METHOD FOR PROVIDING AND OPERATING A VEHICLE CONGREGATION

Description

[0001] The invention relates to a method for providing and operating a vehicle convoy comprising a plurality of vehicles arranged directly behind one another, in which at least one following vehicle autonomously follows a lead vehicle in the direction of travel. DE 102011 012 551 A1 relates to large heavy-duty trucks in mining operations intended for the removal of earth material. To control these heavy-duty trucks, a vehicle combination consisting of a driver-controlled lead vehicle and at least one virtually coupled, driverless heavy-duty truck is proposed. The driver-controlled lead vehicle provides space for at least one driver and can be equipped as a maneuverable and comfortable off-road vehicle. The driver-controlled lead vehicle includes electronic devices that are parts of the electronic drawbar, which enables remote, wireless control of heavy-duty trucks.The electronic devices can transmit driver requests to the heavy-duty trucks via radio signals. DE 10 2019 101443 A1 shows in particular the features of the preamble of claim 1.

[0002] The object of the present invention was to provide a method by which at least one following vehicle can be achieved to follow the lead vehicle in a lane-accurate manner. Furthermore, the formation of a convoy of vehicles and its operation should be improved and made faster.

[0003] This object is achieved by a method according to the claims.

[0004] The method is intended to provide and operate a convoy comprising a plurality of vehicles arranged directly behind one another, in which at least one following vehicle autonomously follows a lead vehicle in the direction of travel. The individual vehicles forming the convoy are virtually coupled to one another by means of an electronic drawbar. The method provides at least the following steps: that the lead vehicle defines a lead vehicle central longitudinal axis in the direction of its lead vehicle length, that the at least one first follower vehicle defines a follower vehicle central longitudinal axis in the direction of its follower vehicle length, that in a projection towards a flat contact surface, a projection line is defined from the lead vehicle central longitudinal axis and a further projection line is defined from the follower vehicle central longitudinal axis of the at least one first follower vehicle, that the two projection lines are arranged running in a common straight line, that a first target distance value is defined between the lead vehicle and the at least one first follower vehicle and the at least one first follower vehicle is arranged behind the lead vehicle at the target distance value, that a virtual first articulation point is defined between the lead vehicle and the at least one first follower vehicle,which virtual first articulation point is arranged both on the projection line of the lead vehicle's central longitudinal axis and on the projection line of the follower vehicle's central longitudinal axis, that the virtual first articulation point is arranged at a lead vehicle distance from the lead vehicle and at a first follower vehicle distance from the at least one first follower vehicle, and that a reference point for carrying out the steering movements of the at least one first follower vehicle during the autonomous movement of the vehicle convoy is defined by the virtual first articulation point.

[0005] The advantage of the method steps selected here is that a clearly defined virtual reference point is created between the lead vehicle and the at least one first following vehicle for controlling the driving movement, in particular the steering movement, of the immediately following following vehicle. The reference point formed or defined by the virtual articulation point, which is also spaced apart from the vehicles immediately behind one another and is additionally always arranged on a projection line defined by the respective central longitudinal axes, thus forms a base point for the autonomous following travel of the first following vehicle, allowing the following vehicle to autonomously track behind the lead vehicle within the driving tunnel virtually defined by the latter.The arrangement of the virtual articulation point at a distance on both sides of the two vehicles located directly behind one another makes it even easier to follow the track accurately.

[0006] Furthermore, an approach that includes the following additional steps is advantageous: that to form the vehicle convoy, at least one further following vehicle is provided, preferably several further following vehicles, are provided following the first following vehicle, that each of the further following vehicles defines a further following vehicle central longitudinal axis in the direction of its following vehicle length, that when projected in the direction of the flat contact area, a further projection line is defined for each of the further following vehicle central longitudinal axes, that the respective further projection lines are arranged running in a common straight line, that a further target distance value is defined between the respective following vehicles, and each of the further following vehicles is arranged at the further target distance value from the following vehicle immediately ahead in the vehicle convoy,that between the first following vehicle and the immediately following further following vehicle and if necessary also between each of the subsequent further following vehicles, a further virtual articulation point is defined and each of the further articulation points is arranged lying on both projection lines defined by the respective following vehicle central longitudinal axes of the following vehicles, that each of the further articulation points is arranged at a further following vehicle distance from the two following vehicles that are adjacent in the direction of travel, and that from each of the further articulation points a further reference point is defined for carrying out the steering movements of the respective following vehicle during the autonomous movement of the vehicle convoy.

[0007] This also makes it easier and safer for vehicles following one another in a row to keep their lane in a stable and autonomous manner.

[0008] A further advantageous procedure is characterized in that the lead vehicle forms a virtual lead vehicle floor plan contour essentially in a rectangular shape of its maximum dimensions with its lead vehicle length and a lead vehicle width, that the lead vehicle central longitudinal axis is arranged to run at half the lead vehicle width, that a virtual follower vehicle floor plan contour is formed by each follower vehicle essentially in a rectangular shape of its maximum dimensions with its follower vehicle length and a follower vehicle width, and that each of the follower vehicle central longitudinal axes is arranged to run at half the follower vehicle width.

[0009] This allows for a clearly defined and, above all, safe, central positioning of the individual longitudinal axles of each vehicle. This is particularly advantageous for collision-free cornering.

[0010] Another advantageous variant of the method is one in which the lead vehicle distance and the first following vehicle distance, and if necessary, each subsequent following vehicle distance, are configured with equal distance values. This allows a symmetrical arrangement of the respective virtual articulation point between vehicles positioned directly behind one another to be achieved.

[0011] Another approach is characterized by the fact that, when the projection lines of the lead vehicle's central longitudinal axis and the following vehicle's central longitudinal axis of at least one first following vehicle are aligned in a straight line, the sum of the lead vehicle distance and the first following vehicle distance corresponds to the target distance value. This ensures that vehicles directly behind one another are positioned at the predetermined target distance when driving straight ahead, and that the virtual articulation point is precisely defined in its relative position.

[0012] Furthermore, a procedure is advantageous in which, when the projection lines of the lead vehicle's central longitudinal axis and the following vehicle's central longitudinal axis of at least one first following vehicle are aligned at an angle to each other, the lead vehicle distance and the first following vehicle distance are each virtually increased until an actual distance value between the closest sections of the two immediately consecutive virtual floor plan contours again corresponds at least to the target distance value. By virtually extending the respective distances of the virtual articulation point from the two immediately consecutive vehicles, compliance with the target distance value can be achieved even in the corner areas that would otherwise approach each other depending on the extent of the steering movement and the associated reduction in the curve radius.This way, collisions that would otherwise occur can be prevented if the autonomous following is maintained in a lane-keeping manner.

[0013] A further advantageous approach is characterized in that the lead vehicle distance and the first follower vehicle distance are each virtually increased by the same length. This allows a symmetrical spacing of the virtual articulation point between the vehicles directly behind one another to be achieved.

[0014] Another advantageous variant of the method is one in which the sum calculated from the two additional distances between vehicles immediately behind one another corresponds to the target distance value. This ensures that, even when the individual projection lines are aligned in a straight line, vehicles immediately behind one another are positioned at the predetermined target distance when driving straight ahead, and that the virtual articulation point is precisely defined in its relative position.

[0015] Another approach is characterized by the fact that, when the respective projection lines of the center longitudinal axes of the following vehicles are aligned at an angle to each other, the distances between the other following vehicles are virtually increased until an actual distance value between the nearest sections of the two immediately consecutive floor plan contours again corresponds at least to the target distance value. By virtually extending the respective distances of the virtual articulation point from the two immediately consecutive vehicles, compliance with the target distance value can be achieved even in the corner areas that would otherwise approach each other depending on the extent of the steering movement and the associated reduction in the curve radius.This way, collisions that would otherwise occur can be prevented if the autonomous following is maintained in a lane-keeping manner.

[0016] Furthermore, a procedure in which the actual distance value is determined using at least one distance sensor is advantageous. This allows for continuous monitoring and maintenance of the actual distance value.

[0017] A further advantageous procedure is characterized in that at least one distance sensor is arranged in an outer corner area of ​​the floor plan contour, in particular in an outer corner area of ​​the floor plan contour of the vehicle in front, as seen in the direction of travel. This enables even better and more reliable monitoring of the actual distance value.

[0018] Another advantageous variant of the method is one in which the vehicles in the convoy are configured with a maximum vehicle width value derived from a vehicle width range whose lower limit is 1 m, in particular 1.4 m, and whose upper limit is 3 m, in particular 2.55 m. This allows the individual vehicles to be adapted to a wide variety of operating conditions and requirements as needed.

[0019] Another approach is characterized by the fact that the vehicles forming the vehicle convoy are each formed from a basic chassis and a superstructure module that can be arranged on it as needed, in particular an operational module, and the basic chassis and the superstructure modules are parked separately from one another in a storage area at a base. This makes it possible to provide a large number of similarly designed components, particularly for the basic chassis. In addition, warehousing and / or maintenance can be made considerably easier thanks to the large number of identical components. Furthermore, the space required for parking and storage can be reduced. The basic chassis and / or the superstructure modules could, for example, be parked in a rack warehouse and, from there, for example,removed from it using their own removal and / or conveying devices and assembled into the respective vehicle at a predetermined assembly location.

[0020] A further advantageous procedure is characterized in that, in a control device of a control center for different missions to be carried out, the required add-on modules are stored in a data set for each individual mission to be carried out. Upon an incoming request to carry out the mission, the add-on modules stored in the respective data set are selected and mounted on one of the base chassis, thus making the vehicles ready, in particular by making at least one follow-on vehicle ready. This allows the assembly of the respective vehicles to be carried out more safely and quickly. If necessary, this can also be carried out automatically and / or semi-automatically by lifting and conveying systems.

[0021] Another advantageous variant of the process is one in which the sequence of the follow-on vehicles is stored in the data set stored for the respective mission to be performed. When the journey begins, the follow-on vehicles are arranged one after the other behind the lead vehicle in the sequence predefined in the corresponding data set. This avoids unnecessary shunting when the vehicle convoy arrives at its destination, and allows the necessary activities to begin quickly.

[0022] Another approach is characterized by the fact that the lead vehicle is operated and manually steered by a natural person during the movement of the convoy of vehicles, and at least one following vehicle follows autonomously to a first destination. At the first destination, at least one following vehicle is taken over by a natural person and guided by the natural person to a second destination. This allows the convoy of vehicles to travel individually to the first destination. After arriving at the first destination, at least the following vehicles can then be transported to their respective subsequent destinations.

[0023] Furthermore, a procedure is advantageous in which at least one follower vehicle is operated and manually steered by the natural person, or in which at least one follower vehicle follows autonomously behind the natural person from the first destination to the second destination. This allows the follower vehicle(s) to be safely steered or guided to the designated second destination depending on the requirements and the specific mission to be performed.

[0024] A further advantageous procedure is characterized in that, starting from the base point and reaching a first destination, the respective route is driven at least once in advance, with the entire route being electronically recorded and stored in a separate data set. Upon request, particularly in an emergency, the predetermined respective route is selected and the associated separate data set is provided to the lead vehicle. The entire vehicle convoy drives autonomously from the base point along the respective route stored in the separate data set to the first destination. This creates the possibility of fully or partially fully autonomous driving of the entire vehicle convoy.

[0025] For a better understanding of the invention, it is explained in more detail using the following figures.

[0026] They show in a highly simplified, schematic representation: Fig. 1 shows a partial section of a map with an operations center forming a base and a stylized vehicle convoy consisting of a lead vehicle and several follower vehicles, in plan view; Fig. 2 shows a vehicle convoy with several vehicles in a straight line arrangement behind one another, in plan view and enlarged view; Fig. 3 shows a first part of the vehicle convoy according to Fig. 2 , but in a curve; Fig. 4 another part of the vehicle column after Fig. 2 with three vehicles following one behind the other, cornering.

[0027] By way of introduction, it should be noted that in the variously described embodiments, identical parts are provided with identical reference symbols or component designations. The disclosures contained throughout the description can be applied analogously to identical parts with identical reference symbols or component designations. Furthermore, the positional information chosen in the description, such as top, bottom, side, etc., refers to the directly described and illustrated figure, and these positional information must be applied analogously to the new position in the event of a change in position.

[0028] The term "in particular" is understood below to mean that it may refer to a possible more specific embodiment or more detailed specification of an object or a method step, but does not necessarily have to represent a mandatory, preferred embodiment of the same or a mandatory procedure.

[0029] As used herein, the terms "comprising," "indicates," "having," "includes," "including," "contains," "containing," and any variations thereof are intended to cover non-exclusive inclusion.

[0030] Another term used is "optional." This means that this process step or system component is inherently present but can be used depending on the operating conditions, although this is not mandatory.

[0031] In the method described below, the provision and operation of a vehicle convoy 1 is described in more detail. For this purpose, the Fig. 1 a highly stylized representation in the form of a map section was chosen.

[0032] The vehicle convoy 1 comprises a plurality of vehicles arranged directly behind one another. The individual vehicles of the vehicle convoy 1 are formed by a lead vehicle 2 and at least one follower vehicle 3, with the at least one follower vehicle 3 following the lead vehicle 2 autonomously in the direction of travel or following it independently. For this purpose, the vehicles forming the vehicle convoy 1 are virtually coupled to one another by means of an electronic drawbar. This system can also be referred to as platooning.

[0033] Platooning is generally understood as a road traffic system in which several vehicles can drive very closely behind one another using a technical control system without compromising road safety. This is intended, among other things, to reduce the energy consumption of each vehicle.

[0034] At least one follower vehicle 3 of the vehicle convoy 1 following the lead vehicle 2 is designed to follow the lead vehicle autonomously in piloted driving mode. Therefore, a user of the vehicle, such as a driver, does not necessarily need to be present in the vehicle to carry out the procedure.

[0035] The vehicles can serve a wide variety of purposes. In this possible example, they could be vehicles for emergency and / or rescue services. In particular, they could be emergency vehicles for firefighting.

[0036] Due to the constantly increasing and increasing volume of road traffic and the potential associated traffic jams, the journey from a base 5 to a first destination 6, which usually represents the site of the incident or the operational environment, can be difficult and only partially unobstructed. In the fire service, as well as in other emergency and / or relief organizations, the base 5 is usually formed by an operations center. The base 5 usually includes a storage area 4, which can be located outdoors and / or in a garage, for example.

[0037] Furthermore, there is not always a sufficient number of drivers or operators available in the event of an emergency, and the appropriate driver licenses may be missing.

[0038] Vehicles 2, 3 of vehicle convoy 1 can be configured with a maximum vehicle width value that originates from a vehicle width range whose lower limit is 1 m, in particular 1.4 m, and whose upper limit is 3 m, in particular 2.55 m. The sidewalk width is usually 1.5 m, and the vehicle convoy 1 can be configured with a vehicle width such that it can also move along the sidewalk.

[0039] If the vehicle width value is kept rather small, for example between 1.3 m and 1.8 m, the vehicle convoy 1 can also be driven directly into the interior of department stores or shopping centers and be made available there directly to carry out the required mission.

[0040] It has proven advantageous to provide a type of modular system by means of which the vehicles 2, 3 of the vehicle convoy 1 can be formed. In order to be able to manufacture and / or provide a large number of similar system components, the individual vehicles 2, 3 can each comprise a preferably uniform basic chassis 7. The basic chassis 7 comprises, among other things, the supporting vehicle frame, the drive components with their power supply, the wheels, the steering unit, and a possible communication unit.

[0041] Furthermore, a plurality of add-on modules 8 can also be provided. Particularly in the fire service, add-on modules 8 are usually container-like boxes designed to accommodate and store a wide variety of equipment, tools, and much more. Since a wide variety of equipment, tools, and other items are required for the multitude of different deployment scenarios and task execution, the necessary items can be accommodated in each of the add-on modules 8 and carried along during deployment. With a plurality of add-on modules 8 that are each similarly designed or equipped, add-on modules 8 of the same design can also be relocated to different destinations or deployment sites if necessary, particularly during an emergency.However, it would also be possible to move several similarly designed superstructure modules 8 to the same destination or place of operation, depending on the requirements and scope of the operation.

[0042] The base chassis 7 and / or the superstructure modules 8 can be parked separately from each other at the base 5's storage area 4, particularly in the garage. The base 5 or the operations center can also include a control center 9 with various communication devices, control units, or control devices, and the like, as is generally known.

[0043] In the event of a need, emergency, or operational incident, an alert is usually sent via an emergency number to a central or supra-regional main operations center, which then alerts and coordinates at least one base 5 located within the vicinity of the emergency, along with its operations center and the control center 9. Each of these operational incidents is generally referred to as a mission to be carried out, which, depending on its scope and extent, may also comprise several sub-missions. The base 5s and their respective operations centers are well and precisely familiar with the locations and conditions in their operational areas.

[0044] In a control device 10 of the control center 9, the required add-on modules 8 for a multitude of different missions to be carried out are stored in a separate data set. If, in an emergency or operational situation, the request to carry out a mission is made, the add-on modules 8 stored in the respective data set are selected and mounted on one of the base chassis 7. Thus, each selected add-on module 8 is arranged and mounted on its own base chassis 7. This can be done, for example, using a wide variety of coupling or coupling arrangements. Once this has been done, the lead vehicle 2 and at least one of the follower vehicles 3 have been prepared. If several follower vehicles 3 are planned, each follower vehicle 3 following the first follower vehicle 3 is given the suffix "-1" to the reference number 3 for easy differentiation.

[0045] The data set stored for the respective mission can also contain the sequence of the following vehicles 3, 3-1, which are to be arranged behind the lead vehicle 2 at the start of the journey and follow it autonomously. Using the predefined vehicle sequence, the individual following vehicles 3, 3-1 form vehicle convoy 1 behind the lead vehicle 2.

[0046] The approach and thus the movement of the vehicle convoy 1 from the base 5, in particular the operations center, to the first destination 6 can be carried out in such a way that the lead vehicle 2 is operated and manually steered by a natural person. A natural person is understood here to be a human being, regardless of gender, whereby the natural person can also be referred to as a physical person. The at least one following vehicle 3, 3-1, in turn, follows the lead vehicle 2 autonomously and thus without a driver. Autonomous following is understood to mean the respective following vehicle 3, 3-1 following automatically with its own drive system and independent steering movements.

[0047] Once the vehicle convoy 1 has arrived at or reached the first destination 6, the at least one following vehicle 3, 3-1 can be taken over by another natural person located there. This additional natural person directs or guides the at least one following vehicle 3, 3-1 from the first destination 6 to a different and usually distant second destination 11, namely the specific location of deployment for the respective following vehicle 3. If several following vehicles 3, 3-1 are provided in the vehicle convoy 1, each of the individual following vehicles 3, 3-1 can be taken over by another natural person and guided or guided to the respective second destination 11.

[0048] This further movement of the following vehicle 3 or vehicles 3, 3-1 can be carried out in such a way that at least one of the following vehicles 3, 3-1 is operated and also manually steered by the additional natural person. For this purpose, the at least one following vehicle 3, 3-1 must additionally be provided or designed with a space for the additional natural person so that they can perform and control the movement.

[0049] A further possibility would be for the additional natural person to have or carry a communication device or guidance device (not shown in detail) so that the at least one following vehicle 3, 3-1 follows autonomously behind the natural person from the first destination 6 to the second destination 11. The additional natural person, using their communication device or guidance device, forms the previously described electronic drawbar with the at least one following vehicle 3, 3-1 for virtual coupling.

[0050] The journey and the associated route starting from the base 5, in particular the operations center, to a first destination 6 can also be actually driven at least once in advance, and the entire route can be recorded electronically and saved in a separate data set. This process can also be referred to as a learning process. The data for precisely determining the respective route can be recorded using GPS, for example. In addition to this, or independently of this, it would also be possible to continuously record the route optically using camera images and to generate the data for the driving movement from this. It would also be possible to define the route by determining the distance and time as well as the steering movements made or carried out. A combination of the previously described options for recording and determining the respective route can also be used.

[0051] If a mission is requested and the route or path is already known and stored in a separate data set, this data set describing the route can be provided to the lead vehicle 2. The lead vehicle 2 can then complete the entire journey autonomously to the first destination 6. For safety reasons, a natural person can also ride in the lead vehicle 2 and intervene in the autonomous driving mode in the event of an unforeseen event or obstacle to prevent unwanted damage. This can range from avoiding the obstacle or a traffic jam to stopping the vehicle. It would also be possible to provide additional sensors to monitor the safety of the fully autonomous driving mode.

[0052] In the Fig. 2 to 4A possibility for the following vehicle 3 or the following vehicles 3, 3-1 to follow the lead vehicle 2 in the resulting vehicle convoy 1 is shown and described. The individual figures are simplified top-view representations of the vehicle convoy 1.

[0053] The Fig. 2 shows the vehicle convoy 1 with the lead vehicle 2 and, as an example, three following vehicles 3, 3-1 driving straight ahead, with the usual direction of travel indicated by an arrow.

[0054] As described above, the at least one first following vehicle 3 follows the lead vehicle 2 in an autonomous driving manner, virtually coupled by means of an electronic drawbar. However, the same also applies to the further following vehicle 3-1 following the at least one first following vehicle 3 and to each of the further following vehicles 3-1.

[0055] During the driving movement, the lead vehicle 2 defines a virtual channel or a virtual tunnel within which the following vehicle(s) 3, 3-1 are also to follow the lead vehicle 2. This requires what is known as a directional following or following within the lateral channel or tunnel boundary virtually defined by the lead vehicle 2. The steering movements of the individual following vehicles 3, 3-1 must be carried out accordingly. Thus, not only a steering movement of the front wheels, but also the rear wheels can be provided. However, an individual steering movement of each of the front wheels and the rear wheels would also be conceivable. The steering deflection can extend over a full circle of 360° for each wheel.

[0056] The following procedural steps are provided for the formation and definition of the electronic drawbar: Defining a lead vehicle central longitudinal axis 12 of the lead vehicle 2 in the direction of its lead vehicle length 13, defining a follower vehicle central longitudinal axis 14 of the at least one first follower vehicle 3 in the direction of its follower vehicle length 15, performing a projection in the direction of a planar contact surface 16 from the lead vehicle central longitudinal axis 12 and thereby defining a projection line 17 of the lead vehicle central longitudinal axis 12, performing a projection also onto the planar contact surface 16 from the follower vehicle central longitudinal axis 14 of the at least one first follower vehicle 3, wherein a further projection line 18 of the follower vehicle central longitudinal axis 14 of the at least one first follower vehicle 3 is defined, arranging the two projection lines 17, 18 in a common straight line,Defining a first target distance value between the lead vehicle 2 and the at least one first following vehicle 3 and arranging the at least one first following vehicle 3 behind the lead vehicle 2 at the target distance value, defining a virtual first articulation point 19 between the lead vehicle 2 and the at least one first following vehicle 3, wherein the virtual first articulation point 19 is arranged lying both on the projection line 17 of the lead vehicle's central longitudinal axis 12 and on the projection line 18 of the following vehicle's central longitudinal axis 14, arranging the virtual first articulation point 19 at a lead vehicle distance 20 from the lead vehicle 2 and at a first following vehicle distance 21 from the at least one first following vehicle 3, and defining a reference point from the virtual first articulation point 19 for carrying out the steering movements of the at least one first following vehicle 3 during the autonomous movement of the vehicle convoy 1.

[0057] By defining and arranging the virtual first articulation point 19 between the lead vehicle 2 and the first following vehicle 3, a reference point for the steering of the following first following vehicle 3 is established for the steering movements during the autonomous following of the first following vehicle 3. The steering movements or the respective steering deflections of the front wheels and, if applicable, also the rear wheels are controlled such that the projection line 18 of the following vehicle's central longitudinal axis 14 passes through the virtual first articulation point 19 and the predefined distances of the virtual first articulation point 19, namely the lead vehicle distance 20 and the following vehicle distance 21, are maintained. In conjunction with the likewise predetermined target distance value between the two vehicles 2, 3 when driving straight ahead, this is relatively easy to maintain, since directional stability can also be easily maintained.The situation when cornering is described in detail below.

[0058] In most cases, however, the vehicle convoy 1 is formed or assembled from several following vehicles 3 and 3-1, each of which autonomously follows the lead vehicle 2. The arrangement and definition of the first articulation point 19 between the lead vehicle 2 and the first following vehicle 3 has been described previously. In order to achieve precise and directional following or following of those following vehicles 3-1, which are located behind the first following vehicle 3 in normal forward travel direction, the definition and determination of additional reference points for controlling the steering movements must also be established here.

[0059] When forming the vehicle convoy 1 with the first following vehicle 3 and a following vehicle 3-1 or several further following vehicles 3-1, the following procedural steps can be carried out: Providing one following vehicle 3-1 or several further following vehicles 3-1 to form the vehicle convoy 1, wherein following the first following vehicle 3 are arranged one after the other, defining a further following vehicle central longitudinal axis 14-1 of each of the further following vehicles 3-1 in the direction of its following vehicle length 15, carrying out a projection in the direction of the flat contact surface 16 of each of the further following vehicle central longitudinal axes 14-1, wherein in each case a further projection line 18-1 is defined, arranging the respective further projection lines 18-1 in a common straight line, defining a further target distance value between the respective following vehicles 3, 3-1 and arranging each of the further following vehicles 3-1 in the further target distance value from the following vehicle 3, 3-1 located immediately upstream in the vehicle convoy 1,Defining a further target distance value between the respective following vehicles 3, 3-1 and arranging each of the further following vehicles 3-1 at the further target distance value from the following vehicle 3, 3-1 immediately upstream in the vehicle convoy 1, defining further virtual articulation points 19-1 between the first following vehicle 3 and the immediately following further following vehicle 3-1 and optionally also between each of the subsequent further following vehicles 3-1, wherein each of the further articulation points 19-1 is arranged lying on both projection lines 18, 18-1 defined by the respective following vehicle central longitudinal axes 14, 14-1 of the following vehicles 3, 3-1, arranging each of the further articulation points 19-1 at a further following vehicle distance 21-1 from the two following vehicles 3, 3-1 that are adjacent in the direction of travel,and defining a further reference point of each of the further articulation points 19-1 for carrying out the steering movements of the respective following vehicle 3-1 during the autonomous movement of the vehicle convoy 1. ,

[0060] In order to be able to more easily take into account the maximum external dimensions of the individual vehicles 2, 3 and, if applicable, 3-1 in plan view, i.e. in a top view in the direction of the contact surface 16, during the autonomous driving movement, even during normal cornering, the following additional procedural steps can be provided: Forming a virtual lead vehicle floor plan contour of the lead vehicle 2 essentially in a rectangular shape of its maximum dimensions with its lead vehicle length 13 and lead vehicle width 22, arranging the lead vehicle central longitudinal axis 12 at half the lead vehicle width 22, forming a virtual follower vehicle floor plan contour of each follower vehicle 3, 3-1 essentially in a rectangular shape of its maximum dimensions with its follower vehicle length 15 and follower vehicle width 23, and arranging each of the follower vehicle central longitudinal axes 14, 14-1 at half the follower vehicle width 23.

[0061] With this predefinition of the respective floor plan contours, the arrangement of the respective articulation points 19, 19-1 and also the maintenance of predetermined distance values ​​between the individual vehicles 2, 3 and 3-1 can be controlled more easily and reliably, particularly during cornering as described below. The distance values ​​usually or preferably represent minimum distances which must not be undercut in order to prevent mutual collisions during autonomous movement. Furthermore, the distance values, in particular the target distance values, can also have a different or variable target value depending on the respective travel speed of the vehicle convoy 1. For example, the distance values ​​can be kept low or short at a low travel speed and increased as the travel speed increases.Preferably, the distance values ​​or the target distance values ​​in a convoy 1 between its individual vehicles 2, 3 are selected to be equal, whereby the previously described extension or shortening can be carried out depending on the respective speed of travel. For example, the variation can be carried out manually by the driver of the lead vehicle 2. However, a corresponding value table and / or control curve could also be stored in the vehicle control system, using which the target distance value(s) are determined or calculated. No physical or structural drawbars are provided, only virtual drawbars.

[0062] Furthermore, it can be provided that, to define the individual articulation points 19, 19-1, the lead vehicle distance 20 and the first following vehicle distance 21, and optionally also each further following vehicle distance 21-1, are formed with mutually equal distance values. With a straight alignment of the two projection lines 17, 18 from the lead vehicle central longitudinal axis 12 and from the following vehicle central longitudinal axis 14 of the at least one first following vehicle 3, the sum formed from the lead vehicle distance 20 and the first following vehicle distance 21 should correspond to the target distance value. If several further following vehicles 3-1 are also provided behind the first following vehicle 3, the sum formed from the respective two further following vehicle distances 21-1 of following vehicles 3 located directly behind one another should also correspond to the target distance value.For the sake of simplicity, all following vehicle distances between immediately consecutive following vehicles 3, 3-1 are provided with the same reference number 21-1.

[0063] If a curve is driven, as simplified in the Fig. 3 between the lead vehicle 2 and the first follower vehicle 3, the two projection lines 17, 18 from the lead vehicle central longitudinal axis 12 and the follower vehicle central longitudinal axis 14 of the at least one first follower vehicle 3 are in an angled position to one another and enclose a bend angle 24 between them.

[0064] Since vehicles 2, 3 and 3-1 each have a vehicle width of 22, 23 and since the angled position of the vehicle central longitudinal axes 12, 14, 14-1 to one another can pose a risk of the minimum distance being exceeded, particularly in the respective left or right corner areas, the relative location or position of the respective virtual articulation points 19, 19-1 between vehicles 2, 3 and 3-1 can be adjusted. This is particularly important if the target distance values ​​between vehicles 2, 3 and 3-1 are very short, in order to better maintain and control the accuracy of the lane-keeping. The minimum distance can be, for example, 200 mm or slightly more. This is preferably dependent on the current speed of travel or driving speed.

[0065] If the projection line 17 of the lead vehicle's central longitudinal axis 12 and the projection line 18 of the following vehicle's central longitudinal axis 14 of the at least one first following vehicle 3 are now in their mutually angled position, viewed in plan view and in the plane of the contact surface 16, they enclose the articulation angle 24 between them. Furthermore, both the lead vehicle distance 20 and the first following vehicle distance 21 must then be virtually increased or lengthened until an actual distance value between the closest sections of the two virtual floor plan contours located directly behind one another again corresponds at least to the target distance value.The target distance value in the outer edge area between the two virtual floor plan contours located directly behind one another can be calculated from the sum of the lead vehicle distance 20 and the first following vehicle distance 21 when the lead vehicle 2 and the first following vehicle 3 are traveling straight ahead. Preferably, the original lead vehicle distance 20 and the original first following vehicle distance 21 are each virtually increased or extended by the same length. To better distinguish between the original distances 20 and 21, these are shown in the . Fig. 3 with the suffix "a".

[0066] In the Fig. 4 on a larger scale, the cornering between three consecutive vehicles, namely the first following vehicle 3 and two further following vehicles 3-1, is shown.

[0067] If the respective projection lines 18-1 from the following vehicle center longitudinal axes 14-1 of immediately consecutive following vehicles 3, 3-1 are also aligned at an angle of 25 to each other, the other original following vehicle distances 21-1 should also be virtually increased until an actual distance value between the nearest sections of the two immediately consecutive floor plan contours of the following vehicles 3, 3-1 again corresponds at least to the target distance value. The increased or extended following vehicle distances 21-1 are also provided with the suffix "a".

[0068] The actual distance values ​​between the respective vehicles 2, 3 and 3-1 can be determined, for example, using at least one distance sensor. This allows the actual distance between each of the vehicles 2, 3 and 3-1 to be determined. However, at least one distance sensor can preferably be arranged in an outer corner area of ​​one of the floor plan contours of the individual vehicles 2, 3 and 3-1. This can preferably be done in an outer corner area of ​​the floor plan contour of the respective front vehicle 2, 3, 3-1, viewed in the direction of travel. However, it would also be possible to arrange the distance sensors at the corner areas of the respective following vehicles 3, 3-1, viewed in the direction of travel. Furthermore, a diagonal arrangement of the distance sensors could also be provided.

[0069] Furthermore, it would also be conceivable to assemble a convoy of vehicles 1 that can carry out the automated deployment of a hose line and also the collection or winding of the deployed hose line, and is also trained to do so. To enable this to be carried out completely autonomously, the route or route can be driven at least once along the hose line to be deployed, and the entire route can be electronically recorded and saved in a separate data set. This process can also be referred to as a learning process. This possible recording process has already been described previously and can also be applied here.

[0070] The assembly of the vehicle convoy 1 with the lead vehicle 2 and at least one follower vehicle 3 for the mission to be carried out can take place at the storage area 4 of the base 5, in particular in the garage of the operations center, and the required add-on modules 8 can be arranged and mounted on the respective base chassis 7. This can again be done analogously to the procedure described above, whereby the necessary information can be stored or stored in a separate data set.

[0071] For the approach, the sequence of the individual vehicles 2, 3, and 3-1 for this mission can also be stored in a separate data set, and the vehicle convoy 1 thus assembled drives preferentially to the first destination 6. Once this or the starting point for the mission to be carried out, namely the deployment of the hose line, has been reached, the mission is processed, in particular the movement of the vehicle convoy 1, autonomously.

[0072] However, a mission to be carried out could also involve arranging several of the vehicles 2, 3, and 3-1 side by side at the destination, possibly offset from each other in the direction of travel, so that, for example, a foam blanket or an oil absorbent can be dispensed or applied over a larger area. The lead vehicle 2 could be operated and steered by a natural person and / or also perform the movement autonomously along a predetermined route.

[0073] The embodiments show possible embodiments, whereby it should be noted at this point that the invention is not limited to the specifically illustrated embodiments thereof, but rather various combinations of the individual embodiments with each other are also possible and this possibility of variation lies within the skill of the person skilled in the art in this technical field due to the teaching of technical action by means of the objective invention.

[0074] The scope of protection is determined by the claims. However, the description and drawings must be used to interpret the claims. Individual features or combinations of features from the various embodiments shown and described may represent independent inventive solutions. The problem underlying these independent inventive solutions can be derived from the description.

[0075] All information on value ranges in this description is to be understood as including any and all sub-ranges thereof, e.g. the information 1 to 10 is to be understood as including all sub-ranges starting from the lower limit of 1 and the upper limit of 10, ie all sub-ranges begin with a lower limit of 1 or greater and end with an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1, or 5.5 to 10.

[0076] For the sake of clarity, it should finally be pointed out that, in order to better understand the structure, some elements have been shown out of scale and / or enlarged and / or reduced in size. Reference symbol list

[0077] 1Vehicle convoy 2Lead vehicle 3Following vehicle 4Storage location 5Support point 6First destination 7Base chassis 8Additional module 9Control center 10Control device 11Second destination 12Lead vehicle central longitudinal axis 13Lead vehicle length 14Following vehicle central longitudinal axis 15Following vehicle length 16Contact area 17Projection line 18Projection line 19Pivot point 20Lead vehicle distance 21Following vehicle distance 22Lead vehicle width 23Following vehicle width 24Articulation angle 25Articulation angle

Claims

1. A method for providing and operating a vehicle convoy (1), which vehicle convoy (1) comprises a plurality of vehicles arranged directly one behind the other and at least one following vehicle (3, 3-1) autonomously follows a leading vehicle (2) in the direction of travel, - wherein the vehicles forming the vehicle convoy (1) are virtually coupled to one another by means of an electronic drawbar, wherein - a leading vehicle central longitudinal axis (12) is defined by the leading vehicle (2) in the direction of its leading vehicle length (13), - wherein a following vehicle central longitudinal axis (14) is defined by the at least one first following vehicle (3) in the direction of its following vehicle length (15), - wherein a projection line (17) is defined from the leading vehicle central longitudinal axis (12) and a further projection line (18) is defined from the following vehicle central longitudinal axis (14) of the at least one first following vehicle (3) when projected in the direction of a planar contact surface (16), - wherein the two projection lines (17, 18) are arranged to extend in a common straight line, - wherein a first target distance value is defined between the leading vehicle (2) and the at least one first following vehicle (3) and the at least one first following vehicle (3) is arranged behind the leading vehicle (2) at the target distance value, characterized in - that a virtual first articulation point (19) is defined between the leading vehicle (2) and the at least one first following vehicle (3), which virtual first articulation point (19) is arranged lying both on the projection line (17) of the leading vehicle central longitudinal axis (12) and on the projection line (18) of the following vehicle central longitudinal axis (14), - that the virtual first articulation point (19) is arranged at a leading vehicle distance (20) from the leading vehicle (2) and at a first following vehicle distance (21) from the at least one first following vehicle (3), and - that a reference point for carrying out the steering movements of the at least one first following vehicle (3) during the autonomous movement of the vehicle convoy (1) is defined by the virtual first articulation point (19).

2. The method according to claim 1, characterized in - that at least one further following vehicle (3-1) is provided to form the vehicle convoy (1), preferably a plurality of further following vehicles (3-1) are provided downstream of the first following vehicle (3), - that each of the further following vehicles (3-1) defines a further following vehicle central longitudinal axis (14-1) in the direction of its following vehicle length (15), - that, when projected in the direction of the planar contact surface (16), a further projection line (18-1) is defined in each case from each of the further following vehicle central longitudinal axes (14-1), - that the respective further projection lines (18-1) are arranged to extend in a common straight line, - that a further target distance value is defined in each case between the respective following vehicles (3, 3-1) and each of the further following vehicles (3-1) is arranged in each case at the further target distance value from the following vehicle (3, 3-1) located immediately upstream in the vehicle convoy (1), - that a virtual first further articulation point (19-1) is defined between the first following vehicle (3) and the immediately following further following vehicle (3-1) and, optionally, also between each of the following further following vehicles (3-1), and each of the further articulation points (19-1) is arranged lying in each case on both projection lines (18, 18-1) defined by the respective following vehicle central longitudinal axes (14, 14-1) of the following vehicles (3, 3-1), - that each of the further articulation points (19-1) is arranged at a further following vehicle distance (21-1) from the two following vehicles (3, 3-1) which are respectively adjacent as seen in the direction of travel, and - that each of the further articulation points (19-1) defines a further reference point for carrying out the steering movements of the respective following vehicle (3-1) during the autonomous movement of the vehicle convoy (1).

3. The method according to claim 1 or 2, characterized in - that a virtual leading vehicle ground plan contour is formed by the leading vehicle (2) essentially in a rectangular shape of its maximum dimensions with its leading vehicle length (13) and a leading vehicle width (22), - that the leading vehicle central longitudinal axis (12) is arranged to extend at half the leading vehicle width (22), - that each following vehicle (3, 3-1) forms a virtual following vehicle ground plan contour substantially in a rectangular shape of its maximum dimensions with its following vehicle length (15) and a following vehicle width (23), and - that each of the following vehicle central longitudinal axes (14, 14-1) is arranged to extend at half the following vehicle width (23).

4. The method according to one of the preceding claims, characterized in that the leading vehicle distance (20) and the first following vehicle distance (21) and optionally also each further of the following vehicle distances (21-1) are configured with distance values equal to each other.

5. The method according to one of the preceding claims, characterized in that, when the projection lines (17, 18) of the leading vehicle central longitudinal axis (12) and the following vehicle central longitudinal axis (14) of the at least one first following vehicle (3) are aligned in a straight line with respect to one another, the sum formed from the leading vehicle distance (20) and the first following vehicle distance (21) corresponds to the target distance value.

6. The method according to one of the preceding claims, characterized in that, when the projection lines (17, 18) of the leading vehicle central longitudinal axis (12) and the following vehicle central longitudinal axis (14) of the at least one first following vehicle (3) are aligned at a buckling angle (24) to one another, the leading vehicle distance (20) and the first following vehicle distance (21) are each virtually increased to such an extent, until an actual distance value between the closest sections of the two virtual layout contours located directly behind one another in turn corresponds at least to the target distance value.

7. The method according to claim 6, characterized in that the leading vehicle distance (20) and the first following vehicle distance (21) are each virtually increased by the same length dimension.

8. The method according to one of claims 2 or 3, characterized in that the sum formed from the respective two further following vehicle distances (21-1) of following vehicles (3) located directly behind one another corresponds in each case to the target distance value.

9. The method according to one of claims 2, 3 or 8, characterized in that, when the respective projection lines (18-1) of following vehicle central longitudinal axes (14-1) of following vehicles (3, 3-1) located directly behind one another are aligned at a buckling angle (25) to one another, the further following vehicle distances (21-1) are each virtually increased until an actual distance value between the closest sections of the two layout contours located directly behind one another in turn corresponds at least to the target distance value.

10. The method according to one of the preceding claims, characterized in that the actual distance value is determined by means of at least one distance sensor.

11. The method according to claim 10, characterized in that at least one distance sensor is arranged in each case in an outer corner region of the layout contour, in particular is arranged in each case in an outer corner region of the layout contour of the front vehicle as seen in the direction of travel.

12. The method according to one of the preceding claims, characterized in that the vehicles (2, 3) of the vehicle convoy (1) are configured with a maximum vehicle width value which originates from a vehicle width value range the lower limit of which is 1 m, in particular 1.4 m, and the upper limit of which is 3 m, in particular 2.55 m.

13. The method according to one of the preceding claims, characterized in that those vehicles (2, 3) forming the vehicle convoy (1) are each formed from a base chassis (7) and a superstructure module (8), in particular an insert module, which can be arranged thereon as required, and the base chassis (7) and the superstructure modules (8) are parked separately from one another at a storage location (4) of a base (5).

14. The method according to one of the preceding claims, characterized in that, in a controller (10) of a control station (9), the superstructure modules (8) required for different missions to be carried out are stored in a data set for the individual mission to be carried out in each case and, in the event of an incoming request to carry out the mission, the superstructure modules (8) stored in the respective data set are selected and mounted on one of the base chassis (7) in each case and the vehicles (2, 3) are thus provided, in particular the at least one following vehicle (3, 3-1) is provided.

15. The method according to claim 14, characterized in that the sequence of the following vehicles (3, 3-1) is also stored in the data set stored for the respective mission to be carried out and, upon travel commencement, the following vehicles (3, 3-1) provided are arranged one after the other behind the leading vehicle (2) in the sequence predefined in the corresponding data set for the vehicle convoy (1).

16. The method according to one of the preceding claims, characterized in that the leading vehicle (2) is operated and manually steered by a natural person during the movement of the vehicle convoy (1) and the at least one following vehicle (3, 3-1) follows autonomously up to a first destination (6) and that at the first destination (6) the at least one following vehicle (3, 3-1) is taken over by a natural person and is further guided by the natural person to a second destination (11).

17. The method according to claim 16, characterized in that the at least one following vehicle (3, 3-1) is operated and manually steered by the natural person or that the at least one following vehicle (3, 3-1) autonomously follows behind the natural person starting from the first destination (6) to the second destination (11).

18. The method according to one of claims 13 to 15, characterized in that, starting from the base (5) up to a respective first destination (6), the respective route is travelled at least once in advance and the entire route is recorded electronically and stored in a separate data set and, in the event of a request, in particular in an emergency, the predetermined respective route is selected and the associated separate data set is provided to the leading vehicle (2) and the entire vehicle convoy (1), starting from the base (5), travels autonomously along the respective route stored in the respective separate data set to the first destination (6).