a steering component.

[0029] The second actuator unit allows the assigned vehicle to be controlled independently of the first actuator unit. In particular, the secondary actuator unit can comprise one or more arbitrary operating units of the vehicle, by means of which a change in the vehicle's direction of travel can be effected.

[0030] A braking system can be used here as a "steer-by-break" functionality in the sense of a second actuator unit, by selectively braking individual steerable and / or non-steerable wheel / axle units.

[0031] Furthermore, the parking brake system of an associated vehicle can, for example, be a parking brake system that can be adjusted in stages on the front axle.

[0032] Alternatively or additionally, the secondary actuator unit can be used as an air suspension system to specifically adjust level control, as a wheel pressure monitoring system to specifically adapt tire pressure, as an energy recovery system to extract and store energy for braking the vehicle, or as a component for weight transfer (along the vehicle), for example by pumping or transferring fuel or other operating fluids.

[0033] In a preferred embodiment, the system is provided with at least one control unit for controlling and / or regulating the system, in particular for controlling and / or regulating the first and second actuator units, so that at least one change of direction of travel of the vehicle can be initiated and / or carried out.

[0034] In particular, the control unit can control and / or regulate a driving state or operating mode of the system or the associated vehicle. The operating mode or state of the system and of an associated vehicle can be monitored by the control unit.

[0035] If a fault condition is detected for the primary actuator unit, the secondary actuator unit can be used by means of the control unit and controlled accordingly to bring about at least one change in the direction of travel of the vehicle.

[0036] The primary actuator unit can be deactivated by means of the control unit, while the secondary actuator unit can be activated to enable operation in the second operating mode of the system or the associated vehicle.

[0037] In particular, a (central) control unit of an assigned vehicle can be used by the system according to the invention or assigned to the system according to the invention.

[0038] According to a preferred embodiment, the system is provided with at least one central control unit, and the at least one operating unit of the vehicle is provided with at least one further, in particular permanently assigned, control unit, wherein the further control unit is provided for independent control and / or regulation of the (respectively assigned) operating unit. The central control unit can preferably be configured to assign control and / or regulation functions of the further control unit to the operating unit, at least temporarily.

[0039] According to a further preferred embodiment, a plurality of operating units of the vehicle can be used as secondary actuator units, wherein control and / or regulation functions can optionally be assigned at least temporarily to one or more further control units of the operating units of the vehicle by the central control unit.

[0040] At least one operating unit of the vehicle, acting as a secondary actuator unit, can be controlled or regulated by its own or a permanently assigned additional control unit. Thus, one or more secondary actuator units can be assigned to another control unit of the vehicle, in particular, they can be permanently assigned or flexibly assigned.

[0041] The (superior) control unit can be designed as the central control unit of the vehicle or as a more central or superior control unit of a sub-area or sub-functionality of the vehicle.

[0042] The (central) control unit and at least one other control unit can be understood as a master-slave mechanism, wherein the other control unit takes over the slave function and can preferably perform control / regulation functions independently, provided that the (central) control unit as master does not transmit corresponding control / regulation commands.

[0043] The central control unit can transfer a specific control or regulation function, at least temporarily, to at least one other control unit in order to enable appropriate operation of the at least one assigned secondary actuator unit.

[0044] In particular, if several operating units of the vehicle are provided as secondary actuator units, the (central) control unit can make a temporary assignment of control functions to the individual further control units dependent on the driving or operating state or operating mode of the vehicle.

[0045] Depending on the operating mode and / or the vehicle's overall condition, and preferably other parameters such as weather or road conditions, the (central) control unit can select different secondary control units to perform control tasks via their respective assigned secondary actuator units. In this way, a change in the vehicle's direction of travel can be triggered or executed using different secondary actuator units.

[0046] For example, a braking system can be assigned at least one additional control unit as a secondary actuator unit, in the sense of a "steer-by-brake" system. This additional control unit can, as needed, particularly in a second operating mode, independently initiate a change of direction via the assigned braking system, or be instructed or activated as needed by the central control unit, especially if the (central) control unit appropriately uses several different operating units or secondary actuator units to initiate the change of direction.

[0047] According to a further embodiment, the system with the primary and secondary actuator units is suitable for highly autonomous and / or fully autonomous driving of the (assigned) vehicle.

[0048] In a further preferred embodiment, the first operating mode is a control operation (mode) of the system and the second operating mode is a safe operation (mode) of the system, wherein the second operating mode is provided for the continuous operation of the system when the primary actuator unit has a fault condition.

[0049] The system according to the invention provides a redundancy level by means of the primary and secondary actuator units based on differently designed and / or functionally acting actuator units.

[0050] According to a further preferred embodiment, the system comprises a steering component, preferably with a mechanical steering linkage, a mechanical steering gear, and / or a mechanical clutch unit, for exerting and / or transmitting a steering input to the at least one steerable wheel unit of the (associated) vehicle. The primary actuator unit can be designed to interact with the steering component, preferably be connected to the steering component, or the steering component can be designed as part of the primary actuator unit, such that at least one change of direction of travel of the vehicle can be initiated and / or executed. The secondary actuator unit can be designed to initiate and / or execute a change of direction of travel of the (associated) vehicle such that - the secondary actuator unit interacts with the steering component, - the secondary actuator unit directly acts on at least one steerable wheel unit of the vehicle, and / or - a change of direction of travel can be initiated and / or executed by the secondary actuator unit independently of the steering component and the at least one steerable wheel unit.

[0051] The secondary actuator unit can act on the steering component of the system or the vehicle. In particular, it may be provided that the primary and secondary actuator units interact with the steering component in different ways or generate the necessary intervention force in different ways.

[0052] Alternatively or additionally, the secondary actuator unit can also be designed to directly intervene in at least one steerable wheel or axle unit of the assigned vehicle. For example, it is conceivable that the tire pressure of such a steerable wheel unit could be selectively increased or decreased by the secondary actuator unit to initiate or facilitate a change of direction.

[0053] It is also conceivable that the secondary actuator unit acts on a non-steerable wheel unit of a vehicle to bring about a change of direction.

[0054] For example, a shift in weight along the vehicle, caused by the transfer of operating fluids such as fuel between different tanks, can lead to an adaptation of the direction of travel. Similarly, it is possible that the tire pressure of a non-steerable wheel unit is selectively increased or decreased by the secondary actuator unit, or that a braking system, energy recovery system, or similar system acts on a non-steerable wheel unit of the associated vehicle to effect a change in direction of travel.

[0055] A single operating unit of the vehicle or a plurality of operating units, in combination with each other, can be provided as a secondary actuator unit and can be used at least expediently or as required.

[0056] According to a secondary aspect of the invention, a vehicle, in particular a towing or commercial vehicle, is provided with a system according to the invention, wherein the vehicle is suitable for (partially) autonomous driving by means of the system, in particular for highly automated or fully automated driving.

[0057] Preferably, the vehicle can be designed such that it has the primary and secondary actuator unit, a steering unit and / or at least one control unit.

[0058] The design of the system according to the invention is in this sense to be understood in particular as a combination of the first and second actuator units for a specific purpose, namely the execution or initiation of a change of direction of travel of an associated vehicle.

[0059] According to a preferred embodiment, the vehicle has at least one operating unit, preferably in the form of a braking system, a parking brake system, an air suspension / level control system, a wheel pressure monitoring system, an energy recovery system, a weight transfer system (along the vehicle), and / or the like. The at least one operating unit can be used as a secondary actuator unit of the system or assigned to the system as a secondary actuator unit, as required.

[0060] According to a further preferred embodiment, the vehicle has at least one control unit, wherein the at least one control unit is provided for controlling and / or regulating the system, in particular the primary actuator unit and the secondary actuator unit for initiating and / or executing at least one change of direction of travel.

[0061] Thus, the system according to the invention, as well as the associated vehicle, can be designed by means of a first actuator unit provided for a steering movement. The secondary actuator unit can be provided as an operating unit of the vehicle, which effects a change of direction of travel in the event of a failure of the first actuator unit.

[0062] It is possible to make advantageous use of existing infrastructure, in particular existing operating units of the vehicle, in order to provide a safety-relevant multiplication of the actuator units for providing a (driving) direction change in the context of (partially) autonomous driving.

[0063] In the context of the present invention, it is envisaged that the system according to the invention is provided as part of a (associated) vehicle. In particular, the system according to the invention can, in this sense, be formed from components of the vehicle. Furthermore, components of the vehicle can be temporarily assigned to the system, for example, to provide one or more operating units as a secondary actuator unit. Likewise, a central control unit of the vehicle can also serve as, or be usable as, a control unit of the system according to the invention.

[0064] In a preferred embodiment, the vehicle is provided with at least one central control unit, and the at least one operating unit of the vehicle is provided with at least one further, in particular permanently assigned, control unit. The further control unit can be provided for independent control and / or regulation of the operating unit, wherein the central control unit is configured to assign control and / or regulation functions to the at least one further control unit for the control and / or regulation of the operating unit, at least temporarily.

[0065] In another embodiment, a plurality of operating units of the vehicle can be used as secondary actuator units, wherein control and / or regulation functions can be assigned at least temporarily to one or more further control units of the operating units of the vehicle by the central control unit.

[0066] By assigning further control units to various operating units of the vehicle as secondary actuator units, an advantageous transfer or assignment of control and / or regulation functions by the (central) control unit is possible.

[0067] Furthermore, the performance capacities of the other control units, in particular by means of the (central) control unit, can be used efficiently and / or the vehicle can be controlled or regulated as needed, preferably also depending on other parameters such as the vehicle / driving / operating condition and / or other parameters such as the environmental conditions, the road conditions and / or the like.

[0068] In particular, in a second operating mode, this allows for flexible, appropriate and situation-dependent control or regulation of the vehicle.

[0069] According to a further subordinate aspect of the invention, a control system for controlling and / or regulating a vehicle according to the invention and / or a system according to the invention for changing the direction of travel of a vehicle is provided, wherein the control system is provided with at least one (central) control unit, wherein the control system preferably has at least one further control unit for at least one operating unit of the vehicle, for the at least temporary assignment of control and / or regulating functions by the (central) control unit.

[0070] The control system according to the invention can include the central or more central control unit, and preferably one or more further control units, each of which can be assigned to one or more operating units of the vehicle as secondary actuator units, either permanently or flexibly.

[0071] The other control units of the control system can be provided as separate units, combined into a common computing unit and / or integrated into the respective assigned operating unit.

[0072] In the context of the present invention, the control system can also be provided as a flexibly designed computing unit in the sense of a cloud, wherein preferably several instances of the computing unit can be variably and as required assigned to different operating units or secondary actuator units as further control units.

[0073] All advantages and technical effects achievable in connection with the system according to the invention can also apply individually or in combination to the vehicle according to the invention and the control system according to the invention.

[0074] Further details and advantages of the invention will now be explained in more detail with reference to the exemplary embodiments shown in the drawings.

[0075] They show schematically: Fig. 1 a first embodiment of a system of a vehicle; Fig. 2 a second embodiment of a system of a vehicle; Fig. 3 a third embodiment of a system of a vehicle; Fig. 4 a fourth embodiment of a system of a vehicle; Fig. 5 a fifth embodiment of a system of a vehicle; and Fig. 6 a sixth embodiment of a vehicle system, including an embodiment of a control system.

[0076] In Fig. Figure 1 shows a first embodiment of a system 100 of a vehicle 1.

[0077] Vehicle 1 is provided with at least one primary actuator unit 110 and one secondary actuator unit 120.

[0078] The at least one primary actuator unit 110 has a connection to at least one steerable wheel unit or axle unit 130 of the vehicle 1.

[0079] In particular, the primary actuator unit 110 can be connected to the steerable wheel unit 130 in such a way that a change of (driving) direction or a steering intervention can be provided or initiated by the primary actuator unit.

[0080] The primary actuator unit 110 can be designed as a mechanical steering force or steering energy generation unit, as a mechanical (steering) energy conversion unit and / or the like.

[0081] The secondary actuator unit 120 is, according to the first embodiment, Fig. 1 not connected to at least one steerable wheel or axle unit 130.

[0082] In accordance with the present invention, it is particularly provided that the primary actuator unit 110 and the secondary actuator unit 120 are designed differently, i.e., not identically or almost identically.

[0083] By designing and providing the primary actuator unit 110 and the secondary actuator unit 120 respectively for initiating and executing a change of direction of travel of the vehicle 1, the two actuator units 110 and 120 provide a safety-relevant redundancy level, wherein the primary actuator unit 110 is intended for performing the regular operation of the vehicle 1 and the secondary actuator unit is intended for operating the vehicle in a safe operating mode, i.e. in particular in the event of a fault or fault condition of the primary actuator unit 110.

[0084] Furthermore, the vehicle 1 has at least one control unit 140 which can be configured for unidirectional or bidirectional signal exchange with the primary and secondary actuator unit 110; 120.

[0085] Furthermore, the vehicle 1 or the system 100 or the vehicle 1 can have one or more sensor units (not shown) which can be connected to the at least one control unit 140 for data and / or signal exchange.

[0086] For the purposes of the present invention, the embodiment according to Fig. 1 is to be understood as meaning that the primary actuator unit 110 can be permanently assigned to a steering component 150. The steering component 150 is intended for the regular control of at least one wheel or axle unit 130.

[0087] Furthermore, at least one operating unit of vehicle 1 can be assigned to system 100 as the secondary actuator unit 120.

[0088] The secondary actuator unit 120 is designed to initiate or carry out a change of direction, in particular without interfering with the steerable wheel unit.

[0089] In accordance with the present invention, the secondary actuator unit 120, as an operating unit of the vehicle 1, can be a braking system of the vehicle 1, a parking brake system, an air suspension system, a wheel / tire air pressure control system, an energy recovery system, a weight transfer component and / or the like.

[0090] For example, a parking brake system that can be adjusted in stages on the front axle of the vehicle may be provided, which allows a change of direction of travel.

[0091] Furthermore, it is conceivable that an air spring or level control system can be used as a secondary actuator unit 120 in order to bring about a change in the (driving) direction of the vehicle by targeted adjustment.

[0092] An energy recovery or energy storage system can be used with the help of at least one control unit 140 in such a way that at least one (non-controllable) wheel or axle unit can be selectively braked by means of energy recovery.

[0093] Alternatively or additionally, an energy recovery mechanism can act as a second actuator unit 120 at a central point in the vehicle, such as a drivetrain, crankshaft, transmission, drive shaft, differential gear, or the like. By means of such an energy recovery mechanism as a secondary actuator unit 120, a change in direction or stabilization of the vehicle 1 can be achieved in accordance with the invention.

[0094] In its possible configuration as a tire pressure monitoring system, the secondary actuator unit 120 can achieve a change in the direction of the vehicle 1 during continuous travel, for example by selectively increasing or decreasing the (tire) air pressure at individual wheel units 130.

[0095] In terms of its design as a component for weight transfer along the vehicle 1, it is conceivable that a change in (driving) direction can be achieved using such an operating unit as a secondary actuator unit 120, for example by moving counterweights or by selectively pumping (operating) fluids such as fuel.

[0096] Thus, the secondary actuator unit 120 can be provided as an operating unit of the vehicle 1, which can indirectly or indirectly bring about a change in the direction of travel of the associated vehicle 1.

[0097] Furthermore, several operating units of the vehicle 1 can be combined as a secondary actuator unit 120 to compensate for a failure or fault condition of the primary actuator unit.

[0098] By means of the first and second actuator units 110; 120, a redundancy level can therefore be provided for (partially) autonomous driving, in particular for highly and / or fully automated driving.

[0099] Fig. Figure 2 shows a second embodiment of a system 100 of a vehicle 1. The following discussion focuses primarily on the differences compared to the embodiment shown in Figure 2. Fig. 1 received.

[0100] In contrast to the first embodiment according to Fig. 1, according to the second embodiment shown in Fig. 2, it is provided that the secondary actuator unit 120 of the system 1 has a connection to the at least one controllable wheel or axle unit or can exert a (steering / control) intervention on the at least one controllable wheel / axle unit.

[0101] Accordingly, the secondary actuator unit, for example in the sense of a braking system or an air suspension system, can act directly on the at least one steerable wheel / axle unit 130 to initiate and / or execute a change of direction or steering movement.

[0102] Fig. Figure 3 shows a third embodiment of a system 100 of a vehicle 1. The following discussion focuses primarily on the differences compared to the embodiment according to Figure 3. Fig. 1 received.

[0103] In particular, the primary actuator unit 110 can be assigned to a steering component 150 of the vehicle 1 in order to control the vehicle or to exercise the steering function in regular operating mode by indirect access to the at least one steerable wheel / axle unit 130.

[0104] The steering component 150 can, for example, be provided as a steering gear with or without a clutch, for converting a steering force of the primary actuator unit into a steering movement controllable wheel / axle unit 130.

[0105] In particular, the steering component 150 can be provided as a separate unit or as an (integral) part of the primary actuator unit 110.

[0106] By implementing the steering component 150 as, for example, a clutch (unit), the primary actuator unit 110 can be decoupled from the steerable wheel unit and self-locking of the (steering) gearbox for further operation of the vehicle, especially in the second operating mode, can be avoided.

[0107] According to Fig. 3 is therefore provided that the primary actuator unit can act on the steering component 150.

[0108] The secondary actuator unit 120 is not coupled or can be coupled to the steering component 150 and can bring about a change in the direction of travel of the vehicle independently of the steering component 150 and the at least one steerable wheel / axle unit 130.

[0109] Furthermore, the secondary actuator unit 120 can be equipped with a non-steerable wheel / axle unit (not in Fig. 3 shown) be connected to bring about indirect or mediate control or steering of the vehicle 1.

[0110] Fig. Figure 4 shows a fourth embodiment of a system 100 of a vehicle 1. The following discussion focuses primarily on the differences compared to the embodiment according to [reference missing]. Fig. 3 received.

[0111] In particular, according to Fig. 4 provided that the primary actuator unit 110 and the secondary actuator unit 120 can each be connected to and act upon the steering component 150 in order to effect a change of direction or steering movement of the steerable wheel / axle unit.

[0112] Thus, the primary and secondary actuator units can exert or transmit a force or movement to the steering component 150 in different ways, according to their respective designs.

[0113] Fig. Figure 5 shows a fifth embodiment of a system 100 of a vehicle 1. The following discussion focuses primarily on the differences compared to the embodiments according to Fig. 3 and Fig. 4 received.

[0114] Another possible design option is according to Fig. 5 the primary actuator unit 110 is connected to the steering component 150 and interacts to implement a change of direction or steering movement in the first operating mode or control operating mode.

[0115] The secondary actuator unit 120 can act directly on the controllable wheel / axle unit 130 to implement a change of direction in the second or safe operating mode.

[0116] For example, the primary actuator unit 110 can be designed as a mechanical steering force generation unit, wherein the secondary actuator unit 120 is provided as a brake unit and / or as an energy recovery unit, for direct action on the at least one steerable wheel unit.

[0117] Fig. Figure 6 shows a sixth embodiment of a vehicle system, including an embodiment of a control system. The following discussion focuses primarily on the differences compared to the preceding embodiments, particularly those described above. Fig. 1, received.

[0118] In particular, according to Fig. Section 6 provides that the secondary actuator unit 120, as the operating unit of vehicle 1, can be assigned its own, further control unit 142. In this case, the control unit 140 can act as, or be intended to act as, the central control unit 140 of vehicle 1 or as the more central control unit 140 of the vehicle.

[0119] Fig. Figure 6 illustrates a control system for the vehicle 1 or the system 100 with the central or more central control unit 140 and the at least one control unit 142.

[0120] The control unit 140 can be a central control unit of the vehicle 1 or a more central control unit of the vehicle 1, which is responsible for a subsection or a sub-functionality of the vehicle 1.

[0121] If several operating units of the vehicle 1 can or are intended to be used as secondary actuator units 120, each of these operating units or second actuator units 120 can be assigned a further control unit 142, or several secondary actuator units 120 can be assigned a common further control unit 142.

[0122] If a secondary actuator unit 120 is assigned its own further control unit 142, the control unit 142 can be designed separately from or integrated into the secondary actuator unit 120.

[0123] The additional control unit 142 can be provided for the autonomous control and / or regulation of the associated secondary actuator unit 120.

[0124] Additionally or alternatively, the central control unit 140 may be provided to transfer control and / or regulation functions relating to the at least one assigned secondary actuator unit 120 to the further control unit 142, at least temporarily.

[0125] In particular, the interaction of the (central) control unit 140 and at least one further control unit 142 can be provided as a master-slave mechanism.

[0126] This allows at least one additional control unit 142 to operate independently, as well as being controllable or regulated by the central control unit 140.

[0127] If several additional control units 142 are provided for a large number of secondary actuator units 120, the (central) control unit 140 can also temporarily transfer control and / or regulation functions to one or more of the additional control units 142, in particular depending on the respective driving or operating situation.

[0128] Thus, depending on the driving / operating condition of the vehicle, different further control units 142 can be assigned a control / regulation function by the (central) control unit 140, at least temporarily.

[0129] In summary, the present invention provides a redundancy level for initiating and / or executing (driving) direction changes of an associated vehicle 1 in the sense of (partially) autonomous driving, in order to make and keep the vehicle 1 continuously controllable in a first control operating mode as well as in a second, safe operating mode in the event of failure of the primary actuator unit 110.

[0130] Cost-efficient and space-optimized provision can be achieved by using at least one existing operating unit of vehicle 1 as a secondary actuator unit 120, particularly in the second, safe operating mode of vehicle 1.

[0131] In this sense, existing infrastructure of a vehicle 1 can be used as a secondary actuator unit 120.

[0132] In the context of (partially) autonomous driving, the present invention provides a sufficient level of redundancy through differently designed actuator units 110; 120 for initiating and / or executing changes in direction of travel. REFERENCE MARK LIST 1 vehicle 100 System for changing (driving) direction 110 primary actuator unit 120 secondary actuator units 130 steerable wheel or axle units 140 (central) control unit 142 additional control units 150 steering component

Claims

[1] System (100) for changing the direction of travel of a vehicle (1), in particular a towing or commercial vehicle, comprising at least one primary actuator unit (110) and one secondary actuator unit (120) for initiating and / or carrying out at least one change of direction of travel of the vehicle (1), wherein the system (100) is designed to be operable in a first operating mode and in at least one second operating mode, in particular in a fault state of the primary actuator unit (110), wherein in the first operating mode the primary actuator unit (110) is provided for initiating and / or executing at least one change of direction of travel of the vehicle (1), wherein in the at least one second operating mode the secondary actuator unit (120) is provided for initiating and / or executing the at least one change of direction of travel of the vehicle (1), wherein the primary actuator unit (110) is intended for the mechanical application and / or provision of a steering force, wherein the primary actuator unit (110) and the secondary actuator unit (120) are designed differently. [2] System (100) according to claim 1, characterized by , that the primary actuator unit (110) is designed to initiate and / or perform a steering intervention on at least one steerable wheel unit of the vehicle (1). [3] System (100) according to any one of the preceding claims, characterized by , that a mechanical steering force generation unit and / or a mechanical steering force transmission unit is provided as the primary actuator unit (110) of the system (100), in particular for initiating and / or performing a steering intervention on at least one steerable wheel unit of the vehicle (1). [4] System (100) according to any one of the preceding claims, characterized by , that at least one operating unit of the vehicle (1) is provided for and / or usable as a secondary actuator unit (120) of the system (100) at least as required, wherein the at least one operating unit of the vehicle (1) is preferably a braking system, a parking brake system, an air suspension system, a wheel air pressure control system, an energy recovery system, a weight transfer component and / or the like. [5] System (100) according to any one of the preceding claims, characterized by , that the system (100) is provided with at least one control unit (140) for controlling and / or regulating the system (100), in particular for controlling and / or regulating the first and second actuator unit (110; 120), so that at least one change of direction of travel of the vehicle (1) can be initiated and / or carried out. [6] System (100) according to claim 4 and / or 5, characterized by , that the system (100) is provided with at least one central control unit (140) and the at least one operating unit of the vehicle (1) is provided with at least one further, in particular permanently assigned, control unit (142), wherein the further control unit (142) is provided for independent control and / or regulation of the operating unit, wherein the central control unit (140) is preferably designed to assign control and / or regulation functions to the further control unit (142) of the operating unit, at least temporarily. [7] System (100) according to claim 6, characterized by , that a large number of operating units of the vehicle (1) can be used as secondary actuator units (120), wherein optionally one or more further control units (142) of the operating units of the vehicle (1) can be assigned control and / or regulation functions at least temporarily by the central control unit (140). [8] System (100) according to any one of the preceding claims, characterized by , that the system (100) with the primary and secondary actuator unit (110; 120) is suitable for highly autonomous and / or fully autonomous driving of the vehicle (1). [9] System (100) according to any one of the preceding claims, characterized by , that the first operating mode is a regular operating mode of the system (100) and the second operating mode is a safe operating mode of the system (100), wherein the second operating mode is provided for the continuous operation of the system (100) when the primary actuator unit (110) has a fault condition. [10] System (100) according to any one of the preceding claims, characterized by , that the system (100) comprises a steering component (150), preferably with a mechanical steering linkage, a mechanical steering gear and / or a mechanical clutch unit, for exercising and / or transmitting a steering intervention to the at least one steerable wheel unit (130) of the vehicle (1), wherein the primary actuator unit (110) is provided for interaction with the steering component (150), preferably is connected to the steering component (150), or the steering component (150) is provided as part of the primary actuator unit (110), such that at least one change of direction of travel of the vehicle (1) can be initiated and / or carried out, and / or the secondary actuator unit (120) for initiating and / or executing a change of direction of travel of the vehicle (1) is provided such that - the secondary actuator unit (120) interacts with the steering component (150), - the secondary actuator unit (120) acts directly on at least one steerable wheel unit (130) of the vehicle (1), or - a change of direction of travel can be initiated and / or carried out by the secondary actuator unit independently of the steering component (150) and the at least one steerable wheel unit (130). [11] Vehicle (1), in particular a towing or commercial vehicle, with a system (100) according to one of the preceding claims, wherein the vehicle (1) is suitable for autonomous driving by means of the system (100), in particular for highly automated or fully automated driving. [12] Vehicle (1) according to claim 11, characterized by , that the vehicle (1) has at least one operating unit, preferably in the form of a braking system, a parking brake system, an air suspension system, a wheel air pressure monitoring system, an energy recovery system, a weight transfer system and / or the like, wherein at least one operating unit can be used as a secondary actuator unit (120) of the system (100) if required. [13] Vehicle (1) according to claim 11 or 12, characterized by , that the vehicle (1) has at least one control unit (140), wherein at least one control unit (140) is provided for controlling and / or regulating the system (100), in particular the primary actuator unit (110) and the secondary actuator unit (120) for initiating and / or executing at least one change of direction of travel. [14] Vehicle (1) according to claim 12 and / or 13, characterized by , that the vehicle (1) is provided with at least one central control unit (140) and the at least one operating unit of the vehicle (1) is provided with at least one further, in particular permanently assigned, control unit (142), wherein the further control unit (142) is provided for independent control and / or regulation of the operating unit, wherein the central control unit (140) is designed to assign control and / or regulation functions to at least one further control unit (142) for the control and / or regulation of the operating unit, at least temporarily. [15] Vehicle (1) according to claim 14, characterized by , that a large number of operating units of the vehicle (1) can be used as secondary actuator units (120), wherein optionally one or more further control units (142) of the operating units of the vehicle (1) can be assigned control and / or regulation functions at least temporarily by the central control unit (140). [16] Control system for controlling and / or regulating a vehicle (1) according to one of the preceding claims and / or a system (100) for changing the direction of travel of a vehicle (1) according to one of the preceding claims, wherein the control system is provided with at least one central control unit (140), wherein the control system preferably has at least one further control unit (142) for at least one operating unit of the vehicle (1), for at least temporary assignment of control and / or regulating functions by the central control unit (140).

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