Modular system and utility vehicle

Abstract

The invention relates to a modular system (41) for autonomous operation of a utility vehicle (1), the modular system comprising an exchangeable A module (42), a B module (43) which can be implemented in the utility vehicle (1), and an exchangeable C module (44), wherein the B module (43) is coupled to the A module (42) by means of a first interface (47) and to the C module (44) by means of a second interface (55) that is separate from the first interface (47), wherein the A module (42) is designed to provide the B module (43) with vehicle-independent control commands by means of the first interface (47), and wherein the B module (43) is designed to convert the vehicle-independent control commands of the A module (42) into vehicle-specific control commands.

Description

[0001] MODULAR SYSTEM AND COMMERCIAL VEHICLE

[0002] The present invention relates to a modular system for autonomous operation of a commercial vehicle and a commercial vehicle with such a modular system.

[0003] According to internal company findings, systems for autonomous ferry operation are usually implemented directly into the vehicle. However, individual components and software elements of such systems exhibit diverging development speeds. When developing such systems without defined interfaces, it is generally not taken into account that rapid and / or dramatic advances can be expected in the areas of sensor technology, environmental perception, environmental interpretation, self-localization, and path planning. This can result in parts of the system becoming technically obsolete very quickly. However, replacing these aforementioned components is not possible if the system is deeply integrated into the vehicle.

[0004] Against this background, one object of the present invention is to provide an improved system for autonomous operation of a commercial vehicle.

[0005] Accordingly, a modular system for autonomous operation of a commercial vehicle is proposed. The modular system comprises an interchangeable A module, a B module that can be implemented in the commercial vehicle, and an interchangeable C module. The B module is coupled to the A module via a first interface and to the C module via a second interface. The A module is configured to provide the B module with vehicle-specific control commands via the first interface, and the B module is configured to convert the vehicle-specific control commands of the A module into vehicle-specific control commands.

[0006] Particularly preferably, a modular system for autonomous operation of a commercial vehicle is proposed. The modular system comprises an exchangeable A module, a B module that can be implemented in the commercial vehicle, and an exchangeable C module. The B module is coupled to the A module via a first interface and to the C module via a second interface separate from the first interface. The A module is configured to provide the B module with vehicle-specific control commands via the first interface, and the B module is configured to convert the vehicle-specific control commands of the A module into vehicle-specific control commands.

[0007] The modular design of the system, which features an interchangeable A module and a replaceable C module, allows for the integration of non-vehicle-specific autonomy components, such as environmental sensors, environmental interpretation, path planning, or communication, into the A module or the C module. Vehicle-specific components are assigned to the B module. This allows the A module and the C module to be kept up to date with the latest technology and, at the same time, allows A and C modules from different suppliers to be operated on an existing commercial vehicle platform in the form of the B module.

[0008] In this context, "modular" means, in particular, that the A module and the C module can be separated from the B module at the aforementioned interfaces. For example, a plug-in connection may be provided.

[0009] The A module and the C module can thus each be exchanged as a single unit or component. The modular system can also be referred to as an autonomous and modular system or as an autonomous modular system. The A module can also be referred to as a detection module. Accordingly, the terms "A module" and "detection module" are interchangeable. The B module can also be referred to as a vehicle module or a commercial vehicle module. Accordingly, the terms "B module," "vehicle module," and "commercial vehicle module" are interchangeable. The C module can also be referred to as a communication module. Accordingly, the terms "C module" and "communication module" are interchangeable.

[0010] "Autonomous operation" of the commercial vehicle is understood, in particular, to mean autonomous ferry operation of the commercial vehicle. The term "autonomous" or "self-driving" can be understood, in particular, to mean that the commercial vehicle can drive, steer, and park in any environment and on any surface with the aid of the modular system without the influence of a human driver. The term "implementable" or "implemented" of the B-module in the commercial vehicle is understood, in particular, to mean that the B-module, or at least parts of the B-module, can be permanently installed or are permanently installed in the commercial vehicle.

[0011] Primarily only or exclusively vehicle-non-specific control commands and / or vehicle-non-specific information are transmitted or exchanged via the first interface and the second interface. This has the advantage that any modules can be connected to the B module. In other words, the transmission of exclusively vehicle-non-specific control commands and / or vehicle-non-specific information enables an uncomplicated replacement of the A module and / or the C module. The A module and / or the C module can also be used by any different manufacturers. The B module, on the other hand, can be provided by the manufacturer of the commercial vehicle and is preferably permanently installed in it. However, it is also possible for vehicle-specific control commands and / or vehicle-specific information to be transmitted or exchanged via the first interface and the second interface.

[0012] In particular, the first interface and the second interface are particularly preferably exclusively suitable or configured to transmit or communicate vehicle-specific control commands and / or vehicle-specific information. However, this is not mandatory. Vehicle-specific control commands and / or vehicle-specific information can also be transmitted. In this context, "vehicle-specific" control commands are understood to mean, in particular, control commands that cannot be directly implemented by parts or components of the commercial vehicle. Examples of vehicle-specific control commands include a target acceleration or a target deceleration of the commercial vehicle that the commercial vehicle is intended to achieve. Examples of vehicle-specific information include, for example, an estimate of a coefficient of static friction or a coefficient of static friction.

[0013] These aforementioned vehicle-specific control commands are converted by the B module into vehicle-specific control commands. Accordingly, "vehicle-specific" control commands are understood here to mean control commands that can be implemented directly by parts or components of the commercial vehicle. Staying with the previous examples of vehicle-specific control commands, target acceleration or target deceleration, the B module converts the target acceleration into control commands for controlling a drive train or a control unit of the commercial vehicle in order to achieve the target acceleration. Accordingly, the B module also converts the target deceleration into control commands for controlling a braking system or the control unit of the commercial vehicle in order to achieve the desired target deceleration. In particular, the A module and the B module communicate bidirectionally using the first interface.However, as previously mentioned, it is particularly preferred that only vehicle-non-specific control commands and / or vehicle-non-specific information are exchanged between the two modules. As previously mentioned, it is not excluded that vehicle-specific control commands and / or vehicle-specific information are also exchanged. The B module receives vehicle-non-specific and physically interpretable control commands and, in return, can particularly preferably continuously send information on the current system and vehicle state as well as on dynamic and constant manipulated variable restrictions to the A module. In return for the vehicle-non-specific control commands, the A module can thus particularly preferably continuously receive a measured or estimated actual state of the commercial vehicle and current manipulated variable restrictions of control parameters from the B module and use these.The B module and the C module also communicate bidirectionally using the second interface.

[0014] The second interface is separate from the first interface. Accordingly, the first interface is also separate from the second interface. The fact that the first interface and the second interface are "separated" from each other means, in particular, that the first interface and the second interface are not identical. In other words, the first interface and the second interface are two separate components or assemblies. Preferably, the first interface and the second interface are arranged at a distance from each other.

[0015] According to one embodiment, the A module is configured to perceive an environment of the commercial vehicle, to interpret the environment, to carry out path planning of the commercial vehicle at the macro level and / or to carry out path planning of the

[0016] commercial vehicle at local level.

[0017] The A module can also be configured to generate control commands. The environment includes, in particular, the surface on which the commercial vehicle is moving. Accordingly, the term "environment" can be replaced by the term "environment and / or surface." Path planning at the "macro level" in this case is understood, for example, to mean path planning for the commercial vehicle within the scope of a mission from a starting point to an end point and, if necessary, back. Path planning at the "local level" in this case is understood, for example, to mean path planning for the commercial vehicle with regard to whether, for example, a stone not considered in the path planning at the macro level is driven over or bypassed. In particular, path planning at the macro level and / or at the local level can include a comparison, particularly a deterministic one, with the legal framework.The A module plans in particular a forward-looking route and vehicle conditions and creates and / or controls driving commands, such as the planning of a driving speed and / or curve radii, or predicts these.

[0018] According to a further embodiment, the A module comprises a sensor system for perceiving the environment and a computer for interpreting the environment for path planning at the macro level and / or for path planning at the local level.

[0019] The sensor system can comprise one or more cameras. Furthermore, the sensor system can comprise laser, radar, LIDAR (light detection and ranging or light imaging, detection and ranging) systems, or any other, particularly optical, sensors suitable for detecting the environment. However, acoustic sensors can also be used. The sensor system is coupled to the computer. With the help of the computer, the non-vehicle-specific control commands to be transmitted to the B-module can be generated based on the perception and interpretation of the environment.

[0020] According to a further embodiment, the B module is configured to provide the A module with vehicle-unspecific information using the first interface.

[0021] The vehicle-specific information can also be provided using the aforementioned B-module computer. The vehicle-specific information can be generated based on sensor signals from sensors installed in the commercial vehicle and / or the B-module's own sensors. The vehicle-specific information can include an estimate of a tangential acceleration capacity, an estimate of a short-term, medium-term, and / or long-term retrievable climbing performance of the commercial vehicle, a radial acceleration capacity, or a tangential acceleration capacity and a radial acceleration capacity.

[0022] According to a further embodiment, the B module is configured to record vehicle-specific information.

[0023] Vehicle-specific information may include, for example, wheel rotation, wheel slip, oil temperature, engine temperature, maximum engine power, inertial accelerations, or the like.

[0024] According to a further embodiment, the B module is configured to acquire the vehicle-specific information using a sensor system implemented in the commercial vehicle and / or a sensor system of the B module. The sensor system implemented in the commercial vehicle can include, for example, speed sensors, acceleration sensors, slip sensors, temperature sensors, pressure sensors, angle sensors, or the like. The B module can have its own sensor system, which supplements or completes the sensor system of the commercial vehicle. In this case, the fact that the sensor system is "implemented" in the commercial vehicle means, in particular, that the sensor system is permanently installed in the commercial vehicle.

[0025] According to a further embodiment, the B module is configured to convert the vehicle-non-specific control commands of the A module into the vehicle-specific control commands using the vehicle-specific information.

[0026] To do this, the B module calculates the vehicle-specific control commands based on the non-vehicle-specific control commands with the aid of vehicle-specific information. For example, a non-vehicle-specific target deceleration can be converted into a vehicle-specific control command for the commercial vehicle's braking system using vehicle-specific information, such as a wheel speed.

[0027] According to a further embodiment, the B module has a drive-by-wire sub-module which is configured to convert the vehicle-specific control commands into actions of the commercial vehicle.

[0028] An "action" of the commercial vehicle can be understood, for example, as acceleration or deceleration of the commercial vehicle. The drive-by-wire submodule can include a computer. In this context, the term "drive-by-wire" particularly preferably includes a braking function (Brake-by-Wire, BbW), an acceleration function (Electric Throttle), a steering function (SbW), a gear selection function (GsbW), a parking brake function (PbbW), a differential lock selection function, and both the selection and activation of the reduction gear (Gear Reduction).

[0029] According to a further embodiment, the drive-by-wire sub-module is configured to control a steering system, a braking system and / or a drive train of the commercial vehicle.

[0030] For this purpose, the drive-by-wire sub-module can have control elements or actuators that are assigned to the steering system, the braking system and / or the drive train. These actuators are controlled by the drive-by-wire sub-module and can be part of the drive-by-wire sub-module. In other words, the drive-by-wire sub-module has actuators. The actuators can be retrofitted. Electric motors, for example, are used as actuators. With the help of the steering system, the wheels of the commercial vehicle can be deflected to enable the commercial vehicle to corner on the ground. The steering system includes a steering gear. The wheels can be deflected with the help of the steering gear. The steering gear has a control element or actuator that either supports or carries out the deflection of the wheels. The actuator can be an electric motor or a hydraulic motor, for example.The commercial vehicle can be decelerated or braked with the aid of the braking system. The braking system is preferably a pneumatic braking system. Each wheel is assigned a braking device. Each braking device can, for example, have a brake disc and a brake caliper. The braking system further comprises a control unit for controlling the braking devices. The control unit is preferably operatively connected pneumatically to the braking devices. With the aid of a vehicle-specific control command, the control unit is controlled by the B module in order to achieve a desired, vehicle-independent target deceleration of the A module. The drive train preferably comprises an internal combustion engine and a transmission as mentioned above. However, the drive train can also comprise an electric motor or a hybrid drive.The combustion engine is assigned an engine control unit that communicates with the B module, in particular the drive-by-wire sub-module, either directly or indirectly via a control unit (Vehicle Control Unit, VCU) of the commercial vehicle.

[0031] According to a further embodiment, the B module has a vehicle control sub-module which is configured to apply a vehicle dynamics control according to a vehicle model stored in the vehicle control sub-module.

[0032] In other words, the vehicle control sub-module is configured for vehicle dynamics control. Optionally, the vehicle control sub-module can be suitable for adapting and / or recalibrating parameters or operating modes of the stored vehicle modeling. For example, the vehicle modeling stores dimensions of the commercial vehicle, a retrievable power, a retrievable torque, a number of axles of the commercial vehicle, roll behavior, or the like. The vehicle control sub-module preferably comprises functions, hardware, for example in the form of a computer, and software for procedures for starting up and shutting down the drive-by-wire sub-module, a vehicle function sub-module, the B module, the A module, and the C module. Furthermore, the vehicle control sub-module serves, in particular, for vehicle modeling and vehicle dynamics control.In addition, the vehicle control sub-module is responsible for operational safety routines, such as emergency stopping of the commercial vehicle, as well as for detecting wheel speed, for example, using sensors installed in the commercial vehicle. Existing sensors are utilized by the vehicle control sub-module and supplemented by additional sensors of the vehicle control sub-module. The computer of the vehicle control sub-module functions primarily as a driving dynamics computer and / or controller (EnglJ Drive Dynamic Controller, DDC). The computer's task is to continuously provide the most accurate and robust estimate possible of the current driving dynamics state of the commercial vehicle. This is done in a time-variable manner. Certain vehicle limitations are provided at a constant time. The B-module thus ensures that the commercial vehicle behaves as predictably as possible within certain parameter corridors based on information from the B-module.To achieve this, the B module can calculate not only a parameter estimate but also confidence intervals and make them available to the A module.

[0033] According to a further embodiment, the vehicle control sub-module is configured to act as an interface between the A module, the B module and the C module and to process data that the A module, the B module and the C module exchange with each other.

[0034] The data includes in particular the vehicle-non-specific control commands and / or the vehicle-non-specific information exchanged between the modules.

[0035] According to a further embodiment, the B module has a vehicle function sub-module for implementing secondary vehicle functions of the commercial vehicle.

[0036] "Secondary" vehicle functions are understood here to mean functions of the commercial vehicle that do not relate to driving the commercial vehicle. The vehicle function sub-module includes, in particular, the functions, hardware, and software of all relevant secondary vehicle functions, such as lighting functions, especially low beam, high beam, or fog lights; signaling functions, especially turn signals or horn; washer and wiper functions; climate control of computers, batteries, or the like; or the acquisition of vehicle data and / or parameters. Furthermore, the vehicle function sub-module can be responsible for the acquisition of vehicle data.

[0037] According to a further embodiment, the C module is configured to provide the B module with vehicle-unspecific control commands using the second interface.

[0038] This means that with the second interface, only vehicle-non-specific control commands and / or information are preferably exchanged bidirectionally between the B module and the O module.

[0039] According to a further embodiment, the C'Modul is configured to communicate externally.

[0040] In this context, "outside" or the "outside world" refers to communication between the C'Module and the commercial vehicle's environment. This can include communication with other vehicles, other commercial vehicles, or an operator. The C'Module thus serves for communication with the outside world (Vehicle-to-X, VtX). For example, the C'Module can communicate with other commercial vehicles, allowing multiple commercial vehicles to travel in an autonomous convoy. In this case, multiple commercial vehicles follow the first commercial vehicle in the convoy.

[0041] Furthermore, a commercial vehicle, in particular an armored commercial vehicle, with such a modular system is proposed, wherein the B module is implemented in the commercial vehicle. The commercial vehicle can be manned or unmanned. The commercial vehicle is in particular a military commercial vehicle. The commercial vehicle can therefore also be referred to as a military commercial vehicle. The commercial vehicle can be a truck. In particular, the commercial vehicle is an off-road truck. The commercial vehicle is a multi-axle vehicle. The commercial vehicle can be a two-axle, a three-axle, a four-axle, or a five-axle vehicle. The commercial vehicle preferably comprises a switchable or permanent all-wheel drive. The commercial vehicle can therefore also be referred to as an all-wheel drive commercial vehicle.In this context, the term "protected" means, in particular, that the commercial vehicle is protected against shelling, booby traps, improvised explosive devices (IEDs), mines, or the like. The commercial vehicle preferably comprises an internal combustion engine, in particular a diesel engine or a gasoline engine. However, the commercial vehicle can also be powered by one or more electric motors. A hybrid drive is also possible. Furthermore, the commercial vehicle can also be powered by hydrogen. For this purpose, the hydrogen can either be burned directly in an internal combustion engine or electrical energy can be generated using a fuel cell, which is used to drive an electric motor.

[0042] The embodiments and features described for the proposed modular system apply accordingly to the proposed commercial vehicle and vice versa.

[0043] "One" in this case is not necessarily to be understood as limiting it to exactly one element. Rather, multiple elements, such as two, three, or more, can also be provided. Any other counting term used here should also not be understood as implying a limitation to the exact number of elements stated. Rather, numerical deviations upwards and downwards are possible unless otherwise stated. Further possible implementations of the modular system and / or the commercial vehicle also include combinations of features or embodiments described previously or below with regard to the exemplary embodiments that are not explicitly mentioned. In this case, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the modular system and / or the commercial vehicle.

[0044] Further advantageous configurations and aspects of the modular system and / or the commercial vehicle are the subject of the dependent claims and the exemplary embodiments of the modular system and / or the commercial vehicle described below. The modular system and / or the commercial vehicle are explained in more detail below using preferred embodiments with reference to the accompanying figures.

[0045] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle;

[0046] Fig. 2 shows a highly schematic plan view of the commercial vehicle according to Fig. i;

[0047] Fig. 3 shows a schematic view of an embodiment of a modular system for the commercial vehicle according to Fig. 1;

[0048] Fig. 4 shows a schematic view of an embodiment of an A-module for the modular system according to Fig. 3;

[0049] Fig. 5 shows a schematic view of an embodiment of a B module for the modular system according to Fig. 3; and Fig. 6 shows a schematic view of an embodiment of an O

[0050] Module for the modular system according to Fig. 3.

[0051] In the figures, identical or functionally equivalent elements have been given the same reference numerals unless otherwise stated.

[0052] Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle 1.

[0053] Commercial vehicle 1 is a land vehicle. Commercial vehicle 1 is, in particular, a military commercial vehicle. Commercial vehicle 1 can therefore also be referred to as a military commercial vehicle. Commercial vehicle 1 can be a truck. In particular, commercial vehicle 1 is an off-road truck. Commercial vehicle 1 can be an armored vehicle.

[0054] The commercial vehicle 1 is assigned a coordinate system with a longitudinal direction or x-direction x, a transverse direction or y-direction y, and a vertical direction or z-direction z. The directions x, y, and z are oriented perpendicular to each other. The z-direction z is oriented parallel to a direction of gravity g. The direction of gravity g is oriented from top to bottom in the orientation shown in Fig. 1.

[0055] The commercial vehicle 1 is a wheeled vehicle. The commercial vehicle 1 comprises a chassis 2 with a plurality of axles 3, 4, 5, 6. The axles 3, 4, 5, 6 carry wheels 7, 8, 9, 10. Each of the axles 3, 4, 5, 6 is assigned a pair of wheels 7, 8, 9, 10. For example, four axles 3, 4, 5, 6 can be provided. This means that the commercial vehicle 1 is a four-axle vehicle in this case. However, the number of axles 3, 4, 5, 6 is arbitrary. The commercial vehicle 1 can also be a two-axle, a three-axle, or a five-axle vehicle. The commercial vehicle 1 preferably comprises an all-wheel drive. This means that all axles 3, 4, 5, 6 are driven. The commercial vehicle 1 can therefore also be referred to as an all-wheel drive commercial vehicle. At least one of the axles 3, 4, 5, and 6 is steerable. Preferably, two front axles or front axles 3, 4 are steerable. All axles 3, 4, 5, and 6 can also be steerable.

[0056] The chassis 2 supports a driver's cab 11 of the commercial vehicle 1. The driver's cab 11 is preferably protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. The driver's cab 11 defines an interior 12 in which passengers, for example a driver and a passenger, can be located. The driver's cab 11 encloses the interior 12 and thus separates it from the surroundings 13 of the driver's cab 11. The interior 12 is accessible from the surroundings 13 by means of openable doors 14. The driver's cab 11 can also have one or more roof hatches.

[0057] The driver's cab 11 is not mandatory. It is also possible for the chassis 2 to drive autonomously. In this case, the driver's cab 11 is dispensable. However, the following assumes that the commercial vehicle 1 has such a driver's cab 11.

[0058] The chassis 2 is designed to support, in addition to the driver's cab 11, an interchangeable body 15 of the commercial vehicle 1. The body 15 can be, for example, a flatbed, a container, a box, a tank, or the like. Figure 1 shows a body 15 in the form of a container.

[0059] The commercial vehicle 1 can move in a direction of travel 16 on a surface 17 with the aid of the wheels 7, 8, 9, 10. The direction of travel 16 is oriented opposite to the x-direction x. However, this does not preclude the commercial vehicle 1 from moving opposite to the direction of travel 16 on the surface 17—for example, in reverse gear. The surface 17 can be a road or any type of terrain.

[0060] Fig. 2 shows a highly schematic top view of the commercial vehicle 1.

[0061] The commercial vehicle 1 has a steering system 18. With the help of the steering system 18, the wheels 7, 8 can be deflected, for example, to enable the commercial vehicle 1 to corner on the surface 17. The following only deals with two frontmost wheels 7, 7' of the commercial vehicle 1, which are assigned to axle 3. However, all subsequent explanations are also applicable to the axles 4, 5, 6 and the wheels 8, 9, 10. The commercial vehicle 1 can have multiple steering systems 18. Each axle 3, 4, 5, 6 can be assigned such a steering system 18. Furthermore, multiple axles 3, 4, 5, 6 can also be assigned to one steering system 18. The following only deals with one steering system 18.

[0062] The steering system 18 comprises axle 3 with the wheels 7, 7' and a steering gear 19. The wheels 7, 7' can be deflected with the aid of the steering gear 19. To deflect the wheels 7, 7', wheel carriers supporting the wheels 7, 7', a tie rod, and other components can be assigned to the axle 3. The steering gear 19 is coupled to the wheel carriers in order to deflect the wheels 7, 7' by a toe angle a, a'. The toe angles a, a' vary when the commercial vehicle 1 corners, resulting in a toe difference angle. In this case, the "toe difference angle" is understood to mean an angle difference by which the outside wheel 7' is turned less than the inside wheel 7.

[0063] The steering gear 19 has an actuator 20, which either assists or performs the steering of the wheels 7, 7'. The actuator 20 can be, for example, an electric motor or a hydraulic motor.

[0064] In the event that the actuator 20 only supports the steering of the wheels 7, 7', a mechanical connection 22, for example in the form of a torsion bar, is provided between a steering wheel 21 of the commercial vehicle 1 and the steering gear 19. In the event that the actuator 20 alone performs the steering of the wheels 7, 7', no mechanical connection 22 is provided between the steering wheel 21 and the steering gear 19. In this case, a so-called drive-by-wire (DbW) system is implemented. This means that the actuator 20 deflects the wheels 7, 7' via the steering gear 19 based on a change in the angle of the steering wheel 21.

[0065] A hybrid configuration is also possible, in which the actuator 20 alone performs the steering of the wheels 7, 7', although a mechanical connection 22 can still be provided between the steering wheel 21 and the steering gear 19. In this case, the steering wheel 21 rotates when the actuator 20 performs the steering.

[0066] A sensor system 23 in the form of an angle sensor or angle encoder can be assigned to the steering wheel 21. A similar sensor system 24 in the form of an angle sensor or angle encoder can also be assigned to the steering gear 19. Furthermore, a sensor system 25, 26 is assigned to each wheel 7, 7'. Each sensor system 25, 26 can comprise multiple sensors. With the aid of the sensors 25, 26, for example, a respective angular velocity, wheel rotation, slip, or the like of the wheels 7, 7' can be detected.

[0067] The commercial vehicle 1 further comprises a drive train 27 for driving the wheels 7, 7', 8, 9, 10 or some of the wheels 7, 7', 8, 9, 10. The drive train 27 comprises an internal combustion engine 28 and a transmission 29, in particular an automatic transmission, by means of which the internal combustion engine 28 is coupled to the wheels 7, 7', 8, 9, 10 or some of the wheels 7, 7', 8, 9, 10. The drive train 27, in particular the internal combustion engine 28, can - unlike what is shown in Fig. 2 - be positioned above the axle 3 as viewed along the z-direction z. However, this is not absolutely necessary. A sensor system 30 is also assigned to the drive train 27. The sensor system 30 can have any desired sensors. The sensor system 30 can, for example, detect a rotational speed, an intake pressure and / or a temperature, in particular an oil temperature, of the internal combustion engine 28.

[0068] The drive train 27 is assigned an accelerator pedal, foot pedal, or accelerator pedal 31, with the aid of which the internal combustion engine 28 is controlled. A mechanical connection can be provided between the accelerator pedal 31 and the internal combustion engine 28. However, this aforementioned mechanical connection is not mandatory. A drive-by-wire function, or in other words, an electronic accelerator pedal, can also be implemented. In this case, no mechanical connection is provided between the accelerator pedal 31 and the internal combustion engine 28. In this case, a sensor system 32, in particular a pedal value transmitter, is assigned to the accelerator pedal 31, which can detect a deflection of the accelerator pedal 31. However, a hybrid of the accelerator pedal 31 and an electric actuator can also be implemented. The internal combustion engine 28 is assigned an engine control system 33.Depending on the deflection of the accelerator pedal 31, the internal combustion engine 28 is controlled electronically via the engine control unit 33 to throttle elements of the internal combustion engine 28 in the case of a gasoline engine, or to an injection system of the internal combustion engine 28 in the case of a diesel engine. A wired or wireless data connection can be provided between the sensor system 32 and the engine control unit 33. Alternatively, the drive train 27 can have other drive types, such as an electric, hydrogen, or hybrid drive. In this case, a wired or wireless data connection can also be provided between the sensor system 32 and the engine control unit 33.

[0069] The commercial vehicle 1 has a braking system 34 for braking or decelerating the commercial vehicle 1. The braking system 34 is preferably a pneumatic braking system. Each wheel 7, 7', 8, 9, 10 is assigned a braking device 35, 36. Each braking device 35, 36 can, for example, have a brake disc and a brake caliper. The braking system 34 further has a control unit 37 for controlling the braking devices 35, 36. The control unit 37 is preferably operatively connected pneumatically to the braking devices 35, 36.

[0070] The braking system 34 is assigned a brake pedal 38. The control unit 37 can be controlled using the brake pedal 38. A mechanical coupling can be provided between the brake pedal 38 and the control unit 37. However, this is not absolutely necessary. In the event that no mechanical coupling is provided between the brake pedal 38 and the control unit 37, a brake-by-wire (BbW) function can be implemented. In this case, a sensor system 39, in particular a pedal value transmitter, is assigned to the brake pedal 38, which can detect a deflection of the brake pedal 38. The control unit 37 can then control the braking devices 35, 36 based on sensor signals from the sensor system 39 in order to brake the commercial vehicle 1. A wired or wireless data connection can be provided between the sensor system 39 and the control unit 37.A hybrid of a brake pedal 38 and a mechanical coupling with the control unit 37 can also be provided, which can brake the commercial vehicle 1 with the aid of an actuator. The commercial vehicle 1 further comprises a control unit 40 (Vehicle Control Unit, VCU). The control unit 40 can have a computer or be a computer. The control unit 40 can communicate with the sensors 23, 24, 25, 26, 30, the actuator 20, the control unit 37, the engine control unit 33, and / or the sensors 32, 39 and, for example, based on corresponding sensor data, can control the actuator 20 to deflect the wheels 7, 7'. A wireless or a wired data connection can be provided between the control unit 40 and the sensors 23, 24, 25, 26, 30, the actuator 20, the control unit 37, the motor control 33 and / or the sensors 32, 39.

[0071] Fig. 3 shows a schematic view of an embodiment of a modular system 41 for the autonomous operation of the commercial vehicle 1.

[0072] The modular system 41 can also be referred to as a module system. The modular system 41 has a plurality of kits or modules 42, 43, 44, namely an A kit or A module 42, a B kit or B module 43 and a C kit or C module 44. The modules 42, 43, 44 are part of the commercial vehicle 1. At least some of the modules 42, 43, 44 are installed in the commercial vehicle 1 in such a way that they can be replaced or changed without replacing the other modules 42, 43, 44. For example, the A module 42 can be replaced without replacing the B module 43 and / or the C module 44. This enables the modular system 41 to be adapted to a technical development, for example by only replacing the A module 42 and / or the C module 44. Preferably, the B module 43 is implemented in the commercial vehicle 1 and cannot be replaced.

[0073] Fig. 4 shows a schematic view of an embodiment of an A-module 42 as mentioned above. The A-module 42 serves to perceive the environment 13 and / or the subsurface 17. For this purpose, the A-module 42 can have a sensor system 45. The sensor system 45 can, for example, have one or more cameras, temperature sensors, pressure sensors, or the like. A computer 46 of the A-module 42 is coupled to the sensor system 45 and can receive and evaluate sensor signals from the sensor system 45. The computer 46 comprises artificial intelligence for interpreting and classifying the environment 13 and / or the subsurface 17. Furthermore, the computer 46 enables a feasibility check, a functional check, and a comparison of the legal framework.

[0074] The A module 42 is used for the perception of the environment 13 and / or the ground 17, the interpretation and assessment of the environment 13 and / or the ground 17, the path planning at the macro level, in other words the planning of a route of the commercial vehicle 1 and / or the path planning at the local level, for example as to whether a stone lying on the ground 17 should be driven over or bypassed, including a, in particular deterministic, comparison with the legal framework.

[0075] The A module 42 predicts or predicts the upcoming route and vehicle conditions, such as the planning of the heat balance of the combustion engine 28. The A module 42 transmits vehicle-specific control commands to the B module 43. Vehicle-specific control commands can be, for example, a target deceleration, a target acceleration, or a target steering angle. For this purpose, the A module 42 has a first interface 47 shared with the B module 43. The first interface 47 is bidirectional, so that the A module 42 can communicate with the B module 43 and the B module 43 with the A module 42. In contrast to the vehicle-specific control commands, it is advantageous if the A module 42 continuously receives a measured or estimated actual state of the commercial vehicle 1 and current manipulated variable restrictions of control parameters from the B module. In summary, the A module 42 and the B module 43 communicate predominantly bidirectionally.The B module 43 receives vehicle-unspecific and physically interpretable control commands and, in return, can continuously send information on the current system and vehicle status as well as on dynamic and constant manipulated variable limitations to the A module 42.

[0076] Fig. 5 shows a schematic view of an embodiment of a B module 43 as mentioned above.

[0077] The B module 43 is implemented in the commercial vehicle 1. In other words, the B module 43 is permanently installed in the commercial vehicle 1. As previously mentioned, the B module 43, together with the A module 42, has the first interface 47. Communication between the modules 42, 43 using the first interface 47 is vehicle-independent. The B module 43 comprises a DbW sub-module or drive-by-wire sub-module 48, a vehicle control sub-module 49, and a vehicle function sub-module 50. The drive-by-wire sub-module 48 is responsible for primary functions of the commercial vehicle 1. The steering system 18, the drive train 27, and / or the braking system 34 can be controlled by the drive-by-wire sub-module 48. For this purpose, the drive-by-wire submodule 48 can comprise control elements or actuators associated with the steering system 18, the drive train 27, and / or the braking system 34. The control unit 40 can also be part of the drive-by-wire submodule 48.The vehicle control submodule 49 is responsible for interface functions and safety functions. The vehicle function submodule 50 implements secondary functions.

[0078] The B module 43, with the help of the drive-by-wire sub-module 48, ensures the implementation of commands in the real world. For example, a vehicle-independent target deceleration is implemented into a corresponding control of the braking devices 35, 36. In other words, the B module 43 converts vehicle-independent commands from the A module 42 into vehicle-specific commands. The B module 43 receives vehicle-specific information as input from the commercial vehicle 1. This vehicle-specific information is determined by the sensors 23, 24, 25, 26, 30, 32, 39 or at least some of the sensors 23, 24, 25, 26, 30, 32, 39 on the commercial vehicle 1. The drive-by-wire sub-module 48 can have a computer 51 for evaluating sensor signals. In addition, the drive-by-wire sub-module 48 can have any additional sensor system 52 that can capture vehicle-specific information.For example, a sensor system 52 as mentioned above may comprise an acceleration sensor.

[0079] In order to accurately estimate the driving dynamics of the commercial vehicle, the B-module 43, as part of the control unit 40, requires sensors 23, 24, 25, 26, 30, 32, 39. These include the sensors 23, 24, 25, 26, 30, 32, 39 that are already installed in the commercial vehicle 1. Furthermore, the B-module 43 can also include the previously mentioned additional sensor 52. Furthermore, it may be necessary to provide already installed sensors 23, 24, 25, 26, 30, 32, 39 in higher resolution for the autonomous driving of the commercial vehicle 1. Examples of the sensor data and estimators of the system state determined by the B-module 43 include wheel rotation, slip, oil temperature, engine temperature, maximum engine power, and inertial acceleration. In summary, the B-module 43 provides vehicle-specific information that does not relate to the environment 13 and / or the ground 17.

[0080] The Drive-by-Wire submodule 48 includes the functions, hardware, and software of the following primary driving functions: a braking function (Brake-by-Wire, BbW), an acceleration function (Electric Throttle), a steering function (SbW), a gear selection function (GsbW), a parking brake function (PbbW), a differential lock, and a gear reduction selection function (Gear Reduction).

[0081] Now returning to the vehicle control sub-module 49, this includes functions, hardware, for example in the form of a computer 53, and software for procedures for starting up and shutting down the drive-by-wire sub-module 48, the vehicle function sub-module 50, the A-module 42 and the C-module 44. The vehicle control sub-module 49 acts as an interface and is used to process all data that is exchanged between the A-module 42, the B-module 43 and the C-module 44.

[0082] Furthermore, the vehicle control submodule 49 serves for the automated adaptation of parameters and / or operating modes of a stored vehicle model of the commercial vehicle 1 and, if applicable, a B-module model, in particular a DbW model, as well as for vehicle dynamics control. Furthermore, the vehicle control submodule 49 can be responsible for operational safety routines, such as an emergency stop of the commercial vehicle 1, as well as for detecting the wheel speed, for example, using the sensors 25, 26.

[0083] Existing sensors 23, 24, 25, 26, 30, 32, 39 are used by the vehicle control sub-module 49 and supplemented by an optional additional sensor 54 of the vehicle control sub-module 49.

[0084] Computer 53 functions as a driving dynamics computer and / or controller (Engineer: Drive Dynamic Controller, DDC). The task of computer 53 is to continuously provide the most accurate and robust estimate possible of the current driving dynamics state of commercial vehicle 1. This occurs on a time-variable basis. Vehicle limitations are provided promptly, especially since these are dependent on and can vary depending on the situation and due to various influences, such as tire pressure, gear reduction, and activated locks. The B-module 43 thus ensures that the commercial vehicle 1 behaves as predictably as possible within certain parameter corridors based on information from the B-module 43. To achieve this, the B-module 43 can calculate confidence intervals in addition to its own parameter estimate and make them available to the A-module 42.

[0085] The vehicle function submodule 50 is responsible for functions of the commercial vehicle 1 that do not relate to driving. The vehicle function submodule 50 comprises the functions, hardware, and software of all relevant secondary vehicle functions, such as lighting functions, in particular fog lights, low beams, high beams, or fog lights; signaling functions, in particular indicators or horns; washing and wiping functions; air conditioning of computers, batteries, or the like; or the acquisition of vehicle data and / or parameters. Furthermore, the vehicle function submodule 50 is responsible for acquiring vehicle data. The B module 43 has a common second interface 55 with the C module 44.

[0086] Fig. 6 shows a schematic view of an embodiment of a C module 44 as mentioned above.

[0087] The O-module 44 is used for communication with the outside world (Vehicle-to-X, VtX) of the commercial vehicle 1. The "outside world" can include other vehicles, in particular passenger cars, other commercial vehicles 1, the environment 13, or an operator. For this purpose, the C-module 44 can include a communication unit 56. The C-module 44 supplies vehicle-specific control commands to the B-module 43 via the second interface 55. For example, the C-module 44 can communicate with other commercial vehicles 1, so that several commercial vehicles 1 can travel in an autonomously driving convoy. One or more commercial vehicles 1 follow a first commercial vehicle 1 in the convoy. It is also possible for each commercial vehicle 1 to follow the commercial vehicle 1 preceding it in the convoy.

[0088] Although the present invention has been described using exemplary embodiments, it can be modified in many ways.

[0089] LIST OF REFERENCE SYMBOLS

[0090] 1 commercial vehicle

[0091] 2 chassis

[0092] 3 axis

[0093] 4 axis

[0094] 5 axis

[0095] 6 axis

[0096] 7 wheel

[0097] 7' wheel

[0098] 8 wheel

[0099] 9 wheels

[0100] 10 wheels

[0101] 11 Driver's cab

[0102] 12 Interior

[0103] 13 Surroundings

[0104] 14 Door

[0105] 15 Structure

[0106] 16 Direction of travel

[0107] 17 Underground

[0108] 18 Steering system

[0109] 19 Steering gear

[0110] 20 Actuator

[0111] 21 Steering wheel

[0112] 22 Connection

[0113] 23 Sensor technology

[0114] 24 Sensor technology

[0115] 25 Sensor technology

[0116] 26 Sensor technology

[0117] 27 Powertrain 28 Combustion engine

[0118] 29 gearboxes

[0119] 30 Sensor technology

[0120] 31 Accelerator pedal

[0121] 32 Sensor technology

[0122] 33 Engine control

[0123] 34 Brake system

[0124] 35 Braking device

[0125] 36 Braking device

[0126] 37 Control unit

[0127] 38 Brake pedal

[0128] 39 Sensor technology

[0129] 40 Control unit

[0130] 41 Systems

[0131] 42 A module

[0132] 43 B -Modul

[0133] 44 C module

[0134] 45 Sensor technology

[0135] 46 computers

[0136] 47 Interface

[0137] 48 Drive-by-Wire sub-module

[0138] 49 Vehicle control submodule

[0139] 50 Vehicle function submodule

[0140] 51 computers

[0141] 52 Sensor technology

[0142] 53 computers

[0143] 54 Sensor technology

[0144] 55 Interface

[0145] 56 Communication unit g Gravity direction x x-direction y y-direction z z-direction a Toe angle a' Toe angle

Claims

PATENT CLAIMS 1. Modular system (41) for autonomous operation of a commercial vehicle (1), with an exchangeable A module (42), a B module (43) that can be implemented in the commercial vehicle (1), and an exchangeable C module (44), wherein the B module (43) is coupled to the A module (42) by means of a first interface (47) and to the C module (44) by means of a second interface (55) separate from the first interface (47), wherein the A module (42) is designed to make vehicle-non-specific control commands available to the B module (43) by means of the first interface (47), and wherein the B module (43) is designed to convert the vehicle-non-specific control commands of the A module (42) into vehicle-specific control commands.

2. Modular system according to claim 1, characterized in that the A-module (42) is configured to perceive an environment (13) of the commercial vehicle (1), to interpret the environment (13), to carry out path planning of the commercial vehicle (1) at the macro level and / or to carry out path planning of the commercial vehicle (1) at the local level.

3. Modular system according to claim 2, characterized in that the A-module (42) has a sensor system (45) for perceiving the environment (13) and a computer (46) for interpreting the environment (13) for path planning at the macro level and / or for path planning at the local level.

4. Modular system according to one of claims 1 - 3, characterized in that the B module (43) is designed to provide the A module (42) with vehicle-unspecific information by means of the first interface (47).

5. Modular system according to one of claims 1 - 4, characterized in that the B module (43) is designed to record vehicle-specific information.

6. Modular system according to claim 5, characterized in that the B-module (43) is designed to capture the vehicle-specific information with the aid of a sensor system (23, 24, 25, 26, 30, 32, 39) implemented in the commercial vehicle (1) and / or a sensor system (52, 54) of the B-module (43).

7. Modular system according to claim 5 or 6, characterized in that the B module (43) is configured to convert the vehicle-non-specific control commands of the A module (42) into the vehicle-specific control commands with the aid of the vehicle-specific information.

8. Modular system according to claim 7, characterized in that the B module (43) has a drive-by-wire sub-module (48) which is designed to convert the vehicle-specific control commands into actions of the commercial vehicle (1).

9. Modular system according to claim 8, characterized in that the drive-by-wire sub-module (48) is designed to control a steering system (18), a braking system (34) and / or a drive train (27) of the commercial vehicle (1).

10. Modular system according to one of claims 1 - 9, characterized in that the B-module (43) has a vehicle control sub-module (49) which is designed to apply a driving dynamics control according to a vehicle model stored in the vehicle control sub-module (49).

11. Modular system according to claim 10, characterized in that the vehicle control sub-module (49) is designed to act as an interface between the A-module (42), the B-module (43) and the O-module (44) and to process data which the A-module (42), the B-module (43) and the O-module (44) exchange with each other.

12. Modular system according to one of claims 1 - 11, characterized in that the B-module (43) has a vehicle function sub-module (50) for implementing secondary vehicle functions of the commercial vehicle (1).

13. Modular system according to one of claims 1 - 12, characterized in that the C module (44) is designed to provide the B module (43) with vehicle-specific control commands by means of the second interface (55).

14. Modular system according to claim 13, characterized in that the C module (44) is designed to communicate externally.

15. Commercial vehicle (1), in particular protected commercial vehicle, with a modular system (41) according to one of claims 1 - 14, wherein the B-module (43) is implemented in the commercial vehicle (1).

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