Heavy load transport modular vehicle, transport vehicle for a plurality of heavy load transport modular vehicles, and receiving portion for a transport vehicle of this kind

Abstract

The invention relates to a heavy load transport modular vehicle (100), comprising at least one pair of driveable axle assemblies (104, 106), which are arranged non-rotatably on a common support (108), a load-supporting unit (116) with a load-supporting surface (116a), wherein the support (108) is rotatably connected to the load-supporting unit (116), a control device (128) for controlling the drive units of the axle assemblies (104, 106), and a communication device (130) for bidirectional communication with further heavy load transport modular vehicles and / or an external controller, wherein the communication device (130) is also used for bidirectional data exchange with the control device (128).

Description

[0001] Heavy-duty transport module vehicle, transport vehicle for a plurality of heavy-duty transport module vehicles and

[0002] Receiving section for such a transport vehicle

[0003] The invention relates to a heavy-duty transport module vehicle with at least two axle assemblies.

[0004] In the context of the present invention, heavy load transport is referred to when the load for which each of the load-bearing axle assemblies has to be designed has a value of at least 4 t, preferably at least 5 t, even more preferably at least 6 t.

[0005] And in the context of the present invention, a modular vehicle is understood to mean a vehicle that can be interconnected with one or more other identical or similarly designed modular vehicles, ie can be rigidly connected mechanically and / or coupled in terms of control technology in order to be able to transport the heavy load.

[0006] DE 1 655 176 A1 discloses a heavy-duty transport module vehicle having a plurality of axle assemblies, each of which is separately steerable, i.e., each of which can be pivoted about a pivot axis running in the vertical direction of the heavy-duty transport module vehicle. The axle assemblies are arranged on a common frame, on which a load-bearing unit is arranged with a ball joint and can be raised and lowered in the vertical direction. A plurality of such heavy-duty transport module vehicles can be combined to form a swarm, i.e., a group of mechanically non-rigidly connected vehicles, in order to transport a load together. Each of the heavy-duty transport module vehicles has a driver's cab. The drive energy required to drive the heavy-duty transport module vehicle can be supplied either externally via cables or generated on board by means of an internal combustion engine.Control signals can also be transmitted via the cable, which are then implemented by the driver. These control signals can also be given acoustically and / or visually. Automatic remote control from an external command center is also being considered. This type of heavy-duty transport module vehicle has not been widely adopted in practice because it is too complex for transport operations. It either requires a large number of personnel for transport operations, if each vehicle must be manned, or it burdens the external command center with too many simultaneous tasks to be performed remotely to control all vehicles simultaneously.

[0007] In practice, heavy-duty transport modular vehicles are therefore commonly used, which are combined into a system before transporting the heavy load, i.e., a group of vehicles that are mechanically rigidly connected to one another in order to transport a load together. Such vehicles are marketed, for example, by the applicant under the name "PST." In addition to the mechanically rigid connection of the vehicles, the need to coordinate the steering linkages of the heavy-duty transport modular vehicles in the system is also perceived as time-consuming.

[0008] It is the object of the present invention to remedy this situation.

[0009] This object is achieved according to the invention by a heavy-duty transport module vehicle, comprising:

[0010] • at least one pair of independently drivable axle assemblies which are arranged on a common support with mutually aligned axes and are pivotally fixed relative to the support with respect to a pivoting movement about an axis running in a height direction of the support,

[0011] • a load-bearing unit with a load-bearing surface, wherein the carrier is connected to the load-bearing unit so as to be rotatable about an axis of rotation extending orthogonally to the load-bearing surface,

[0012] • a control device which is designed and intended to control at least one drive unit of each of the drivable axle assemblies, and • a communication device which is designed and intended for bidirectional communication with at least one further, substantially identical heavy-duty transport module vehicle and / or a higher-level external control, wherein the communication device is further designed and intended for bidirectional data exchange with the control device.

[0013] A first advantage of the heavy-duty transport modular vehicle according to the invention is that no separate steering device needs to be provided for the axle assemblies. Rather, each pair of drivable axle assemblies can be steered by driving the two axle assemblies of the respective pair by the control device at different speeds and / or in opposite directions of rotation. Since the axle assemblies are arranged on the jointly assigned support in a pivot-fixed manner with respect to an axis running in the vertical direction, this causes the support to rotate about the axis of rotation running orthogonal to the load-bearing surface. This also applies when multiple pairs of axle assemblies are attached to the load-bearing unit.

[0014] If the heavy-duty transport module vehicle has only a single pair of axle assemblies, the support can be formed by the frame of the heavy-duty transport module vehicle, on which a separate load-bearing unit is arranged so as to be rotatable relative to this frame. If, however, the heavy-duty transport module vehicle has a plurality of pairs of axle assemblies, each of these pairs can be assigned a separate support element as a support, and the load-bearing unit can be formed by the frame of the heavy-duty transport module vehicle, on which the plurality of support elements are arranged so as to be rotatable.

[0015] Even if this is not required according to the invention, the at least one support does not necessarily have to be directly pivotally connected to the load-bearing unit. In principle, it is also conceivable according to the invention for the at least one support to be pivotally connected to an intermediate unit, which in turn is pivotally connected to the load-bearing unit. The possibility of individually steering each pair of axle assemblies by the control device, in conjunction with the communication device, opens up a further advantage of the heavy-duty transport module vehicle according to the invention. Namely, it can be combined with at least one other, essentially identical heavy-duty transport module vehicle to form a swarm of heavy-duty transport module vehicles, i.e. to form an arrangement of vehicles which are mechanically connected at most via the load they carry together.Coordination with at least one other heavy-duty transport module vehicle and, if applicable, with a higher-level external control system is ensured via the communication device. This device can both receive and send data (bidirectional communication) and forward the received data to the control device and receive status data from it (bidirectional data exchange). In this way, the synchronization of the movement of the individual vehicles in the swarm with the goal of jointly transporting the load can be ensured through the interaction of the control device and the communication device.

[0016] To form the swarm, the heavy-duty transport module vehicles can be maneuvered individually, i.e., independently of the other heavy-duty transport module vehicles, to a designated location beneath the load. Their respective load-bearing surfaces can then be brought into load-bearing engagement with the load. However, as already mentioned, the heavy-duty transport module vehicles are not mechanically connected to one another, so that they do not form a vehicle group in the sense defined above, but rather a vehicle swarm in the sense of the invention. Once all heavy-duty transport module vehicles have been arranged at their designated location and brought into load-bearing engagement with the load, they can be synchronized and linked in terms of control by means of the communication device and the control device.From this point on, the swarm of vehicles can then be controlled together so that they can transport the load to another location. In a further development of the invention, it is proposed that a further axle assembly be provided, which is arranged on the carrier so as to be pivotable about a pivot axis running in the vertical direction of the carrier. In principle, it is conceivable to provide only the pairs of axle assemblies already mentioned on the heavy-duty transport module vehicle. In this case, the driving stability of the vehicle could be achieved, for example, through control technology; in the case of a single pair of axle assemblies, for example, through a drive control system such as that known from "inverted pendulum" type vehicles (such as the Segway®).This also applies analogously to heavy-duty transport module vehicles, which have several pairs of axle assemblies whose axles are all aligned with each other in a predetermined steering position. However, to simplify control and to easily ensure driving stability, it is advantageous to provide the additional axle assembly as a support axle assembly. In particular, three axle assemblies, namely a pair of driven axle assemblies and a support axle assembly, enable secure positioning on the driving surface on the one hand and a compact design on the other. The compact design, in turn, allows a high load-bearing density (t / m) to be achieved when using several heavy-duty transport module vehicles. 2 Support surface of the load).

[0017] In order to further increase the driving stability of the heavy-duty transport module vehicle according to the invention, it is further proposed that the drivable axle assemblies, on the one hand, and the further axle assembly, on the other, be arranged on opposite sides of a plane that, firstly, runs parallel to the axes of the drivable axle assemblies, secondly, runs in the vertical direction of the carrier, and thirdly, passes through the center of gravity of the heavy-duty transport module vehicle. This ensures that all three axle assemblies are always in contact with the driving surface when traveling without a load. The reliability of this contact can be further increased by ensuring that the distance of the drivable axle assemblies from the plane is between 5 cm and 10 cm.

[0018] For the sake of completeness, it should be mentioned that the additional axle assembly can be a non-driven axle assembly. This can reduce the manufacturing costs of the heavy-duty transport module vehicle. Furthermore, the wheel(s) of the additional axle assembly can have a smaller diameter than the wheels of the driven axle assemblies, which saves installation space and thus enables a more compact design of the heavy-duty transport module vehicle.

[0019] In a further development of the invention, it is proposed that all axle assemblies be height-adjustable relative to the carrier. This allows the heavy-duty transport module vehicle to drive beneath a load in a lowered position and then pick it up by jointly adjusting the height of the axle assemblies. Therefore, no separate lifting device is required between the load-bearing surface and the carrier to establish the load-bearing engagement, which reduces manufacturing costs.

[0020] The height adjustability also allows the additional axle assembly, which primarily serves to ensure driving stability in the unloaded state, to be raised when driving stability is ensured by the flat contact of the load-bearing surface with the load and the interaction with other heavy-duty transport module vehicles in the swarm mediated by the load. In this case, the additional axle assembly does not need to have the load-bearing capacity of the driven axle assemblies. Rather, it is sufficient if it is capable of supporting the weight of the heavy-duty transport module vehicle. It can therefore be designed accordingly small, which improves the overall compact design of the heavy-duty transport module vehicle.

[0021] The possibility of being able to dispense with a lifting device between the load-bearing surface and the carrier further enables the load-bearing surface to be connected to the carrier via a slewing ring, for example a rolling element slewing ring, the diameter of which is preferably at least 25%, more preferably at least 50%, of a maximum external dimension of the heavy-duty transport module vehicle determined in the horizontal direction in the load-bearing state. This can increase the stability of the contact with the load. Furthermore, it can be provided that the heavy-duty transport module vehicle comprises at least one battery pack, which is preferably arranged substantially entirely within a contour of the carrier. This can also make the heavy-duty transport module vehicle self-sufficient with regard to its energy supply, i.e. independent of external energy supplies during load transport.Between two load transport missions, the at least one battery pack can be recharged at a suitable charging station. Furthermore, the drive energy required for the operation of the heavy-duty transport module vehicle can be provided in an environmentally friendly manner through the use of the at least one battery pack according to the invention.

[0022] In a further development of the invention, it is proposed that the control device be switchable between an individual mode and a collective mode. The individual mode can enable the control of a single heavy-duty transport module vehicle. In particular, as explained above, it can enable the arrangement of the respective heavy-duty transport module vehicle at a predetermined location beneath the load. Once all heavy-duty transport module vehicles have been arranged at their designated locations beneath the load, it is possible to switch from the individual mode to the collective mode in order to subsequently control the plurality of vehicles together as a swarm of vehicles to transport the load, as also described above.

[0023] In this context, it is further advantageous according to the invention if the control device is designed and intended to synchronize the heavy-duty transport module vehicle with other heavy-duty transport module vehicles in a synchronization phase after switching to the collective mode.

[0024] For this purpose, the control device can further be assigned an environment detection unit which is designed and intended to detect the distance and / or the direction and / or an identification of at least one further heavy-duty transport module vehicle. In this context, it is further advantageous if the communication device is designed and intended to receive environment detection data from further heavy-duty transport module vehicles and to forward this to the control device. This allows the heavy-duty transport module vehicle to determine its position within the entire swarm of heavy-duty transport module vehicles, for example by means of trilateration and / or triangulation. This is advantageous, for example, when it is a matter of determining its own steering angle based on the steering angle specified for the group.

[0025] Furthermore, it can be advantageous if the control device is further assigned a position detection unit which is designed and intended to detect the absolute position of the heavy-duty transport module vehicle and / or its orientation in space. This makes it possible, on the one hand, to align the heavy-duty transport module vehicle according to a predetermined orientation, for example such that its direction of travel points north. This is particularly advantageous when a plurality of heavy-duty transport module vehicles are used simultaneously to carry a common load. Once all heavy-duty modules have picked up the load, they can all align themselves according to the predetermined orientation so that their steering directions run parallel to one another. Starting from this "basic state", further steering movements can then take place.Secondly, this allows the absolute position of the heavy-duty transport module vehicle and thus also of the entire swarm in the surrounding area to be determined. This, for example, in conjunction with map data of the surrounding area, makes it possible to move the swarm safely, in particular collision-free, to the destination. In this context, it may also be advantageous if the control device of each heavy-duty transport module vehicle is further configured and intended to receive information about the arrangement of the heavy-duty transport module vehicle relative to the load via the associated communication device.

[0026] The environment detection unit and / or the position detection unit can, for example, comprise one or more of the following commonly available units: The absolute position of the heavy-duty transport module vehicle can be determined using a GNSS receiver (GNSS - Global Navigation Satellite System). In a conventional manner, the signal from the L1 frequency band can be used, and to increase the precision of the position determination, the phase shift from the L5 frequency band can be used.

[0027] The orientation of the heavy-duty transport module vehicle relative to its surroundings can also be determined using a compass and / or a gyroscope.

[0028] Wi-Fi® and / or Bluetooth® can be used to determine the relative position and / or orientation of the heavy-duty transport module vehicle in relation to the other heavy-duty transport module vehicles in the swarm.

[0029] In principle, distances could be determined using the RSSI method (Received Signal Strength Indication). However, this method has the disadvantage that when the signal has to pass through a body, the signal strength is disproportionately attenuated, so that the determined distance appears to be greater than the actual distance.

[0030] This problem can be avoided, for example, using the RTT method (RTT - Round Trip Time), in which the distance is determined using a travel time measurement.

[0031] Finally, the Angle of Arrival (AoA) method can be used to determine the direction of the neighboring heavy-duty transport module vehicle. However, this method requires the use of an antenna array.

[0032] When using Bluetooth®, the signal from the requesting heavy-duty transport module vehicle can be returned by one or more Bluetooth® beacons of the responding heavy-duty transport module vehicle, along with its unique identification. When at least two Bluetooth® beacons are used, the relative orientation of the two heavy-duty transport module vehicles can also be determined.

[0033] All these methods are known per se, and by appropriate combination of these methods, the relative position of the heavy-duty transport module vehicles of the swarm can be determined with an accuracy of less than 10 cm, preferably less than 5 cm.

[0034] During an initialization phase of collective mode, the heavy-duty transport module vehicles can determine their respective positions within the swarm, and if necessary, relative to the load. This position later plays a crucial role in determining the individual steering angles for each pair of axle assemblies. Furthermore, during this initialization phase, the heavy-duty transport module vehicles can also align themselves with each other so that their steering directions are initially parallel to each other. The direction can be specified by the external control system.

[0035] During an operating phase of collective mode, the heavy-duty transport module vehicles can then be controlled jointly. This includes joint movement, both when driving straight ahead and when cornering. As already mentioned, only the steering angle for the entire swarm of heavy-duty transport module vehicles can be specified externally, i.e. via the external control system, while the control devices of the individual heavy-duty transport module vehicles determine the relevant steering angle for the respective heavy-duty transport module vehicle based on the specified swarm steering angle and the position within the swarm itself. It is of course advantageous to ensure that all heavy-duty transport module vehicles in the swarm use the same version of the calculation software. When transporting the load, the compensation of unevenness in the driving surface must also be taken into account.For this purpose, an average initial level for the height adjustment device of the axle assemblies can be calculated and defined for all pairs of axle assemblies during the initialization phase of collective mode. If the height adjustment device is a fluidic, particularly hydraulic, height adjustment device, the associated initial axle pressure can also be determined and stored. If one of the heavy-duty transport module vehicles approaches its compression or rebound limits during the operating phase of collective mode, it can communicate this to the other heavy-duty transport module vehicles via the communication device. Furthermore, this can also be communicated to the operator in the external control system as an advance warning.In this case, the central control system can determine a response for each individual member of the swarm according to predefined rules and transmit the corresponding individual settings to the individual heavy-duty transport module vehicles. Of course, this determination can also be performed individually by each individual control device of the heavy-duty transport module vehicles. If the problem cannot be resolved by a collective response, a corresponding warning message can be issued to the operator.

[0036] To achieve a compact design and thus a high load-bearing density (t / m 2 Supporting surface of the load) it can further be provided that all components are arranged in plan view within a substantially circular outline, the diameter of which is preferably at most 300 cm, more preferably at most 275 cm, even more preferably at most 220 cm.

[0037] For the sake of completeness, it should be mentioned at this point that the heavy-duty transport module vehicle according to the invention is advantageously and preferably an unmanned heavy-duty transport module vehicle.

[0038] It should also be added that each of the axle assemblies has at least one wheel, wherein the wheel or at least one of the wheels can have dual tires. According to a second aspect, the invention relates to a transport vehicle for a plurality of heavy-duty transport module vehicles according to the invention, which has a receptacle for each of the heavy-duty transport module vehicles.

[0039] Heavy-duty transport modular vehicles of the type according to the invention are typically used for individual, specialized transports. This requires that they be transported to the respective location and then removed from there again after the transport task has been completed. The transport vehicle according to the invention can be used for this purpose, for example.

[0040] In order to be able to arrange as many heavy-duty transport module vehicles as possible on the transport vehicle, it is proposed that at least two of the receptacles are arranged one above the other in the vertical direction.

[0041] In principle, it would be conceivable to use a heavy-duty forklift to insert the heavy-duty transport module vehicles into at least one upper receptacle and, if necessary, also into the lowest receptacle. However, this would require the heavy-duty forklift to be brought to the site of use and then transported away again. According to the invention, it is therefore preferred that the transport vehicle comprise at least one lifting device designed and intended to lift a heavy-duty transport module vehicle arranged in the lowest receptacle into the or one of the upper receptacles. Of course, the heavy-duty transport module vehicles can also be lowered from their respective receptacles into the lowest receptacle by means of the lifting device.

[0042] Not only in this context, but also more generally, it is further proposed that at least one receptacle, preferably a plurality of receptacles, and even more preferably all receptacles, be assigned at least one securing element, which is designed and intended to secure a heavy-duty transport module vehicle arranged in the respective receptacle. After a heavy-duty transport module vehicle has been lifted, this securing element can, for example, engage underneath it and, optionally in cooperation with at least one further securing element, hold it in the receptacle while the lifting device is lowered again in order to lift another heavy-duty transport module vehicle. In addition, the securing element can also secure the heavy-duty transport module vehicle for transport by means of the transport vehicle.

[0043] In a further development of the second aspect of the invention, it can be provided that at least one receiving section of the transport vehicle comprising the receptacles can be lowered to the ground. This allows a heavy-duty transport module vehicle arranged in the lowest receptacle to move into and out of the receptacle without external aids, i.e., using only its own drive.

[0044] Not only in this context, but also more generally, it is further advantageous if the lowest receptacle has a lateral opening relative to the direction of travel of the transport vehicle, which is dimensioned such that it allows a heavy-duty transport module vehicle to be moved into or out of the receptacle through this opening. This allows the heavy-duty transport module vehicle to easily drive into or out of the receptacle from the side.

[0045] In order to be able to arrange as many heavy-duty transport module vehicles as possible on the transport vehicle, it is further proposed that at least two of the receptacles are arranged one behind the other in the longitudinal direction of the transport vehicle.

[0046] With regard to transport via the public road network, it is also advantageous if at least the section of the transport vehicle containing the receptacles does not exceed the dimensions of ISO containers.

[0047] In a further development of the second aspect of the invention, the transport vehicle can be designed as a trailing vehicle that can be connected to a towing vehicle not belonging to the transport vehicle, for example, via a gooseneck. Furthermore, the transport vehicle can comprise a power supply unit for charging the battery packs of the heavy-duty transport module vehicles.

[0048] Although an embodiment of the transport vehicle was described above in which the heavy-duty transport module vehicles are arranged in the receptacles of the transport vehicle in their usual operating position, i.e. with a substantially horizontal load-bearing surface, it should be mentioned at this point for the sake of completeness that, in principle, other embodiments are also conceivable. By way of example only, it should be mentioned that the heavy-duty transport module vehicles could also be arranged in the receptacles with a substantially vertical load-bearing surface. In this case, no lifting devices would be required, but rather pivoting devices which grip the heavy-duty transport module vehicles and pivot them from their usual operating position, i.e. with a substantially horizontal load-bearing surface, into the transport position with a substantially vertical load-bearing surface.

[0049] According to a third aspect, the invention relates to a receiving section for such a transport vehicle.

[0050] The invention is explained in more detail below with reference to an exemplary embodiment of the invention and the accompanying drawings. It shows:

[0051] Figure 1 is a perspective and partially schematic view obliquely from below of a heavy-duty transport module vehicle according to the invention;

[0052] Figure 2 is a schematic bottom view of the heavy-duty transport module vehicle according to Figure 1;

[0053] Figure 3 is a side view of a plurality of heavy-duty transport module vehicles according to the invention arranged under a load; Figure 4 is a perspective view of a fully loaded transport vehicle according to the invention, which is used to transport a plurality of heavy-duty transport module vehicles according to the invention; and

[0054] Figure 5 is a view similar to Figure 4 of the transport vehicle in a partially unloaded state.

[0055] In Figure 1, a heavy-duty transport module vehicle according to the invention is generally designated 100. The heavy-duty transport module vehicle 100 comprises a frame 102, which is indicated in Figure 1 in the form of a dashed cylinder. Only a portion of the upper boundary wall 102a of the frame 102 is physically shown. This boundary wall 102a forms the actual frame on which the other components of the heavy-duty transport module vehicle 100, to be explained below, are arranged. Furthermore, the frame 102 also comprises a peripheral wall 102b, which merely serves as a covering for the heavy-duty transport module vehicle 100.

[0056] The heavy-duty transport module vehicle 100 comprises a vertical direction H, a transverse direction Q and a longitudinal direction L, which each run orthogonally to each other in pairs.

[0057] On the underside of the upper boundary wall 102a of the frame 102, two drivable axle assemblies 104 and 106 are arranged in a rotationally fixed manner with respect to rotation about a direction parallel to the vertical axis H. The frame 102 thus forms the support 108 of the two axle assemblies 104, 106. Furthermore, on the underside of the upper boundary wall 102a of the frame 102, a non-driven support axle assembly 110 is arranged by means of a slewing ring 112 for rotation about an axis X parallel to the vertical axis H.

[0058] On the upper side of the upper boundary wall 102a of the frame 102, a slewing ring 114 is arranged, which in turn supports a load-bearing unit 116 with a load-bearing surface 116a. By means of the slewing ring 114, the load-bearing unit 116 and the frame 102 can be rotated relative to one another about an axis Y running parallel to the vertical axis H (see Figure 2). To ensure stable support of the load, the value of the diameter d of the slewing ring 114 is at least a quarter, preferably at least half, of the value of the diameter D of the frame 102. The diameter D can, for example, be at most 300 cm, more preferably at most 275 cm, and even more preferably at most 220 cm. The maximum width of 220 cm has the advantage that the heavy-duty transport modular vehicle 100 can even be arranged in an ISO container in this case.

[0059] As further shown in Figure 2, the wheel axles 104a and 106a of the axle assemblies 104, 106 run through the axis of rotation Y. And, in order to ensure that all three axle assemblies 104, 106, 110 stand safely on the ground or the driving surface U (see Figure 3), the mass distribution of the components of the heavy-duty transport module vehicle 100 is selected such that the center of gravity S of the heavy-duty transport module vehicle 100 runs on the side of the wheel axles 104a and 106a of the axle assemblies 104 and 106 facing the support axle assembly 110, preferably at a distance s of at least 5 cm, more preferably at a distance of at least 10 cm.

[0060] It should also be mentioned at this point that in the illustrated embodiment, the axle assemblies 104, 106, 110 all have two wheels 104b, 106b, 110b, with the wheels of axle assemblies 104 and 106 having dual tires and the wheels of axle assembly 110 having single tires. Furthermore, to save space, the wheels of axle assembly 110 have a smaller diameter than the wheels of axle assemblies 104 and 106.

[0061] Figure 2 also shows the components required for operating the heavy-duty transport module vehicle 100, namely a hydraulic unit 120, battery packs 122, a brake unit 124 which supplies the brakes of the axle assemblies 104, 106 and optionally also 110 with brake pressure, an electrical unit 126 as well as a control device 128 and a communication device 130. All of these components are preferably arranged entirely within the outline of the frame 102, ie within the panel 102b.

[0062] According to the invention, the control device 128 serves to control the drive motors of the drivable axle groups 104, 106. If the two drive motors are driven in the same direction and at the same speed, the heavy-duty transport module vehicle 100 travels straight ahead. If the two drive motors are driven at different speeds or even in opposite directions, the heavy-duty transport module vehicle 100 travels around a curve or even turns in place.

[0063] The drive motors of the drivable axle groups 104, 106 can be electric motors that are supplied with power by the battery packs 122, or hydraulic motors that are supplied with hydraulic fluid by the hydraulic unit 120.

[0064] Furthermore, the communication device 130 serves, on the one hand, for bidirectional data exchange with the control device 128 and, on the other hand, for bidirectional communication with at least one further, substantially identical heavy-duty transport module vehicle and / or the external control.

[0065] As shown in particular in Figure 1, all axle assemblies 104, 106, 110 are designed to be height-adjustable relative to the frame 102. This enables the heavy-duty transport module vehicle 100, as will be explained in more detail below, to drive beneath a load in a lowered state and then pick up the load through the joint height adjustment of the axle assemblies 104, 106, 110. This height adjustability also enables compensation for unevenness in the ground U (see Figure 3) when transporting a load jointly with other identically or at least similarly constructed heavy-duty transport module vehicles 100. The height adjustment can be effected fluidically, in particular hydraulically, or by an electric motor.

[0066] Since heavy-duty transport modular vehicles are typically used for special transports, they must be transported to the respective location and removed from there after completing the transport task. For the heavy-duty transport modular vehicles 100 according to the invention, the transport vehicle 150 according to the invention, shown in Figures 4 and 5, can be used for this purpose, for example.

[0067] The transport vehicle 150 comprises a receiving section 152 in which the heavy-duty transport module vehicles 100 can be received, a gooseneck section 154 by means of which the transport vehicle can be coupled to a towing vehicle, and a chassis section 156. The connection of the receiving section 152 to the gooseneck section 154 on the one hand and to the chassis section 156 on the other hand comprises lifting means (known per se and therefore not separately shown) by means of which the receiving section 152 can be lowered onto the ground.

[0068] In the illustrated embodiment, the receiving section 152 comprises a total of nine receptacles 152a, namely three stacks arranged one behind the other in the direction of travel, each of which has three receptacles 152a arranged one above the other in the vertical direction. However, it goes without saying that the receiving section 152 can also have any other number of stacks and any other number of receptacles 152a per stack.

[0069] The respective lowermost receptacles 152a of each stack have a lateral opening 152b through which a heavy-duty transport module vehicle 100 can move out of or into the respective receptacle 152a. In this context, Figure 5 shows a heavy-duty transport module vehicle 100-1 that has just moved out of one of the receptacles 152a.

[0070] To enable the heavy-duty transport module vehicles arranged in the upper receptacles 152a to move laterally out of the receptacle section 152, the receptacle section 152 comprises four lifting devices 158, two of which are arranged at the ends of the three stacks of receptacles 152a and two of which are arranged between these stacks. Each of the lifting devices 158 comprises a lifting fork or lifting plate 158a, by means of which it can engage underneath a heavy-duty transport module vehicle. By actuating the two lifting devices 158 assigned to one of the stacks of receptacles 152a, the heavy-duty transport module vehicles 100 can thus be raised or lowered. This is illustrated in Figure 5 for the heavy-duty transport module vehicle 100-2.

[0071] If a heavy-duty transport module vehicle 100 has been arranged in its designated receptacle 152a, it can be secured there by means of securing elements 160 (only schematically indicated in Figure 4) so ​​that the lifting device 158 can turn to another heavy-duty transport module vehicle 100. The securing elements 160 advantageously also serve to secure the heavy-duty transport module vehicles 100 in the receptacles 152a.

[0072] It should also be added that the lifting forks or lifting plates 158a of the lifting devices 158 arranged between the stacks of receptacles 152a can be rotated by 180° so that they can serve both adjacent stacks.

[0073] It should also be added that the receiving section 152 preferably does not exceed the dimensions of ISO containers, so that it can also be transported independently of the gooseneck section and the chassis section, for example on a truck or a railway flat car.

[0074] Finally, it should also be added that the transport vehicle 150 can further comprise at least one power supply unit 162 for charging the battery packs 122 of the heavy-duty transport module vehicles 100. The power supply unit 162 can be arranged on the gooseneck section 154, as schematically indicated in Figure 4. However, it is additionally or alternatively also possible to arrange it on the chassis section 156 and / or in one of the receptacles 152a of the receptacle section 152.

[0075] Next, the operation of the heavy-duty transport module vehicles according to the invention will be explained in more detail. Once the heavy-duty transport module vehicles 100 have been brought to the deployment site by means of the transport vehicle 150 (situation according to Figure 4), they must next be moved to the load 180 to be transported (see Figure 3). For this purpose, one heavy-duty transport module vehicle 100 after the other is lowered into the lowest receptacle 152a of the respective stack by means of the lifting devices 158 assigned to the respective stack, provided it is not already located in this lowest receptacle 152a.

[0076] If the heavy-duty transport module vehicle 100 is located in the lowest receptacle 152a, it is activated. Its control device 128 is then switched to an individual mode, which allows the heavy-duty transport module vehicle 100 to be moved independently of other heavy-duty transport module vehicles, for example, by means of a radio remote control that communicates with the control device 128 via the communication device 130. In this way, each of the heavy-duty transport module vehicles 100 can be maneuvered individually to its designated location under the load 180. The load-bearing unit 116 can then be raised using the height adjustability of the axle assemblies 104, 106, 110 until its load-bearing surface 116a rests flush against the underside of the load 180.

[0077] If desired, the support axle assembly 110 can now be raised, since it only needs to be designed to support the weight of the heavy-duty transport module vehicle 100 and not to accommodate larger loads. The rest of the heavy-duty transport module vehicle 100 is stabilized by the surface contact with the load 180.

[0078] Once all heavy-duty transport module vehicles 100 have been arranged in their designated locations under the load 180, their control devices 128 are all switched to a collective mode.

[0079] During a synchronization phase of the collective mode, each heavy-duty transport module vehicle 100 determines, on the one hand, its location and orientation relative to the external environment. For this purpose, known systems such as a GNSS receiver (GNSS - Global Navigation Satellite System), a compass, and the like can be used. These systems can be part of a position detection unit 132 assigned to the control device 128. During the synchronization phase, each heavy-duty transport module vehicle 100 determines the direction, distance, and, if applicable, orientation of other heavy-duty transport module vehicles 100. In this process, a unique identification of the other heavy-duty transport module vehicles 100 is also determined. For this purpose, Wi-Fi® and / or Bluetooth® and / or similar systems can be used, for example.The latter systems may be part of an environment detection unit 134 associated with the control device 128.

[0080] Once the environmental and situational detection has been completed, the detection results are transmitted to and received by the other heavy-duty transport module vehicles 100 via the communication device 130. Based on this data, each of the heavy-duty transport module vehicles 100 can determine the exact configuration of the swarm and its own position within the swarm, and use this as the basis for control during load transport, i.e., during an operating phase of the collective mode. All that is required for this is that all heavy-duty transport module vehicles 100 use the same software. To ensure this, the version number of the software used can advantageously also be transmitted.

[0081] Furthermore, it is advantageous to determine the position of the load relative to the swarm. This facilitates collision avoidance during load transport.

[0082] During load transport, the heavy-duty transport module vehicles 100 continuously exchange operating data with each other in order to detect critical situations in advance and initiate appropriate countermeasures. For example, the heavy-duty transport module vehicles 100 can transmit the respective compression or rebound state of their axle assemblies 104, 106, and, if applicable, 110. If one of the heavy-duty transport module vehicles 100 approaches its compression or rebound limits, it informs the other heavy-duty transport module vehicles 100. Furthermore, this can also be communicated to the operator in the external control system as an advance warning. In this case, the central control system can determine a reaction for each individual member of the swarm according to predefined rules and transmit the corresponding individual settings to the individual heavy-duty transport module vehicles 100.Of course, this determination can also be performed individually by each individual control device 128 of the heavy-duty transport module vehicles 100. If the problem cannot be resolved by a comprehensive response, a corresponding warning message can be issued to the operator.

Claims

Claims 1. Heavy-duty transport module vehicle (100), comprising: • at least one pair of independently driveable axle assemblies (104, 106) which are arranged on a common support (108) with axes aligned with each other and are pivotally fixed relative to the support (108) with respect to a pivoting movement about an axis running in a height direction (H) of the support (108), • a load-bearing unit (116) with a load-bearing surface (116a), wherein the support (108) is rotatably connected to the load-bearing unit (116) about an axis of rotation (Y) running orthogonally to the load-bearing surface (116a), • a control device (128) which is designed and intended for controlling at least one drive unit of each of the driveable axle assemblies (104, 106), and • a communication device (130) which is designed and intended for bidirectional communication with at least one other, essentially identical heavy-load transport module vehicle and / or a superior external control system, wherein the communication device (130) is further designed and intended for bidirectional data exchange with the control device (128).

2. Heavy-duty transport module vehicle according to claim 1, characterized in that a further axle assembly (110) is provided which is pivotably arranged on the support (108) about a pivot axis (X) extending in the height direction (H) of the support (108).

3. Heavy-duty transport module vehicle according to claim 2, characterized in that the driveable axle assemblies (104, 106) on the one hand and the further axle assembly (110) on the other hand are arranged on opposite sides of a plane which firstly runs parallel to the axes of the driveable axle assemblies (104, 106), secondly runs in the vertical direction (H) of the carrier (108) and thirdly, passes through the center of gravity (S) of the heavy-duty transport module vehicle (100). Heavy-duty transport module vehicle according to claim 2 or 3, characterized in that the further axle assembly (110) is a non-driven axle assembly. Heavy-duty transport module vehicle according to any one of claims 2 to 4, characterized in that the wheel(s) (110b) of the further axle assembly (110) has / have a smaller diameter than the wheels (104b, 106b) of the driven axle assemblies (104, 106). Heavy-duty transport module vehicle according to any one of claims 1 to 5, characterized in that all axle assemblies (104, 106, 110) are designed to be height-adjustable relative to the frame.Heavy-duty transport module vehicle according to any one of claims 1 to 6, characterized in that the load-bearing unit (116) is connected to the carrier (108) via a slewing ring (114), for example a rolling element slewing ring, the diameter (d) of which is preferably at least 25%, more preferably at least 50%, of a maximum external dimension (D) of the heavy-duty transport module vehicle (100) determined in the horizontal direction when in the load-bearing state. Heavy-duty transport module vehicle according to any one of claims 1 to 7, characterized in that it further comprises at least one battery pack (122), which is preferably arranged substantially entirely within a contour of the carrier (108). Heavy-duty transport module vehicle according to any one of claims 1 to 8, characterized in that the control device (128) is switchable between an individual mode and a collective mode.

10. Heavy-duty transport module vehicle according to claim 9, characterized in that the control device (128) is designed and intended to synchronize the heavy-duty transport module vehicle (100) with other heavy-duty transport module vehicles in a synchronization phase after switching to collective mode.

11. Heavy-duty transport module vehicle according to one of claims 1 to 10, characterized in that the control device (128) is associated with an environment detection unit (134) which is designed and intended to detect the distance and / or direction and / or identification of at least one other heavy-duty transport module vehicle.

12. Heavy-duty transport module vehicle according to one of claims 1 to 11, characterized in that the communication device (130) is designed and intended to receive environmental sensing data from other heavy-duty transport module vehicles and to forward this data to the control device (128).

13. Heavy-duty transport module vehicle according to one of claims 1 to 12, characterized in that the control device (128) is further assigned a position detection unit (132) which is designed and intended to detect the absolute position of the heavy-duty transport module vehicle and / or its orientation in space.

14. Heavy-duty transport module vehicle according to one of claims 1 to 13, characterized in that all components are arranged in plan view within a substantially circular outline, the diameter (D) of which is preferably at most 300 cm, more preferably at most 275 cm, and more preferably at most 220 cm.

15. Transport vehicle (150) for a plurality of heavy-duty transport module vehicles (100) according to one of the preceding claims, which is for Each of the heavy-duty transport module vehicles (100) has a receptacle (152a). Transport vehicle according to claim 15, characterized in that at least two of the receptacles (152a) are arranged one above the other in the vertical direction. Transport vehicle according to claim 16, characterized in that it comprises at least one lifting device (158) which is designed and intended to lift a heavy-duty transport module vehicle (100) arranged in the lowest receptacle (152a) into the or one of the upper receptacles (152a). Transport vehicle according to any one of claims 15 to 17, characterized in that at least one receptacle (152a), preferably a plurality of receptacles (152a), more preferably all receptacles (152a), is assigned at least one locking element (160) which is designed and intended to secure a heavy-duty transport module vehicle (100) arranged in the respective receptacle (152a) therein.Transport vehicle according to any one of claims 15 to 18, characterized in that at least one receiving section (152) of the transport vehicle (150) having the receptacles (152a) can be lowered onto the ground (U). Transport vehicle according to any one of claims 15 to 19, characterized in that the lowest receptacle (152a) has a lateral opening (152b) with respect to the direction of travel of the transport vehicle (152a), which is dimensioned such that it allows a heavy-load transport module vehicle (100) to be moved through this opening (152b) into or out of the receptacle (152a). A transport vehicle according to any one of claims 15 to 20, characterized in that at least two of the receptacles (152a) are arranged one behind the other in the longitudinal direction of the transport vehicle (150). A transport vehicle according to any one of claims 15 to 21, characterized in that at least the receptacle section (152) of the transport vehicle (150) comprising the receptacles (152a) does not exceed the dimensions of ISO containers. A transport vehicle according to any one of claims 15 to 22, characterized in that it is designed as a trailing vehicle which can be coupled to a towing vehicle not belonging to the transport vehicle (150), for example by means of a gooseneck coupling (154). A transport vehicle according to any one of claims 15 to 23, characterized in that it comprises a power supply unit (162) for charging the battery packs (122) of the heavy-duty transport module vehicles (100).A receiving section (152) for a plurality of heavy-duty transport module vehicles according to any one of claims 1 to 14, comprising a receiving section (152a) for each of the heavy-duty transport module vehicles (100). A receiving section according to claim 25, further comprising at least one of the receiving section features of any one of claims 16 to 18, 20 to 22 and 24.

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