CONTROL METHOD FOR A VEHICLE TREATMENT PLANT

Description

[0001] The present invention relates to a control method for a vehicle treatment system with one, two, or more treatment units that are movable by controllable actuators to perform a surface treatment of a vehicle. The invention further relates to an associated software product, a control unit, and an associated vehicle treatment system.

[0002] Vehicle treatment systems known in practice exhibit a movement pattern for the positioning movements of the treatment units relative to the vehicle that appears clumsy and jerky, at least in numerous phases of movement. The movement of a treatment unit often involves several actuators, which are frequently controlled completely independently. This is particularly true when an actuator has a multiple drive function and contributes to a partial movement of two or more treatment units.

[0003] From EP 3 936 392 A1, a conventional vehicle treatment system is known in which previously known treatment programs are parameterized and adapted to a specific vehicle being washed. The vehicle is detected locally via a camera, and a request is transmitted to a cloud-based system. To improve the locally executed treatment program, the more powerful processing of centralized, cloud-based image recognition is used. The cloud-based recognition has access to image data transmitted by a large number of vehicle treatment systems and further database content about known vehicle types, so that the cloud system provides a better data basis for comparative analyses than purely local processing.The adaptation and parameterization of the treatment program at the local vehicle treatment facility incorporates geometry information or control instructions, which are received as the content of a control parameter message, whereby this control parameter message is created and sent by the cloud-based data processing service.

[0004] US Patent 2008 / 300724 A1 discloses a control method for the movement of the horizontal brush of a vehicle wash system, which provides a first and a second vector speed control mode for the brush, as well as switching logic between these control modes. The first control mode is based on a measurement of the current draw of the brush's rotary drive, and the second control mode is based on a geometric limitation of the brush's immersion depth.

[0005] In the technical field of industrial robot control, other robot control methods for path guidance are known.

[0006] Existing control systems and vehicle treatment systems are not optimally designed. The object of the present invention is to demonstrate a vehicle treatment system with improved movement characteristics.

[0007] The vehicle treatment system comprises one, two, or more treatment units that can be moved via controllable actuators. The movement of a treatment unit is understood below to mean a positioning movement relative to the vehicle. This positioning movement can, in particular, be multidimensional relative to the vehicle. dh comprise several translational and / or rotational components or be caused by a combination of several partial movements of rotational and / or translational actuators.

[0008] The treatment units can be of any design and perform contact or non-contact surface treatment of the vehicle. They can include, for example, single- or multi-part brushes (wash brushes, polishing brushes, roof brushes, side brushes, wheel wash brushes, etc.), blowers (roof dryers, side dryers), and / or movable applicators of foams and / or fluids (high-pressure nozzles, foam nozzles). Two or more treatment units can share a common support structure, either partially or completely. For example, two or more treatment units can be mounted together on a movable gantry or a mobile support structure of the treatment system.

[0009] It is possible for a treatment unit to be moved by a group of two or more actuators. Furthermore, it is possible for at least one actuator to be involved in the movement of two or more treatment units. The treatment units are connected to the actuators via support elements. The geometry of the support elements is known.

[0010] The actuators are designed to move one, two, or more treatment units relative to a vehicle being treated. The actuators can therefore be described as positioning actuators.

[0011] The following describes a tax procedure that represents a first independent aspect of the present disclosure.

[0012] Further below, a vehicle treatment plant is additionally explained as a second independent aspect of the disclosure, which can be used in combination with the first aspect or independently of it.

[0013] The aspects can be used by different people or companies, at different times and / or in different locations, and are therefore completely independent of each other. On the other hand, the aspects form a common concept, as each, alone or in combination, contributes to enabling improved motion behavior for a vehicle treatment system. This includes, in particular, synchronized accelerations for a group of actuators that together move one, two, or more treatment units. Such motion behavior is smooth and leads to reduced energy consumption and wear. It also enables a particularly rapid execution of a treatment process.A dynamic plan is preferably used to specify the movement behavior. This plan comprises a multiple target values ​​for the movements of several actuators in an ordered data structure, where the target values ​​define at least one movement parameter of the respective actuator over the duration of a treatment segment. The dynamic plan thus moves beyond a purely instantaneous view and also away from a singular actuator reference.

[0014] The following section first describes a control procedure from which the generation of the dynamic plan and the movement behavior can be traced. The treatment system with its novel movement behavior is then explained. The characteristics of the treatment system can result directly or indirectly from the application of the control procedure. Alternatively, the disclosed treatment system can be formed independently of the execution of the control procedure.

[0015] The tax procedure according to the first aspect of the present disclosure includes at least the following steps: Creating or reading a sequence plan for vehicle treatment, wherein the sequence plan includes positioning positions for a plurality of actuators as setpoints (state values) in a predefined sequence; creating a motion plan for the vehicle treatment, wherein the motion plan includes a target path, a target positioning rate, and preferably a target positioning rate change for the plurality of actuators as (mathematical) functions with respect to a sequence variable; creating a dynamic plan for vehicle treatment, wherein the dynamic plan includes target values ​​for the movements of the actuators with respect to a time variable; and wherein the dynamic plan is generated from the motion plan by local stretching and / or compression using time scaling.

[0016] The target values ​​for the actuator movements can be represented in any form in the dynamic plan. Preferably, the target values ​​can be in the form of at least one of the following motion variables: As a target trajectory for the majority of actuators with respect to the time variable, AND / OR As a target velocity for the majority of actuators with respect to the time variable, AND / OR As a target acceleration for the majority of actuators with respect to the time variable, AND / OR As a target jerk for the majority of actuators with respect to the time variable.

[0017] The motion variables can be represented in any form, for example as a mathematically defined function, as tuples of values, or as a list or table. Each of these forms creates a multitude of mappings between a target value and a value of the time variable.

[0018] The control procedure preferably continues to include controlling the actuators during the execution of the vehicle treatment with a control system, in particular with a state control system, based on the target values ​​of the dynamic plan.

[0019] Such a control procedure has several advantages. It overcomes a strict link between spatial and temporal influences in the planning of a treatment process.

[0020] The sequence plan can be generated in any way. Preferably, it can be generated based on contour recognition data of the vehicle. A separate planning procedure can be used for generating the sequence plan. It can be executed independently of or in combination with the control procedure. Furthermore, a sequence plan generated by the planning procedure can be stored on a data carrier. The control procedure can then read and further process a stored sequence plan.

[0021] By creating the motion plan and dynamics plan separately, as well as separating the sequence variable and the time variable, the control method allows for greater freedom in planning a treatment procedure. In particular, physical limits and predefined operating limits of the actuators, as well as interdependencies between the movements of the multiple treatment units, can be considered in separate process steps, so that no contradictions arise in the planning specifications for the movements of the individual treatment units, or any such contradictions can be resolved.

[0022] Overcoming such contradictions means that the individual movements of the actuators can be planned in a fully coordinated manner within a common sequence and implemented in a treatment process.

[0023] In the tax procedure according to the present disclosure, the (ideal or tolerated) target spatial positions of the treatment units are first planned in a specific sequence. This can be done fully automatically, semi-automatically, or manually.

[0024] For these target spatial positions, a kinematic system can then be planned (still) independently of time, which supports good controllability of the actuators. This kinematic system is created based on parameterizable functions, which, however, are defined in relation to a sequence variable. The sequence variable can be understood as a quasi-time that does not correspond to real time. The sequence variable is suitable for assigning positioning positions and the resulting values ​​of a target path to a common variable (auxiliary variable). A value of this sequence variable can represent a planned target state, and the course of the values ​​of the sequence variable can define the sequence in which these target states should occur. The sequence variable also defines a "distance" between these target states on a scale. However, this is not yet a time interval measurable in seconds, but a purely computational intermediate reference value.The process variable is only mapped to real time through time scaling.

[0025] Time scaling to map to real time leads to a significant degree of planning freedom that is not available when using a time variable directly: With time scaling, the process variable, and thus the sequence of the assigned target values, can be traversed in a positive direction AND, at least section by section, in a negative direction. The slope of the time scale ds / dt can therefore be negative section by section. In other words, certain sequences or positions can be traversed in reverse to resolve contradictions that would arise in planning based solely on a time variable without any solution options. The necessary steps for this can be fully automated and, in particular, enable automated planning and control in the case of simple or multiply linked kinematics. This will be discussed further below.

[0026] By creating a dynamic plan using time scaling, the kinematics planned with respect to the process variable are adapted to a time variable that corresponds to real time. This makes the planned movements executable with such dynamics that certain predefined criteria are reliably met, regardless of the complexity and number of treatment units. Such criteria can include, for example, minimizing the overall treatment duration, minimizing energy consumption, and adhering to predefined maximum or minimum speeds for the movement of a treatment unit along a vehicle contour. A maximum speed can be the highest speed (in absolute value) in a first direction of movement. A minimum speed can be the highest speed (in absolute value) in the opposite direction.

[0027] Separating the creation of the movement plan from the creation of the dynamics plan makes the planning process more robust and leads to better results.

[0028] The actuator movements achieved by means of the control method according to the present disclosure can be partially or fully synchronized. Partially synchronized actuator movement with respect to a single treatment unit exists when the actuators (group of actuators) involved in a multidimensional positioning movement of a treatment unit perform accelerations at the same time intervals. The movement is fully synchronized with respect to the individual treatment unit when the actuators involved in its movement also perform accelerations proportional to each other during the corresponding time intervals. A dynamic plan generated according to the preceding steps, in particular including the time scaling, can be stored as an intermediate result.

[0029] A dynamic plan according to the present disclosure is particularly preferably designed such that it provides, on the one hand, partially synchronized movements or, more preferably, fully synchronized movements for the actuators involved in each treatment unit for which planning according to the present control method has been / is being carried out. Furthermore, partially synchronized and, more preferably, fully synchronized movements can be provided for several treatment units. That is, the dynamic plan preferably provides a multidimensional (positioning) movement for a group of treatment units, such that the actuators involved in a movement of the several treatment units perform accelerations at the same time phases, and more preferably, accelerations proportional to each other at the corresponding time phases.

[0030] This prevents jerky or abrupt movements, which often lead to increased wear and tear and unfavorable washing results.

[0031] The control of a treatment system according to the present method, and in particular the presence of partially or fully synchronized (positioning) movements of the actuators, can be recognized, for example, by the following phenomenon: A vehicle undergoes a treatment in the vehicle treatment system. The instantaneous speeds of the actuators for the movement of the roof and side brushes can be determined. Subsequently, an additional obstacle, such as a test object on the hood, is placed on the outer contour of the vehicle (without changing its position). The obstacle should only affect the area of ​​contact of either the side brush or the roof brush. The same vehicle treatment is then performed again, and the instantaneous speeds are determined once more.If it is observed that the portal movement decelerates in advance (even) before the roof brush reaches the obstacle (because the contour detection indicates that the roof brush must avoid the obstacle) and that the acceleration of the roof brush's lifting movement begins simultaneously, then the movements of these actuators are at least partially synchronized. If it turns out that the accelerations of the portal movement and the roof brush movement are proportional to each other while the obstacle is being avoided, then the movement of these actuators is fully synchronized.

[0032] If, in addition, it is observed that the speed of a delivery or folding movement of the side brushes also changes at the point in time when the portal decelerates, then there is a partially synchronized movement between all the actuators involved. And if, finally, a correspondingly proportional acceleration value is also observed for the changed delivery or folding movement, then there is a fully synchronized movement of all the actuators involved.

[0033] According to a preferred embodiment, a jerk parameter (a parameter for changes in acceleration) can be additionally provided as a motion parameter for the motion plan and / or the dynamics plan to achieve a smooth transition between phases with different acceleration levels or directions. A jerk parameter allows for even smoother changes in motion behavior, thus reducing or limiting vibration excitation during highly dynamic treatment phases (positioning movements with significant changes in the instantaneous velocity of one or more actuators). This allows for a more robust damping design of the vehicle treatment system, which in turn can contribute to an overall higher treatment speed.

[0034] As a result, the movement behavior of the treatment units' positioning movements is no longer clumsy, but rather a smooth and fluid process, thanks to the application of the present control method. Furthermore, acceleration phases can be planned so that high drive energies are only used when required to meet one of the predefined criteria. Unnecessary abrupt accelerations (including decelerations) can thus be avoided, which positively impacts the energy consumption for vehicle treatment.

[0035] Within the framework of time scaling, physical and operational limits for individual actuators or – in a coordinated manner – for multiple actuators can be taken into account. For each section of the vehicle treatment process, it can be identified which actuator actuation is the limiting factor because its operation occurs within a physical or operational limit, and the (positioning) movement of other or all treatment units can be adapted to this actuator. The role of the "limiting factor" can also change between the sections of the vehicle treatment system.

[0036] As part of the time scaling, physical and / or operational limits for the movement of one or more treatment units or their target points can be considered, either alternatively or additionally. For example, a maximum path speed can be specified for a side brush or roof brush along the vehicle contour. Alternatively or additionally, any other predefined criteria can be set, which are then taken into account during the time scaling. This will be discussed further below.

[0037] Therefore, it is no longer necessary to design the dynamics of the vehicle handling system to the limits of a single, defined actuator. Instead, for each section of the vehicle handling process, the solution space for all possible movements can be described, and the boundaries of this solution space can be calculated. Within this solution space, a desired dynamic can be freely chosen.

[0038] Phase separation, i.e., a restriction of the treatment procedure planning to defined phases, can be omitted. When planning treatment procedures with conventional control methods, phase separation was often necessary to avoid inconsistencies in the direct planning of trajectories. The most common phase separation stipulated that for each phase of the treatment process, only a monotonic movement of the portal was permitted (first pass forward, first pass backward, second pass forward, second pass backward). With the control method according to the present disclosure, the movements of all actuators can be combined in any way. A sequential separation of movement phases is unnecessary.

[0039] Particular advantages arise when a linked kinematic system exists for two or more actuators. This is the case when the movement of one actuator leads to a partial movement of at least two treatment units. Linked kinematics are frequently found in the gantry's travel movement, which simultaneously results in a partial movement of all treatment units attached to the gantry. Similarly, the movement of a (carriage) carriage on which a side-washing brush in the form of a flex brush is mounted results in a partial movement for several treatment units, namely the brush segments of this side-washing brush. Thus, a multiply linked kinematic system is also possible.

[0040] The control method according to the present disclosure, and in particular the separation of the reference variables "sequence", "sequence variable" and "time variable", allows virtually any vehicle contour to be treated in contact, even with actuators featuring simple or multiple linked kinematics, without the need for phase separation. This makes it possible, for example, to clean concave contours such as those found on inwardly recessed body parts, under an alcove, or under a roof rack.

[0041] According to the second aspect of the present disclosure, a vehicle treatment system is provided with at least one treatment unit and a plurality of controllable actuators for executing positioning movements of the treatment unit. At least one group of actuators is provided, which are configured to jointly move the treatment unit relative to a vehicle to be treated in a multidimensional positioning movement. The vehicle treatment system comprises a controller and at least one regulator. The controller transmits setpoint values ​​to the at least one regulator, based on which the regulator generates one or more positioning signals for controlling the actuators.

[0042] According to the second aspect of the disclosure, the control system includes at least one dynamic plan which defines a plurality of target values ​​for the movements of the actuators in relation to a time variable in an ordered data structure.

[0043] The dynamic plan can be generated by the control procedure according to the first aspect of the disclosure. However, it can also be generated in other ways or elsewhere, and in particular, it can be imported as a pre-defined plan. For example, in vehicle treatment systems that repeatedly wash the same vehicle types, specially optimized dynamic plans can be generated and stored. These plans can be imported for a specific treatment process and, if necessary, adapted to the vehicle's current position. This approach is particularly useful for train washing systems or car and truck washing systems for cleaning fleet vehicles.

[0044] The target values ​​of the dynamic plan define at least one movement parameter of the respective actuator over the duration of a treatment segment.

[0045] The definition is particularly preferred in such a way that the target values ​​describe both the current and a future movement of the respective actuator. A treatment phase can, for example, include front cleaning or rear cleaning with a specific treatment unit.

[0046] A target point is defined for the treatment unit, and the setpoint values ​​of the dynamic plan are defined for the associated group of actuators such that, during multidimensional movement, the target point of the treatment unit follows a path that maintains a geometric reference to the contour of the vehicle being treated during surface treatment. The contour of the vehicle being treated can be a surface contour or a line contour. Preferably, the contour of the vehicle being treated defines a local spatial orientation, in particular a translational and / or a rotational orientation.

[0047] The dynamic plan further defines, during the duration of the treatment section, accelerations synchronized to each other for the actuators of the group with a multidimensional positioning movement of the treatment unit, so that corresponding acceleration phases of the actuators result during the execution of the multidimensional positioning movement.

[0048] The vehicle treatment system according to the second aspect of the disclosure therefore no longer exhibits phase separation between the control signals of actuators that jointly move a treatment unit. If the treatment unit requires two or three separate positioning movements for a treatment section according to the surface contour—for example, a translation of the portal, a translation of a carriage on which a brush is suspended, and a rotation at an articulated joint—the associated actuators will not execute these movements separately in time, but rather in a coordinated manner. The coordination is such that the corresponding accelerations of a guide actuator for the portal, a sliding actuator for the carriage, and a tilting actuator for the articulated joint always occur during overlapping time periods.The same can apply to all other multidimensional movements of a treatment unit caused by a group of actuators.

[0049] Simultaneous acceleration phases of two or more actuators essentially occur in parallel. They therefore overlap along the time axis. Furthermore, there can be chains of acceleration phases for multiple actuators, each of which comprises two, three, or more successive acceleration phases. In macroeconomic terms, these chains can essentially occur simultaneously for multiple actuators within the group.

[0050] In particular, for the duration of a multidimensional movement, each of the actors involved in the group may experience a chain with a plurality of acceleration phases.

[0051] Even at the micro level, corresponding acceleration phases—for example, a first acceleration phase from a first chain for a first actuator and a corresponding second acceleration phase from a second chain for a second actuator—can have exactly the same durations. Alternatively, the corresponding acceleration phases can overlap by a predetermined minimum amount, where the minimum is preferably greater than 60%, and more preferably greater than 80%, of the duration of the longer acceleration phase.

[0052] Alternatively or additionally, the corresponding acceleration phases for each of the participating actors can begin and end at corresponding times.

[0053] The matching acceleration phases can further preferentially provide maximum or minimum accelerations for a majority of the participating actuators at matching times.

[0054] The geometric reference of the target point to the contour of the vehicle to be treated can be arbitrarily defined and may depend, in particular, on the type of treatment unit. The geometric reference can, in particular, be a fixed perpendicular distance to the vehicle surface, AND / OR a fixed distance to the vehicle surface at a predetermined angle of attack relative to the vehicle surface.

[0055] The path of the target point can be determined accordingly. In particular, the path of the target point can follow the contour of the vehicle surface and, furthermore, can be a path lying along the vehicle surface, which may be smoothed at points on the vehicle surface with a curvature exceeding a predetermined limit. Alternatively, the path of the target point can follow the contour of the vehicle surface at a parallel distance. Such a parallel path may also be smoothed at points on the vehicle surface with a curvature exceeding a predetermined limit.

[0056] The mutually synchronized accelerations are preferably defined predominantly (for at least 60% of the time, more preferably for at least 80% of the time in multidimensional movements) or exclusively (for all time components of the multidimensional movements).

[0057] The target values ​​of the dynamic plan defined, for the actuators of the group, preferably fully synchronized accelerations that remain proportional to each other in corresponding time phases. This applies in particular to multidimensional positioning movements with which the treatment unit is moved from a rest position at the beginning of a treatment segment to a working position and / or to multidimensional positioning movements with which the treatment unit is moved from a working position at the end of a treatment segment to a rest position.

[0058] A vehicle treatment system with a design according to the second aspect of the disclosure exhibits smooth movement behavior during multidimensional positioning movements of the at least one treatment unit relative to the vehicle. This offers advantages with regard to energy consumption and the stress on the mechanical structures. Furthermore, a significant reduction in the overall duration of a treatment phase can be achieved.

[0059] Further embodiments of the invention and their advantages are specified in the dependent claims and the following description.

[0060] The invention is illustrated in the drawings in an exemplary and schematic manner. They show: Figures 1-3: A vehicle treatment system in three states; Figure 4: A dynamic plan for vehicle treatment; Figure 5: Explanations for creating a process plan for vehicle treatment based on contour recognition data; Figure 6: A process plan with target positions of an actuator; Figure 7: A motion plan with a single target path for the process plan according to Figure 6Figure 8: A motion plan with a plurality of target paths, target rates, and target rate changes; Figure 9: A time scaling plan with profiles of piecewise constant scaling and variable scaling; Figure 10: A state-space diagram illustrating the creation of variable scaling using a first example; Figure 11: An explanatory diagram illustrating the generation of a dynamic plan from a motion plan using time scaling; Figures 12, 13: Explanatory diagram illustrating the generation of a sequence plan with a freely definable gantry movement, without adherence to phase separation; Figure 14: A state-space diagram illustrating the creation of variable scaling using a second example; Figure 15: An example function illustrating the piecewise definition of parameterizable (mathematical) functions for a motion plan.

[0061] Figure 1Figure 1 shows a vehicle treatment system (1) with two or more treatment units (6, 7, 12) that are movable by controllable actuators (21, 22, 23) to perform a surface treatment of a vehicle (3). The vehicle treatment system (1) includes a control unit (30) and a contour detection device (31) for detecting the contour of the vehicle (3) to be treated. The vehicle (3) is preferably positioned in a defined treatment zone (2) before the start of a treatment process. In this case, a single contour detection can be performed, with the contour detection data being assumed to be constant for the entire treatment process.

[0062] Alternatively, iterative or continuous contour detection can be performed. In this case, a (fixed) arrangement of the vehicle (3) in the treatment zone (2) is not required. However, for the sake of simplicity, it is assumed below that the vehicle is fixedly positioned in the treatment zone (2) for the duration of the treatment. Furthermore, it is assumed below, for the sake of simplicity, that the spatial coordinates (x, y, z) of the treatment system (1) are defined based on a coordinate origin that has a fixed reference to the treatment zone (2) and thus—for the duration of a treatment process—to the vehicle (3). The following explanations can, however, also be applied to other forms of coordinate definition, including, in particular, a moving coordinate system.

[0063] A relative movement takes place between the treatment units (6, 7, 12) and the treatment zone (2) to carry out the vehicle treatment. This movement can be of any form. In the following illustration, it is assumed that the relative movement is defined with respect to the aforementioned coordinate system (x, y, z) with a fixed origin.

[0064] Figures 1 to 3 Figure 1 shows the vehicle treatment plant (1) and its treatment units in different poses. A pose defines the spatial position of several (active) treatment units, and preferably all (active) treatment units (included in the planning according to the present control procedure), at a specific moment or state.

[0065] The following describes a planning procedure that constitutes an independent aspect of this disclosure. The planning procedure comprises the following steps: For at least one treatment unit (6, 7, 12): Definition of a target point (Z1, Z2, Z3) as a geometric reference point of the treatment unit (6, 7, 12), whose spatial position (R) can be defined in coordinates (x, y, z); Determination of a sequence (i = 0, 1, 2, ...) of target spatial positions (Ri, R0, R1, R2, ...) of the target point (Z1) to be assumed during vehicle treatment; Determination of positioning positions (Pi, P0, P1, P2, ...) of at least one actuator (21, 22, 23) involved in the movement of the target point (Z1) based on a known geometry of the vehicle treatment system (1), such that the positioning positions (Pi, P0, P1, P2, ...) correlate with the target spatial positions (Ri, R0, R1, R2, ...) of the target point (Z1).

[0066] The sequence of target spatial positions can be determined in any way. It is preferably based on contour recognition data (51) of the vehicle (3) to be treated.

[0067] A target point can be located inside or outside the physical dimensions of a treatment unit.

[0068] When using a brush, it can be advantageous to position the target point on the axis of rotation. The aim may then be to always position this target point at a fixed distance perpendicular to the vehicle surface.

[0069] For a treatment unit with a long-range effect, such as a drying blower or a jet cleaning nozzle, it can be advantageous to define the target point outside the physical dimensions of the treatment unit, for example, with a predetermined effective distance centered in front of a nozzle opening. The aim may then be to position this target point in a desired spatial orientation on the surface of the vehicle being treated, preferably with a defined angle of impact relative to the vehicle surface. For example, with a drying nozzle, it may be desirable for its air jet to always strike the vehicle surface at a distance of 40 cm from the nozzle opening and at an angle of approximately 30°. The aforementioned angle and distance values ​​are purely illustrative. Any other distance and / or angle value can be specified.

[0070] Planning target spatial positions with a predetermined distance to the vehicle surface can lead to a situation where, in the end - during the execution of the planned surface treatment - the path of the target point (for example, a brush) follows the contour of the vehicle surface at a parallel distance.

[0071] The planning of target spatial positions on the surface of the vehicle to be treated can lead to a situation where, in the end - during the execution of the planned surface treatment - a path of the target point (for example, of the remote treatment unit) results that follows the contour of the vehicle surface.

[0072] The aforementioned examples can be combined in any way. In both cases, it may be desirable to smooth the path of the target point relative to the contour of the vehicle surface, particularly where the vehicle surface has a curvature that exceeds a predetermined limit.

[0073] The aforementioned path profiles of a target point can be generated based on the planning and control procedure according to the present disclosure. Alternatively, they constitute an independent feature of the vehicle treatment system according to the present disclosure and could also be generated based on the manual creation of a dynamic plan (70), or by reading in a dynamic plan (70) that was created and stored outside the vehicle treatment system and its control system.

[0074] The planning process, or its individual steps, can be executed as a separate process, the result of which is an organized and machine-readable data structure. This data structure can be stored on a data carrier and / or transmitted via an interface.

[0075] Preferably, a sequence plan is formed from the spatial positions of the one or more treatment units or their target points, which belong to the same state. Accordingly, the control positions in the sequence plan preferably specify control values ​​for a majority of the actuators that are related to a specific value of the sequence (i) and refer to the same target state for which a position is planned (state values).

[0076] Preferably, the vehicle (3) has a known position relative to the treatment zone (2) during a treatment process. This can apply both to a fixed treatment zone (2), for example in a car wash, and to a moving treatment zone (2), such as a towing area along a car wash.

[0077] The control method according to the present invention can be used for any vehicle treatment system (1), regardless of whether the treatment zone (2) is stationary or moving, and regardless of how the treatment units (6, 7, 12) are designed, driven and possibly coupled together.

[0078] Within the context of this disclosure, the terms "support element", "target point", "spatial position", "actuator" have the following meanings.

[0079] Support members are mechanically load-bearing components of a vehicle treatment system (1) to which a treatment unit (6,7,12) is attached directly or indirectly.

[0080] A target point (Z1, Z2, Z3) is a geometric reference point for a treatment unit whose current spatial position can be defined in coordinates. The coordinates can define a translational spatial position and / or a rotational position (orientation), particularly in relation to a designated treatment zone of the vehicle treatment system.

[0081] The spatial position of the target point (Z1,Z2,Z3) of a treatment unit is physically coupled with the known geometry of the one or more support elements relevant for the movement of the treatment unit, as well as the instantaneous setpoints (instantaneous setpoint position / instantaneous setpoint rotation etc.) of the one or more actuators relevant for the movement of the treatment unit.

[0082] An actuator is a controllable motion drive. An actuator can be connected to another actuator via a support element.

[0083] The following explains a tax procedure according to the present disclosure using an exemplary embodiment relating to a portal car wash. The steps of the procedure are applicable analogously to any other training form.

[0084] Figures 1 to 3 First, explain different spatial orientations of treatment units (6, 7, 12) and their target points (Z1, Z2, Z3) for three different states during a treatment process. Figure 5 In addition, spatial positions (R) of a target point (Z1) of a side washing brush (6) relative to the vehicle (3) or the contour detection data (51) are illustrated.

[0085] The treatment units (6, 7, 12) are moved into their various spatial positions by controlled movements of actuators and the coupled movements of support elements. The portal (4) with the guide rails for the side washing brushes (6, 7) and the roof brush (12), as well as the brush linkages (6c, 7c), are examples of support elements. The term "support element" encompasses any other rigid or elastic support means that can be used to hold or move a treatment unit.

[0086] At least one actuator (21, 22, 23) is provided for the movement of each treatment unit (6, 7, 12). Furthermore, at least one support element can be provided for each treatment unit (6, 7, 12). However, two or more support elements and likewise two or more actuators can also be provided for each treatment unit (6, 7, 12).

[0087] A side washing brush (6) exhibits in the example of Figures 1 to 3Two rotatable brush sections (6a, 6b) – an upper brush section (6a) and a lower brush section (6b) – are arranged adjacent to each other in the longitudinal direction of the axis of rotation. A hinge joint (17) with a hinge actuator (18) is provided between the brush sections (6a, 6b), so that the lower brush section (6b) can be pivoted relative to the upper brush section (6a) by an angle.

[0088] The upper brush section (6a) is furthermore suspended from a slide (8) via a tilting joint (15). This tilting joint (15) allows the upper brush section (6a), and thus indirectly also the lower brush section (6b), to be pivoted relative to the vertical direction, for which purpose a tilting actuator (16) is provided on the tilting joint.

[0089] The carriage (8) is displaceable on a guide rail of the portal (4) in a first horizontal direction (transverse direction y of the vehicle handling system), for which a sliding actuator (9) is provided.

[0090] The guide rail for the side brushes is attached to a portal (4) of the vehicle treatment system, the portal (4) being guided along a longitudinal guide in a further horizontal direction (longitudinal direction x of the vehicle treatment system). A portal drive / guide actuator (5) is provided for this purpose.

[0091] For the support, the running rail, the slide, the tilting joint, the upper brush section, the articulated joint and the lower brush section, the relevant geometric references are known, i.e., for example, their size and any load-dependent deformation behavior.

[0092] Instantaneous positions can be predefined for the articulated actuator, the tilt actuator, the sliding actuator, and the guide actuator. A position can be, in particular, a rotational position and / or a translational position.

[0093] If a (desired) spatial orientation (R) of the target point (Z1, Z2, Z3) of a treatment unit (6, 7, 12) is known, at least one pose (body posture) can be calculated for the parts of the treatment system that contribute to the movement of the treatment unit. The pose is defined by the geometric references of the supporting elements involved and the positioning positions of the actuators involved. From a desired target spatial orientation (Ri) of a target point, at least one suitable pose can thus be calculated by which this target spatial orientation (Ri) can be achieved, and accordingly, a corresponding positioning position (Pi) can be determined for one or more of the actuators involved.

[0094] If all participating actuators simultaneously assume their respective target position, the treatment unit (6,7,12) will actually assume the spatial position (R) that is defined as the target spatial position for the target point (Z1).

[0095] For the following explanations, the spatial orientation (R) of the side-washing brush (6) and, in particular, its target point (Z1) will be considered as an example. Initially, it is assumed for simplicity that the tilt joint (17) and the articulated joint (18) are exclusively in the extended position. Cases other than this will be discussed later (as you will see in Figure 2 and 3 shown), in which the tilt joint (18) and / or the flexion joint have a different position.

[0096] The movement of the target point (Z1) depends on the positions of the portal drive / guide actuator (5), the sliding actuator (9), and the tilting actuator (17). These are referred to below as the first actuator (21), second actuator (22), and third actuator (23) for illustrative purposes. However, the following description can be applied to other actuators as desired.

[0097] Figure 4 This shows the objective pursued by the control procedure according to the present disclosure. First, it should be noted that the dynamic plan shows the time variable (t) on the abscissa (40). The aim is to create a dynamic plan that, with respect to the time variable (t), includes predetermined target values ​​for at least one motion parameter for each actuator to be considered – here, the first, second, and third actuators (21, 22, 23), in particular: a target trajectory (A,B,C), a target speed (A°,B°,C°), and / or a target acceleration (A°°,B°°,C°°)

[0098] The time variable (t) should correspond to real time and be defined, for example, in milliseconds or seconds.

[0099] A target trajectory specifies the setpoint (e.g., in degrees or millimeters) that an actuator should reach as the target value at each planned time.

[0100] The target speed specifies the instantaneous speed (e.g., in rad / s or m / s) that the actuator should reach as the target value at each planned time.

[0101] And the target acceleration specifies the instantaneous acceleration (e.g. in rad / s 2< or m / s 2<) that the actuator should achieve as a target value at each planned time.

[0102] The components (motion variables) of the dynamic plan (70) can be in any form that can be processed by a computer, in particular as (mathematical) functions and / or (individual) values ​​in an ordered data structure such as an array, a vector, a table, etc.

[0103] The dynamic plan (70) can encompass a complete treatment process with one or more treatment cycles. Alternatively, it can exist separately for different treatment cycles and / or be generated gradually for specific time periods, e.g., if contour acquisition is continuous or iterative.

[0104] The time variable and the setpoints can be continuous or discrete. In a preferred embodiment, the dynamic plan is an ordered data structure that contains the corresponding setpoints for the target trajectory, target velocity, and target acceleration of the actuators for a multitude of time points (values ​​of the time variable). The setpoints can be provided for each time point, for example, one set of setpoints per millisecond, or only for a subset of the possible time points.

[0105] The setpoints from the dynamic plan can preferably be passed to a (state) controller (32), which generates corresponding control signals directly or indirectly on the basis of the setpoints in order to control and, in particular, regulate the actual movement of one or more actuators (21, 22, 23).

[0106] The following explains how such a dynamic plan is generated in several process steps using the control procedure.

[0107] In Figure 5 Three diagrams are superimposed, showing the x-coordinate of the vehicle treatment system (1) on the abscissa axis (40). The diagrams show the following on the ordinate axis (41): Coordinate values ​​along a vertical axis (z) / z-coordinate, coordinate values ​​along a transverse direction (y) / y-coordinate, and values ​​of an inclination angle (a).

[0108] This is therefore a representation of spatial relationships. The diagrams include exemplary contour acquisition data (51), showing the cross-sectional contour (top diagram), two profiles of a side contour (middle diagram), and profiles of an angle of inclination at two elevations (bottom diagram). Above in Figure 5Exemplary reference points (52) on the outer contour of a vehicle (3) are shown, which may include the contour detection data (51) in the diagrams.

[0109] The middle diagram shows an example of how different spatial orientations (R) of the side wash brush (6) can be planned in a specific sequence (i) based on the contour acquisition data (51) of the vehicle (3). For the sake of simplicity, it is assumed here that the side wash brush (6) is oriented exclusively vertically, so that the reference points (Z1, Z2) lie directly above each other in the top view.

[0110] In general terms, for at least one treatment unit and preferably each treatment unit (6,7,12) a target point (Z1, Z2, Z3) is defined as a geometric reference point of the treatment unit (6,7,12), whose (instantaneous) spatial position (R) can in turn be defined in coordinates (x,y,z).

[0111] A sequence (i = 0, 1, 2, ...) of target spatial positions (Ri, R0, R1, R2, ...) of at least one target point (Z1) is planned, which are to be assumed during vehicle treatment. The planning can be carried out manually, semi-automatically, or fully automatically based on the contour recognition data (51) of the vehicle (3) to be treated. The planning can be carried out relative to a treatment zone (2) of the vehicle treatment system (1), which in Figure 5 The planning is illustrated for easy comprehension. Alternatively, it can be carried out with reference to one or more characteristic points (so-called markers) on the vehicle (3) and thus independently of an external absolute coordinate system. This planning is possible for any number of treatment units, which can each be active individually, overlapping in time, or simultaneously, and in particular in an effective position relative to the vehicle.

[0112] In the example of Figure 5Target spatial positions (Ri,R0,R1,R2,...) are automatically planned for several steps (0,1,2,3,...) in sequence (i). For this purpose, positions for the side brush (6) are determined, for example, along a predetermined grid on the x-coordinate or along the contour line, which are spaced a predetermined distance in the normal direction from the contour line (53). Alternatively, any other planning method can be used. The planning is preferably carried out in the form of a target spatial position for the target point (Z1 / Z2).

[0113] In general terms, a sequence (i = 0, 1, 2, ...) of target spatial positions (Ri, R0, R1, R2, ...) of the target point (Z1) is defined, which are to be assumed during vehicle treatment, based on the contour recognition data (51) of the vehicle (3) to be treated. The aforementioned grid is not strictly necessary. It merely serves to make the procedure easier to understand.

[0114] Based on the known geometry of the vehicle treatment system (1), it is possible to determine, for each target spatial position (Ri), which positions the actuators must assume so that the side brush actually assumes these positions. Therefore, for each target spatial position, a corresponding target position can be determined for each actuator that participates in the movement of the side brush.

[0115] In the example of Figure 5 For the sake of simplicity, only a few positions (Pi,P0,P1,P2,...) are shown for the first actuator (21), dh The portal drive / guide actuator (5) is entered. Corresponding positioning positions can be determined for a second, third or further actuator (22, 23).

[0116] In general terms, positioning positions (Pi,P0,P1,P2,...) of at least one actuator (21,22,23) involved in the movement of the (respective) target point (Z1) are determined on the basis of a known geometry of the vehicle handling system (1), such that the positioning positions (Pi,P0,P1,P2,...) correlate with the target spatial positions (Ri,R0,R1,R2,...) of the target point (Z1).

[0117] Instead of the above-mentioned procedure, any other planning methods are possible. For example, detailed manual planning can be carried out for known vehicle types and their known contour data, and the corresponding positioning positions can be saved. Determining the positioning positions then involves retrieving a previously stored data set, e.g., based on a type identification of the vehicle to be treated and an adjustment to the determined position of the vehicle (3) in the current treatment situation. Alternatively or additionally, predefined criteria for individual or combined poses or states for the treatment process can be defined. In particular, the predefined criteria can be defined only for specific sections of the vehicle treatment and / or differently for each section. For example, a maximum web speed of a side or roof roller along a vehicle disc can be set to a separate limit value.

[0118] It is particularly advantageous to define target points for a plurality of treatment units, especially for all (active) treatment units, and to create a sequence plan (50), their current spatial positions (R,L) are determined in coordinates (x,y,z), which are specifically referenced to the same coordinate system. This makes it possible to plan spatially coordinated target positions (Ri,Li) of these multiple target points (Z1,Z2) as a target sequence of poses (K). An illustrative example follows below.

[0119] A process plan can be created individually for each vehicle to be treated in the vehicle treatment system (1). Alternatively or additionally, it is possible to save and reload a process plan. For example, process plans can be predefined for different vehicles or vehicle types and reloaded when a specific vehicle or vehicle type is identified for an upcoming treatment process based on contour recognition.

[0120] A motion plan for vehicle handling is created, comprising a target path (U,V,W), a target actuation rate (U',V',W'), and preferably a target actuation rate change (U'',V'',W'') for the majority of the actuators (21,22,23), as (mathematical) functions with respect to a process variable (s). This process is carried out in the transition from Figure 6 on Figure 7 explained.

[0121] Figure 6 shows the already in Figure 5The sequence plan (50) for the first actuator (21) is shown in a separate diagram. The sequence (i) is shown on the abscissa axis (41), and a corresponding value of the position (Pi) is shown at appropriate intervals along the ordinate axis (x).

[0122] Figure 7 Figure 2 shows a target path (U) for the first actuator (21). The sequence variable (s) is shown on the abscissa axis (40). Target values ​​for a position of the first actuator are given on the ordinate axis, which correlate with the actuation positions (Pi) along the x-axis.

[0123] The sequence variable (s) can be defined in any way. For example, the values ​​(0, 1, 2, ...) of the sequence (i) could be arranged on a continuous scale, with the same unit interval chosen between each of these values.

[0124] Alternatively, the sequence variable(s) can be specified manually by a planner or by another part of the program.

[0125] If partially or fully synchronized movement of the actuators involved in the movement of a single treatment unit is desired, it is recommended to use the same sequence variable (s) for all participating actuators and their associated target paths (U, V, W) as well as their derivations. Even more preferably, exactly one sequence variable (s) can be used jointly for all (active) treatment units and actuators, which are taken into account during the execution of the control procedure.

[0126] In the transition from Figure 6 to Figure 7It is assumed, for example, that a path parameter along a predetermined movement path was determined for the target point (Z3) of the roof brush (12), which was adopted as the sequence variable (s) for all treatment units and actuators. The predetermined treatment path is in Figure 12 The upper diagram indicates this. The target spatial positions for all further target points (Z1, Z1) are assigned, in this case, to the corresponding values ​​on the abscissa axis (40) along the process variable (s) according to the matching states during treatment planning. Therefore, a local change in the position of the points (P0 to P13) results in Figure 7 opposite Figure 6along the abscissa axis (40). This approach is not limiting to the present disclosure. The target path (U,V,W) is preferably defined in length segments of the sequence variable (s), i.e., for a range [s_min < s < s_max], as a function suitable for reaching the target positions (Pi) of the schedule (50). It may be specified that each target position (Pi) or each associated control value (61) must be reached exactly. Alternatively or additionally, control values ​​(62) may be planned that are to be reached while adhering to a tolerance (T).

[0127] Particularly preferred – depending on the position within a treatment process – a setpoint (61) can be specified for some of the position positions (Pi) to achieve the desired result exactly, and for other positions (Pi) a setpoint (62) to achieve the desired result within a tolerance. The tolerance can be defined uniformly or differently for different setpoints (62).

[0128] Parameterizable functions are selected to define the desired path (section by section).

[0129] Examples of suitable functions are: Third-degree polynomials (four parameters per function segment), fifth-degree polynomials (six parameters per function segment), seventh-degree polynomials (eight parameters per function segment), line segments with parabolic ends (eight parameters per function segment), regression splines (number of parameters is selectable), Bézier curves. The selection of functions can influence the result of the planning and control procedure according to the present disclosure. This is because at a later point in the planning or control procedure, at least one target motion variable for the movements of the actuators is generated from these parameterizable functions. Some of the aforementioned functions, especially the polynomials, result in the motion variables of two or more actuators exhibiting congruent changes in the target values ​​in simultaneously occurring phases. The generation of corresponding acceleration phases (ki - cf. Figure 11) that not only run parallel to each other in time, but also fulfill further criteria. These criteria can include, on the one hand, that two phases (ki) for a first and a second actuator begin and end at the same times (ti). Another criterion can be that the acceleration values ​​of a first actuator in a first phase are proportional to the acceleration values ​​of a second actuator in a second phase, with the first and second phases being identical, i.e., running parallel to each other in time. Corresponding phases in the target accelerations of the dynamic plan can therefore arise simply from the selection of the parameterizable function for the target paths of the motion plan. Other parameterizable functions for the motion plan, especially straight line segments with parabolic ends, also result in corresponding phases, although not necessarily with the same start and end times.The start and end times of these phases can be slightly offset from each other. In these cases, however, it is also possible to subsequently align the phase boundaries to achieve perfect synchronization of the phases.

[0130] The following will be based on the Figure 15 An example for determining a target path is explained. Here, a first mathematical function in the form of a third-degree polynomial (solid line) is selected. This function is used for a first function section (U_left) in the left area. s 0 ≤ s ≤ s 1 and a second functional section (U_right) in the right area s 1 < s ≤ s 2 defined separately as: U links s = k 0 + k 1 s + k 2 s 2 + k 3 s 3 U rechts s = l 0 + l 1 s + l 2 s 2 + l 3 s 3

[0131] According to the selected function, a target actuation rate (U') and preferably a target actuation rate change (U'') are determined by differentiation.

[0132] The target set rate (U') and the target set rate change (U'') are thus obtained by simple and double differentiation with respect to the process variable (s), respectively. They are given for both sections as: U ′ links s = dU links ds U " links s = dU ′ links ds U ′ rechts s = dU rechts ds U " rechts s = dU ′ rechts ds

[0133] The boundaries of the two sections (left, right) lie at the s-values ​​of three consecutive position positions (Qi).

[0134] Understanding the mathematical transformation and parameterization does not require considering the complex processes shown in the preceding figures. Instead, the following should be considered: Figure 15 Three exemplary positioning positions (Qi) are generally defined as: A position Q0 at the left boundary of the left section, i.e. for s0 = s(Q0), a position Q1 at the transition between the left and right sections, i.e. for s1 = s(Q1), and a position Q2 at the right boundary of the right section, i.e. for s2 = s(Q2) with Q0: starting point, Q1: transition point, Q2: end point.

[0135] Its abscissa axis (40) points in Figure 15 The process variable (s), the ordinate axis (41) shows the amount of the position (Q) and thus the function value of the target path (U).

[0136] The mathematical example explained using the positions (Q1, Q2, Q3) can be applied analogously to the positions (Pi) mentioned in the other figures. The same applies to the second one in Figure 15 The example shown (dashed line) is applicable where a straight line with parabolic ends is chosen as the function for both sections (left, right).

[0137] The eight parameters (k0, k1, k2, k3, 10, 11, 12, 13) of the two function segments U_left and U_right for the desired path can be determined by a system of equations with eight boundary or transition conditions. These conditions can be appropriately defined depending on the application.

[0138] In the present example, it is assumed that at the starting point Q0 an actuator with a predefined start position value, a predefined start position rate and a predefined start position rate change enters the first section.

[0139] At the transition from the left section to the right section, the function should be continuous, and the actuator's setpoint should reach the transition point Q1. Furthermore, at transition point Q1, this point should be traversed with a continuous change in the setpoint rate.

[0140] At the end position, the actuator should return to a predefined final setpoint with a defined setpoint rate and setpoint change. Therefore, the following boundary and transition conditions can be formulated: U links s 0 = Q 0 , Start − Stellwert U ′ links s 0 = Start − Stellrate U " links s 0 = Start − Stellraten ä nderung U links s 1 = = Q 1 U rechts s 1 = Q 1 U ′ links s 1 = U ′ rechts s 1 U " links s 1 = U " rechts s 1 U rechts s 2 = Q 2 End − Stellwert

[0141] Solving this system of equations determines the parameters (k0, k1, k2, k3, 10, 11, 12, 13) and defines suitable functions for the two sections (left, right) as the target path (U), target rate (U'), and target rate change (U'') for the motion plan. A target jerk (U''') can also be defined as needed.

[0142] This procedure can be executed for several or all actuators (21, 22, 23) to define a corresponding number of target paths (U, V, W), target control rates (U', V', W'), and target control rate changes (U'', V'', W''). Furthermore, the procedure can be executed for any length of chain of segments. Each segment can be defined between two consecutive control positions (Pi).

[0143] The example above was explained for a third-order polynomial. However, it can be carried out in the same way for higher-order polynomials. In this case, additional boundary or transition conditions can be introduced, such as defining the jerk (target jerk (U‴,V‴,W‴ - not shown - third derivative with respect to the process variable s)) at the start and end points and / or at individual transition points. Furthermore, two or more composite functions can be included within a section (e.g., a straight line segment with parabolic ends).

[0144] Alternatively or additionally, it may be stipulated that the change in the switching rate and / or the switching jerk at one (or every) transition point should be continuous, i.e. "U" links (s i ) = U" right ( say ) or Unlinks ( say ) = U‴ right ( say ) , etc.

[0145] The same procedure can also be carried out with all other suitable function types that have a suitable number of parameters. Particularly good dynamics were observed when the desired path is defined, at least in some sections, as a straight line with parabolic ends (dashed line in ). Figure 15 ).

[0146] The selectable function types can generally be mixed arbitrarily between the target paths (U, V, W) and their sections. A function type can be selected in any way.

[0147] A preferred embodiment provides that the vehicle treatment system or its control system (in particular the control unit 30 or a software product according to the present disclosure) has a control set and / or a set of function templates for specific parts of the treatment process, wherein the control set or function template specifies certain characteristic positioning positions for individual or all participating actuators according to type and sequence, and predefines suitable functions and associated boundary or transition conditions between these specified positioning positions. The exact location of the characteristic positioning positions can be calculated based on contour detection of the vehicle. Subsequently, the boundary and transition conditions can be calculated with respect to height, and the parameters of the predefined functions can be determined.

[0148] The rule set and function templates can be predefined by the manufacturer for specific vehicle types and / or special body shapes in order to achieve particularly good washing performance.

[0149] The aforementioned steps for forming a target path (U,V,W) and the associated target position rate (U',V',W') and target position rate change (U'',V'',W'') can be applied for two or more and in particular all actuators (21,22,23).

[0150] Figure 8Figure 60 illustrates a motion plan in which a target path (U,V) is defined section by section by suitable functions for the first actuator (20) according to the example above, i.e., for the portal drive / guide actuator (5), and for the second actuator (21), i.e., the carriage drive / slide actuator (6). Furthermore, a target path (W) for a third actuator (23), i.e., the tilt actuator (17), is shown as an example. For the sake of clarity, the depicted paths do not exactly correspond to the target spatial positions (Ri) and the derived positioning positions (Pi). The relevant point here is to gain an impression of the information content of the parts of the motion plan (60).

[0151] The following explains how to create a time scale. Examples of time scales are in Figure 9 shown. Figure 11illustrates how the dynamics plan (70) is formed from the motion plan (60) by stretching and / or compressing it using time scaling.

[0152] Time scaling maps the process variable (s) to the time variable (t). In other words, the motion plan created for quasi-time is adapted to real time. This adaptation incorporates physical and / or operational limitations.

[0153] Figure 9 This scaling / adjustment is explained in the form of a time scaling diagram (80). The abscissa shows the time variable (t) and the ordinate axis (41) the process variable. In other words, the processing speed of quasi-time (process variable s) is sometimes accelerated and sometimes slowed down according to the slope ds / dt in the time scaling diagram (80).

[0154] A time scale (s=s(t)) is defined, which determines the behavior of the process variable (s) as a function of the time variable (t). This is achieved by defining the process variable (s) at least piecewise using a parameterizable, continuous, and preferably monotonically increasing function. The value of this function indicates at which time (value of the time variable (t)) a corresponding value of the process variable (s) is to be considered. The slope of the time scale thus indicates the step rate (ds / dt) at which the motion plan should be executed. The higher the step rate, the faster the motion plan is executed; the lower the step rate, the slower the motion plan is executed. A monotonically increasing function for the time scale has the advantage of being easier for the plant designer to understand.However, the methods according to the present disclosure are also applicable to functions that are not monotonic and, in particular, have a negative slope in at least one section (82'). This means that at least part of the dynamics plan is traversed first backwards and then forwards again at this point. This makes it possible, in particular, to provide a plan for the movement of actuators with multiply chained dynamics.

[0155] One possibility for time scaling is to apply a constant scaling (81) at least section by section using a time scaling factor (F): s = F ⋅ t

[0156] The time scaling factor (F) can theoretically be chosen as a single value for the entire duration of the implementation. Alternatively, and preferably, it is defined separately for specific time periods.

[0157] The time scaling factor (F) can be determined or set in any way. It is preferably chosen based on the physical or operating limits that exist for the respective actuator or the movement of the respective process element. These may include, in particular, a physically determined or manufacturer / user-defined maximum actuator speed U°max, a maximum actuator acceleration U°°max, and / or a maximum actuator jerk U°°°max.

[0158] The calculation of the time scaling factor (F) is preferably carried out according to the following function (example of a time scaling factor (F_U) with respect to the first actuator and its target path (U): F U = min U ˙ max dU s ds max , U ¨ max d 2 U s ds 2 max , U ⃛ max d 3 U s ds 3 max 3

[0159] The calculation can be performed analogously for the other actuators and target paths (V,W).

[0160] Alternatively, an approximate calculation can be performed, which requires less computational effort.

[0161] A (section-wise) constant scaling can be advantageous for those parts of the treatment process where relatively small changes in acceleration are expected (for the majority or all actuators), because the constant scaling can amplify the jerk behavior, which, however, does not necessarily represent a disadvantage in the aforementioned parts of the treatment process. The advantage of constant scaling is its comparatively fast computability.

[0162] Another possibility for time scaling involves implementing a variable scaling (at least in segments). A preferred approach for determining a variable time scaling is based on… Figure 10 explained.

[0163] To understand the subsequent processing steps, a mathematical explanation is necessary. The orbital velocity s° is defined as the first derivative of the process variable s with respect to time (not with respect to the process variable itself!). The orbital acceleration s°° is defined as the second derivative of the process variable s with respect to time: s ˙ = ds dt , s ¨ = d 2 s dt 2

[0164] It should be noted here that the process variable s is not a geometric reference quantity in space, but rather a quasi-time. The term "path velocity s°" therefore also has no direct relation to geometry. It simply denotes the gradient ds / dt with which the target values ​​defined with respect to the process variable s are traversed.

[0165] Furthermore, for mathematical transformation, the target path (U,V,W) is defined as a function of the process variable (s), which in turn is a function depending on the time variable (t): U = U s t

[0166] The desired path (U,V,W) is now derived at least twice, preferably three times, with respect to time (not with respect to the sequence variable!) and set in relation to the orbital speed (s°) as well as the orbital acceleration (s°°) and possibly the orbital jerk (s°°°): U ˙ = dU s ds s ˙ U ¨ = d 2 U s ds 2 s ˙ 2 + dU s ds s ¨ U ⃛ = d 3 U s ds 3 s ˙ 3 + d 2 U s ds 2 3 s ˙ s ¨ + dU s ds s ⃛

[0167] The variable scaling is determined according to the following example in a state space over a range of the process variable (s) by integration, based on boundary conditions at the limits of the range and preferably taking into account predefined criteria for the dynamics. The range of the process variable (s) and the predefined criteria can be chosen arbitrarily (together or independently of each other).

[0168] The following example assumes that the goal is to achieve the most time-efficient processing possible. In this case, physical limits or operating limits are considered as specification criteria, which are defined here as a maximum actuator velocity (U°max) and preferably a maximum actuator acceleration (U°°max). The described procedure can be applied in any way to other specification criteria and, in particular, other physical limits or operating limits. Specifically, the consideration of the maximum actuator acceleration (U°°max) can be omitted.

[0169] The following examples assume that the maximum actuator acceleration (U°°max) is included in the calculation. This results in a calculation that can be translated into actual actuator movement, and thus the entire vehicle handling system, with a particularly low expected error. If the actuator acceleration (U°°max) is omitted, a dynamic plan may result that introduces a slightly larger error when translated into actual actuator movement. However, these errors can be compensated for by the controller to which the dynamic plan is fed, if necessary.

[0170] On the other hand, in addition to the maximum actuator speed (U°max) and actuator acceleration (U°°max), a maximum actuator jerk can also be defined and taken into account. The instructions outlined below can be applied accordingly to considering the actuator jerk. For the sake of clarity, a mathematical explanation of the two aforementioned variations (no consideration of actuator acceleration / additional consideration of actuator jerk) is omitted below.

[0171] To determine a variable time scale, a trajectory acceleration s°° is preferably defined as a function that is at least twice integrable and parameterizable. In the simplest case, this is a constant value or a variable with a range from 0 to s°°max. It will be explained below that the trajectory acceleration can also be calculated as a variable value from the general dynamic equation.

[0172] Alternatively, to determine a variable time scale, one can define a linear velocity s° as a function that is at least singly integrable and parameterizable, or a linear jerk as a function that is at least triply integrable and parameterizable. The instructions outlined below can be applied accordingly in both cases. The following explanation assumes that a linear acceleration s°° is defined.

[0173] The orbital acceleration s°° is integrated twice, taking into account predefined limits for the orbital velocity (s°max, s°min) and preferably predefined limits for the orbital acceleration (s°°max, s°°min), in order to determine the parameterization and to calculate the process variable (s) as a (mathematical) function of the time variable (t) (see result). Figure 9 ).

[0174] Figure 10The intermediate result after the first integration is shown. Here, the limits of the orbital velocity s°max, s°min and the orbital acceleration (s°°max, s°°min) have been determined from the maximum and minimum actuator velocity (U°max, U°min) and the maximum and minimum actuator acceleration (U°°max, U°°min). This is subsequently supported by a mathematical explanation, which, however, represents only one of many possible calculation methods.

[0175] The maximum and minimum orbital speeds s°max and s°min can be calculated particularly favorably using the following formulas: s ˙ max s = U ˙ max dU s ds , f ü r dU s ds > 0 U ˙ min dU s ds , f ü r dU s ds < 0 mit U ˙ min ≤ U ˙ ≤ U ˙ max s ˙ min s = U ˙ min dU s ds , f ü r dU s ds > 0 U ˙ max dU s ds , f ü r dU s ds < 0 mit U ˙ min ≤ U ˙ ≤ U ˙ max

[0176] If the value of dU(s) / ds becomes zero, then the maximum / minimum orbital speed becomes infinite.

[0177] The maximum and minimum trajectory accelerations s°°max and s°°min can be calculated using the following formulas: s ¨ max s s ˙ = U ¨ max − d 2 U s ds 2 s ˙ 2 dU s ds , f ü r dU s ds > 0 U ¨ min − d 2 U s ds 2 s ˙ 2 dU s ds , f ü r dU s ds < 0 mit U ¨ min ≤ U ¨ ≤ U ¨ max s ¨ min s s ˙ = U ¨ min − d 2 U s ds 2 s ˙ 2 dU s ds , f ü r dU s ds > 0 U ¨ max − d 2 U s ds 2 s ˙ 2 dU s ds , f ü r dU s ds < 0 mit U ¨ min ≤ U ¨ ≤ U ¨ max

[0178] An absolute upper limit in the state-space diagram (90) according to Figure 10 For each value of the sequence variable (s), a maximum path speed (s°max) is specified, which is calculated from the maximum actuator speed U°max using the formula above. The maximum actuator speed U°max can, for example, be set to a specific value as an operating limit. The hatched area of ​​the state space must therefore not be traversed. In some areas, however, the absolute upper limit could theoretically extend to infinity. It is also possible to define an upper limit (s°max,fix) that must not be exceeded. This is specified in Figure 10 Shown as an example.

[0179] For the sake of simplicity, the minimum orbital speed (s°min) is not shown. Its curve would be a mirror image of the maximum orbital speed (s°max) with respect to the abscissa axis (40).

[0180] In a preferred implementation, the scaling (s=s(t)) is monotonically increasing so that the vehicle handling is not executed in reverse order to the motion plan. In such a case, the path speed (s°) can only take on zero or positive values, thus eliminating the need to consider the minimum path speed (s°min).

[0181] However, it is not excluded to perform part of the vehicle treatment first forwards, then backwards, and then forwards again, for example to clean a particular area of ​​the vehicle particularly intensively, or to have a particular treatment unit perform a movement that requires at least one actuator in a chained dynamic to perform a temporary reverse movement (see section 82' in Figure 9 and explanations of movement sequences according to Figure 13 Therefore, it is entirely possible, and in some applications even useful or necessary, to consider both a maximum and a minimum path speed (s°min). The following explanations then apply analogously.

[0182] The maximum and minimum track speeds are merely limits that should not be exceeded. It is entirely possible to perform a time scaling for all sections based on these maximum values. This can result in a track speed profile s°, which is in Figure 10 The calculation essentially follows the course of the sections s°max (variable) and, if applicable, s°max,fix. However, it has proven advantageous that a different form of time scaling offers benefits, in particular by additionally considering the maximum lateral acceleration s°°, the maximum lateral jerk, or other boundary or transition conditions. Various explanations of this are provided below.

[0183] To arrive at a concrete function that can define the variable time scaling (s=s(t)), a two-step approach is proposed. The order of the steps is irrelevant.

[0184] In one stage, a forward integration with two boundary conditions is performed on the left boundary of the considered region, in Figure 10 that is, at s=0. The boundary conditions can be chosen arbitrarily. In the present example, it is assumed that the process variable (s) and the path velocity (s°) have a given initial value. In the example of Figure 10 Both starting values ​​are zero. Therefore, the integration begins at s=0 on the left edge. There, the orbital velocity (s°) is defined as zero (s°(0)=0). Alternatively, any other known starting values ​​could be used.

[0185] In the other stage, a backward integration is performed with two further boundary conditions at the right boundary of the area under consideration, in Figure 10so at s=1. These boundary conditions can also be chosen arbitrarily. In the present example, it is again assumed that the process variable (s) and the path velocity (s°) have a predetermined final value. In the example of Figure 10 The right edge of the considered area is where the process variable has the value 1 (s=1). The orbital velocity (s°) is again defined as zero there (s°(1)=0).

[0186] Now, in the first stage (from left to right / forward integration), integration is performed starting from the left edge and the known initial value located there (here: s°(0)=0) using a predetermined value for the trajectory acceleration. In this example, this value is the determined maximum value of the trajectory acceleration (s°°max). If the specification criteria are chosen differently, a correspondingly different predetermined value for the acceleration can be used. In particular, a maximum trajectory acceleration could be determined from the specification of a maximum trajectory jerk. It is explained below that a predetermined value for the acceleration can also vary locally and can be calculated, in particular, from the general dynamic equation for the vehicle handling system (1).

[0187] The integration is carried out until, at a certain value of the process variable (s), the integral reaches the value of the maximum orbital speed (s°max, possibly s°max,fix), or until the right boundary of the range (s=1) is reached.

[0188] In the second stage (from right to left / backward integration), starting from the right edge and the known initial value located there (here: s°(1)=0), integration is performed with another predefined value for an acceleration in the opposite direction, i.e., from the right edge (s=1) in the opposite direction to the abscissa axis (40) or in the direction of the left edge. In this example, this predefined value is the minimum trajectory acceleration (s°°min), which is calculated from the minimum actuator acceleration U°°min (braking power). Depending on the choice of the input criteria, a different value can be used here, analogous to the explanations above.

[0189] This backward integration is also carried out until, at a certain value of the process variable (s), the backward integral (92) reaches the value of the maximum orbital speed (s°max, possibly s°max,fix), or until the left boundary of the region (s=0) is reached.

[0190] In Figure 10 The values ​​of the orbital velocity (s°) according to the forward integral (91) and backward integral (92) are shown up to their intersection point (93) with a thick solid line. These sections form the example of Figure 10 The chain (100) of mappings. Integration is performed again over this chain of mappings to obtain the curve s(t).

[0191] The sections of the forward integral (91) and the backward integral (92) that lie behind the intersection point (93) can be disregarded.

[0192] An example of the resulting overall trend of the variable scaling (82) is shown in Figure 9 shown.

[0193] The variable scaling can include at least one section (82') with a negative slope (s°<0). At such points, when mapping the process variable (s) to real time (t), a portion of the target values ​​are traversed in the negative direction of the process variable (s) (see explanations above). For the sake of clarity, a monotonically increasing profile for the variable scaling (82) is assumed below.

[0194] The variable time scaling (81, 82), i.e. the time-dependent course of the process variable (s=s(t)), is thus preferably formed from the integral of a chain of mappings that describe the course of the orbital velocity (s°) in a state space over the process variable (s).

[0195] The chain of figures preferably comprises forward integrals (91, 96a) and backward integrals (92, 96b) of the maximum orbital acceleration (s°°max) starting from boundary and transition conditions. However, it can also include a constant time scaling factor (F) piecewise. This would be in Figure 10 a horizontal distance, especially when the upper limit (s°max,fix) is reached.

[0196] In general terms, the time-dependent behavior of the process variable (s=s(t)) is preferably piecewise composed and is formed by an integral of a chain of mappings for the orbital velocity (s°), where these mappings comprise the profiles of the forward integral (91) and the backward integral (92) up to their intersection point (92), or, if the value of the maximum orbital velocity (s°max, possibly s°max,fix) is reached, a substitute curve. The profile of the maximum orbital velocity (s°max, s°max,fix) for the corresponding segment of the process variable (s) can often be used as the substitute curve.

[0197] Alternatively, an intermediate intersection point can be defined that allows the closest equivalent curve to be maintained at the maximum track speed (s°max) without exceeding other physical and operational limits. The determination of such an intermediate intersection point is explained below.

[0198] In the time scaling plan (80) of Figure 9 Examples of a (section-wise) constant scaling (81) and a variable scaling (82, 82') are shown.

[0199] The two scaling methods (variable / constant) can each be used separately or in combination. Furthermore, variable scaling can also be determined in ways other than the integration described above.

[0200] For a first group of time periods (and corresponding sections of the process variable (s)), a first scaling type, for example constant scaling, can be chosen, and for a further group of time periods, another scaling type, for example constant scaling, can be chosen.

[0201] Figure 11 explains the creation of a dynamic plan (70) for vehicle handling. The dynamic plan (70) includes a target trajectory (A,B,C), and preferably also a target speed (A°,B°,C°), and / or a target acceleration (A°°,B°°,C°°) for the majority of the actuators (21,22,23) with respect to a time variable (t).

[0202] It may suffice for the dynamic plan (70) to comprise only one target trajectory (A, B, C). The dynamic plan (70) can be in the form of an ordered data structure and stored in physical memory. Alternatively, it can be in the form of a data stream that is generated and processed sequentially. Preferably, the dynamic plan is stored as an array, a table, or a similar data structure and covers not only a current point in time but also a future time period. This applies particularly to a dynamic plan that is stored in the control unit or the control device of the treatment system. A dynamic plan can be stored section by section or in its entirety as a digital object. For example, it is possible to have the control procedure according to the present disclosure executed by a computing device that is temporally and / or spatially separate from the vehicle treatment system.

[0203] The target speed (A°,B°,C°) and / or the target acceleration (A°°,B°°,C°°) can be explicitly specified. Alternatively or additionally, they can be determined by derivation from the target trajectory (A,B,C). This determination can be performed at any time. For example, a treatment plant controller can determine the target speed (A°,B°,C°) and / or the target acceleration (A°°,B°°,C°°) itself before transferring the data to one or more controllers (32) for the actuators, and in particular calculate it by differentiation. Alternatively or additionally, the determination of the target speed (A°,B°,C°) and the target acceleration (A°°,B°°,C°°) can be performed by a controller (32) of the actuator to be addressed. A separate controller (32) can be provided for each actuator. Alternatively, one controller (32) can be used jointly for two or more actuators.

[0204] A preferred implementation involves generating the dynamic plan in its entirety, including the target trajectory, target velocity, and target acceleration, and then transferring the corresponding target values ​​to a controller together for each point in time during the control process. This is advantageous for utilizing the maximum accelerations of the actuators.

[0205] The dynamic plan is generated from the motion plan by local stretching and / or compression using time scaling (82,82). This stretching and / or compression generally does not change the magnitude of the target values ​​of the target path (U,V,W), but merely results in a different distribution of these values ​​relative to the time variable (t). Therefore, the result of time scaling is typically different from the result obtained by simply accelerating a wash program. In particular, time scaling does not introduce any overshoot. The dynamic plan can be generated before or during vehicle treatment. It can be generated section by section for a specific range of the process variable (s) / time variable (t) or for the entire treatment process or its cycles.

[0206] In the example of Figure 11 The movement plan is shown above. Figure 8shown again. The included curves of the target paths, target set rates and target set rate changes serve as the basis for stretching / compressing according to the curve of the variable scaling (82) from Figure 9 used.

[0207] In the graphical representation, the scaling means that the abscissa axis (40), which shows the process variable (s) in the motion plan (60), is replaced by the time variable (t) in the dynamics plan.

[0208] The target values ​​for the movement of the actuators (21, 22, 23) are expressed in the dynamic diagram based on the target trajectories (A, B, C), which are mapped as a function of the time variable (t). Additional target values ​​are defined for the target velocities (A°, B°, C°) and preferably the target accelerations (A°°, B°°, C°°). Alternatively or additionally, target values ​​for a target jerk could be defined.

[0209] The graphical representation of the target trajectory (A,B,C) bears a clear resemblance to the corresponding target path (U,V,W), but is locally stretched or compressed along the abscissa (40). Where the slope (ds / dt) of the scale (81,82) is steep, the motion plan is traversed comparatively faster, so that at these points the target trajectory (A,B,C) of an actuator (21,22,23) appears compressed compared to the corresponding target path (U,V,W). Where the slope (ds / dt) of the scale (81,82) is steep, the motion plan is traversed comparatively slower, so that at these points the target trajectory (A,B,C) of an actuator (21,22,23) appears stretched compared to the corresponding target path (U,V,W).

[0210] The target accelerations (A°°, B°°, C°°) indicate corresponding times (ti) at which the accelerations of the actuators (21, 22, 23) begin and end. For the sake of simplicity, these corresponding times (ti) are shown only for a portion of the time axis (t) and are purely exemplary. The simultaneity of the accelerations for the multiple actuators (21, 22, 23) results in particularly smooth and fluid movement, especially during (all) multidimensional positioning movements of a treatment unit. This simultaneity can arise as an indirect consequence of pose planning and the preferably uniform time scaling (80).

[0211] Between each pair of time points (ti) there is an acceleration phase (ki). It turns out that the acceleration phases (ki) during the target acceleration (A°°) for the first actuator and the acceleration phases (ki) during the target acceleration (B°°) for the second actuator are identical. They essentially occur simultaneously.

[0212] Furthermore, several consecutive acceleration phases (ki) during the target acceleration (A°°) of the first actuator form a first chain (m). Corresponding and also consecutive acceleration phases (ki) during the target acceleration (B°°) of the second actuator likewise form a chain (n). At the macro level, these two chains form a sequence of partial movements that together result in a smooth, multidimensional positioning movement of the treatment unit, which is moved jointly by the first and second actuators.

[0213] A particular advantage of the dynamic plan according to the present disclosure is that it can also be generated as a common dynamic plan for a plurality of actuators subject to single- or multiply-linked kinematics. In this case as well, the dynamic plan can define mutually synchronized accelerations (A°°, B°°, C°°) for these actuators during each phase of the treatment section involving a multidimensional positioning movement of the treatment unit, so that during the execution of the multidimensional positioning movement, corresponding acceleration phases (ki) result for the multiple actuators (21, 22, 23), even if they contribute to the movement of several treatment units.

[0214] In the treatment system (1) shown in the figures, a dynamic plan (70) can therefore be generated which specifies target values ​​in a common ordered data structure at least for the movement of the portal drive (5), the movement of the lifting drive (14) of the roof brush (12) and the movements of the sliding actuators (9), tilting actuators (16) and folding actuators (18) of the side brushes (6,7), by means of which partially or fully synchronized accelerations of these actuators are achieved, namely during the overlapping or simultaneous action of the five treatment units in total: Roof brush (12) Upper brush segment (6a) of the first side brush (6) Lower brush segment (6b) of the first side brush (6) Upper brush segment (7a) of the second side brush (7) Lower brush segment (7b) of the second side brush (7).

[0215] The result following the example of Figure 11This can occur even if only one of the motion variables—target trajectory, target velocity, target acceleration, or target jerk—is defined, since these variables can be converted between by differentiation / integration. It is therefore possible, for example, to define only one or two of these motion variables in the dynamics plan (70) or to pass them to a controller (32). Particularly precise implementation of the desired multidimensional control movements and / or maximum utilization of the available power are facilitated if at least two, and preferably three, of the motion variables are defined in the dynamics plan and passed to a controller (32), in particular a state controller.

[0216] Separating the planning process into a motion plan and a dynamics plan offers the following advantages: In the motion plan, suitable spatial positions of the corresponding target points (Z1, Z2, Z3) can be defined in a specific sequence (i) for all relevant states that the treatment units are to assume during vehicle treatment. From these positions, corresponding actuator positions (Pi) (21, 22, 23) can be derived. This planning step does not require consideration of the physical or operating limits of the actuators, thus enabling a targeted approach with a fast and robust processing procedure. This processing procedure can be executed manually or, preferably, semi-automatically or fully automatically.

[0217] From the position settings (Pi), target paths for the majority of actuators (21, 22, 23) can be created in the motion plan using simple means (function selection, parameterization, solving simple systems of equations with boundary conditions). This does not yet require consideration of the physical or operating limits of the actuators. However, any kinematic couplings between the actuators can be incorporated into this planning step, so that the motion plans can already be partially or completely synchronized with each other (with respect to a sequence variable s). A kinematic coupling between two actuators exists when they participate in a linked kinematic system for a treatment unit. Thus, at least for a simply linked kinematic system, a consistent plan can be carried out.

[0218] Within the framework of synchronization, additional positioning positions (Pi*) can be inserted as supplementary support points at such values ​​of the sequence variable (s) in a target path (U) for a first actuator (21), where a specific target spatial position of another actuator (22,23) is defined. This is particularly helpful when the first actuator and the other actuator are kinematically coupled.

[0219] Kinematically coupled movements for actuators (21, 22, 23) can exist for any number of reasons and in a wide variety of forms. Kinematically coupled movements exist in particular for a group of actuators (21, 22, 23) when the actuators (21,22,23) are provided for the actuation of two or more treatment units (6,7,12), AND at least one actuator (21) is present in the group, the actuation of which causes at least two partial movements, namely a first partial movement for a first treatment unit (7) and at least one further partial movement for a second treatment unit (12).

[0220] In Figure 5 Some additional positioning positions (Pi*) of the portal drive / guide actuator (5) are shown as examples, which are inserted as support points, for example because a target spatial position for the target point (Z3) of the roof brush (12) or for the target point (Z1) of the upper brush section (6a) would be useful there.

[0221] The target values ​​(62) derived from these additional support points (Pi*) in the target path (U) according to Figure 7 are designed to be achieved within a certain tolerance.

[0222] It is therefore possible to define target spatial positions (R,L) for at least one treatment unit and, in particular, for two or more treatment units (6, 7, 12) or their target points, only for specific areas in the treatment process, i.e., a minimum set of target spatial positions, preferably depending on the contour recognition data (50). These can be, in particular, areas where there is a significant change in the vehicle contour or concave / convex curvatures, as well as at the beginning and end of essentially flat contour areas. The number of target spatial positions to be planned can thus be reduced to a minimum for each treatment unit.

[0223] For the other target points, corresponding additional spatial positions can be determined and associated additional target positions (Pi*), from which corresponding additional support points in the target paths of the associated actuators can then be derived.

[0224] Preferably, for each target spatial position in the minimum definition set, a corresponding value of the process variable (s) is determined (or set), and a pose (body posture) is determined or defined for several or all treatment units (6, 7, 12). For the pose, in particular, an overall state of all (active) actuators can be determined or defined in order to provide corresponding target values ​​(61, 62) in the target paths. In this way, several or preferably all target paths are synchronized with respect to the process variable (s). Uniform segments then exist between the individual values ​​of the process variable (s) for which target values ​​are defined.

[0225] Alternatively, the target paths can also be planned independently of each other. This can be particularly advantageous if there is no kinematic coupling between two or more actuators. In this case, there tend to be fewer target positions (Pi), so processing can take place with lower computing power requirements.

[0226] The motion plan (60) preferably includes an exact kinematic definition of the movements of the actuators (21,22,23) for carrying out the vehicle treatment and is suitable for being executed at an adjustable processing speed.

[0227] Time scaling sets the processing speed so that actuator movements can occur according to freely selectable parameters, for example, by utilizing maximum acceleration while minimizing energy consumption. Furthermore, time scaling ensures that actuator movements do not exceed physical limits or predefined operating limits, without requiring phase constraints. Particularly in cases of two or more interconnected kinematics, time scaling can resolve inconsistencies between individual actuator movements and the resulting poses.

[0228] The dynamic plan generated based on time scaling thus allows for the control of all actuators (considered in the planning) with the ideal control parameters (instantaneous target position according to target trajectory, instantaneous target speed, instantaneous target acceleration) according to the specified criteria at every moment of the vehicle treatment. This is possible, in particular, without requiring phase separation or a separation of the control / regulation for individual actuators. Rather, the entire treatment system (1) with any number of treatment units and actuators can be operated with holistic control / regulation of all partial movements, whereby all boundary conditions are met at every point in time. Furthermore, the entire treatment process can be fully executed and visualized in a simulation environment.

[0229] Furthermore, the vehicle treatment for all parts of the vehicle (3) for which contour detection (51) has already been performed can be fully anticipated, both with regard to the current states of all actuators and treatment units, and with regard to the treatment duration. The states can be defined according to the dynamic plan (70), at least with respect to the target trajectory (A, B, C). Preferably, the target speed (A°, B°, C°) and / or the target acceleration (A°°, B°°, C°°) are also specified.

[0230] The drawings show graphical representations of contour acquisition data (51), process plan (50), motion plan (60), dynamics plan (70) and time scaling plan (80), which are intended to explain the sequence of the control procedure as disclosed.

[0231] Alternatively or additionally to such graphical representations, this content can be present in other forms, and in particular in an organized data structure. This can include, in particular: mathematically defined functions, approximation curves of such functions, arrays, tables, and vectors.

[0232] A particularly preferred embodiment provides that at least the dynamic plan (70) is in such a form that for each time interval of the execution of the control procedure, for example, for each time step of the control time, particularly preferably for each millisecond, a value for the target trajectory (position or angle), and preferably furthermore for the target velocity (translational or rotational) and / or the target acceleration, is provided, wherein these values ​​are passed to a control unit for the respective actuator (21, 22, 23). The dynamic plan comprises, in a common data structure, target values ​​for several actuators, in particular for a group of actuators that participate in the movement of a treatment unit. More preferably, the dynamic plan comprises, in a common data structure, target values ​​for several actuators that are subject to a single- or multiply-linked kinematic system for the movement of at least two treatment units.The actuator movement is controlled according to the dynamic plan and translated into actual movement, so that the actual trajectory corresponds to or closely approximates the desired trajectory. The controller can have any configuration. For example, it could be a cascade controller. A state controller is particularly preferred.

[0233] The controller (32), in particular the cascade controller or state controller, is thus configured to control the actuator (21, 22, 23) such that the actual trajectory, and preferably also the actual velocity and / or the actual acceleration, follow the setpoint values. The controller (32), in particular the cascade controller or state controller, can compensate for any deviations between the actual values ​​and the setpoint values ​​by means of appropriate control interventions.

[0234] The following are some more complex examples that offer additional advantages.

[0235] Figure 14explains one way to generate an intersection intermediate section (96) as a section of a variable time scale (82).

[0236] In this example, the same basic assumptions were made as described above. Figure 10 as explained above. However, a lower maximum path speed (s°max) is calculated here. Such a case can occur, for example, if the operating limits for the movement of an actuator are reduced. Such a reduction of the operating limits can have any cause, e.g., the selection of a washing program with a longer contact time, or the system switching to a safety mode.

[0237] In the example of Figure 14 meet (in contrast to the example of Figure 10The curves of the forward integral (91) and the backward integral (92) do not intersect. Rather, the forward integral (91) intersects the curve of the maximum orbital speed (s°max) at a point of intersection (94). The backward integral (92) also intersects the curve of the maximum orbital speed (s°max) at a point of intersection (95). By definition, the maximum orbital speed (s°max) must not be exceeded.

[0238] The search is now on for the nearest alternative curve that, while adhering to the boundary and transition conditions, achieves the greatest possible trajectory acceleration (s°°) and thus also the greatest possible trajectory speed (s°).

[0239] One procedure for determining the nearest substitute curve, which has proven advantageous, involves the following steps: Determine the point of tangency (97) at which, when integrated with the maximum tangential acceleration (s°°max), the maximum tangential velocity (s°max) is not exceeded but only touched tangentially, and determine its value (sT) of the process variable, as well as the maximum tangential velocity (s°(sT)) at that point. From this point of tangency (97): Calculate a further forward integral (96a) and a further backward integral (97b), based on the value of the maximum tangential velocity (s°(sT)) at that point with maximum tangential acceleration (s°°max). The forward integration and the backward integration are repeated until a new point of intersection (98, 99) is found between the further forward integral / backward integral (96a, 96b) and the course of the previous forward integrals / backward integrals (91, 92) at a specific value of the process variable (s).

[0240] If, in the last step of this procedure, NO further intersection point (98, 99) with a curve of the previous forward / backward integrals (91, 92) is found, but instead an intersection point with the curve of the maximum orbital velocity (s°max) is reached, the procedure can be iterated to find a further subordinate intermediate intersection point (not shown). The procedure can be repeated until a suitable segment (91, 92, 96a, 96b) is found for all values ​​of the process variable (s).

[0241] The variable time scaling method can also consider multiple actuators. For this, the maximum tangential velocity (s°max) is determined for each actuator (to be considered) and used for the calculation. Similarly, a maximum tangential acceleration (s°°max) is calculated for each actuator. From these values, the lowest calculated maximum tangential velocity (s°max) and the lowest calculated tangential acceleration (s°°max) are used, and the time scaling of all actuators (to be considered) is determined based on these lowest calculated values.

[0242] In the examples above, it was assumed that a maximum linear velocity (s°°max) is calculated based on essentially static values ​​for a maximum actuator velocity (U°max) and / or a maximum actuator acceleration (U°°max). However, it turns out that a maximum actuator velocity (U°max) and a maximum actuator speed (U°°max) are subject to dynamic influences and depend on the current spatial orientation of a treatment unit and / or can also influence each other. Therefore, a static specification of these values ​​is generally very conservative, so the true performance potential of the actuators is not utilized.

[0243] According to a preferred embodiment, a dynamic model of the treatment system or treatment units can be included in the calculation in order to make the physical limits or operating limits (at least sectionally) variable depending on a state of the vehicle treatment system. The state can be determined, in particular, by: a spatial orientation of one or more treatment units (angle-dependent components of gravitational forces, Coriolis forces); and / or an instantaneous velocity or adjustment rate of an actuator (elasticity of the acceleration capability). Particularly preferably, a maximum dynamic actuator acceleration can be determined as a variable quantity.

[0244] For this purpose, the dynamics of the treatment system can be modeled in a system of equations, preferably in a vector definition with a mass inertia matrix (M), a vector (Vv) for the velocity-dependent Coriolis and centripetal forces, and a vector (Vg) for the gravitational forces. From this, the instantaneous actuator force / actuator moment (I) can be calculated for the respective values ​​of the target path (U) and its derivatives (U°, U°°) using the general dynamic equation. An example with a suitable vector definition is: I = M U ⋅ U ¨ + V v U U ˙ + V g U

[0245] This equation can be rearranged to solve for U°°(U,U°). For each value of the sequence variable (s) / time variable (t), the dynamic maximum actuator accelerations can be determined based on the known position and the known setpoints (state values) for the actuators. These values ​​can be substituted for U°°max / U°°min in the formulas above for calculating the maximum linear velocity (s°max) and the maximum linear acceleration (s°°max), respectively. Therefore, the limit U°°max / U°°min is no longer a fixed value, but rather its true dynamic maximum value can be calculated based on the current position and orientation of the respective treatment unit and the state of the associated actuators.

[0246] This variable calculation of the dynamic maximum actuator acceleration often allows for a significant increase in target and actual speeds, particularly during periods when no or only one treatment unit is active. This minimizes unnecessary downtime in the treatment process, enabling rapid vehicle treatment without compromising quality. This, in turn, increases the number of possible vehicle treatments per operating phase and thus improves profitability.

[0247] Figure 12 and 13We will explain a further advantage resulting from the present control method. As already stated above, phase separation is no longer required for planning the movements. Thus, for example, forward and reverse movements of the portal (4) can be combined arbitrarily with the movements of the side brushes (6, 7) and the roof brush (12).

[0248] Figure 12 shows diagrams that correspond to the representations in Figure 5 are similar. In Figure 5 The x-coordinate is shown on the abscissa axis (40). In contrast, in Figure 12 and 13 The process variable (s) is shown on the abscissa axis (40). Figure 12 The ordinate axes do not show the y- and z-coordinates, but rather corresponding setpoints for the spatial positions (L,R,R') which are to be assumed by the assigned actuators (21,22,23) in a target path.

[0249] In order to nevertheless enable a spatial reference for understanding the processes, the contour acquisition data (51) are shown in the first and second diagrams. Figure 5 shown again. However, these are (compared to Figure 4 ) offset from each other in the direction of the abscissa axis (40). Because in Figure 12 and 13 The states of the treatment units (6,7,12), the target spatial positions (R,R',L) of the reference points (Z1,Z3) and the X-position of the portal (4) are related to the same process variable (s) and thus shown synchronized to each other.

[0250] Since the target points (Z1, Z3) of the side brushes (6, 7) are offset from the roof brush (12) by a certain distance (Dx) in the x-direction, for example, at s=s* the roof brush (12) is just in contact with a front contour of the vehicle (3), while the side brushes (6, 7) are already in contact with a side contour of the vehicle (3). The contour recognition data (51) profiles shown in the first and second diagrams are therefore offset from each other by this distance (Dx).

[0251] The front contour of the vehicle (3) has a concave shape in the lower area and a recessed section. Such body shapes pose difficulties for cleaning with existing control methods because, under phase constraints, the portal may only move monotonously in one direction during a driving cycle, in this case from front to back. This means that, with existing control methods, the roof brush (12) cannot reach into the concave area. Consequently, such areas are currently only inadequately cleaned.

[0252] The present control method eliminates the need for phase separation. It is possible for a treatment unit or its target point to enter concave contours of a vehicle (3) to be treated. This entry can occur, in particular, into a concave front contour below an alcove and / or into a concave front or rear contour below a bumper, and / or into a concave contour of a roof structure that extends over the windshield or rear window of the vehicle.

[0253] A preferred embodiment provides that, for the creation of a process plan (50) for a plurality of treatment units (6, 7, 12), target points (Z1, Z2, Z3) are provided whose current spatial positions (R, L) are definable or defined in coordinates (x, y, z), and wherein spatially coordinated target spatial positions (Ri, Li) of these target points (Z1, Z2) are planned as a target pose sequence (K). This target pose sequence illustrates Figure 12 .

[0254] It now includes areas where the portal moves back and forth, i.e., in the positive X direction, then again in the negative X direction, and once more in the positive X direction. Accordingly, the bottom diagram shows... Figure 12 Sections in which the X-position of the portal and thus the target value for the first actuator (21) / lead actuator (5) first rises, then falls again and rises again.

[0255] In the first and second diagrams, the target spatial positions (Ri,Li) of the roof brush (6) and the side brush (12) are shown with dashed lines, at which a reversal of the direction of movement of the portal (5) takes place.

[0256] An initial back-and-forth movement of the portal is planned, while the two side brushes (6, 7) perform a so-called center wash. In this phase of the treatment, the roof brush is not yet engaged with the vehicle (3).

[0257] In existing control systems for vehicle treatment systems, the center wash is typically performed by a separate subprogram, requiring this part of the treatment to be separated into a distinct time phase. From the beginning to the end of the center wash, the portal in these systems usually has to remain stationary. The present control method eliminates this need for such a separation. Instead, acceleration phases as the vehicle approaches the front can transition directly and seamlessly into surface treatment of the front. The portal can also move during the center wash, and at the end of the center wash, a direct and seamless transition to surface treatment of the side contours can occur. This is explained in more detail below.

[0258] During the center wash, the portal (4) can be moved slightly back and forth so that the side wash brush (6) can pass over the convexly curved front contour of the vehicle in cross-section at an ideal washing distance. If necessary, the brush sections (6a, 6b) can also be inclined to allow for the best possible adaptation to the vehicle contour.

[0259] The target spatial positions (Ri) to be assumed by the side brush (6) are planned according to their sequence (i) and are planned along the sequence variable (s) with target positions for the guide actuator (5) and the sliding actuator (8) such that the planned target spatial positions are gradually assumed along the concave contour.

[0260] A further back-and-forth movement of the portal is planned for cleaning the concave contour in the lower area of ​​the front apron (see diagram above). The planning steps to be taken are further detailed in Figure 13 explained. Figure 13 shows a sequence of states that represent the turning points of the in Figure 12 The named back-and-forth movement of the portal (4) illustrates this.

[0261] We assume that initially a movement of the portal (4) in the x-direction is planned so that the roof brush (12) is in a first state (see upper diagram in Figure 13 ) the target spatial position (L3) is reached, i.e., it comes into contact with the concave section of the front apron. Here the portal must perform a change of direction.

[0262] In the state representation shown to the right, the movement of the roof brush (12) from within the concave section of the front contour, i.e. starting from the target spatial position (L3'), to a subsequent target spatial position (L4) in contact with the vehicle tip is shown.

[0263] Since the diagrams are structured according to the common process variable (s), and the portal (5) moves in the opposite direction to the x-axis, the relevant section of the front contour for this part of the movement is shown mirrored around the vertical axis. In the lower diagram, the portal's return movement is evident from the downward slope of the x-coordinate of the portal's movement.

[0264] The middle diagram again shows which additional target spatial positions (R3, R3', R4) are to be provided for the side brush (6) in these states. They result from the design specification to move the side brush along the side contour of the vehicle.

[0265] In the further right-hand state diagram, the subsequent movement of the roof brush from the vehicle's front (target position L4') along the hood's height contour is shown. From the state with target position (L4') to the state with target position (L5), the portal moves again in the x-direction, in the example shown by the same distance it was previously moved in the opposite x-direction.

[0266] The middle diagram shows which additional target spatial positions (R4', R5) are to be provided for the side brush (6) for these states. The target spatial position (R5) corresponds identically to the target spatial position (R3), except that it is planned again for a later value of the sequence variable (s).

[0267] The subsequent process is analogous to the explanations above.

[0268] From the example of Figure 12 , 13It is evident that the present tax procedure overcomes significant restrictions that previously applied to the movement of the treatment units (6, 7, 9). Thus, it will in principle be possible to process vehicles using an automated procedure that previously had to be rejected, for example, vehicles with a roof rack and vehicles with an alcove.

[0269] The control method also makes it possible to plan the movements of treatment units with a very precisely defined contour tracking, whose actuators have a multiply linked kinematic system. In the example of Figures 1 to 3 The spatial orientation of the target point (Z2) of the lower brush section (6b) depends on the positioning positions. of the guide actuator (5) (portal movement), the sliding actuator (8) (carriage movement), the tilting actuator (16) (tilting of the upper brush section 6a about tilting joint 15), and the folding actuator (18) (pivoting of the lower brush section 6b about folding joint 15).

[0270] Previous control methods were unable to provide for a smooth and fluid movement for such kinematics. However, this is possible by separating the planning into the creation of a sequence plan and a motion plan. This is particularly true when the sequence plan is based on a series of planned poses for all treatment units (6a, 6b, 7, 12) actively participating in a treatment cycle, and a corresponding derivation of positioning positions for the actuators involved (5, 8, 16, 18).

[0271] The control method disclosed herein can be implemented for any number of treatment units and any structure of support elements and actuators. This includes structures with one or more translational actuators, and / or one or more rotational actuators.

[0272] Insofar as the present disclosure describes process steps that are to be executed, this at least also implies execution on a data processing device. The data processing device is configured to carry out the corresponding process steps. This may be a specific data processing architecture, such as a customized electronic circuit or an ASIC (application-specific integrated circuit). Alternatively or additionally, it may be a standardized data processing architecture, such as a programmable logic controller (PLC) or a computer. A software product may be provided which contains instructions that, when executed on a data processing device, carry out the steps of the process.The software product can be stored on a physical data carrier and / or sent or received via an electronic interface (software streaming).

[0273] Variations of the invention are possible in various ways. In particular, the features shown, described, or claimed for the respective embodiments can be combined, replaced, supplemented, or omitted in any way.

[0274] The planning and control procedures were described in the above explanation of exemplary embodiments for a treatment process extending over the entire length of the vehicle. The invention is not limited to such treatment processes extending over the entire length of the vehicle. In particular, it is not necessary to complete the steps of the control and / or planning procedures before the vehicle treatment begins.

[0275] The steps of the control procedure and the process procedure can each be carried out in stages, with the process plan and / or the motion plan and / or the dynamics plan being generated gradually. For example, for an initial execution stage, only a partial data set with contour detection data may be available, capturing only a portion of the vehicle length, in particular only about 30% or 50%. A partial process plan can then be generated based on this partial data set. Alternatively, for an initial execution stage, only a partial data set with contour detection data and / or a partial process plan can be imported.

[0276] Accordingly, a partial movement plan and a partial dynamics plan can be generated in a first execution phase of the control procedure.

[0277] For the planning and / or execution of a complete vehicle treatment, any number of execution phases can be carried out sequentially or overlapping in time. The resulting sub-plans (partial flowcharts, partial movementcharts, partial dynamicscharts) can be temporally and / or spatially adjacent to one another and / or overlap with each other temporally or spatially.

[0278] A particularly preferred embodiment provides that a minimum detection range is defined as a length along the relative movement of the vehicle and the treatment zone. The minimum detection range can be defined arbitrarily, for example, as the maximum braking distance within which the relative movement between a vehicle and a main support (portal) of one or more treatment units can be brought to a complete stop from a maximum speed. Alternatively, the minimum detection range can be defined as a maximum braking distance plus a safety margin.

[0279] The planning and / or execution of a complete vehicle treatment can be divided into several execution phases, each covering a minimum detection range. This allows for an even faster initiation of the vehicle treatment.

[0280] If the treatment system is designed as a portal car wash, the front of the vehicle can be detected by sensors as it enters the treatment zone. Contour detection can be achieved, for example, by sensors mounted on a moving portal. The portal can support one or more treatment units. Based on the partial detection of the vehicle contour, a partial process plan, a partial movement plan, and a partial dynamic plan can be generated during entry or immediately after the vehicle reaches its designated parking position. These plans allow for the immediate execution of the first stage of the vehicle treatment. During this initial stage, the sensors can move relative to the stationary vehicle, detecting a further section of the vehicle, particularly the central area.Based on this additional contour detection data, a subsequent partial process plan, a partial movement plan, and a partial dynamics plan can be generated. Vehicle processing can continue with these subsequent partial plans after the front section has been processed. When processing continues with these additional partial plans, the sensors can move again relative to the stationary vehicle, and another or final section of the vehicle (rear section) can be sensor-detected. For this rear section, a further partial plan can then be generated in a third execution phase, on the basis of which the processing is completed.

[0281] During a (partial) treatment, any changes in the contour recording data that only become known with a delay can be implemented in a change or adjustment of the target values ​​of a currently applied partial plan or a subsequent partial plan, so that an overall uniform sequence of target values ​​is created.

[0282] If the tax procedure is carried out with respect to only one treatment unit, The sequence plan preferably includes positioning positions for at least a plurality of the actuators involved in the movement of the single treatment unit; AND / OR the movement plan preferably includes a target path, a target positioning rate, and a target positioning rate change for at least a plurality of the actuators involved in the movement of the single treatment unit; AND / OR the dynamic plan preferably includes at least one target trajectory for at least a plurality of the actuators involved in the movement of the single treatment unit.

[0283] In particular: If the tax procedure is carried out with respect to only one treatment unit, The sequence plan preferably includes positioning positions for all those actuators involved in the movement of the single treatment unit; AND / OR the movement plan preferably includes one target path, one target positioning rate, and one target positioning rate change for each of those actuators involved in the movement of the single treatment unit; AND / OR the dynamic plan preferably includes at least one target trajectory for each of those actuators involved in the movement of the single treatment unit.

[0284] When the control procedure is executed with respect to two or more treatment units, the flow chart, motion chart and dynamics chart preferably include corresponding representations (target values) for even more actuators involved in the movement of the two or more treatment units, in particular for all those actuators involved in the movement of the two or more treatment units.

[0285] According to a preferred embodiment, the steps of the planning process that generate the process schedule are executed semi- or fully automatically and as part of the control process. Contour detection data of the vehicle to be treated can serve as input for the planning process. This contour detection data can originate from any data source. For example, the vehicle treatment system can include its own contour detection sensors or be connected to external sensors. Alternatively, pre-generated contour detection data can be read from a data storage medium.

[0286] In the vehicle treatment system according to the second aspect of the disclosure, a target point is preferably defined for the at least one treatment unit, and the setpoint values ​​of the dynamic plan (70) are defined for the associated group of actuators such that the target point of the treatment unit follows a path which, during a surface treatment, maintains a fixed geometric reference to a contour of the vehicle to be treated, in particular a fixed perpendicular distance to the vehicle surface.

[0287] Furthermore, the vehicle treatment system is preferably designed such that a multidimensional positioning movement of the treatment unit takes place during a treatment section with a reversing direction of movement of a portal of the vehicle treatment system, either by entering or repeatedly entering the system.

[0288] Furthermore, the vehicle treatment system is preferably designed such that a multidimensional positioning movement of the treatment unit during a treatment section includes a temporary immersion of the target point into a concave front contour or rear contour of the vehicle to be treated, in particular into a concave contour below an alcove, OR into a concave contour below a bumper, OR into a concave contour below a roof structure that extends over the front or rear window of the vehicle.

[0289] The following is a concise summary of advantageous sub-aspects of the present disclosure that can be combined with the disclosed methods and devices. These sub-aspects can also be used in any combination.

[0290] The control method according to the present disclosure preferably comprises the following step: creating the motion plan (60) with a chain of sectionally defined functions (U_left, U_right) between each pair of consecutive positioning positions (Pi, Qi), wherein the parameters of these functions (U_left, U_right) are determined by means of boundary and transition conditions at the positioning positions (Pi, Qi). The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have a corresponding configuration and are capable of performing this step.

[0291] The control procedure according to the present disclosure preferably comprises the following step: A target path (U,V,W) is / is formed from a chain of piecewise defined and parameterizable functions (U_left, U_right) that are two or three times differentiable and in particular include: Polynomials of the third degree, AND / OR polynomials of the fifth degree, AND / OR polynomials of the seventh degree, AND / OR line segments with parabolic ends;

[0292] The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have appropriate training and are designed and capable of performing this step.

[0293] The control procedure according to the present disclosure preferably comprises the following step: For the definition of the time scaling (s=s(t)), a time scaling plan (80) is created which defines the sequence variable (s) as a function of the time variable (t). The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have appropriate configuration and are capable of performing this step.

[0294] The control method according to the present disclosure preferably comprises the following step: A time-dependent profile of the process variable (s=s(t)) is / is formed piecewise based on an integration of the web speed (s°) and / or the web acceleration (s°°); and the web speed (s°) and the web acceleration (s°°) are / are calculated based on known or physical limits and / or predetermined operating limits of the associated actuator (21, 22, 23) or the treatment plant (1) or the treatment units (6, 7, 12). The physical limits and / or operating limits may, in particular, include: a maximum acceleration capability (U°°max) of an actuator (21,22,23), AND / OR a maximum speed (U°max) of an actuator (21,22,23);

[0295] The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have appropriate training and are designed and capable of performing this step.

[0296] The control method according to the present disclosure preferably comprises the following step: For a variable scaling (82), the time-dependent course of the process variable (s=s(t)) is formed from the integral of a chain (100) of mappings (91, 92), wherein the mappings (91, 92) describe the course of the orbital velocity (s°) in a state space and wherein the chain (100) of mappings comprises forward integrals (91, 96a) and backward integrals (92, 96b) of the maximum orbital acceleration (s°°max) starting from boundary and transition conditions at the domain boundaries; Furthermore, preferably, the chain (100) of mappings may additionally include, if the forward integral (91) and the backward integral (92) do not directly intersect, a substitute curve, wherein the substitute curve is in particular the course of the maximum web speed (s°max) for the corresponding section of the flow variable (s), OR is formed by an intersection point intermediate section (96) with which the nearest substitute curve to the maximum web speed (s°max) can be maintained without exceeding the other physical limits and operating limits;

[0297] The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have appropriate training and are designed and capable of performing this step.

[0298] The control method according to the present disclosure preferably comprises the following step: For variable scaling, a maximum path acceleration (s°°max) and a maximum path speed (s°max) are calculated based on known physical limits and / or predetermined operating limits of the associated actuator (21, 22, 23) or the treatment system (1) or the treatment units (6, 7, 12). The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have a corresponding configuration and are capable of performing this step.

[0299] The control procedure according to the present disclosure preferably comprises the following step: At least one rule set and / or one set of function templates for specific parts of the treatment process is available, and the rule set or set of function templates provides specific characteristic positioning positions by type and sequence for individual or all participating actuators (21, 22, 23), and suitable functions and / or associated boundary or transition conditions are predefined between these positioning positions; Preferably, a rule or a function template is selected based on contour recognition (31) and parameterized for the specific treatment process for the creation of a movement plan (60).The vehicle treatment system and / or the software product and / or the control unit according to the present disclosure preferably have appropriate training and are designed and capable of performing this step. REFERENCE MARK LIST

[0300] 1 Vehicle treatment system 2 Treatment zone 3 Vehicle 4 Portal / Support link 5 Portal drive / Guide actuator 6 Side wash brush (first) / Treatment unit 6a First brush segment (upper) / Treatment unit 6b Second brush segment (lower) / Treatment unit 6c Brush linkage / Support link 7 Side wash brush (second) / Treatment unit 7a Brush segment (upper) / Treatment unit 7b Brush segment (lower) / Treatment unit 7c Brush linkage / Support link 8 First carriage 9 Sliding actuator 10 Second carriage 11 Second sliding actuator 12 Roof brush / Treatment unit 13 Lifting guide 14 Lifting drive / Actuator 15 Tilting joint 16 Tilting actuatorsecond actuator 17 articulated joint 18 articulated actuator 21 first actuator 22 second actuator 23 third actuator 30 control unit / controller 31 contour detection / contour detection device with sensors 32 controller / state controller 40 abscissa axis 41 ordinate axis 50 sequence plan 51 contour detection data 52 reference point 53 contour line 60 motion plan (based on sequence variable s) 61 setpoint for actuator in target path, to be reached exactly 62 setpoint for actuator in target path, with tolerance 70 dynamic plan (based on time variable t) 80 time scaling plan (s = s(t)) 81 constant scaling (section-wise constant) 82 variable scaling 82'sections of the variable scaling with negative slope 90 state space diagram 91 Forward integral 92 Backward integral 93 Intersection of forward and back integrals 94 Intersection of forward integral with maximum orbital speed (s°max) 95 Intersection of back integral with maximum orbital speed (s°max) 96 Intersection point - intermediate section 96a Intersection point - intermediate sectionfirst part; forward for nearest equivalent curve 96b Intersection point-intermediate section, second part; backward integral for nearest equivalent curve 97 Tangential point 98 Intersection point 99 Intersection point 100 Chain of mappings a Inclination angle i Order / Counting variable ki Acceleration phase m Chain of acceleration phases n Chain of acceleration phases s Sequence variable,s(t) s°Trajectory velocity s°°Trajectory acceleration tTime variable tiCoordinated starting and ending times of acceleration xx-coordinate - Longitudinal direction of the vehicle treatment system yy-coordinate - Transverse direction of the vehicle treatment system zz-coordinate - Vertical axis ATarget trajectory of first actuator (relative to time variable) A°Target velocity of first actuator A°°Target acceleration of first actuator BTarget trajectory of second actuator B°Target velocity of second actuator B°°Target acceleration of second actuator CTarget trajectory of third actuator C°Target velocity of third actuator C°°Target acceleration of third actuator Dxx-Distance between target points Z1, Z3 (possibly variable) KTarget pose sequence = Aggregation of target spatial positions of several treatment units coordinated to matching states LSpatial position (position and / or orientation) of the roof brush Pi positioning positions first actuator (derived from target spatial position of the associated target point) Pi*Additional positioning position (as support point,(because target spatial orientation for kinematically coupled actuator exists) Qi positioning positions in example R spatial orientation (position) of target point Z1 R' spatial orientation (orientation) of target point Z1 Ri target spatial orientation of target point Z1 US target path of first actuator (relative to sequence variable s) U' target rate of first actuator U'' target rate change of first actuator U_left, piecewise defined function for a U_right target path in a motion plan U°max maximum velocity of an actuator (physically determined or specified from operating limits) U°°max maximum acceleration capability of an actuator (physically determined or specified from operating limits) V target path of second actuator V' target rate of second actuator V'' target rate change of second actuator W target path of third actuator W' target rate of third actuator W'' target rate change of third actuator X(s) gantry position along x-coordinate (relative to process variable) Z1 First target point Z2 Second target point Z3 Third target point,

Claims

1. Vehicle treatment system (1) having two or more treatment units (6,7,12) which can be moved by controllable actuators (21, 22, 23) in order to carry out a surface treatment of a vehicle (3), wherein the vehicle treatment system (1) comprises a controller (30) and a contour detection unit (31) for detecting a contour of the vehicle (3) to be treated, wherein there is at least one group of actuators (21, 22, 23) designed to jointly move the treatment unit (6,7,12) relative to a vehicle (3) to be treated in a multidimensional actuating movement, wherein the vehicle treatment system (1) comprises at least one regulator (32) and the controller transfers target values to the at least one regulator (32), on the basis of which the regulator (32) generates one or more actuating signals for controlling the actuators, characterized in that - the controller comprises at least one dynamic plan (70) which, in an ordered data structure, defines a plurality of target values for the movements of the plurality of actuators (21, 22, 23) in relation to a time variable (t), wherein the target values define at least one movement variable (A,B,C / A°,B°,C° / A°°,B°°,C°°) of the respective actuator (21, 22, 23) over the duration of a treatment section, - and in that a target point (Z1,Z2,Z3) is defined for the treatment unit (6, 7, 12), and the target values of the dynamic plan (70) for the associated group of actuators (21,22,23) are defined in such a way that the target point (Z1,Z2,Z3) of the treatment unit (6,7,12), during a multidimensional actuating movement, follows a path course which maintains a geometry reference with respect to a contour profile of the vehicle to be treated during a surface treatment, - and in that the dynamic plan (70), for the duration of the treatment section, defines mutually synchronized accelerations (A°°,B°°,C°°) for each phase with a multidimensional actuating movement of the treatment unit for the actuators (21,22,23) in the group, with the result that matching acceleration phases (ki) result for the plurality of actuators (21,22,23) when carrying out the multidimensional actuating movement.

2. Vehicle treatment system according to Claim 1, wherein the target values define at least one movement variable (A,B,C / A°,B°,C° / A°°,B°°,C°°) of the respective actuator (21, 22, 23) in such a way that they describe a current and a future movement of the respective actuator (21, 22, 23).

3. Vehicle treatment system according to Claim 1 or 2, wherein at least one of the treatment units (6,7,12) is movable relative to the vehicle (3) by actuating two or more actuators (21,22,23), and wherein the movements of a group of actuators (21,22,23) are coupled one or more times, such that there is at least one actuator (21), the actuation of which causes partial movements for two or more of the treatment units (6,7,12).

4. Vehicle treatment system (1) according to one of the preceding claims, wherein the target values of the dynamic plan define mutually fully synchronized accelerations, which are proportional to each other in corresponding time phases, for the actuators in the group.

5. Vehicle treatment system (1) according to one of the preceding claims, wherein matching acceleration phases (ki) of the actuators (21,22,23) in the group begin and end at matching times (ti) for each actuator (21, 22, 23).

6. Vehicle treatment system (1) according to one of the preceding claims, wherein the target point (Z1,Z2,Z3) for the treatment unit (6, 7, 12) defines the current spatial position (L) of the treatment unit (6, 7, 12), in particular a translational spatial position and / or a rotational spatial position.

7. Vehicle treatment system (1) according to one of the preceding claims, wherein the geometry reference of the target point (Z1,Z2,Z3) relative to the contour profile of the vehicle to be treated: - is a fixed vertical distance from the vehicle surface, AND / OR - is a fixed distance from the vehicle surface at a predefined effective angle relative to the vehicle surface.

8. Vehicle treatment system (1) according to one of the preceding claims, wherein a multidimensional actuating movement of the treatment unit during a treatment section is carried out with a direction of movement of a gantry of the vehicle treatment system that reverses one or more times.

9. Vehicle treatment system (1) according to one of the preceding claims, wherein a multidimensional actuating movement of the treatment unit during a treatment section comprises a temporary immersion of the target point (Z1,Z2,Z3) into a concave contour of the vehicle to be treated, in particular - into a concave front contour below an alcove, AND / OR - into a concave front contour or rear contour below a bumper, AND / OR - into a concave contour below a roof structure that projects beyond the windscreen or rear window of the vehicle.