DE102017220478A1 - SELF-DRIVING SERVICE ROBOT - Google Patents

Abstract

The range of electric vehicles is still significantly lower than that of vehicles with internal combustion engine, despite the advancing technical development of electric energy storage. Also, the public infrastructure for charging the electrical energy storage of electric vehicles is currently not fully developed. So-called charging stations are not available everywhere and sometimes require long charging times, in which the electric vehicle must remain at the charging station. The given restrictions on the availability of charging points can lead to an electric vehicle remaining in traffic because a charging station could not be found in time to charge the energy storage. The present invention proposes to solve these problems, a self-propelled service robot, which is adapted for autonomous driving and participation in public roads and a charging interface for transmitting electrical energy to an energy storage of an electric vehicle, which manually and / or automatically with a receiver interface of the electric vehicle is connectable.

Description

The present invention relates to a self-propelled service robot adapted for autonomous driving and public road traffic. In particular, the present invention is directed to a self-propelled service robot capable of independently executing various vehicle and road assistance services, such as loading and towing electric vehicles, preferably by means of a manipulator. Electromobility is known to be one of the biggest challenges in providing efficient energy storage for electric vehicles. Most commonly currently accumulators, i. rechargeable storage for electrical energy on an electrochemical basis, especially lithium-ion accumulators application. Today's accumulators are inferior to the energy density of liquid fuels for internal combustion engines. The range of electric vehicles is therefore still significantly lower than that of vehicles with internal combustion engine despite advancing technical development of energy storage. Also, the public infrastructure for charging the electrical energy storage of electric vehicles is currently not fully developed. So-called charging stations are not available everywhere and sometimes require long charging times, in which the electric vehicle must remain at the charging station.

The given restrictions on the availability of charging points can lead to an electric vehicle remaining in traffic because a charging station could not be found in time to charge the energy storage. As with vehicles with internal combustion engines, electric vehicles can also cause the vehicle to remain idle because the driver overestimates the remaining energy storage level and the remaining remaining range.

The reduced range of electric vehicles also makes it necessary for longer distances that a stopover must be placed on the way to charge the energy storage of the electric vehicle. During the charging process, the driver can not use the vehicle, as the charging process can often take several hours depending on the available infrastructure. Under certain circumstances, the driver must find an alternative means of transport in order to reach his destination in time.

The present invention seeks to remedy the above problems.

As a solution, the present invention proposes a self-propelled service robot having the features of claim 1. The self-propelled service robot is adapted to autonomous driving and participation in public road traffic and provided with an electrical charging interface (hereinafter charging interface) for transmitting electrical energy to an energy storage of an electric vehicle. The charging interface can be connected manually and / or automatically to a receiver interface of the electric vehicle. The charging interface is preferably provided on a charging service module, which is exchangeably fastened to the self-propelled service robot.

With the present invention, it becomes possible to fuel electric vehicles that have remained lying down due to an empty energy storage, in place of lying completely or briefly in a danger zone or alternatively to tow and load at an acceptable loading location, so that they can continue their journey , At present, in such a scenario, the vehicle must be towed. The self-propelled service robot preferably requires no driver and no operator for the loading process. The self-propelled service robot can therefore be deployed at any time, anywhere and more efficiently, as the weight of the driver's cab is saved. Furthermore, personnel costs are saved, in particular during the waiting and standby times of the system.

The self-propelled service robot is preferably functionally modular. Preferably, the self-propelled service robot has a continuous functional loading floor, on and under the various control and service modules can be exchanged mounted or secured. This ensures fast servicing of the service robot, since damaged or verifiable service and control modules can be exchanged for new modules. The functional modular design also allows a purpose-optimized equipment of the service robot, since only the modules can be placed, which are required for the particular application.

The functional loading floor is designed such that control and service modules can each be connected both to an electrical power distribution circuits and to an electronic vehicle data and control bus, so that functions of the service modules or the control modules on the one hand electrically and on the other hand, in particular the respective sensory and Actuator functions in the data communication of the entire system of the self-propelled service robot can be electronically integrated. As a rule, at least one control module and at least one service module can be placed on the functional base.

• • Fahrerkabine mit Funktionen zur manuellen Steuerung und Überwachung des Serviceroboters (SAE J3016 bis Level 4)
• • Steuerkabine mit Funktionen zur autonomen Steuerung und manuellen Femsteuerung und -überwachung des Serviceroboters (SAE J3016 Level 5)

Preferably, the service robot has a control module for the autonomous control of the self-propelled service robot, which is interchangeably attached to the self-propelled service robot. As control modules are provided in particular:

• • Cab with manual control and monitoring functions of the service robot (SAE J3016 to Level 4)
• • Control cabin with autonomous control and manual remote control and monitoring functions of the service robot (SAE J3016 Level 5)

• • Lade-Servicemodul
• • Brennstoffzelle-Servicemodul
• • Brennstofftank für Brennstoffzelle
• • Werkzeug-A/orrichtungsmagazin

Service modules are used to execute assistance functions of the self-propelled service robot as a stream filling and road service robot. As service modules are provided in particular:

• • Charging service module
• • Fuel cell service module
• • Fuel tank for fuel cell
• • Tool alignment magazine

In addition, the functional loading floor can receive a preferably fully autonomous manipulator system on a revolving rail guidance system. A manipulator of this manipulation system can be aligned by rail guide in any direction.

Preferably, the self-propelled service robot itself is electrically driven and has a battery (on-board) for its electric drive.

Preferably, this battery is rechargeable in particular during the journey of the self-propelled service robot via the entrained charging service module. The charging service module is preferably powered by the fuel cell service module with electrical energy. As a rule, the self-propelled service robot has an electrical line, preferably designed as an electrical power distribution circuit in the functional loading floor, which connects the charging service module to the on-board battery, wherein this connection can be switched on and off by a switching device. This increases the range of the self-propelled service robot, since it does not have to control an electricity charging station when the battery for its electric drive is empty, while the storage tank in the fuel tank service module still contains primary energy sources.

In Europe and the US, autonomous driving is classified into six levels based on the SAE J3016 standard. Here, as the level 0, the case is determined that the vehicle can not travel without a vehicle-driving person, and that the vehicle-driving person drives, steers, accelerates, brakes, etc. throughout the journey. The necessity of intervention of the vehicle-carrying person while driving the vehicle decreases in gradations from level 1 to level 5 , being as level 5 the fully autonomous driving of the vehicle is called, in which no vehicle-carrying person is required and the vehicle performs the dynamic driving task under any lane and environmental condition such as a vehicle-driving person. The human being can carry out control inputs. But this is in level 5 required or required for driving the vehicle in any situation. The self-propelled service robot of the present invention is at least for autonomous driving of the level 3 in which the vehicle-carrying person does not permanently monitor the system and the vehicle autonomously performs functions such as the triggering of the turn signal, lane change and lane keeping, adapted adapted. At level 3 However, it is assumed that in certain situations the vehicle operator intervenes on request and takes control of the vehicle. In Germany, level 3 vehicles should be available by the year 2020 be legally permitted.

Preferably, the self-propelled service robot according to the present invention is for autonomous driving by level 4 suitably trained. Level 4 denotes the fully automated guidance of the vehicle. It can be at Level 4 to intervene in certain situations prompting the vehicle operator. If there is no human reaction, the vehicle continues to control autonomously and, if necessary, changes to a state of minimal risk. Particularly preferred is the self-propelled service robot for autonomous driving by level 5 educated.

The self-propelled service robot is designed to be suitable for use on public roads, but can also operate on company or private grounds. In particular, the self-propelled service robot is a self-propelled motor vehicle. Depending on the level of autonomous driving, the seat for the vehicle-carrying person of the motor vehicle can remain empty or completely dispensed with such a seat.

If the autonomous control system is reliably tested, steering wheel, brake and accelerator pedals for a vehicle-carrying person can be dispensed with in future expansion stages of the control module. So in level 5 to waive a vehicle seat and tuned for a vehicle operator interaction mechanisms, if no person is provided in the self-propelled service robot. By eliminating a vehicle-carrying person and a vehicle seat Both space and weight can be saved.

Usually, the self-propelled service robot is provided with a control device which detects the surroundings of the self-propelled service robot, in particular objects, obstacles, people or animals and other vehicles on or next to the track with the aid of sensors and controls the self-propelled service robot such that a collision or an accident is avoided. Usually, the control device is connected to a navigation device of the vehicle or includes navigation software, so that the control device, the self-propelled service robot, preferably fully autonomous (Level 5 ), to a destination. In particular, the control device is provided as part of the control module. The control module usually also includes the switching device.

As a rule, the control device has at least one respective microprocessor, a sensor and an actuator. In doing so, the sensor converts mechanical motions (e.g., other vehicles) or other physical quantities (e.g., pressure or temperature) into electrical signals and sends them to the microprocessor. The microprocessor processes these incoming electrical signals and in turn issues control commands as electrical signals to the actuators. The actuator in turn translates the control commands into mechanical motion (e.g., the steering device) or other physical quantities such as pressure or temperature.

The control module or the control device of the self-propelled service robot is characterized in particular in that it executes the appropriate approach and positioning, in particular the tank position, of the service robot to the requesting electric vehicle at the destination. Preferably, the control module or the control device is designed to communicate with other service robots networked and execute coordinated driving and movement patterns.

The self-propelled service robot can preferably park for the fastest possible expiry of the charging process next to, in front of or behind the electric vehicle to be refueled so that the charging interface and the receiver interface are opposite each other.

Usually, the self-propelled service robot by means of a data transmission in the remote area (mobile) and midrange (direct radio link), as soon as it is in the respective reception range to the electric vehicle, already during the approach to the electric vehicle via an exchange of location, position and vehicle data prepare the approach or docking process. In general, the service robot for data transmission on a data interface with at least one usual in the information transmission receiver according to a predetermined standard, which is suitable for receiving on all popular frequency bands.

According to a preferred embodiment of the present invention, the self-propelled service robot adapted to charge the energy storage of the electric vehicle while driving the electric vehicle is adapted.

The driving style of the self-propelled service robot usually synchronizes with that of the electric vehicle. Thus, for example, the self-propelled service robot can travel at a constant distance in front of the electric vehicle or drive on a parallel track, for example also on the hard shoulder of the motorway, at the same height next to the electric vehicle. It is just as conceivable that the self-propelled service robot joins behind the electric vehicle.

The adjustment of the driving style with the electric vehicle is preferably carried out by a direct vehicle-to-vehicle coupling by means of a data interface of the control device. Alternatively, the driving style of the electric vehicle is detected by the sensors of the control device of the service robot and evaluated to adapt the driving style of the self-propelled service robot to that of the electric vehicle. In general, no mechanical coupling with the electric vehicle is required for the adaptation of the driving style. If an adaptation of the self-propelled service robot and the electric vehicle has taken place, the charging interface preferably connects automatically to the receiver interface with the aid of the manipulator. This connection dissolves when the electric vehicle reaches its destination or the memory of the electric vehicle has reached the desired state of charge.

Noticed the vehicle-carrying person of the electric vehicle while driving that the energy storage of the electric vehicle is not sufficiently charged to reach the destination, with this development, a loss of time can be avoided because the vehicle-carrying person of the electric vehicle must not control a charging station and the vehicle there does not have to stand for the duration of the charging process. Occasionally, even the loss of an electric vehicle can be avoided if the vehicle-carrying person of the electric vehicle noticed late, that the energy storage of the electric vehicle is not is sufficiently charged to reach the destination or a charging station.

According to a further preferred development of the present invention, the control device is adapted via the data interface for the wireless exchange of data and / or control commands between the self-propelled service robot and other vehicles participating in road traffic and / or other self-propelled service robots. Usually, the data interface also has a transmitter in addition to the receiver. As a rule, the transmitter is a transmitter known from information technology, which can transmit on all common frequency bands. The range of the transmitter and the receiver of the data interface is preferably at least 50m.

Preferably, a coupling of two vehicles takes place automatically as soon as the receiver of one vehicle is within range of the transmitter of another vehicle. According to this development, a network of service robots on the one hand or service robots with other, preferably at least one receiver or transmitter having vehicles is possible.

By means of such networking, self-propelled service robots can be better coordinated. The traffic flow is also beneficial for networking. For example, service robots can be coordinated in such a way that a service robot with a safe distance assumes the function of traffic route warning and security, while a coordinated service robot takes over the charging process.

The data interface of the control device is preferably designed for wired and / or wireless reception of charging-specific data of the electric vehicle.

Preferably, data transmission methods from the radio frequency range as well as additional optical data transmission methods at close range are used in the remote area (for example transponder or barcode for reading out vehicle-specific data). In addition, at least optical sensors for detecting the position of the receiver interfaces can be used to control the movement of the manipulator.

Further preferably, the charging-specific data contain both information about the charging power with which the energy storage device of the electric vehicle can be charged and / or an identification of the energy storage device of the electric vehicle as well as information about which charging interface or charging interfaces can be connected to the receiver interface, and / or an identification of the receiver interface. According to this preferred development, the control device is designed to provide a suitable charging power and a suitable charging interface via the charging service module for the charging process of the energy storage device of the electric vehicle.

As a rule, the charging service module has several variants of charging interfaces, including a switchable on demand inverter, since the electric vehicles on the market different receiver interfaces and types of electricity (DC and AC) use and the self-propelled service robot should be compatible with as many of these electric vehicles , The charging power of electric vehicles is not uniform and varies. Thus, the compatibility of the charging service module with on-market electric vehicles and the efficiency of charging can be increased.

By means of a data transmission in the remote area (mobile radio) and / or middle area (direct radio link), the self-propelled service robot, as soon as it is in the respective reception range to the electric vehicle, already during the approach to the electric vehicle via an exchange of location, position and vehicle data Prepare the docking process as well as the loading process and select the deployable charging device compatible with the receiver interface and the corresponding charging power.

Insofar as the charging-specific data are exchanged by the electric vehicle by means of wireless transmission methods, they are preferably designed according to the technical specifications and standards of vehicle-to-vehicle communication (V2V) and vehicle-to-infrastructure communication (V2I) as described by CAR 2 CAR Communication Consortium (C2C-CC).

As a rule, the data interface for the transmission of the loading-specific data can also be connected by wire to the electric vehicle. Usually, communication interfaces are supported according to the charging mode (1-4) defined in IEC 61851.

In the case of a wireless data transmission, the charging-specific data can be sent by the electric vehicle itself, with passive or active transmission methods, for example by means of a transponder, or optically read on the electric vehicle, for example with the aid of a 2D barcode provided on the electric vehicle.

For example, the receiver may communicate with an optical sensor for reading a bar code attached to the electric vehicle or the like. As a rule, the data interface forwards the received data to the control device which processes it.

Alternatively or additionally, the data interface can receive the charging-specific data from a smartphone of the driver of the electric vehicle also with local radio transmission methods such as Wifi or Bluetooth.

According to a further preferred development of the present invention, the self-propelled service robot is designed to receive one or more commands and / or service orders via an external control center. The service robot may preferably prioritize the various orders or commands based on a learnable logic and / or select one of the various orders or commands. Logic that can be learned is a logic that can overwrite or change itself with each completed task and the experience gained from it. Usually, learnable logic is used to optimize the approach to achieving a particular goal. In the present case, this objective is the safe, fast and efficient processing of orders for charging and / or towing electric vehicles. The learnable logic is preferably executed on the control device of the self-propelled service robot. The external control center can be guided by a mobile terminal and / or be a fixed device which communicates preferably via the data interface with the control device of the self-propelled service robot and transmits orders or commands to the control device of the self-propelled service robot.

Preferably, a telemetry system sensibly monitors the system state of the self-propelled service robot during its order execution. More preferably, the telemetry system is designed to remotely control the service robot via the available actuators by means of control commands. For remote control of the service robot, the telemetry system can be designed as an external control center as described above. As a rule, the transmission of data for telemetric monitoring takes place via the data interface of the control device.

The telemetry system also provides a control function for the service robots and can take over in a malfunction, theft or the like, the control of the service robot.

According to a preferred embodiment of the present invention, the control device is designed adapted for remote control of the self-propelled service robot.

In this case, the control device receives the control commands to an external control center. Preferably, the control commands of the control device can be overwritten by the external control center.

However, it is further preferable that safety-related control commands, which directly or indirectly serve to avoid a collision, can not be overwritten. Usually, the external control center can establish a wireless data connection with the control device of the self-propelled service robot via the data interface. If this wireless data connection is intentionally or unintentionally disconnected, the self-propelled service robot will automatically follow the control commands of the control equipment again.

The charging interface of the charging service module usually has at least one contact-based charging plug and / or a charging device inductively coupleable by means of a primary coil. Accordingly, the receiver interface of the electric vehicle has at least one mating connector and / or an inductively coupled secondary coil.

There are currently several systems known as charging plug systems, including, for example, the Type 2 system, the Combined Charging System (CCS), Schuko plugs, camping plugs, three-phase plugs, the CHAdeMO fast charging system and the modified Type 2 connection system. The charging interface of the self-propelled service robot and the receiver interface of the electric vehicle preferably has at least one of these charging connector systems. But other charging connector systems are conceivable. More preferably, the charging interface has a plurality of different charging connector, which are modular as a plug adapter can be placed.

As induction charging systems, several systems are currently known. Qualcomm presented the Halo system, Bombardier-Transportation presented a PRIMOVE system for 3.6 kW, Audi the Audi Wireless Charging (AWC). BMW and Daimler in turn are developing their own solution. Already the charging system Magne Charge, standardized in the American standard SAE J1773, used this technology in the 1990s. There, the primary coil was pushed as a kind of plug into a loading slot on the car. Currently offered solutions are characterized proprietary, a general form factor standard does not yet exist.

The inductive charging interface of the charging service module and the inductive receiver interface of the electric vehicle are preferably designed as at least one of the currently used induction charging systems. But other inductive charging systems are conceivable.

More preferably, the inductive charging interface is designed to be variable, so that it can be used for various proprietary designs, at least by changing the charging device or the charging plug.

The charging interface can be connected manually and / or automatically to the receiver interface. In this case, the charging plug and the mating connector are usually connected with an electrically conductive cable to the charging service module or the electric vehicle.

In the application of the manual plug supply usually the charging plug is plugged manually on the mating connector or the mating connector on the charging plug.

Preferably, the charging plug can be pulled out together with the current-carrying cable for connecting to the mating connector of the electric vehicle from the charging service module by means of a self-winding cable reel and reinsert after completion of the charging process in the charging service module, as is known for example from power cables of a vacuum cleaner.

In the case of using an induction charging system, the primary coil can also be pulled out of the charging service module with the current-carrying cable for connection to the secondary coil and reinserted or rolled up after completion of the charging operation.

In the case of the automatic plug-in supply, the self-propelled service robot usually has a manipulator which puts the charging plug on the mating plug. In this case, the manipulator can fall back on the environmental detection of the control device to detect the state and / or the position of the mating connector on the electric vehicle.

The manipulator can also be equipped with measuring sensors for this purpose. Preferably, the manipulator is designed such that it can open a cover on the electric vehicle, under which the receiver interface is located. Such a cover may also be formed on the receiver interface itself, for example in the manner of a lid. More preferably and for the same reasons, the charging interface of the charging service module has such a cover or is provided under such a cover, which can be opened manually and / or automatically.

For the application of an inductively coupled charging device, the manipulator can bring the primary coil to the secondary coil, usually below the vehicle floor. The manipulator is equipped for this purpose at least with measuring sensors which detect the detection of the free movement space at and under the vehicle and the position of the primary coil. As a rule, the primary coil can also be manually routed to the secondary coil.

Both automatic applications (charging connector system and induction charging system) can be carried out, in particular by only one manipulator, preferably laterally to the electric vehicle or in series with the electric vehicle. But other arrangements can indeed be carried out according to the situation. In particular, several manipulators can be provided.

Furthermore, the fully automatic manipulator is preferably designed with several axes of movement. In order to be able to support the various applications, the manipulator can be moved and positioned horizontally, for example as a manipulator arm, horizontally along a guide rail circulating the vehicle body or the loading area.

The service robot is preferably equipped with at least one tool / device magazine service module on which the manipulator can select and set up the tools or adapters required for the particular application, such as in particular charging plugs, induction charging devices, towing devices and others.

Furthermore, the manipulator can automatically fold in the vehicle body and stored there to save space and be transported.

Further preferably, the power supply for the charging interface is integrated into the automatic manipulator and has on the gripper on a Aufsteckadapter where various charging plugs can be placed.

In order to avoid accidents during use of the manipulator, this is preferably equipped with tactile sensors and sensors for workspace monitoring.

In addition, an automatic barrier system may be provided which also runs along the circulating guide rail can be moved automatically. Preferably, two barrier modules are moved on both sides of the manipulator arm. These have air cushions that are inflated for use with blowers and shrunk and folded after use by deprivation of air, so that they can be sucked back into the vertical carrier shafts and transported.

In addition, the side automatic doors can be used to shield the workspaces.

After connecting the charging interface to the receiver interface, a charging process of the energy storage device of the electric vehicle preferably begins automatically, with electrical energy being transferred to the energy storage device and this charging device preferably being charged substantially completely.

According to a further preferred development of the present invention, the self-propelled service robot for generating the electrical energy to be transmitted at least one fuel cell, preferably integrated into the form factor of a service module, and at least one memory, in particular a tank, for a primary energy source, also preferably incorporated into the form factor a service module.

The primary energy source is usually hydrogen. However, it can also consist of organic compounds such as methane or methanol. In this case, the fuel cell converts the stored primary energy carrier and oxygen available from the air into electrical energy and water in a manner known per se. The electrical energy generated by the fuel cell can then be routed via the electrical power distribution circuit in the functional loading floor or a direct electrical connection to the charging service module, processed there with adjustable charging power and transmitted via the receiver interface of the electric vehicle to the energy storage of the electric vehicle. The capacity of the memory is usually sufficient to substantially fully recharge energy storage of multiple electric vehicles.

Usually, the memory can be refilled at gas stations, especially for hydrogen. The memory can also be designed as a replaceable tank unit of a fuel service module or as a total interchangeable fuel service module, which can be exchanged at a change station.

Preferably, the fuel cell has a high power, so that the energy storage of the electric vehicle can be substantially fully charged in preferably less than one hour, more preferably in less than half an hour. More preferably, the self-propelled service robot has a plurality of fuel cells. The fuel cells can differ in their performance. The electrical energy generated by the fuel cell is preferably passed without intermediate storage via the electrical power distribution circuit in the functional loading floor or the direct electrical connection to the charging interface of the charging service module. Accordingly, the fuel cell preferably operates only during a charge unless it is fueled by the on-board battery of the service robot.

Should the hydrogen supply of the fuel service module be exhausted and the on-board battery for the electric drive of the self-propelled service robot still be sufficiently charged, it is preferable that the on-board battery for transmitting electrical energy via the charging service module on the Energy storage of the electric vehicle is designed adapted. The on-board battery for the electric drive serves as a buffer until the self-propelled service robot reaches a change station to replace the hydrogen tank or a gas station for refilling the hydrogen tank. As a result, the self-propelled service robot can also charge an energy store of an electric vehicle on the way to such a change station or a filling station for primary energy sources.

Furthermore, the on-board battery of the self-propelled service robot is so pronounced that it can also be exchanged via a quick-change device at a battery replacement station.

According to a preferred development of the present invention, the self-propelled service robot has a means for tensioning a stopped electric vehicle, which is autonomously controlled by the self-propelled service robot, in particular the control device connected to the electric vehicle to tow the electric vehicle. Preferably, for this purpose, the manipulator is used using a suitable clamping device that can be kept in the tool / device magazine. The means for powering a stagnant electric vehicle preferably has an adaptive damping control to dampen vibrations and shocks between the vehicles during the towing operation.

Once the jig is placed as an adapter on the manipulator, for example, a hook as part of such Clamping device be connected in a conventional manner manually with an attached to the electric vehicle eyelet. Preferably, however, the hook automatically connects to the eyelet as soon as the self-propelled service robot has moved into position for the towing process. This position is usually directly in front of the electric vehicle.

As far as an eyelet is bolted to the electric vehicle, with an alternative adapter, a frictional connection can also be generated directly via the screw. For this purpose, instead of the hook, an adapter with automatically engageable screw head is attached.

The towing a stalled electric vehicle, for example, be necessary if the energy storage of the electric vehicle can not charge due to damage or the electric vehicle is with empty energy storage, for example, in a no-stop zone in which a charging is not allowed and the electric vehicle must therefore be removed ,

If an electric vehicle no longer has its own battery power, the electric vehicle usually has to be supplied with a base current in order to be able to maneuver the electric vehicle. This required base current is usually provided either by the fuel cell or the battery for the electric drive of the self-propelled service robot and transmitted via the charging and receiver interface to the electric vehicle. The base current is usually consumed directly by the electric vehicle and not stored.

To supply the electric vehicle with base current for the towing process, the self-propelled service robot can have additional charging interfaces, preferably on the front sides of the self-propelled service robot. These can be integrated in the or the front control module or as a plug adapter in the circumferential rail guide system.

In general, a towing program is installed on the control device, according to the logic of the towing process runs, i. in particular, the means for connecting to the electric vehicle is connected and the base current for the electric vehicle is provided during the towing process. In this case, the towing process of the electric vehicle after the tensioning can take place in a manner known per se, after which the electric vehicle is pulled along or pulled onto a loading area of a towing vehicle, secured for transport and transported away.

More preferably, the self-propelled service robot with its manipulator on the ability to read parts and / or waste on or near the road. Parts and / or waste are preferably detected by the controller. For this purpose, the manipulator is usually designed in the form of a gripping arm. He usually receives the commands for reading the parts and / or the waste from the controller. Preferably, the information processing of the control device and the movements of the manipulator are so fast, so that the self-propelled service robot for reading the parts and / or waste does not have to come to a complete stop. Particularly preferably, parts and / or waste can be picked up at a speed of up to 30 km / h, very preferably up to 50 km / h.

More preferably, the self-propelled service robot on a deletion, which is designed adapted for the automated deletion of burning electric vehicles. In general, the extinguishing device includes a quenching mixture, which is tailored to the chemical composition of the energy storage of an electric vehicle. Thus, hazardous chemical reactions can be prevented during the extinguishing process. The control device preferably recognizes a burning electric vehicle and positions the self-propelled service robot at a safe distance. Usually, the control device then outputs control commands which allow a deletion bowl to extend, which applies the extinguishing mixture to the burning electric vehicle. More preferably, the extinguishing device comprises a plurality of different extinguishing mixtures, of which the control device can select an extinguishing mixture for the extinguishing process on the basis of the charging-specific data.

In a secondary aspect, the present invention relates to an order-tracking system for self-propelled service robots. The order-management system has a server and receives orders via an electrical vehicle to be loaded and / or left behind or to be deleted via a mobile or wired data connection, confirms and manages the orders, and assigns them to the service robots. The allocation usually takes place via a wireless data connection to the data interface of the control device. The order control system enables efficient coordination of different orders with different service robots.

• 1 eine Frontalansicht eines Ausführungsbeispiels der vorliegenden Erfindung;
• 2 eine Seitenansicht des Ausführungsbeispiels bei der Vorberei- tung eines Abschleppvorgangs; und
• 3 eine Seitenansicht des Ausführungsbeispiels bei einem Ladevorgang in fahrendem Zustand.

Further details of the present invention will become apparent from the following description of an embodiment in conjunction with the drawings. In this show:

• 1 a frontal view of an embodiment of the present invention;
• 2 a side view of the embodiment in the preparation of a towing process; and
• 3 a side view of the embodiment during a charging process in the running state.

The 1 shows a frontal view of a self-propelled service robot 2 at the destination of a loading order in parked position next to a broken down electric vehicle 4 , The service robot 2 has a functional loading floor 6 on top of a chassis 8th is provided. In the functional loading floor 6 At least one data transmission bus for transmitting vehicle data and / or control signals or control commands and at least one electrical power distribution circuit are provided. Actuators for executing control commands are in the area of the functional loading floor 6 and / or the chassis 8th provided (these are not shown in the figures). A control module 10 is on the functional loading floor 6 mounted and connected to the data transfer bus and the electrical power distribution circuit. The control module 10 includes sensors for detecting the environment of the service robot and a control unit, which receives the information obtained by the sensors for the autonomous control of the service robot 2 evaluates. For transmitting electrical energy to an energy storage of the electric vehicle 4 points the service robot 2 one on a circumferential rail guide 11 movable manipulator arm 12 . 13 . 14 on.

The 1 shows one and the same manipulator arm in three different applications. In the first application (reference numeral 12 ), the manipulator arm is fully autonomous by selecting and placing one for the electric vehicle 4 matching loading attachment from a tool magazine 16 formed to a charging interface and with a receiver interface of the electric vehicle 4 connected. The manipulator arm is in use 12 via a charging plug attachment 18 connected to a mating connector of the electric vehicle. In the second application (reference numeral 14 ) is the manipulator arm present with an induction plate attachment 20 Provided. The induction plate 20 is pushed under the bottom of the electric vehicle to couple with an inductive counter coil of the electric vehicle. The third application (reference number 13 ) shows the manipulator arm in the fully autonomous selection and the fully autonomous placement of a charging device or a charging plug or a clamping device from the tool magazine 16 , Just as well, the self-propelled service robot can have a plurality of manipulator arms which are each designed to be suitable for at least one (preferably several) application.

The manipulator arm 12 . 13 . 14 is for control / movement execution on the one hand and for energy transfer on the other hand with the data transfer bus and the electrical distribution circuit in the functional loading floor 6 connected. The manipulator arm 12 . 13 . 14 can be folded up and in the fuselage or the functional loading floor 6 be stowed. The functional loading floor 6 also has the revolving rail guide system 11 on, on which the manipulator arm 12 . 13 . 14 is held. The manipulator arm 12 . 13 . 14 can along the rail guide 11 moved and aligned in any direction. Side automatic doors 22 on the service robot are extended to secure the working space.

The 2 shows a side view of the self-propelled service robot 2 , which is the towing process for an electric vehicle 4 prepared. The service robot has to do this 2 in front of the electric vehicle 4 queued and connects a tensioning device 25 with the electric vehicle 4 , Same components too 1 are marked with the same reference numerals. The manipulator arm is also in the 2 shown application 24 on the rotating rail guide system 11 held. In this application (reference numeral 24 ) is the manipulator arm of the service robot 2 arranged at the rear. The manipulator arm in use 24 has a clamping device 25 on and is with a load-carrying device on the electric vehicle 4 connected. The selection and placement of the tensioning device 25 and connecting to the load-carrying device on the electric vehicle 4 takes place fully autonomously. The service robot points to workspace protection 2 two air cushion modules 26 on, located on both sides of the manipulator arm in the application 24 deploy inflatable. The air cushion modules 26 are also with the rail guidance system 11 held displaceable. In the 2 is just one of these air cushion modules 26 shown. The tool magazine 16 is here from below in at the functional loading floor 6 mounted, but can be replaced or dismantled if necessary. On the functional loading floor 6 Three service modules are attached: a charging service module 28 for transmitting electrical energy to the energy storage of the electric vehicle, a fuel cell service module 30 for generating electrical energy and a fuel tank service module 32 for storing the fuel for the fuel cell service module 30 ,

The 3 shows a side view of the self-propelled service robot 2 , which in driving condition an energy storage of a moving electric vehicle 4 charging. The service robot has to do this 2 in front of the electric vehicle 4 queued and drives this at a substantially constant distance ahead. Same components to the 1 and 2 are marked with the same reference numerals. The manipulator arm is also in the 3 shown application (reference numerals 34 ) on the rotating rail guide system 11 held. In this application 34 the manipulator arm of the service robot is located at the rear thereof and is at its application end with an induction plate attachment 20 Provided. The induction plate 20 is pushed under the floor of the electric vehicle and coupled with an inductive coil in the vehicle body of the electric vehicle. The electric vehicle 4 is in 3 shown in a partial sectional view, so that the left front wheel is not visible here. Also in the application 34 the coupling of the induction plate takes place 20 fully autonomous with the counter coil of the electric vehicle. For workspace security, the service robot can also be used 34 two air cushion modules 26 on both sides of the manipulator arm 24 deploy inflatable. The doors 22 In the present case, the self-propelled service robot is closed in a moving condition, so that the on or on the functional loading floor 6 assembled service modules 28 . 30 . 32 . 16 in 3 not to be seen.

LIST OF REFERENCE NUMBERS

2

service robots

4

electric vehicle

6

Function load floor

8th

chassis

10

control module

11

Guides System

12, 13, 14

Manipulator arm

16

tool magazine

18

Charging plug attachment

20

induction plate

22

automatic door

24

Manipulator arm

25

Anspannvorrichtung

26

Airbag module

28

Charging service module

30

Fuel cell service module

32

Fuel Tank Service Module

34

Manipulator arm

Claims (10)

Self-propelled service robot, which is adapted for autonomous driving and participation in public road traffic, with a charging interface for transmitting electrical energy to an energy storage of an electric vehicle, which is manually and / or automatically connectable to a receiver interface of the electric vehicle. Self-propelled service robot after Claim 1 , characterized in that the charging interface is provided on a charging service module and / or connected to a charging service module which is interchangeably attached to the self-propelled service robot. Self-propelled service robot after Claim 1 or 2 , characterized by a control module for the autonomous control of the self-propelled service robot, which is interchangeably attached to the self-propelled service robot. Self-propelled service robot according to one of the preceding claims, characterized by a control device which comprises a data interface for the wireless reception of charging-specific data of the electric vehicle. Self-propelled service robot after Claim 4 , characterized in that the control device is adapted via the data interface for the wireless exchange of data and / or control commands between the self-propelled service robot and other vehicles participating in road traffic and / or other self-propelled service robots. Self-propelled service robot according to one of the preceding claims, characterized in that the self-propelled service robot is adapted to charge the energy storage of the electric vehicle while driving the electric vehicle. Self-propelled service robot according to one of the preceding claims, characterized in that the self-propelled service robot for generating the electrical energy to be transmitted has a fuel cell and a memory for a primary energy source. Self-propelled service robot according to one of the preceding claims, characterized by a tool magazine having at least one charging connector and / or at least one inductive charging coil, from which a manipulator of the self-propelled service robot fully automatically matches one to the charging system of the electric vehicle Can select and attach a charging plug or an inductive charging coil. Self-propelled service robot according to one of the preceding claims, characterized by a work space protection, which builds up fully automatically before or during the connection of the charging interface with the receiver interface from the service robot and at least partially shuts off the area between the service robot and the electric vehicle. A job scheduling and telemetry system for self-propelled service robots according to any one of the preceding claims, comprising a server and accepting orders via an electrical vehicle to be loaded and / or left behind or deleted via a mobile or wired data link that acknowledges, manages and assigns jobs to the service robots.

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