Method for automated driving of a driverless transport vehicle and driverless transport vehicle

Abstract

Method for the automated driving of a driverless transport vehicle (1) in an automated transport system, from a starting pose (9) to a final pose (10), wherein the final pose (10) lies in a final maneuvering area (11), wherein the transport system is a transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, with a surface (2) drivable by a transport vehicle (1) comprising a plurality of predefined poses (3) approachable by the transport vehicle (1), in particular parking spaces and / or loading ramps and / or docks, wherein each of the approachable poses (3) lies within a predefined maneuvering area (4), wherein each maneuvering area (4) has at least one entry pose (5) and at least one exit pose (6), and wherein at least one lane (7, 8) is predefined for the transport vehicle (1),which connects the manoeuvring areas (4) with each other, in particular their entry poses (5) and exit poses (6), with the following process steps: , - determine whether the starting pose (9) is in a starting maneuver area (14) or on a track (7, 8), o if the starting pose (9) lies in a starting maneuver area (14), determining a trajectory (13, 15, 17) to the extension pose (6) of the starting maneuver area (14) lying on a track (7, 8) and traversing the trajectory (13, 15, 17) to the extension pose (6), - driving along the track (7, 8) to the entry pose (5) of the final maneuvering area (11), - determining a trajectory (13, 15, 17) from the entry pose (5) of the final maneuver area (11) to the final pose (10) and traversing the trajectory (13, 15, 17) to the final pose (10).

Description

[0001] The invention relates to a method for the automated driving of a driverless transport vehicle in an automated transport system.

[0002] Furthermore, the invention relates to a driverless transport vehicle.

[0003] Logistics yards and similar transshipment points for goods and transport containers have been familiar for years. Transport containers such as swap bodies are regularly transported within the logistics yard, for example, from a loading ramp to a parking space or from one parking space to another. Transport is carried out using so-called transport vehicles, such as swap body forklifts, which pick up the swap bodies, transport them, and then drop them off at the desired location. To carry out these transport orders, appropriately trained drivers are required for the transport vehicle.

[0004] Among other reasons, because the demand for drivers far exceeds supply, and this imbalance is expected to worsen in the future, efforts have been underway for years to develop automated guided vehicles that can reliably carry out transport tasks in outdoor areas and mixed operations. However, the automated guided vehicles known in practice and the methods for operating such vehicles still fall far short of the requirements for reliable operation. In particular, there is the problem that the transport vehicles and the methods for automated driving in outdoor areas and mixed operations with automated guided vehicles are complex to design and implement, and are not suitable for truly automated operation.

[0005] Furthermore, DE 10 2021 130 984 A1 shows a method for planning a route for a driverless transport vehicle.

[0006] The present invention is therefore based on the object of designing and developing a method for the automated driving of a driverless transport vehicle in such a way that transport orders can be carried out reliably and safely with minimal effort. Furthermore, a driverless transport vehicle for carrying out such a method is to be specified.

[0007] The disclosure described here also relates to an automated transport system for use in a method according to the invention. This discloses an automated transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, with a surface accessible to a transport vehicle, comprising a plurality of predefined positions accessible to the transport vehicle, in particular parking spaces and / or loading ramps and / or docks. Each of the accessible positions lies within a predefined maneuvering area, each maneuvering area having at least one entry pose and at least one exit pose, and at least one lane for the transport vehicle being predefined, which lane connects the maneuvering areas to one another, in particular their entry poses and exit poses.

[0008] It has been recognized that transport orders or driving tasks can be carried out considerably more easily by an automated guided vehicle by dividing them into short-range maneuvers and long-distance journeys. Long-distance journeys correspond to journeys along a lane from an exit position to an entry position. The at least one lane defined in the automated transport system provides the advantage that the transport vehicle follows a clearly defined trajectory, which is easy to implement. This makes it possible to observe traffic regulations, such as the right-hand rule, with little effort, and other road users, pedestrians, non-driverless vehicles, etc., can easily assess or anticipate the movements of the automated guided vehicle.

[0009] Furthermore, the definition of maneuvering zones enables free navigation whenever the transport vehicle is within a maneuvering zone. In other words, an individual trajectory can be determined within the maneuvering zone, taking into account, for example, obstacles or the actual pose of a load carrier to be picked up. This provides a greater degree of flexibility for performing close-range maneuvers, while reducing the associated effort to a minimal level—namely, the maneuvering zone itself. The automated transport system is particularly suitable for implementing a logistics center or can be used in one.

[0010] Furthermore, the automated transport system can advantageously comprise at least one driverless transport vehicle, preferably one according to the invention. The automated transport system preferably comprises several driverless transport vehicles or a fleet of driverless transport vehicles.

[0011] For the purposes of this disclosure, the maneuvering area is to be understood in particular as an area that can be safely navigated by the automated guided vehicle. A pose within the maneuvering area is therefore defined such that the vehicle contour lies entirely within the maneuvering area. It is advantageous to consider the loading state of the automated guided vehicle when checking whether the contour lies entirely within the maneuvering area, since the transport container may extend beyond the contour of the automated guided vehicle.

[0012] The entry pose and the exit pose of a maneuver area can be identical or different.

[0013] Advantageously, at least one entry pose and at least one exit pose can be provided per intersection with a lane. The entry pose(s) and / or exit pose(s) can be mapped (i.e., permanently stored in the system or predefined) and / or determined. The determination of the entry pose(s) and / or exit pose(s) could proceed as follows: The entry pose is determined by detecting the lane in which the automated guided vehicle is located and intersecting it with the maneuvering area. The pose is then determined that is as close as possible to the contour of the maneuvering area and in which the contour of the automated guided vehicle is already completely within the maneuvering area. In principle, other poses that lie within the intersection and in which the vehicle contour is within the maneuvering area could also be selected. However, by selecting the pose that is closest to the contour of the maneuvering area, the automated guided vehicle is given maximum space to maneuver.Alternatively or additionally, it is conceivable and advantageous that the extension pose is determined in a similar way, whereby the intersection of the maneuvering area in which the driverless transport vehicle is located with the target track is formed and then the pose is selected which is both as close as possible to the edge of the maneuvering area and also on the track.

[0014] Advantageously, the maneuvering areas, their entry and exit poses, and / or the at least one lane, as well as any other positions and / or poses of interest, can be mapped on a digital map. Furthermore, the position, or possibly the pose, of the transport vehicle could be determined via localization. The "other positions and / or poses" can be visible buildings and / or landmarks for position determination and / or pose determination, for example, via lidar localization. The mapping data could be stored in an external data storage device, such as a cloud, to which users, such as a logistics system or an automated guided vehicle, have access. It is also conceivable for the mapping data to be stored on a local storage device of the respective user, such as a transport vehicle.

[0015] In the context of this disclosure, the term “track” describes a fixed sequence of waypoints that can be followed by the driverless transport vehicle using static trajectories.

[0016] The term “pose” in the context of this disclosure describes the combination of position and orientation or alignment of an object, for example a transport vehicle, a parking space, etc.

[0017] In the context of this disclosure, the term “initial pose” describes the pose in which the transport vehicle is at the beginning of the method according to the invention.

[0018] In the context of this disclosure, the term “extension pose” describes in particular a defined pose or mapped pose of a maneuvering area.

[0019] In the context of this disclosure, the term “entry pose” describes in particular a defined pose or mapped pose of a maneuvering area.

[0020] The term “end pose” in the context of this disclosure describes in particular a defined pose or mapped pose and / or a pose that is recognized or determined by the transport vehicle depending on the recognition of a target, for example a transport container, a loading ramp, etc. After the method according to the invention has been carried out, the transport vehicle is in the end pose. The end pose could, for example, be a pose from which the driverless transport vehicle starts a drop-off maneuver, i.e. drops off a transport container or moves the transport container to a parking space in the immediate vicinity of the end pose and drops it off there. Furthermore, the end pose could be a pose in which the driverless transport vehicle can recognize a transport container to be picked up and approach it in order to pick it up.

[0021] In the context of this disclosure, the term "maneuvering area" describes a defined driving area or a defined area of ​​the drivable surface, for example, a logistics yard, which is designed such that the transport vehicle can move safely within it. For example, it could be ruled out that a maneuvering area is defined on sloping terrain that cannot be adequately detected by obstacle detection, or that pedestrian walkways or glass facades of a building are located within the maneuvering area.

[0022] For the purposes of this disclosure, the term “starting maneuvering area” describes the maneuvering area in which the starting pose is located.

[0023] The term “final maneuvering area” in this disclosure describes the maneuvering area in which the final pose is located.

[0024] The transport vehicle can, for example, be a transport vehicle for use in an automated transport system, such as those used in port logistics, yard logistics, or industrial intralogistics. In general, it can be a transport vehicle that can be used for any type of goods transport within a company's premises. For example, the transport vehicle can be designed as a swap body truck, a tractor unit, an industrial pallet truck, etc.

[0025] For the purposes of this disclosure, the term "driverless transport vehicle" describes an automated transport vehicle that is automatically controlled and guided and serves the purpose of transporting goods. For the sake of simplicity, the following will not always refer to a "driverless transport vehicle" but simply to a "transport vehicle," in which case it is a "driverless transport vehicle." This does not necessarily preclude the possibility of a person being present in the driverless transport vehicle and controlling it if necessary.

[0026] Advantageously, the at least one lane can be defined by data from a navigation satellite system. Alternatively or additionally, it is conceivable for the at least one lane to be defined by markings arranged on the drivable surface, for example transponders and / or visual markers. If the at least one lane is mapped, it is possible for the transport vehicle to determine its pose and compare it with the mapping data of the lane to be followed in order to follow it. The pose could be determined, for example, via a navigation satellite system or via similarly mapped landmarks, such as buildings, terrain, infrastructure, etc., which are detected by the transport vehicle, in particular by means of lidar sensors or cameras, thus enabling pose determination and lane tracking. A combination of navigation satellite system and landmarks could also be used for this purpose.It is essential that the transport vehicle can follow a trajectory that corresponds to or matches the specified track.

[0027] In a further advantageous manner, at least two lanes can be arranged adjacent to one another. This has the advantage that the transport vehicle can change lanes if there is an obstacle in the original lane. The lane change can be carried out easily, with the transport vehicle following a predetermined trajectory again after the lane change, with the associated advantages such as predictability and plannability for risk and hazard planning. In concrete terms, a dynamic trajectory could be calculated starting from one of the preceding waypoints of the lane in which the transport vehicle is located to a waypoint (target waypoint) on the lane to be changed (target lane). It is conceivable and advantageous if adjacent lanes run at least essentially parallel to one another. The parallelism of the lanes simplifies the selection of a suitable target waypoint of the target lane.Preferably, there is a maximum distance of one transport vehicle width between adjacent lanes. This ensures that the transport vehicle can calculate an individual trajectory for the lane change in situ, namely due to lower computational effort and due to the visibility of the area to be traveled through by the transport vehicle's sensors. A distance of 0.5 m to 1 m is advantageous because it allows a large number of potential obstacles, such as vehicles parked to the side of the roadway, to be avoided, while the adjacent lanes are so close together that changing lanes is possible with little effort. It is important that a "lane" within the scope of this disclosure can have a width of 0 or essentially zero.The width of the lane is determined in particular by the tolerance of the localization accuracy, so that a width of "essentially zero" could, for example, be approximately 10 cm due to the localization accuracy. Thus, the "lane" differs from the "roadway" of the transport vehicle, which must have a width necessary for the transport vehicle. The roadways of adjacent lanes can therefore overlap. It is conceivable that a lane can only be used by the driverless transport vehicle in one defined direction of travel. Alternatively, a lane could be used in both directions of travel. The permissible directions of travel can be selected depending on the number of lanes and the environment of the automated transport system.It is also conceivable to design the permitted directions of travel dynamically, for example depending on the number of driverless transport vehicles and / or non-driverless transport vehicles and / or the driving orders, etc.

[0028] With regard to the method, the underlying object is achieved by the features of claim 1. According to this, a method for the automated driving of a driverless transport vehicle in an automated transport system, from an initial pose to an end pose, wherein the end pose lies in a final maneuvering area, wherein the transport system is a transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, having a surface that can be driven over by a transport vehicle and comprising a plurality of predefined positions that can be approached by the transport vehicle, in particular parking spaces and / or loading ramps and / or docks, wherein each of the approachable positions lies within a predefined maneuvering area, wherein each maneuvering area has at least one entry pose and at least one exit pose, and wherein at least one lane is predefined for the transport vehicle, which lane connects the maneuvering areas to one another, in particular their entry poses and exit poses, following procedural steps: - determine whether the initial pose is in a starting maneuver area or on a track, ◯ if the starting pose is in a starting maneuver area, determine a trajectory to the exit pose lying on a track of the starting maneuver area and follow the trajectory to the exit pose, - driving along the track to the entry pose of the final maneuver area, - determining a trajectory from the entry pose of the final maneuver area to the final pose and traversing the trajectory to the final pose.

[0029] With regard to the method, the underlying object is also achieved by the features of claim 2. According to this, a method for the automated driving of a driverless transport vehicle in an automated transport system from a starting pose to an end pose, wherein the end pose lies in a final maneuvering area, wherein the transport system is a transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, having a surface that can be driven over by a transport vehicle and comprising a plurality of predefined positions that can be approached by the transport vehicle, in particular parking spaces and / or loading ramps and / or docks, wherein each of the approachable positions lies within a predefined maneuvering area, wherein each maneuvering area has at least one entry pose and at least one exit pose, and wherein at least one lane is predefined for the transport vehicle, which lane connects the maneuvering areas to one another, in particular their entry poses and exit poses, the following procedural steps: - determine whether the initial pose is in a starting maneuver area or on a track, ◯ if the initial pose lies in a start maneuver area, determine whether the start maneuver area at least partially overlaps with the end maneuver area, ▪ if the starting maneuver area at least partially overlaps with the final maneuver area, determine a trajectory from the starting pose to the final pose and follow this trajectory, or ▪ if the start maneuver area does not overlap with the end maneuver area, determine a trajectory to the exit pose of the start maneuver area lying on a track, follow the trajectory to the exit pose, and follow the track to the entry pose of the end maneuver area, and determine a trajectory from the entry pose of the end maneuver area to the end pose and follow the trajectory to the end pose.

[0030] The method according to the invention is based on the idea that a driving task can be carried out by a driverless transport vehicle with less effort, more safely, and overall more easily if the transport task is divided into one or more short-range maneuvers and one, possibly several, long-distance journeys. If the transport vehicle is outside a start maneuver area and thus on a track (starting pose) at the beginning of the driving task, it can directly follow this track to the entry pose of the final maneuver area. If the starting pose is within a start maneuver area, a dynamic trajectory towards the exit pose of this start maneuver area is first determined and followed. As soon as the transport vehicle is at the exit pose, it can follow the track that leads to the entry pose of the final maneuver area.As soon as the transport vehicle is in the entry pose, a dynamic trajectory is determined that leads to the desired final pose. In other words, when following a track, at least essentially the same waypoints are always traversed, with the trajectory being determined dynamically each time. It is conceivable that dynamic elements, such as temporary obstacles in the maneuvering area or a slightly different target position of the transport container, could be taken into account. The dynamic trajectories do not need to be mapped, and the kinematics of the transport vehicle could be taken into account when determining the dynamic trajectory.

[0031] The methods claimed in claims 1 and 2 are not mutually exclusive and can therefore be implemented jointly or at least in part jointly.

[0032] It should be noted again that the actual final pose can be predefined, but could also be changed dynamically. For example, it is conceivable that a transport container, such as a swap body, is detected by a sensor on the transport vehicle and, based on this data, a final pose is determined from which a recording process, such as driving under the swap body, can be initiated. For example, the actual or adjusted final pose can then differ depending on the type of transport container, its orientation, its position, its pose, etc.

[0033] In a further inventive manner, it has been recognized in the method according to claim 2 that if the start maneuver area and the end maneuver area overlap, a direct trajectory to the end pose can be determined and followed by the transport vehicle without following a defined track in between in the sense of a distance travel. In other words, for a driving task or driving maneuver that requires covering a short distance, the start maneuver area and the overlapping end maneuver area can be merged with one another, resulting in a larger overall maneuver area in which the transport vehicle follows a direct, dynamically determined trajectory to the end pose. If the start maneuver area and the end maneuver area do not overlap, a trajectory to the exit pose of the start maneuver area is first determined and followed.The track can then be followed to the entry pose of the final maneuvering area. A dynamic trajectory is determined and followed from the entry pose to the final pose. If the transport vehicle's starting pose is not in a maneuvering area and thus not on a track, it can directly follow the track to the entry pose of the final maneuvering area. A trajectory to the final pose can then be determined and followed.

[0034] Advantageously, the trajectory within a maneuvering area can be determined in such a way that the transport vehicle and, if applicable, a transport container coupled to the transport vehicle do not leave the associated maneuvering area when the transport vehicle follows this trajectory. This has the advantage that the transport vehicle and, if applicable, a transport container coupled to it are always located in a defined area, namely the associated maneuvering area. This can reduce hazards posed by the transport vehicle. It is particularly advantageous if, when determining the trajectory, it is taken into account whether a transport container is coupled to the transport vehicle, for example whether a swap body is attached. This makes it possible to take into account that the contour of the system consisting of the transport vehicle and the transport container coupled to it differs from the contour of the transport vehicle alone.This allows a trajectory to be determined in which the transport vehicle and the transport container coupled to it are each located within the maneuvering area. For example, a sensor system could detect whether a transport container is coupled to the transport vehicle. It is generally advantageous if the pose of the transport vehicle is checked and the comparison with the map is performed separately or redundantly by the localization system. This prevents a localization error from resulting in the calculated trajectory remaining within the maneuvering area transferred to the calculation system, but differing from the maneuvering area actually intended for the logistics yard.

[0035] According to an advantageous embodiment, the dynamic trajectory within a maneuvering area can be determined by a control device of the transport vehicle. Alternatively or additionally, the dynamic trajectory within a maneuvering area could be determined by an external computing device and transmitted to the transport vehicle.

[0036] In a further advantageous manner, while the transport vehicle is traveling along a lane, the driving area in front of the transport vehicle, as seen in the direction of travel, can be monitored. Upon detecting an obstacle, the transport vehicle switches to an adjacent lane to avoid the obstacle. This has the advantage that a trajectory only needs to be determined briefly for the lane change, but the transport vehicle then returns to the specified lane. This makes it particularly easy to avoid a standstill caused by an obstacle in the lane.

[0037] According to an advantageous embodiment, the determination of the dynamic trajectory within a maneuvering area can be carried out taking into account a driving task, in particular picking up or setting down a transport container, for example a swap body, a container and / or a semi-trailer. The determination of the trajectory can in particular also include determining the actual final pose, for example taking into account the load carrier to be picked up or set down. In this case, the final pose can correspond to the pose of the transport vehicle from which a picking up or setting down maneuver is started, for example, a swap body to be picked up can be driven under. The picking maneuver could, for example, comprise driving under and lifting the transport container, for example a swap body.The unloading maneuver could involve driving into a parking space and unloading the transport container, for example, a swap body. In this context, it is conceivable that, depending on the type of transport container (of varying lengths) loaded into the transport vehicle, the final position of the transport vehicle could be recalculated or adjusted to ensure that the transport container is positioned in the desired location, for example, at the ramp and not too far away from it.

[0038] In a further advantageous manner, if the initial pose of the transport vehicle is located in the start maneuver area, a trajectory can first be determined in order to carry out a first part of a driving task in the start maneuver area, in particular to pick up or set down a transport container, for example a swap body, and this trajectory can be followed.

[0039] With regard to the driverless transport vehicle, the underlying problem is solved by the features of claim 9. This provides a driverless transport vehicle, for example a swap body lift truck, a tractor or an industrial lift truck, with at least one localization system, at least one distance sensor, in particular an optoelectronic sensor, and a control device, wherein the control device is designed to carry out the method according to one of claims 1 to 8.

[0040] It is expressly pointed out that the transport vehicle according to the invention or several of the transport vehicles according to the invention can be part of the described automated transport system.

[0041] Advantageously, the localization system can determine the pose of the transport vehicle using a navigation satellite system, such as GPS, and / or odometry. Alternatively or additionally, an inertial measurement unit (IMU) could be provided, which has several inertial sensors, thus enabling pose determination.

[0042] In a further advantageous manner, the distance sensor can be an optoelectronic sensor, in particular a lidar sensor, and / or a TOF camera and / or a stereo camera and / or a radar sensor.

[0043] According to an advantageous embodiment, the transport vehicle can have a fixed load carrier or be designed to temporarily accommodate a load carrier, for example as a swap body lifting truck.

[0044] 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 dependent claims and, on the other hand, to the following explanation of preferred embodiments of the invention with reference to the drawings. In conjunction with the explanation of the preferred embodiments of the invention with reference to the drawings, generally preferred embodiments and developments of the teaching are also explained. The drawings show: Fig. 1 shows a schematic representation of an embodiment of an automated transport system, in which a method according to the invention is also explained, Fig. 2 in a further schematic representation the automated transport system according to Fig. 1, in which a further embodiment of a method according to the invention is explained, Fig. 3 shows a simplified, schematic representation of a partial section of an automated transport system, in which a further embodiment of a method according to the invention is explained, Fig. 4 shows a schematic representation of two adjacent tracks of an automated transport system, Fig. 5 shows a schematic side view of an embodiment of a driverless transport vehicle according to the invention, and Fig. 6 shows a schematic view of the driverless transport vehicle according to Fig. 5.

[0045] In the figures, identical elements are each provided with the same reference numerals, although for the sake of clarity, not every element is necessarily identified by a reference numeral.

[0046] Fig. 1 shows a schematic representation of an embodiment of an automated transport system, which also explains a method according to the invention.

[0047] The automated transport system has a surface 2 that can be driven over by a transport vehicle 1, in particular a driverless one, and which comprises several predefined positions 3 that can be approached by the transport vehicle 1. The positions 3 can be, for example, a parking space for a transport container or the transport vehicle 1 itself. In particular, it can also be a parking space for a swap body.

[0048] The approachable poses 3 are each located within a predefined maneuvering area 4, which has an entry pose 5 and an extension pose 6. Even though the entry pose 5 and the extension pose 6 are not shown as identical here, they can be identical, i.e., the entry pose 5 and the extension pose 6 of a maneuvering area 4 can be located at the same location. Furthermore, the entry pose 5 and / or the extension pose 6 could also not be mapped but determined.

[0049] Furthermore, two lanes 7, 8 are provided, which connect the maneuvering areas 4, here the entry poses 5 and the exit poses 6. It should be noted that only a single lane 7 or more than two lanes 7, 8 can be provided.

[0050] It is essential that the lanes 7, 8 are clearly defined and allow a driverless transport vehicle to follow them. For this purpose, the lanes 7, 8 can be defined by data from a navigation satellite system and / or by markings arranged on the drivable surface 2, for example, transponders and / or visual markings. Alternatively or additionally, it is also conceivable for the lanes 7, 8 to be defined by data from a fused localization system, so that the lane can be followed based on landmarks such as houses, which are detected by the driverless transport vehicle 1.

[0051] In the Fig. In the embodiment shown in Figure 1, the transport vehicle 1 is initially in its starting pose 9 and receives the driving order to drive to the end pose 10 of the final maneuvering area 11, for example, to pick up a swap body from a parking space or to deposit it there. It should be noted that the end pose 10 does not necessarily have to be in front of the approachable poses 3, for example, parking spaces or transport containers, but can also be on or "beneath" them. In such a case, the end pose 10 could represent the pose in which a transport container can be picked up or deposited. After it has been recognized that the starting pose 9 is outside a maneuvering area 4 and thus on a lane 7, 8, the automated guided vehicle 1 follows the lane 7 in the direction of the arrows until it reaches the entry pose 12.Once the automated guided vehicle 1 has reached the entry pose 12, a trajectory 13 from the entry pose 12 of the final maneuvering area 11 to the final pose 10 is determined and followed. It is conceivable that the actual final pose 10 can be adjusted, for example, if, upon approaching a transport container to be picked up, it is detected that the container is positioned at an angle on the parking space. To initiate a picking maneuver to pick up this transport container from the final pose 10, it can be provided, for example, that the transport vehicle 1 enters in a straight line beneath the transport container. Thus, the final pose 10 must be adjusted, which is possible if the orientation or position of the transport container has been detected by the transport vehicle 1. In general, the trajectory could also comprise a combination of forward and backward movements of the transport vehicle 1.

[0052] If, while following lane 7, for example, the driverless transport vehicle 1 detects that an obstacle is blocking lane 7, the driverless transport vehicle can avoid this obstacle by switching to lane 8.

[0053] Fig. 2 shows in a further schematic representation the automated transport system according to Fig. 1. In this exemplary embodiment, the driverless transport vehicle 1 receives a travel order, with the starting pose 9 being located within a starting maneuvering area 14. A trajectory 15 is then determined to the exit pose 16 of the starting maneuvering area 14, which is located on a lane 7, 8, and this trajectory 15 is followed to the exit pose 16, which is located on the lane 7, 8. The driverless transport vehicle 1 then follows the lane 7 in the direction of the arrows to the entry pose 12 of the final maneuvering area 11. Once the driverless transport vehicle 1 has reached the entry pose 12, a trajectory 13 from the entry pose 12 of the final maneuvering area 11 to the final pose 10 is determined and followed. Furthermore, the statements regarding Fig. 1 analogue for Fig. 2, so that reference is made to it to avoid repetition.

[0054] Fig. 3 shows, in a simplified, schematic representation, a partial section of an automated transport system, which is used to explain a further exemplary embodiment of a method according to the invention. It can be seen here that the starting pose 9 of the driverless transport vehicle 1 at the beginning of a driving task lies in a start maneuver area 14 that at least partially overlaps with the end maneuver area 11. Therefore, the start maneuver area 14 and the end maneuver area 11 are "fused" into a common maneuver area, and a trajectory 17 is determined that leads from the starting pose 9 to the end pose 10. This trajectory 17 is then followed to the end pose 10. The driverless transport vehicle 1 and, if applicable, a picked-up transport container are always located completely within the common maneuver area formed by the start maneuver area 14 and the end maneuver area 11 while following the trajectory 17.

[0055] Thus, if the starting maneuver area 14 and the final maneuver area 11 are close to each other, no travel on a lane 7, 8 takes place, but a trajectory 18 is determined directly. Furthermore, to avoid repetition, reference is made to the explanations for Fig. 1 and Fig. 2, which applies analogously to Fig. 3. It is also essential that the Fig. The methods described in paragraphs 1 to 3 are not mutually exclusive and can therefore be implemented jointly or at least in part.

[0056] Fig. 4 shows a schematic representation of two adjacent lanes 7, 8 of an automated transport system. Furthermore, the lanes of lanes 7, 8 are shown. The lane of lane 7 is shown by the dashed lines 18 and the lane of lane 8 is shown by the dotted lines 19. It can be clearly seen that in this exemplary embodiment the lanes of the adjacent lanes 7, 8 overlap with one another. This is preferred, but does not have to be the case. Such a configuration is particularly advantageous for lanes 7, 8 on which the transport vehicle 1 has the same direction of travel. It is also conceivable for the lanes 7, 8 to be so far apart that the lanes do not overlap with one another.This is particularly advantageous for lanes 7 and 8, on which the transport vehicle 1 follows an opposite direction of travel, thus preventing two transport vehicles 1 from blocking each other. Furthermore, it is clear from . Fig. 4 shows that the tracks 7, 8 have a width of 0 or essentially a width of 0.

[0057] The Fig. 5 and Fig. 6 shows an embodiment of an automated guided vehicle 1 according to the invention. This can be, for example, a swap-body lift truck. The transport vehicle 1 has a control device 20 for implementing the method according to the invention and several sensors.

[0058] Specifically, five sensors 21, for example, 3D lidar sensors, are arranged for environmental detection and localization of the automated guided vehicle 1, as well as six sensors 22, for example, 2D or 3D lidar sensors, for person detection. Furthermore, a sensor 23, for example, a 3D lidar sensor, is arranged for localization of the automated guided vehicle 1. Two GNSS antennas 24 are arranged to establish a connection to a global navigation satellite system (GNSS), for example, GALILEO or GPS. Furthermore, five sensors 25, for example, inductive sensors, are arranged to detect the charge status of the automated guided vehicle, for example, whether a swap body is loaded or not.

[0059] It is expressly pointed out that not all of the aforementioned sensors 21, 22, 23, 25 necessarily have to be arranged; furthermore, their number and arrangement may also differ from the illustrated embodiment. Furthermore, a GNSS antenna 24 does not necessarily have to be provided, and only one or more than two GNSS antennas 24 may be arranged on the automated guided vehicle 1.

[0060] 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.

[0061] Finally, it should be expressly pointed out that the exemplary embodiments of the teaching according to the invention described above serve only to explain the claimed teaching, but do not limit it to the exemplary embodiments. List of reference symbols 1 transport vehicle 2 drivable surface 3 approachable poses 4 Maneuver area 5 Retraction pose 6 Extended pose 7 track 8 track 9 Starting pose 10 Final pose 11 Final maneuver area 12 Entry pose (final maneuver area) 13 Trajectory 14 Launch maneuver area 15 Trajectory 16 Extended pose (start maneuver area) 17 Trajectory 18 dashed line 19 dotted line 20 Control device 21 Sensor 22 Sensor 23 Sensor 24 GNSS antenna 25 sensors

Claims

[1] A method for the automated driving of a driverless transport vehicle (1) in an automated transport system, from a starting pose (9) to a final pose (10), wherein the final pose (10) lies in a final maneuvering area (11), wherein the transport system is a transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, having a surface (2) drivable by a transport vehicle (1) comprising a plurality of predefined poses (3) approachable by the transport vehicle (1), in particular parking spaces and / or loading ramps and / or docks, wherein each of the approachable poses (3) lies within a predefined maneuvering area (4), wherein each maneuvering area (4) has at least one entry pose (5) and at least one exit pose (6), and wherein at least one lane (7, 8) is predefined for the transport vehicle (1),which connects the manoeuvring areas (4) with each other, in particular their entry poses (5) and exit poses (6), with the following process steps:, - determine whether the starting pose (9) is in a starting maneuver area (14) or on a track (7, 8), o if the starting pose (9) lies in a starting maneuver area (14), determining a trajectory (13, 15, 17) to the extension pose (6) of the starting maneuver area (14) lying on a track (7, 8) and traversing the trajectory (13, 15, 17) to the extension pose (6), - driving along the track (7, 8) to the entry pose (5) of the final maneuvering area (11), - determining a trajectory (13, 15, 17) from the entry pose (5) of the final maneuver area (11) to the final pose (10) and traversing the trajectory (13, 15, 17) to the final pose (10). [2] A method for the automated driving of a driverless transport vehicle (1) in an automated transport system from a starting position (9) to a final position (10), wherein the final position (10) lies in a final maneuvering area (11), wherein the transport system is a transport system for transport containers, in particular containers and / or swap bodies and / or semi-trailers, preferably for use in a logistics yard, with a surface (2) drivable by a transport vehicle (1) comprising a plurality of predefined positions (3) approachable by the transport vehicle (1), in particular parking spaces and / or loading ramps and / or docks, wherein each of the approachable positions (3) lies within a predefined maneuvering area (4), wherein each maneuvering area (4) has at least one entry pose (5) and at least one exit pose (6), and wherein at least one lane (7, 8) is predefined for the transport vehicle (1),which connects the manoeuvring areas (4) with each other, in particular their entry poses (5) and exit poses (6), with the following process steps:, - determine whether the starting pose (9) is in a starting maneuver area (14) or on a track (7, 8), o if the initial pose (9) lies in a starting maneuver area (14), determine whether the starting maneuver area (14) at least partially overlaps with the final maneuver area (11), ▪ if the starting maneuver area (14) at least partially overlaps with the final maneuver area (11), determining a trajectory (13, 15, 17) from the starting pose (9) to the final pose (10) and following this trajectory (13, 15, 17), or ▪ if the start maneuver area (14) does not overlap with the end maneuver area (11), determine a trajectory (13, 15, 17) to the extension pose (6) of the start maneuver area (14) lying on a track (7, 8), travel along the trajectory (13, 15, 17) to the extension pose (6), and travel along the track (7, 8) to the entry pose (5) of the end maneuver area (11), and determine a trajectory (13, 15, 17) from the entry pose (5) of the end maneuver area (11) to the end pose (10) and travel along the trajectory (13, 15, 17) to the end pose (10). [3] Method according to claim 1 or 2, characterized by that the trajectory (13, 15, 17) within a maneuvering area (4) is determined in such a way that the transport vehicle (1) and, if applicable, a transport container coupled to the transport vehicle (1) are always completely located in the associated maneuvering area (4) when the transport vehicle (1) follows this trajectory (13, 15, 17). [4] Method according to one of claims 1 to 3, characterized by that the determination of the trajectory (13, 15, 17) within a maneuvering area (4) is carried out by a control device (20) of the transport vehicle (1) and / or that the determination of the trajectory (13, 15, 17) within a maneuvering area (4) is carried out by an external computing device and is transmitted to the transport vehicle (1). [5] Method according to one of claims 1 to 4, characterized by that while the transport vehicle (1) is traveling along a lane (7, 8), the driving area in front of the transport vehicle (1) as seen in the direction of travel is monitored and that the transport vehicle (1) changes to an adjacent lane (7, 8) when an obstacle is detected in order to avoid the obstacle. [6] Method according to one of claims 1 to 5, characterized bythat the determination of the trajectory (13, 15, 17) within a maneuvering area (4) takes into account a driving order, in particular picking up or setting down a transport container, for example a swap body. [7] Method according to one of claims 1 to 6, characterized by that if the starting pose (9) of the transport vehicle (1) is located in the start maneuver area (14), a trajectory (13, 15, 17) is first determined in order to carry out a first part of a driving task in the start maneuver area (14), in particular to pick up or set down a transport container, for example a swap body, and that the trajectory (13, 15, 17) is followed. [8] Method according to one of claims 1 to 7, characterized by that at least two tracks (7, 8) are arranged adjacent to one another, preferably at a distance of 0.5 m to 1 m. [9] Driverless transport vehicle (1), for example a swap body lift truck, tractor or industrial lift truck, with at least one localization system, at least one, in particular optoelectronic, sensor (21, 22, 23, 25) and a control device (20), wherein the control device is designed to carry out the method according to one of claims 1 to 8.

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