Vehicle combination comprising a tractor vehicle and a trailer for transporting goods to be transported

Abstract

The invention relates to a vehicle combination which has a tractor vehicle and a trailer, wherein the tractor vehicle has a coupling housing which forms a cavity, and the trailer has a coupling piece, wherein the coupling housing can assume an open and a closed state, and wherein the coupling housing forms a stop face, which stop face extends at least in portions along a curved line, and delimits the cavity in a horizontal direction away from the tractor vehicle in a section normal to the curved line, and which curved line is concavely curved with respect to a vertical axis of the tractor vehicle and extends over at least half a turn around the vertical axis of the tractor vehicle, and in which cavity the coupling piece can be arranged or is arranged.

Description

[0001] VEHICLE COMBINATION CONSISTING OF TOWING VEHICLE AND TRAILER FOR TRANSPORTING GOODS

[0002] The present invention relates to a vehicle combination for transporting goods. The vehicle combination comprises a towing vehicle and a trailer, which can be coupled to the towing vehicle using a coupling.

[0003] Robot systems that can be coupled to trailers and can therefore transport loads or perform functional tasks (e.g. cleaning a floor) are already known.

[0004] The present invention is based on the object of specifying a vehicle combination in which the coupling between trailer and towing vehicle is designed in a particularly advantageous manner.

[0005] According to the invention, this object is achieved by a vehicle combination according to claim 1. Its towing vehicle has a coupling housing that forms a cavity and a stop surface. This stop surface extends at least in sections along an arcuate line which, with respect to a vertical axis of the towing vehicle, is concavely curved and extends over at least half a revolution around the vertical axis of the towing vehicle. Viewed in a section normal to the arcuate line, the stop surface at least partially delimits the cavity in a horizontal direction away from the towing vehicle. The stop surface thus serves as a stop for a coupled coupling piece of the trailer.

[0006] This vehicle combination, particularly the extension of the stop surface along the curved line by at least half a turn around the vertical axis, can enable pronounced relative mobility between the towing vehicle and the coupled trailer, such as a rotational movement of the towing vehicle relative to the trailer around its own axis (the vertical axis of the towing vehicle). This can, for example, make it possible to change the position and orientation of the trailer while simultaneously requiring minimal maneuvering space. In particular, this allows the vehicle combination to maneuver in narrow warehouse aisles (such as between high-bay racks) or around tight curves.

[0007] Preferred embodiments can be found in the dependent claims and the entire disclosure, whereby the presentation of the features does not always distinguish in detail between device and method or use aspects; in any case, the disclosure is implicitly to be read with regard to all claim categories. If, for example, the advantages of the vehicle combination or the coupling are described in a specific application, this is also to be understood as a disclosure of a corresponding use.

[0008] The coupling housing is the part of the coupling on the towing vehicle side and can be interpreted as its female part. It can be in an open and a closed state. The open state is the position in which the coupling housing must be in order to insert the coupling piece into the coupling housing and thus couple the trailer to the towing vehicle. The closed state of the coupling housing is the position in which the coupling housing must be in when the coupling piece is inserted so that the towing vehicle can transmit drive power to the trailer via the coupling.

[0009] The curved line extends at least half a revolution around the vertical axis of the towing vehicle. Preferably, it extends three-quarters of a revolution, particularly preferably it completely revolves around the vertical axis of the towing vehicle, thus forming a closed curve. Its curvature is designed such that the pivot point of the coupling is not located inside the coupling housing, but inside the towing vehicle. The pivot point is preferably located on the vertical axis of the towing vehicle. Viewed in a section normal to the curved line, the cavity is preferably also at least partially delimited, particularly preferably completely, towards the interior of the towing vehicle (i.e. towards the vertical axis) by the coupling housing. Furthermore, it is preferably also at least partially delimited, preferably completely, in the vertical direction downwards and / or upwards by inner surfaces of the coupling housing.In any case, when the clutch housing is closed, the cavity is also partially delimited on the fourth side, horizontally away from the vertical axis, by the stop surface. This cross-sectional profile is present in a plurality of sections along the arc line, preferably in each section perpendicular to the arc line.

[0010] In general, the stop surface does not necessarily have to be continuous along the arc line; segmentation, for example, with interruptions in between, is also possible. Despite any interruptions, it is preferably designed in such a way that the coupling piece can engage at any rotational position in the closed state (e.g., it is large relative to the interruptions and bridges them). Nevertheless, a stop surface that is continuously continuous in the closed state, in particular a circumferentially closed stop surface, is preferred.

[0011] The coupling housing is an integral part of the towing vehicle. It remains on the towing vehicle, regardless of whether a trailer is coupled to it or not. The coupling piece is the male part of the coupling and is an integral part of the trailer, meaning it remains on the trailer even when uncoupled. Only when the towing vehicle and trailer are coupled do the coupling housing and the coupling piece come into positive contact with each other. The coupling serves, for example, to achieve a functional separation of the vehicle combination into the towing vehicle, for the forward movement of the vehicle combination, and the trailer, for the transport of goods. This means that the towing vehicle can be coupled to different trailers, for example, allowing the respective vehicle combination to perform different tasks. Likewise, empty or loaded trailers can be parked temporarily, e.g. for logistical reasons.

[0012] The towing vehicle has an active drive unit, meaning it is capable of influencing its own position, orientation, and speed, for example, with integrated actuators. It may, for example, have a motor unit and a battery unit. The trailer is moved passively, with drive forces from the towing vehicle being transferred to the trailer via the coupling; preferably, the trailer does not have its own drive unit.

[0013] The vertical direction refers to the direction oriented perpendicular to the surface of the subsurface. The vertical direction preferably coincides with the direction oriented away from the center of the earth. The horizontal direction refers to the direction oriented parallel to the surface of the subsurface. It is preferably oriented perpendicular to the direction away from the center of the earth. The vertical axis is the axis oriented vertically and arranged within the towing vehicle. It preferably runs through the center of the towing vehicle. It particularly preferably represents an axis of symmetry of the curved line and / or an axis of rotation of the towing vehicle.

[0014] According to a preferred embodiment, the curved line along which the stop surface extends is closed all the way around the vertical axis. Generally, it can be shaped, for example, in the form of an ellipse or other closed curve, but preferably it forms a circle. This allows the towing vehicle to rotate completely around its vertical axis relative to the coupled trailer. This can be advantageous, for example, in that the towing vehicle can initially rotate in a desired direction of travel after coupling before initiating a horizontal movement of the trailer.

[0015] Preferably, the stop surface is rotationally symmetrical to the vertical axis of the towing vehicle, in particular rotationally symmetrical, at least when the coupling housing is in the closed state. The stop surface is therefore shaped as the inner surface of a hollow cylinder whose cylinder axis coincides with the vertical axis. The rotational symmetry does not have to be strictly mathematically precise. For functional purposes, it may be sufficient, for example, if the stop surface is located in every horizontal section through the stop surface between two concentric circles lying in this section plane at a distance of 2 cm, 1.5 cm, 1 cm or 0.5 cm. The symmetry advantageously enables rotation of the towing vehicle while the position of the attached trailer remains unchanged. The towing vehicle can, so to speak, "turn the trailer on the spot".

[0016] When the coupling housing is open, a portion of the coupling housing is preferably vertically offset relative to the rest of the coupling housing. In principle, a horizontal offset is conceivable, but an exclusively vertical offset is preferred. A coupling that opens vertically can, for example, be implemented in a space-saving manner between the towing vehicle and trailer. Furthermore, with a vertically opened coupling housing, the coupling piece can be inserted into the coupling housing particularly easily and frictionlessly. In principle, the offset can also be upward, but a downward offset is preferred.

[0017] In a preferred embodiment, in the open state, a part of the coupling housing is offset vertically downwards relative to the rest of the coupling housing to such an extent that a section of a contact surface formed in the vertically offset part of the coupling housing is arranged below a running surface of the uncoupled coupling piece. The contact surface is an inner surface of the coupling housing which faces the cavity and delimits it downwards, at least in the closed state. It can be a support for the coupled coupling piece. It is preferably designed in the form of an annular surface. The running surface of the coupling piece is the outer surface of the coupling piece against which a coupled coupling piece rests.When the coupling housing is closed, the part of the coupling housing that is offset downwards when open is offset upwards to the same height as the rest of the coupling housing, thus forming a continuous contact surface. In this way, the coupled coupling piece is also raised, i.e. offset upwards. This advantageously allows trailers to be coupled with coupling pieces that are at slightly different vertical heights, e.g., due to a slightly uneven surface. On the other hand, the vertical movement of the coupling piece during coupling can release any existing immobilizer on the trailer without the need for additional actuators or manual intervention by workers.

[0018] In a preferred embodiment, the contact surface is designed to be raised. Viewed in a section normal to the arc line, the contact surface is therefore transversely inclined towards the inside of the curve. Figuratively speaking, the contact surface is an annular surface sloping towards its center. This allows a contact force of the coupling piece, which is transmitted between the running surface and the contact surface, to be vectorially divided into a vertical and a horizontal component. The horizontal component can assist the stop surface in fixing the coupling piece. In addition, the transverse inclination can give the coupling piece the tendency to assume a desired position within the coupling housing. This can reduce, for example, disadvantageous play and the coupling piece hitting the stop surface.

[0019] In a preferred embodiment, the clutch housing has a guide surface, which represents a further inner surface of the clutch housing and vertically delimits at least a portion of the cavity downwards. In a section normal to the arc line, it is located on a side of the cavity horizontally opposite the stop surface. The guide surface is preferably inclined downwards transversely away from the vertical axis, thus representing, for example, the counterpart to the contact surface. Similar to the contact surface, the guide surface can contribute to the coupling piece assuming a desired position, for which reason reference is made to the description above.

[0020] In a preferred embodiment, the coupling piece has a wheel. A substantially cylindrical outer surface of the wheel, over which the wheel rolls when rolling, for example on a surface, forms the running surface. When coupled, the wheel is in contact with the contact surface via the running surface. A coupling piece with a wheel is particularly well suited for as force-free a relative movement between the coupling piece and the coupling housing as possible. This allows the towing vehicle, even with a coupled trailer, to rotate relative to the trailer with as little force as possible. The term "wheel" here is also intended to include a roller or cylinder. In general, however, a ball or a sliding support could also be used instead of a wheel.

[0021] In a preferred embodiment, the vehicle combination has an additional coupling piece with an additional wheel, which, when coupled, is also arranged within the coupling housing and rests on the contact surface. The trailer could also be equipped with three or more coupling pieces, but preferably it has exactly two coupling pieces. This allows torque to be transmitted via the coupling pieces, thus preventing, for example, the trailer from tipping or falling over.

[0022] Preferably, the axes of rotation of the wheels of the coupling pieces intersect at a point with the axis of rotation of the stop surface. In other words, the coupling pieces of the trailer form an instantaneous center of rotation which coincides with the instantaneous center of rotation of the towing vehicle. This makes it possible, for example, for the towing vehicle to rotate about its own axis even with multiple coupling pieces without the trailer moving significantly forwards or backwards. This increases maneuverability while simultaneously ensuring that the trailer is stable and secure on the towing vehicle. In a preferred embodiment, the towing vehicle has a wheel arrangement and / or control which is designed such that the towing vehicle can rotate without horizontal offset, preferably about the vertical axis. This makes the towing vehicle particularly maneuverable and can move to a desired position with minimal shunting.

[0023] Preferably, the towing vehicle is designed to be essentially rotationally symmetrical. A substantially cylindrical outer contour is conceivable, for example. This allows the towing vehicle to be designed to save space and, for example, reduces the risk of collision with cargo on the trailer or other obstacles.

[0024] In a preferred embodiment, the trailer has at least one support leg, which can enable friction-locked parking of the trailer when uncoupled. The trailer could be equipped with just one or several support legs, but two are preferred. This secures an uncoupled trailer, for example, against accidentally rolling away.

[0025] In a preferred embodiment, the towing vehicle is designed as an autonomous robot. This means that its driving movements and / or coupling to the trailer can be performed autonomously. The towing vehicle is thus capable of, for example, independently orienting itself, moving to a parked trailer, coupling it, moving independently with the coupled trailer, independently parking the trailer at a desired location, and independently moving away from the trailer.

[0026] This not only allows the vehicle combination to be operated with minimal personnel requirements, but also allows multiple vehicle combinations to be deployed simultaneously, enabling flexible warehouse logistics. Furthermore, a vehicle combination with an autonomous robot can be significantly smaller than one with a manned towing vehicle. A warehouse operated with this system can therefore be specifically tailored to the dimensions required for the goods being transported.

[0027] In a preferred embodiment, the towing vehicle is equipped with a robot arm designed to load and / or unload cargo onto the trailer. Such a robot arm can, for example, be mounted centrally on top of the towing vehicle. A mechanical gripper, a magnet, or a pallet fork, for example, can be attached to the end of the robot arm distal to the attachment to the towing vehicle to move the cargo. Advantageously, this allows the same robot to handle both loading and transporting the cargo. Alternatively or additionally, a worker can load the trailer, for example, while the towing vehicle is carrying out a driving process, e.g., with another trailer coupled to it.

[0028] The vehicle combination is preferably used to couple the trailer to the towing vehicle. The coupling process is preferably as follows: First, a part of the coupling housing is displaced vertically downwards relative to the rest of the coupling housing, to such an extent that the contact surface of the displaced part of the coupling housing is located below the running surface of the coupling piece. The coupling piece is then arranged within the coupling housing. This can be done by a horizontal movement of the towing vehicle towards the trailer or by manually inserting the coupling piece into the coupling housing, e.g. by a worker. Finally, the displaced part of the coupling housing can be moved back up, i.e. the coupling housing can be converted from the open to the closed state. In the process, the coupling piece of the trailer is raised.The trailer's base is also raised from the ground, thus releasing the frictional connection between the trailer and the ground. The vehicle combination is now ready to drive. This application further relates to a drive system for a vehicle, in particular for an autonomously driving industrial truck. The vehicle described below can, for example, be used as a towing vehicle for a vehicle combination described above, but can also be used independently of the coupling capability of a trailer, for example, it can be loaded directly with a load and / or carry a robotic arm, for example for loading another vehicle, trailer, or vehicle combination.

[0029] For example, industrial trucks are also used in high-bay warehouses with storage aisles that are not specifically optimized for autonomous industrial trucks. Such aisles can, for example, have a narrow working width of less than 1 m, while the shelves to be served can have a working height of more than 2 m. In such high-bay warehouses, the use of autonomous industrial trucks with conventional drive systems can be challenging due to the narrow working width and relatively large working height.

[0030] The present invention is based on the technical object of providing an advantageous drive system for a vehicle.

[0031] According to the invention, this object is achieved by a drive system according to the following aspect 1. Its drive system comprises a first drive wheel arrangement, as well as a first, second and third support wheel arrangement. As explained in detail below, these support wheel arrangements are distributed in a special way over the base area of ​​the drive system, hereinafter also referred to as the “drive system area”, and are additionally each equipped with at least one omnidirectional wheel. By appropriately positioning the support wheel arrangements, stable support can generally be achieved, and by using omnidirectional wheels, the stability of the vehicle can be maintained, for example, even during a change of direction. In contrast to a trailing wheel, for example, the omnidirectional wheel has less or no caster offset, and its support point can remain essentially constant during a change of direction.Preferred embodiments can be found in the dependent claims and the entire disclosure, whereby the presentation of the features does not always distinguish in detail between device and method or use aspects; in any case, the disclosure is implicitly to be read with regard to all claim categories. If, for example, the advantages of the drive system in a specific application are described, this is also to be seen as a disclosure of a corresponding use. In the context of this disclosure, the terms "a" and "an" are to be read as indefinite articles unless expressly stated otherwise, and thus always also as "at least one" or "at least one".

[0032] The drive system surface is, by definition, spanned by a drive wheel rotational axis of the first drive wheel, i.e., the rotational or rotational axis of the first drive wheel, and a "drive system longitudinal axis." The latter is perpendicular to the drive wheel rotational axis and preferably parallel to a main direction of movement of the vehicle, i.e., the preferred direction of movement ("forward movement") of the drive system or the vehicle equipped therewith. Preferably, the drive wheel is stationary, i.e., the drive wheel rotational axis is fixed relative to the drive system longitudinal axis, in particular, perpendicular to it. The "drive system surface," i.e., the base area of ​​the drive system, is defined as an orthogonal projection of the drive system into a plane spanned by the drive system longitudinal axis and the drive wheel rotational axis of the first drive wheel.The drive system surface is divided by the drive wheel rotation axis into a first and a second area, i.e. figuratively speaking into a front and a rear area.

[0033] The first support wheel arrangement is arranged in the first region of the drive system surface, while the second and third support wheel arrangements are arranged in the second region. To illustrate, with respect to the main direction of movement, the first support wheel arrangement can thus be arranged, for example, in front of the drive wheel rotation axis, whereas the second and third support wheel arrangements are arranged behind it. Overall, with the appropriately distributed support wheel arrangements, a load applied by the weight of the vehicle and / or the weight of a vehicle load can be carried or distributed, for example. Conversely, this example also illustrates that the distribution of the support wheel arrangements / equipment with omnidirectional wheels offers advantages, but is not mandatory, particularly for a vehicle in a vehicle combination with a trailer (conventional trailing wheels, for example, can generally also be used here).

[0034] By distributing the support wheel arrangements (with omnidirectional wheels) and thus the support points, a stable arrangement can be achieved, for example, even with a small footprint adapted to narrow working widths, and tipping can be prevented, for example, despite certain working heights or during rapid acceleration and / or deceleration. The omnidirectional wheels allow maneuvering even within the narrow working width and allow tight corners to be negotiated. In other words, stability is not limited to the main direction of movement.

[0035] Generally, an omnidirectional gear, for example, has an outer circumference with a main diameter and a main rotational axis, wherein the main rotational axis is preferably aligned orthogonally to the drive system's longitudinal axis (which preferably applies to all omnidirectional gears of the drive system). Furthermore, the omnidirectional gear comprises a plurality of rollers arranged on the outer circumference of the omnidirectional gear. These rollers each have an axis of rotation, wherein these axes of rotation, which are arranged orthogonally to the main rotational axis of the omnidirectional gear, are located, for example, tangentially to the outer circumference. Such an omnidirectional gear is also referred to as an "omniwheel" or "mecanuum wheel."

[0036] The preferably orthogonal arrangement of the omnidirectional wheel's main rotational axis relative to the drive system's longitudinal axis makes it easier to negotiate an obstacle, such as a height difference or dirt on the road surface, in the main direction of travel (because the omnidirectional wheel's main diameter is larger than the individual diameters of the individual rollers). With this arrangement, the individual rollers of the omnidirectional wheel are primarily used or required for steering / cornering the vehicle, but generally not for negotiating obstacles. This arrangement can also reduce wear on the individual rollers of the omnidirectional wheel.

[0037] The first drive wheel drives the drive system. For this purpose, the first drive wheel is connected to a drive, preferably an electric motor. The drive wheel can generally be coupled to the drive or electric motor, for example, directly or via gears or a chain, or in particular via a belt drive. This can, for example, enable a weight-saving and space-saving drive wheel arrangement; for example, the driven mass can be reduced (e.g., increased battery-powered service life). Furthermore, such a drive wheel arrangement can, for example, also be manufactured in a cost-optimized manner or be less maintenance-intensive.

[0038] Generally, each support wheel assembly has a support point: the first support wheel assembly has a first support point, the second support wheel assembly has a second support point, and the third support wheel assembly has a third support point. Each support point corresponds to the point at which a load applied to or borne by the drive system itself is transferred to the respective support wheel assembly. The support point is therefore the point at which the weight of the drive system or vehicle is transferred to the respective support wheel assembly. In other words, the support point can also be considered the effective point of a supporting effect of the respective support wheel assembly with respect to the drive system.

[0039] The first support point (of the first support wheel arrangement), the second support point (second support wheel arrangement), and the third support point (third support wheel arrangement) are arranged, for example, on a polygonal line. This polygonal line, which essentially results from the union of connecting lines between the first, second, and third support points, defines a support polygon of the drive system area. The support polygon is therefore an area encompassed or enclosed by the polygonal line, which preferably constitutes at least 30% of the drive system area, in particular at least 40% or at least 50% (possible upper limits can be, for example, 99% or 95%).

[0040] A larger support polygon, for example, can prevent the vehicle from tipping, even at greater working heights or during strong acceleration / deceleration. Furthermore, by distributing the load exerted on the drive system by the weight of the vehicle and / or the weight of the load across the support wheel assemblies, it is possible to effectively transfer the load to the road surface or reduce the load exerted on the first drive wheel assembly, allowing it to be designed with optimized weight and space.

[0041] As explained in detail below, the drive system preferably has a plurality of drive wheel assemblies, each with a drive wheel, in particular two drive wheel assemblies. If a polygonal line is then formed taking into account all support points, i.e., those of the support wheel assemblies as well as those of the drive wheel assemblies, this polygonal line can, for example, enclose at least 70%, 80%, or 85% of the drive system area (with possible upper limits of, for example, 99% or 95%). In other words, the drive wheel and support wheel assemblies can be distributed together along the outer circumference of the drive system area in such a way that the polygonal line largely approximates the area.

[0042] The second support point (second support wheel arrangement) is, for example, spaced apart from the drive system longitudinal axis by a second angular amount. This is measured, for example, as the smallest angle around a drive system vertical axis that is perpendicular to the drive system surface (at the intersection point of the drive wheel rotation axis and the drive system longitudinal axis). Furthermore, the third support point (third support wheel arrangement) is spaced apart from the drive system longitudinal axis by a third angular amount, which is also measured as the smallest angle around the drive system vertical axis. The second angular amount and the third angular amount preferably differ from one another by a maximum of 20%, particularly preferably by a maximum of 10%. Alternatively, or in combination therewith, the sum of the second and third angular amounts is preferably at least 20°, preferably at least 30°, whereby advantageous upper limits can be 120° or 90°. A corresponding arrangement of the support points can, for example,in turn be advantageous in terms of stability.

[0043] In a preferred embodiment, the first support point of the first support wheel arrangement lies substantially on the drive system's longitudinal axis, for example, offset from the drive system's vertical axis by no more than 10° or 5° relative to the drive system's longitudinal axis. Preferably, the first support point actually lies on the drive system's longitudinal axis.

[0044] In a preferred embodiment, the support points lie on a substantially identical radius, again relative to the drive system's vertical axis. The support points can, for example, be located radially between or on two coaxial cylinder surfaces around the drive system's vertical axis, the larger of which has a diameter no more than 10%, in particular no more than 5%, larger than the smaller one. This, in turn, can create stability or allow a substantially round design of the drive system. Its drive system surface can then be substantially round, in particular circular, so that, for example, the vehicle can be flexibly maneuvered even with a narrow working width. In particular, a substantially round design of the drive system can make it possible to turn the vehicle in one place.

[0045] In a preferred embodiment, the first drive wheel assembly comprises a first pressing device. This presses the first drive wheel at an angle, in particular perpendicularly from the drive system surface onto the road surface, i.e., downwards relative to the orientation during operation. Thus, the pressing device can, for example, promote uniform contact between the drive wheel and the road surface. This can, for example, prevent the drive wheel from slipping or support sufficient application of drive and / or braking power, thus increasing, for example, the efficiency or reliability of the drive system.

[0046] In a preferred embodiment, the first pressure device comprises a spring device and / or a damper device. The spring device comprises, for example, a spring and is configured to decouple vibrations occurring at the drive wheel. The damper device comprises, for example, a damper, such as an oil damper, and can be configured to rapidly reduce vibrations close to a natural frequency of the vehicle. The spring device and / or the damper device make it possible, for example, to establish uniform or more uniform contact with the road surface.

[0047] In a preferred embodiment, the drive system further comprises a second drive wheel arrangement arranged in the drive system surface, which second drive wheel has a second drive wheel. This second drive wheel has a second drive wheel rotational axis, which in turn serves as the rotational axis of the second drive wheel. The second drive wheel is also connected to a drive, preferably an electric motor, such as a belt drive. With the first and second drive wheel arrangement, the drive system or vehicle can, for example, maneuver flexibly in a storage aisle with a narrow working width; it can be differentially driven. In general terms, the drive system can be maneuvered in confined spaces, in particular, rotated in one place. The second drive wheel rotational axis is preferably parallel to the first drive wheel rotational axis; particularly preferably, the two axes coincide (reduced wear or reduced interaction between the drive wheels).

[0048] In a preferred embodiment, the second drive wheel arrangement also has a pressing device, with reference to the above disclosure for possible details (spring device, damper, etc.). The pressing devices can, in particular, be of identical construction. In a preferred embodiment, the first support wheel arrangement is designed as a rocker which is arranged on the drive system surface. The rocker is preferably suspended essentially centrally, i.e. connected to the rest of the drive system via a tilting or rocker axis. The tilting or rocker axis is preferably parallel to the drive system longitudinal axis. On both sides of the suspension point or the tilting / rocker axis, the rocker has a lever arm, with at least one omnidirectional wheel being arranged on each lever arm. By designing the first support wheel arrangement as a rocker, it is made easier, for example, to ensure permanent contact between at least one or morealso ensure that both omnidirectional wheels are in contact with the road surface, even if the vehicle, for example, crosses an obstacle.

[0049] In a preferred embodiment, a main rotation axis of the at least two omnidirectional wheels arranged on the rocker is parallel to the first drive wheel rotation axis. This can, for example, simplify crossing an obstacle, since the obstacle is traversed with the main diameter of the omnidirectional wheels.

[0050] In a preferred embodiment, the first, second, and / or third support wheel assembly of the drive system is equipped with a braking device. The braking device enables the corresponding support wheel assembly to be braked relative to the main rotation axis. This can, for example, increase the available braking forces.

[0051] In a preferred embodiment, the first and / or second drive wheel rotation axis is orthogonal to the main direction of movement of the drive system or vehicle. This can, for example, facilitate maneuvering in a warehouse aisle with a narrow working width; the vehicle can, for example, turn in one place. Furthermore, the main rotation axis(es) of the omnidirectional wheel(s) is / are preferably orthogonal to the main direction of movement of the vehicle. The invention also relates to a vehicle with a drive system disclosed herein, in particular an industrial truck. This can preferably be provided with autonomous driving.

[0052] Furthermore, the invention also relates to the use of the drive system in a vehicle, in particular an industrial truck. This is preferably used in the storage aisles of a high-bay warehouse.

[0053] The “drive system” variant can also be summarized in the following aspects:

[0054] 1. A drive system for a vehicle, the drive system comprising: a first drive wheel arrangement with a first drive wheel; a first support wheel arrangement with an omnidirectional wheel; a second support wheel arrangement with an omnidirectional wheel; a third support wheel arrangement with an omnidirectional wheel; wherein the first drive wheel has a drive wheel rotation axis which is orthogonal to a drive system longitudinal axis and spans a drive system surface with the latter, wherein the first support wheel arrangement is arranged in a first region of the drive system surface which the first drive wheel rotation axis separates from a second region of the drive system surface, and wherein the second and third support wheel arrangements are arranged in the second region.

[0055] 2. Drive system according to aspect 1, in which a first support point of the first support wheel arrangement, a second support point of the second support wheel arrangement, and a third support point of the third support wheel arrangement are arranged on a polygonal line, wherein an area encompassed by the polygonal line makes up at least 30% of the drive system area. Drive system according to aspect 1 or 2, in which, in each case measured about a drive system vertical axis, a second support point of the second support wheel arrangement is spaced from the drive system longitudinal axis by a second angular amount, and a third support point of the third support wheel arrangement is spaced from the drive system longitudinal axis by a third angular amount, wherein the second angular amount and the third angular amount differ from one another by at most 20%.Drive system according to one of the preceding aspects, in which, in each case measured about a drive system vertical axis, a second support point of the second support wheel arrangement is spaced from the drive system longitudinal axis by a second angular amount and a third support point of the third support wheel arrangement is spaced from the drive system longitudinal axis by a third angular amount, wherein a sum of the second angular amount and the third angular amount amounts to at least 20° and at most 120°. Drive system according to one of the preceding aspects, in which a first support point of the first support wheel arrangement lies substantially on the drive system longitudinal axis. Drive system according to one of the preceding aspects, in which a first support point of the first support wheel arrangement, a second support point of the second support wheel arrangement, and a third support point of the third support wheel arrangement lie on a substantially identical radius with respect to a drive system vertical axis.A drive system according to any one of the preceding aspects, wherein the first drive wheel assembly comprises a first pressing device, the first pressing device being configured to press the first drive wheel away from the drive system surface onto a road surface. 8. A drive system according to aspect 7, wherein the first pressing device comprises at least one of a spring device and a damper device.

[0056] 9. Drive system according to one of the preceding aspects, comprising a second drive wheel assembly arranged in the drive system surface with a second drive wheel, wherein the second drive wheel has a second drive wheel rotational axis which is substantially parallel to the first drive wheel rotational axis.

[0057] 10. Drive system according to one of the preceding aspects, in which the first support wheel arrangement is designed as a rocker, wherein at least two omnidirectional wheels are arranged on the rocker.

[0058] 11. Drive system according to aspect 10, wherein a main axis of rotation of the at least two omnidirectional wheels is parallel to the first drive wheel axis of rotation.

[0059] 12. Drive system according to one of the preceding aspects, in which at least one of the first support wheel arrangement, the second support wheel arrangement and the third support wheel arrangement is equipped with a braking device.

[0060] 13. Vehicle having a drive system according to any one of the preceding aspects.

[0061] 14. Vehicle according to aspect 13, which is an autonomously driving industrial truck.

[0062] 15. Use of a drive system according to one of aspects 1 to 12 in a vehicle, in particular an industrial truck. Brief description of the drawings

[0063] In the following, the invention or inventions (first vehicle combination, then drive system) are explained in more detail using exemplary embodiments, whereby the individual features can also be inventive in other combinations and implicitly refer to all categories of the invention.

[0064] In detail:

[0065] Figure 1 is a perspective view of a vehicle combination according to the invention with a towing vehicle including a coupling housing in the open state and an uncoupled trailer,

[0066] Figure 2 shows the vehicle combination according to Figure 1 in the coupled state,

[0067] Figure 3 shows a sectioned detailed view of a clutch housing and a

[0068] Coupling piece including a wheel,

[0069] Figure 4 shows a further embodiment in a representation analogous to Figure 3,

[0070] Figure 5 shows a further embodiment in a representation analogous to Figure 3,

[0071] Figure 6 shows a further embodiment in a representation analogous to Figure 3,

[0072] Figure 7 is a perspective view of a towing vehicle with a

[0073] gripper arm;

[0074] Figure 8 is a schematic plan view of a drive system for a vehicle, comprising a first drive wheel arrangement;

[0075] Figure 9 is a schematic plan view of a drive system comprising a first drive wheel arrangement and a second drive wheel arrangement;

[0076] Figure 10 is a schematic plan view of a drive system comprising a first drive wheel arrangement and a second drive wheel arrangement;

[0077] Figure 11 is a detailed plan view of the drive system according to Figure 3, without showing the drive wheel arrangements;

[0078] Figure 12 is a detailed plan view according to a further aspect; Figure 13 is a perspective view of a drive wheel assembly.

[0079] Preferred embodiment of the invention

[0080] Figure 1 shows a vehicle combination 1 according to the invention with a towing vehicle 2 and a trailer 3. The towing vehicle 2 is designed to be essentially rotationally symmetrical. It is a mobile, autonomous robot that can rotate about its vertical axis 9 (rotational movement a) and move in the horizontal plane x, y. The towing vehicle 2 has a coupling housing 4a, 4b, which is in an open state in Figure 1. For this purpose, a part 4a of the coupling housing is offset vertically downwards relative to the rest of the coupling housing 4b. The coupling housing has a total of two such vertically displaceable parts 4a, one of which is arranged on the rear of the towing vehicle 2 in Figure 1 and is thus concealed.

[0081] The coupling housing 4a, 4b forms a stop surface 7 (shown more clearly in Figures 3-6), which extends along an arcuate line 8. The arcuate line 8 is a closed, rotationally symmetrical curve that completely encircles the vertical axis 9 (shown as a dashed circle). On the right side of Figure 1, a trailer 3 is shown, which has two coupling pieces 6, each with a wheel 13. In addition, the trailer s has two feet 15 (only one of which is visible). The feet 15 prevent the trailer 3 from rolling away accidentally.

[0082] The coupling housing 4a, 4b forms a contact surface 10a, 10b, which delimits a cavity 5 of the coupling housing 4a, 4b at the bottom. In the open state, in which parts 4a of the coupling housing are vertically offset downwards, the corresponding parts of the contact surface 10a are also offset downwards relative to the remaining contact surface 10b and are thus located in a vertical position below the wheels 13 of the coupling pieces 6. The towing vehicle 2 is then ready for coupling; it can accommodate the coupling pieces 6 in the vertically offset parts 4a of the coupling housing 4a, 4b and then lift them.

[0083] In Figure 2, the coupling housing 4a, 4b is in the closed state and the trailer 3 is coupled. Since the trailer 3 is in the coupled state, its feet 15 are raised and the trailer s is ready to drive, thus the load 17 shown here as an example can be transported. Also shown are the rotation axes 14 of the wheels 13 of the coupling pieces 6. They intersect at a point with the vertical axis 9, which represents a rotation axis of the towing vehicle 2. This enables the towing vehicle 2 to rotate about its vertical axis 9 without moving the coupled trailer 3.

[0084] Figure 3 shows a sectional detailed view of the clutch housing 4a, 4b and its interaction with the clutch piece 6. The clutch housing 4a, 4b forms the cavity 5 into which the cantilevered wheel 13 of the clutch piece 6 can be inserted. The cavity 5 is delimited in the horizontal x, y direction by the stop surface 7, which extends along the curved line 8. At the bottom, the cavity 5 is delimited by the contact surface 10a, 10b, which forms a support for the wheel 13, i.e. for its running surface 11. The contact surface 10a, 10b is raised, i.e. inclined transversely towards the center of the curved line (in this illustration in the negative x-direction). As a counterpart to the contact surface 10a, 10b, the guide surface 12 is inclined transversely outwards (in the positive x-direction). The wheel 13 rotates around the rotation axis 14 and can move within the closed clutch housing 4a, 4b by rolling on the contact surface 10a, 10b.

[0085] Figure 4 shows a further embodiment of the coupling housing 4a, 4b and the coupling piece 6 in the same representation. Functionally equivalent elements are designated by the same reference numerals as in Figure 3 (the same applies to Figures 5 and 6). Generally, the above description also applies to the following embodiments, and the differences are primarily described.

[0086] In this embodiment, the wheel 13 is supported on both sides and can rotate around the horizontally oriented rotation axis 14. The contact surface 10a, 10b is divided into an inner, horizontal section and an outer section inclined transversely toward the center of the arc line (here in the negative x-direction).

[0087] The stop surface 7 is arranged in the upper region of the clutch housing 4a, 4b and (unlike the embodiment shown in Figure 3) cannot come into contact with the wheel 13, but rather with an upper part 19 of the clutch piece 6. On the side horizontally opposite the stop surface 7, this part 19 of the clutch piece 6 can come into contact with an inner surface 20 of the clutch housing 4a, 4b. The clutch piece 6 is thus enclosed in a form-fitting manner on the inside and outside of the clutch housing 4a, 4b.

[0088] In this embodiment, the inclined section of the contact surface 10a, 10b as well as the guide surface 12 primarily serve to introduce the coupling piece 6 into the upper region of the coupling housing 4a, 4b during coupling.

[0089] Figure 5 shows a further embodiment in which the contact surface 10a, 10b is not transversely inclined, but is aligned horizontally. The horizontal positive locking of the coupled coupling piece 6 is achieved via the inclined guide surface 12 and the stop surface 7 arranged in the lower region of the coupling housing 4a, 4b. To facilitate the insertion of the coupling piece 6 during the coupling process, the coupling piece 6 has a chamfer in its lower region, which can come into contact with the guide surface 12. The wheel 13 is mounted on both sides and has a horizontal axis of rotation 14. Figure 6 shows a further embodiment in which the coupling piece 6 is curved, i.e. the wheel 13 is attached to the end of a curved rod. At its end, the coupling piece 6 has a rounded portion which can come into contact with the stop surface 7 and serves as a stop.The wheel 13 rests with its running surface 11 on the horizontally oriented contact surface 10a, 10b. The curved shape of the coupling piece 6 can come into contact with the outwardly inclined guide surface 12 during the coupling process.

[0090] Figure 7 shows a further embodiment of a towing vehicle 2 with an exemplary gripper arm 16, which is mounted centrally on the upper side 21 of the towing vehicle 2. At its end distal to the attachment to the towing vehicle 2, it has a mechanical gripper 18, with which the transported goods 17 can be moved and loaded onto the trailer 3.

[0091] Figure 8 shows a schematic plan view of a drive system 105 for a vehicle 110. The drive system 105 comprises a first drive wheel assembly 120, a first support wheel assembly 130a, a second support wheel assembly 130b, and a third support wheel assembly 130c. The vehicle 110, not shown in detail, is an industrial truck, e.g., a mobile robot (see Figure 7 for illustration), which can be used in storage aisles of high-bay warehouses. The drive system 105 has a drive system longitudinal axis X, which is parallel to a main direction of movement 111 of the vehicle.

[0092] The first drive wheel arrangement 120 comprises a first drive wheel 121. The first drive wheel 121 drives the drive system 105. The first drive wheel 321 has a first drive wheel rotation axis A1, which is orthogonal to the drive system longitudinal axis X. The drive system longitudinal axis X and the first drive wheel rotation axis A1 span a drive system surface 315. The drive system 105 further has a drive system vertical axis Z, which is orthogonal to the drive system surface 115. The first drive wheel rotation axis A1 separates a first region 115a of the drive system surface 115 from a second region 115b of the drive system surface 115. The first support wheel arrangement 130a is arranged in the first region 115a of the drive system surface 115. The second support wheel arrangement 130b and the third support wheel arrangement 130c are arranged in the second region 115b.The first support wheel assembly 130a, the second support wheel assembly 130b, and the third support wheel assembly 130c each include at least one omnidirectional wheel 140.

[0093] The first drive wheel assembly 120 further includes a first pressing device 122, see Fig. 6 for more detail. The first pressing device 122 is configured to press the first drive wheel 121 perpendicularly away from the drive system surface 115 onto a road surface.

[0094] Figure 9 shows a schematic plan view of a further embodiment of the drive system 15. The drive system 5 shown in Figure 2 essentially corresponds to the drive system 105 shown in Figure 1. Functionally equivalent elements are described with the same reference numerals as in Figure 1. The drive system 105 shown in Figure 2 comprises a second drive wheel arrangement 125 arranged in the drive system surface 115. The second drive wheel arrangement 125 comprises a second drive wheel 126. The second drive wheel 126 has a second drive wheel axis of rotation A2. The second drive wheel axis of rotation A2 is essentially parallel to the first drive wheel axis of rotation A1. The second drive wheel arrangement 125 further comprises a second pressing device 127. The second pressing device 127 is configured to press the second drive wheel 26 perpendicularly away from the drive system surface 115 onto the road surface.By rotating the drive wheels 121, 126 in opposite directions, the drive system 105 can be rotated on the spot, and by rotating them in the same direction, it can be moved forward.

[0095] Figure 10 shows a schematic plan view of a further embodiment of the drive system 105. The drive system 105 shown in Figure 3 essentially corresponds to the drive system 105 shown in Figure 2. Functionally equivalent elements are described with the same reference numerals as in Figure 2. The drive system 105 shown in Figure 3 comprises the second drive wheel arrangement 125 arranged in the drive system surface 15, wherein in the embodiment shown in Figure 3 the second drive wheel axis of rotation A2 is essentially identical or congruent with the first drive wheel axis of rotation A1.

[0096] Figure 11 shows a detailed top view of a drive system 105. To simplify the illustration, the first drive wheel assembly 120 and the second drive wheel assembly 125 are not shown in Figure 4. The first support wheel assembly 30a has a first support point P1, the second support wheel assembly 30b has a second support point P2, and the third support wheel assembly 130c has a third support point P3. These support points are arranged on a polygon PZ. The polygon PZ defines a support polygon of the drive system surface 115.

[0097] The first support point P1 of the first support wheel arrangement 130a is offset by a first angular amount measured around the drive system vertical axis Z, spaced from the drive system longitudinal axis X. The second support point P2 of the second support wheel arrangement 130b is spaced by a second angular amount measured around the drive system vertical axis Z, spaced from the drive system longitudinal axis X. The third support point P3 of the third support wheel arrangement 30c lies on the drive system longitudinal axis X. The support points P1, P2, P3 lie, measured from the drive system vertical axis Z, on a substantially identical radius R1, R2, R3. At least one of the first support wheel arrangement 130a, the second support wheel arrangement 130b, and the third support wheel arrangement 130c is designed with a braking device 145.

[0098] Figure 12 shows a detailed plan view of the drive system 105 according to another aspect, again without drive wheel assemblies for simplicity. In the drive system 105 shown in Figure 5, the first support wheel assembly 130a is designed as a rocker 135. At least two omnidirectional wheels 140 are arranged on the rocker 135. A main rotation axis A3 of the at least two omnidirectional wheels 140 extends parallel to the first drive wheel rotation axis A1.

[0099] The first support wheel arrangement 130a has the first support point P1, which is located at the tilt axis of the rocker, the second support wheel arrangement 130b has the second support point P2, and / or the third support wheel arrangement 130c has the third support point P3. The first support point P1, the second support point P2, and / or the third support point P3 are arranged on the polygon PZ. The polygon PZ defines the support polygon of the drive system surface 115.

[0100] Figure 13 shows a perspective view of the drive wheel assembly 120, 125. The drive wheel assembly 120, 125 includes the drive wheel 121, 126. The drive wheel 121, 126 drives the drive system 105. The drive wheel 121, 126 has the drive wheel rotation axis A1, A2, which is orthogonal to the drive system longitudinal axis X. The drive wheel assembly 120, 125 further includes the pressing device 122, 127. The pressing device 122, 127 is configured to press the drive wheel 121, 126 perpendicularly away from the drive system surface 115 onto a road surface.

Claims

Claims 1 . Vehicle combination (1) comprising a towing vehicle (2) and a trailer (3), wherein the towing vehicle (2) has a coupling housing (4a, 4b) forming a cavity (5), and the trailer (3) has a coupling piece (6), wherein the coupling housing (4a, 4b) can assume an open and a closed state, and wherein the coupling housing (4a, 4b) forms a stop surface (7), which stop surface (7) extends at least in sections along an arcuate line (8) and, in a section normal to the arcuate line (8), delimits the cavity (5) in a horizontal direction (x, y) away from the towing vehicle (2), and which arcuate line (8) is concavely curved with respect to a vertical axis (9) of the towing vehicle (2) and extends over at least half a revolution around the vertical axis (9) of the towing vehicle (2), and in which cavity (5) the coupling piece (6) can be or is arranged.

2. Vehicle combination (1) according to claim 1, in which the curved line (8) along which the stop surface (7) extends is closed in itself around the vertical axis (9).

3. Vehicle combination (1) according to one of the preceding claims, in which at least in the closed state of the coupling housing (4a, 4b) the stop surface (7) is at least rotationally symmetrical to the vertical axis (9) of the towing vehicle (2).

4. Vehicle combination (1) according to one of the preceding claims, in which in the open state of the coupling housing (4a, 4b) a part (4a) of the clutch housing (4a, 4b) is vertically offset relative to the rest of the clutch housing (4b).

5. Vehicle combination (1) according to claim 4, in which, in the open state, the part (4a) of the coupling housing (4a, 4b) is offset downwards relative to the rest of the coupling housing (4b), so that a section (10a) of a contact surface (10a, 10b) formed in the part (4a), which section delimits the cavity (5) downwards in the closed state, is arranged below a running surface (11) of the uncoupled coupling piece (6), wherein the running surface (11) of the coupled coupling piece (6) rests on the contact surface (10a, 10b) within the closed coupling housing (4a, 4b), i.e. the coupling piece (6) is raised.

6. Vehicle combination (1) according to one of the preceding claims, in which the coupling housing (4a, 4b) forms a contact surface (10a, 10b) which delimits the cavity (5) downwards and, in a coupled state, i.e. when the coupling piece (6) is arranged within the cavity (5) and the coupling housing (4a, 4b) is in the closed state, represents a support for the coupling piece (6), wherein the contact surface (10a, 10b) is designed to be raised, in the section normal to the curved line (8), i.e. is inclined transversely towards the inside of the curve of the curved line (8).

7. Vehicle combination (1) according to one of the preceding claims, in which the coupling housing (4a, 4b) has a guide surface (12) which, viewed in section, is arranged on a side of the cavity (5) horizontally opposite the stop surface (7) and slopes away from the vertical axis (9).

8. Vehicle combination (1) according to one of the preceding claims, in which the coupling piece (6) has a wheel (13) which is in an coupled state, i.e. when the coupling piece (6) is arranged within the cavity (5) and the coupling housing (4a, 4b) is in the closed state, is arranged within the coupling housing (4a, 4b) and rests on a contact surface (10a, 10b) of the coupling housing (4a, 4b), which delimits the cavity (5) downwards.

9. Vehicle combination (1) according to claim 3 and 8, which has a further coupling piece (6) with a further wheel (13) which, in the coupled state, is arranged within the coupling housing (4a, 4b) and rests on the contact surface (10a, 10b), wherein the wheels of the coupling pieces have axes of rotation (14) which intersect at one point with the axis of rotation of the stop surface (7).

10. Vehicle combination (1) according to one of the preceding claims, in which the towing vehicle (2) has a wheel arrangement or control which is designed such that the towing vehicle (2) can rotate about the vertical axis (9) without horizontal offset.

11. Vehicle combination (1) according to one of the preceding claims, in which the towing vehicle (2) is designed to be substantially rotationally symmetrical.

12. Vehicle combination (1) according to one of the preceding claims, in which the trailer (3) has a stand (15) which is designed to be parked in a frictionally engaged manner in the open state of the coupling housing (4a, 4b).

13. Vehicle combination (1) according to one of the preceding claims, in which the towing vehicle (2) is designed as an autonomous robot, wherein both its driving movements and the coupling of the towing vehicle (2) to the trailer (3) take place autonomously. Vehicle combination (1) according to one of the preceding claims, in which the towing vehicle (2) is equipped with a gripper arm (16) designed to load a transport item (17) onto and / or unload the trailer (3). Use of a vehicle combination (1) according to one of the preceding claims, in which the trailer (3) is coupled by arranging the coupling piece (6) within the coupling housing (4a, 4b) and transferring the coupling housing (4a, 4b) into the closed state.

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