DE102021118755A1 - Commercial vehicle with an interface for connecting to an emergency control unit and corresponding emergency control unit - Google Patents

Abstract

The invention relates to an autonomous commercial vehicle (10) with an interface (11) for connecting to an emergency control unit (20). The interface (11) is set up to receive control signals from the emergency control unit (20). Furthermore, the commercial vehicle (10) is designed to be controllable in an emergency driving mode on the basis of the control signals received from the emergency control unit (20). The invention also relates to a corresponding emergency control unit (20) for connecting to the interface (11), the emergency control unit (20) being designed to send control signals, on the basis of which the commercial vehicle (10) can be controlled in emergency driving mode, to the interface (11) of the commercial vehicle (10) to send. Ultimately, the invention relates to a system (30) made up of the two aforementioned components and a method for recovering the utility vehicle (10) using the emergency control device (20).

Description

The invention relates to an autonomously driving commercial vehicle with an interface for connecting to an emergency control device, a corresponding emergency control device for connecting to the interface, and a system made up of precisely these components. Furthermore, the invention relates to a method for recovering the aforementioned utility vehicle using the emergency control unit.

In the prior art, autonomous or fully automated vehicles, i. H. Vehicles in which there is no direct control of the vehicle by a driver are known in principle. As a rule, these vehicles have sensors for detecting the vehicle surroundings, in particular the roadway and any obstacles, as well as an automatic control system which, based on the information detected, can drive the vehicle autonomously to a set destination without a driver or without driver interaction.

Furthermore, it is known in the prior art to use such autonomously driving vehicles to transport goods. This offers the particular advantage that due to driverless locomotion, components that have been customary up to now (such as steering wheel, pedals, seats) or the driver's cab as a whole can/can be omitted, which advantageously saves weight, production and operating costs is made possible. The problem here, however, is that this makes it more difficult to recover the vehicle in the event of a breakdown or damage, since the vehicle—due to the lack of appropriate control components (such as steering wheel, pedals, etc.)—cannot usually be controlled manually.

This is to be illustrated using the following scenario, which is merely an example. So e.g. For example, a driverless or autonomous semi-trailer truck can detect vehicle damage (e.g. due to a constant loss of air in the system due to a leaking line) and then drive to the (right) edge of the road. The vehicle stops there, engages the handbrake and switches off the drive, which is preferably electric. The autonomous vehicle must then be recovered from this “breakdown position” and brought to the workshop, for which it can send a corresponding breakdown or position report to the operator.

For the corresponding towing process, the trailer usually has to be uncoupled, the semi-trailer unsaddled or the swap body parked. In order to be able to unsaddle or park the swap body, it is usually necessary for the air spring to be lowered. It is also necessary that the brakes can be released and the steering can be operated. Since, as a rule, no corresponding manually operable control or operating devices are provided for this in generic autonomously driving vehicles, there is a need in this connection for a solution by means of which the recovery of autonomously driving vehicles can be facilitated.

Accordingly, it is the object of the invention to provide such a solution with which the disadvantages of the previous solutions can preferably be avoided. In particular, it is an object of the invention to provide a solution by means of which an autonomously driving vehicle that has broken down can be quickly and easily maneuvered onto a towing vehicle or taken to a workshop (pit).

These objects can be solved with the features of the independent claims. Advantageous embodiments and applications of the invention are the subject matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

According to a first independent aspect of the invention, an autonomously driving commercial vehicle (eg an autonomously driving tractor unit) is provided. A “commercial vehicle” can be understood here in particular as a (motor) vehicle which, due to its design and equipment, is specially designed for transporting goods and/or for towing one or more trailer vehicles. The corresponding, preferably driverless, commercial vehicle has at least one interface for (eg wireless or wired) connection to a preferably peripheral emergency control unit. For example, the at least one interface can be an interface to the preferably physical connection of the emergency control device (e.g. a socket). In this case, the at least one interface can also be referred to as the vehicle-side interface for better differentiation. Furthermore, the “at least one interface” can simply be referred to as “the interface” in the following for better legibility.

The interface is set up to receive control signals (e.g. voltage signals) from the emergency control unit. The preferably predetermined, ie predetermined, control signals can, for. Example, be analog or digital control signals. Furthermore, the commercial vehicle is designed to be controllable (eg manoeuvrable) in an emergency driving mode on the basis of the control signals (eg control commands) received from the emergency control device. In other words the commercial vehicle can be controllable in emergency driving mode on the basis of the control signals received from the emergency control unit. The expression “emergency driving mode” can be understood to mean operation of the commercial vehicle in which at least minimal driving or functional capability (eg driving at walking pace) can be made possible. For example, in emergency driving mode, at least the driving speed and/or driving direction of the utility vehicle can be controlled (possibly to a limited extent). However, controlling can also include controlling vehicle functions that do not directly relate to moving the vehicle (e.g. lowering an air spring system, opening a fifth wheel or trailer hitch, and/or disconnecting pneumatic and/or electrical interfaces). Advantageously, this allows for a simple and fast recovery of the autonomous commercial vehicle in the event of a breakdown. B. can be “driven” onto a tow truck or to a workshop.

According to a first aspect of the invention, the commercial vehicle, preferably in series, can have no driver's cab and/or no cabin for accommodating people. In other words, the utility vehicle cannot be designed to carry a driver and/or passengers. For example, the commercial vehicle can be a commercial vehicle without seats and/or without a driver's workplace, preferably a fixed one.

According to a further aspect of the invention, the utility vehicle can be a utility vehicle for transporting loads. In other words, the commercial vehicle can be designed by its design and equipment, preferably exclusively, for transporting freight or for towing trailer vehicles for freight transport. For example, the commercial vehicle can be a towing vehicle, a tractor unit, a truck and/or a container vehicle.

According to a further aspect of the invention, the interface can comprise an interface for wireless or wireless signal transmission. For example, the interface can include a radio interface (e.g. a Bluetooth or a WLAN interface). In addition or as an alternative, the interface can also include an interface to the preferably physical connection of the emergency control device (e.g. via a cable plug-in connection). In other words, the interface can include a physical interface.

According to a further aspect of the invention, the interface can be at least one interface for connecting to a joystick of the emergency control unit and/or at least one interface for connecting to an emergency steering wheel of the emergency control unit and/or at least one interface for connecting to at least one emergency pedal (e.g An accelerator and/or brake pedal) of the emergency control device and/or at least one interface for connecting to a wired remote control of the emergency control device and/or at least one interface for connecting to a diagnostic computer of the emergency control device. The vehicle-side interface can thus z. B. several separate, for example distributed on the commercial vehicle, interfaces (z. B. an interface for connecting an emergency steering wheel and an interface spaced therefrom for connecting emergency pedals). Alternatively, the multiple interfaces can also be combined in a common interface or in a common connection (e.g. a common socket).

According to a further aspect of the invention, the commercial vehicle can have a preferably central control device (eg a control unit). The control device can be a control device for controlling vehicle functions (such as acceleration, braking, steering) for autonomous driving of the utility vehicle. i.e. the control device can be set up to control the commercial vehicle in autonomous driving mode. However, the aforementioned control device can also be used to control vehicle functions that do not directly relate to pure locomotion (e.g. an air spring system, a light device, at least one connection to a semi-trailer or trailer, etc.). Furthermore, by means of the control signals received from the preferably peripheral emergency control device, at least some, preferably all, of the aforementioned vehicle functions can be overridden and/or forced to be controlled. In other words, the commercial vehicle or its control device can be designed such that the emergency control device, as a higher-level unit, can override the vehicle's internal control (e.g. the control of the engine, the brakes and/or the air spring system) and/or can take over the vehicle control . For example, at least parts of the control device of the commercial vehicle can be deactivated by means of the control signals received from the emergency control device. In addition or as an alternative, parts of the control device or parts of the autonomous vehicle functions of the commercial vehicle can also be deactivated manually. Furthermore, the control signals received by the emergency control unit can be processed by the utility vehicle with higher priority than (vehicle) internal control signals—just by way of example. Possible conflicts between the internal and external vehicle controls can thereby be avoided in an advantageous manner, thereby increasing overall safety when the commercial vehicle is recovered.

In order to protect the utility vehicle as reliably as possible against theft or misuse, according to a further aspect of the invention, the utility vehicle can have an authentication device (eg an RFID reader). In this case, the authentication device can be designed to enable control (eg maneuvering) of the commercial vehicle on the basis of the control signals received from the emergency control device only after a preferably successful authentication process. In other words, the emergency driving operation or the emergency control can only take place if a corresponding proof of authorization (authentication) has been provided. The authentication process, ie a procedure for checking a predetermined property, z. B. include a password query, a query of an electronic and / or physical (ignition) key and / or a query of biometric features. The authentication process can then be "successful" if the predetermined property has been verified.

According to a further aspect of the invention, the commercial vehicle can have a manually releasable braking device (eg a parking brake). The expression “manually releasable” can be understood to mean that the corresponding braking device can be deactivated by a person “by hand”—possibly using a tool—so that the braking effect is essentially no longer present. In addition or as an alternative, the utility vehicle can also have a manually releasable steering system. Here, too, the expression “manually releasable” can be understood to mean that the steering of the commercial vehicle can be put into a state by a person “by hand”—possibly using a tool—in which the direction of travel of the commercial vehicle can be varied. The aforesaid features can advantageously enable or facilitate movement and thus the recovery process overall.

According to a further aspect of the invention, the utility vehicle may not have any operating device for manual vehicle guidance, preferably as a standard feature. For example, the utility vehicle may not include a steering wheel and/or pedals (eg an accelerator pedal and a brake pedal). In other words, the commercial vehicle cannot be designed as standard to be controlled (eg accelerated, braked and/or steered) by a human person.

According to a second independent aspect of the invention, an emergency control device (e.g. in the form of a cable remote control) is provided. In this case, the emergency control device can be connected to an interface of an autonomously driving commercial vehicle (eg via a plug connection). The autonomously driving commercial vehicle is preferably an autonomously driving commercial vehicle as described in this document. Furthermore, the emergency control unit is designed to send preferably predetermined control signals (eg voltage signals) on the basis of which the commercial vehicle can be controlled (eg manoeuvred) in emergency driving mode to the interface of the commercial vehicle. In other words, the emergency control device can be designed to output control signals to the interface of the commercial vehicle, on the basis of which the commercial vehicle can be controlled in an emergency driving mode. The control signals can z. Example, be analog or digital control signals. In this context, reference is also made to the features disclosed in connection with the autonomously driving commercial vehicle, which are also to be considered disclosed and claimed in connection with the emergency control device, and vice versa. Advantageously, a simple and quick recovery of the autonomously driving utility vehicle can thus be made possible overall in the event of a breakdown by connecting the utility vehicle to a corresponding emergency control unit, e.g. B. can be “driven” onto a tow truck or to a workshop.

In order to advantageously prevent misuse, the aforementioned emergency control device can preferably be an emergency control device that only specialist workshops, roadside assistance companies and/or the commercial vehicle manufacturer, d. H. a restricted group of people.

In addition, the emergency control unit can have other components which are generally common for such control units - such as e.g. B. have a processor, input or control elements, a signal output and / or a memory. In the latter z. For example, several control commands (possibly dependent on the commercial vehicle model) can be stored, which are called up by the processor as a function of user input and output at the signal output (e.g. a plug). The signal output can also be referred to as a device-side interface.

According to one aspect of the invention, the emergency control device can have a device for wireless signal transmission (eg a radio transmitter). The emergency control device can be connected to the interface of the commercial vehicle (eg a radio receiver), preferably wirelessly, by means of the device for wireless signal transmission. In addition or as an alternative, the emergency control device can also have a cable connection via which the emergency control device can be connected, preferably physically, to the interface of the commercial vehicle. In other words, the emergency control device can be connected to the commercial vehicle via a physical signaling connection. Preferably, the cable connection includes An interface (e.g. a plug) for connection to the corresponding interface (e.g. a socket) of the commercial vehicle is required. In addition or as an alternative, the emergency control device can also include some other kind of physical (device-side) interface (e.g. a plug, a socket, etc.) by means of which the emergency control device can be physically connected to the corresponding interface of the commercial vehicle. Since the cause or extent of the fault in the broken-down commercial vehicle is often not yet known, a cable connection can advantageously make it possible to override or rescue the commercial vehicle more reliably than wireless communication by radio.

In order to enable simple control or simple maneuvering of the commercial vehicle in an advantageous manner - according to a further aspect of the invention - the emergency control unit can have a joystick, an emergency steering wheel, an emergency seat, at least one emergency pedal and/or an operating device (e.g . have a radio or cable remote control). In other words, the emergency control device can include one or more control or input elements for controlling or maneuvering the utility vehicle. For example, aligning or moving the joystick (forwards, backwards, sideways) can be translated into corresponding control signals by means of the emergency control unit, which causes the commercial vehicle connected to the emergency control unit to make a steering angle or a corresponding change in direction. The addition "Not" can be used to make it clear that the corresponding components (emergency steering wheel, emergency seat, emergency pedals) are not available as standard in the commercial vehicle, but can only be connected or used to implement emergency driving, possibly with a reduced range of functions. In addition or as an alternative, the emergency control device can also have a diagnostic computer. The diagnostic computer can B. read out a fault memory of the commercial vehicle and / or a diagnosis of the commercial vehicle to determine any existing errors / defects. The above-mentioned components (joystick, emergency steering wheel, etc.) are preferably each designed to be connected, preferably physically, to the interface of the vehicle. Alternatively, however, the corresponding components can also be connected wirelessly to the interface of the vehicle.

According to a further aspect of the invention, the emergency control device can be a portable emergency control device (eg a handheld control device). In other words, the emergency control device can be designed in such a way that it can be transported or carried by a human person, preferably without great effort.

Alternatively, the emergency control device can also be integrated, preferably permanently, into a towing vehicle. In other words, the emergency control unit can be permanently installed in the towing vehicle. In this variant, the emergency control device preferably has a corresponding cable connection for connection to the commercial vehicle. For example, the towing vehicle can take over control via a corresponding cable connection. Since the cause or the extent of the fault in the broken-down commercial vehicle is often not yet known, a journey controlled via a physical connection can be more suitable than towing using an "electronic drawbar" (radio connection), since the cable plug-in connection makes it autonomous Functions can be shut down or overridden more reliably.

According to another independent aspect of the invention, a system is provided. The system is preferably a system for vehicle recovery. For this purpose, the system has an autonomously driving commercial vehicle and an emergency control device, as described in each case in this document. In other words, the system includes an autonomous commercial vehicle with an interface for connecting an emergency control device and a corresponding emergency control device for connection to this interface, with both the commercial vehicle and the emergency control device being able to be designed as described in this document. In particular, the features described in connection with the commercial vehicle and the emergency control device should also be considered disclosed and claimable in connection with the system. The same should also apply vice versa. For example, if the emergency control unit is integrated, preferably permanently, into a towing vehicle, the system can also include the corresponding towing vehicle.

According to another independent aspect of the invention, a method is provided. The method is preferably a method for recovering an autonomously driving commercial vehicle, as is described in this document, using an emergency control device, as is described in this document. In other words, a method for recovering an autonomously driving utility vehicle is provided using the vehicle recovery system described here. Accordingly, all of the features described in connection with the commercial vehicle, the emergency control device or the system should also be claimed in connection with the method. The same should also apply vice versa.

In this case, the method has the step of connecting the emergency control device to the interface of the commercial vehicle. In other words, the emergency control device or its (device-side) interface can be connected to the (vehicle-side) interface of the commercial vehicle in terms of signals. This can be done, for example only, by connecting or plugging in a plug (eg located at the end of a cable connection) (=device-side interface) of the emergency control device into a corresponding socket of the commercial vehicle (=vehicle-side interface). Furthermore, the method has the step of controlling the utility vehicle by means of the emergency control device, preferably in an emergency driving mode. The controls can z. B. maneuvering and / or maneuvering (z. B. maneuvering at walking speed). However, controlling can also include controlling vehicle functions that do not directly relate to moving the vehicle (e.g. lowering an air suspension system, separating a trailer from the commercial vehicle and/or separating a semi-trailer from (e.g. as a tractor unit). trained) commercial vehicle. The control can also include sending control signals from the emergency control device to the commercial vehicle or its interface and receiving the control signals at the commercial vehicle or its interface. Furthermore, the control can include maneuvering the commercial vehicle onto a recovery or towing vehicle or maneuvering of the utility vehicle to a workshop.

In order to advantageously facilitate the recovery process in the case of trailers, according to one aspect of the invention, the method can also include separating a trailer of the utility vehicle from the utility vehicle. In this case, for example, the disconnection can include uncoupling the trailer. In addition or as an alternative, the method can also include separating a semi-trailer of the commercial vehicle from the commercial vehicle (embodied, for example, as a semi-trailer tractor). In this case, the separation z. B. include unsaddling the semi-trailer. In addition or as an alternative, the method can also include separating a swap body of the commercial vehicle from the commercial vehicle. In this case, the separation z. B. include parking the swap body. The respective separation steps can be part of the "control" of the commercial vehicle. For example, a (saddle) clutch of the commercial vehicle can be controlled by means of control signals from the emergency control device. Alternatively, the respective separation steps can also be carried out manually. Advantageously, the commercial vehicle, which preferably consists only of the tractor, is thus easier to maneuver (eg to a workshop or onto a recovery vehicle).

According to a further aspect of the invention, the method can also include charging, preferably rapid charging, of an energy store of the utility vehicle. For this purpose, the commercial vehicle - in addition to the energy store - have a corresponding charging interface for charging the energy store. The charging interface is preferably a fast charging interface. A sufficient energy supply of the commercial vehicle for the recovery process can thus be ensured in an advantageous manner. In addition or as an alternative, the method can also include manual lowering of an air spring system of the commercial vehicle, which can preferably be actuated manually. In addition or as an alternative, the method can also include manually releasing a brake device of the commercial vehicle, which can preferably be released manually. In addition or as an alternative, the method can also include enabling a steering of the commercial vehicle. This can z. B. be a manual release in the case of a manually releasable steering. Alternatively, the steering can also be released using the emergency control unit. The above expression "manual" in connection with "manual drain", "manual release" or "manual release" can be understood in general that the respective component of a person "by hand" - possibly using a Tool - can be actuated or put into the appropriate operating state. A released brake device can be understood to mean a state in which there is essentially no longer any braking effect. Furthermore, released steering can be understood to mean a state in which the direction of travel of the commercial vehicle can be varied. Advantageously, this makes it possible or easier overall to move or recover the commercial vehicle.

According to a further aspect of the invention, the method can also include removing a, preferably detachable, articulated shaft of the utility vehicle from the utility vehicle. Here, the commercial vehicle z. B. have a motor, preferably a central motor, which can be drivingly connected to a drive axle of the commercial vehicle via the detachable cardan shaft. The motor can be an electric motor, for example, which is preferably arranged centrally in the vehicle. Advantageously, it is possible to avoid the engine being dragged along during a towing operation by means of a towing vehicle. In addition or as an alternative, the method can also include raising an electrically drivable drive axle (eg a rear axle) of the utility vehicle, which has an integrated electric motor, using a towing vehicle. For example, the integrated electric motor can be designed as a wheel hub motor and/or be arranged on the corresponding drive axle in the vehicle. By raising the corresponding axis z. B. by means of a wheel grab of the towing vehicle can in turn be avoided in an advantageous manner dragging the drive during a towing operation.

In addition or as an alternative, the method can also include switching off all autonomous vehicle functions of the commercial vehicle using the emergency control device. For example, the emergency control device can be designed to override and/or deactivate the vehicle's internal control. In addition or as an alternative, the method can also include towing the commercial vehicle by means of a towing vehicle. It is particularly advantageous if the emergency control unit is integrated into the towing vehicle. For example, the emergency control unit can be permanently installed in the towing vehicle. Furthermore, if the utility vehicle has a rear axle with an integrated electric motor, it can be advantageous to tow the utility vehicle backwards while the front wheels preferably roll.

• 1 eine schematische Darstellung eines Systems aus einem autonom fahrenden Nutzfahrzeug und einem Notsteuergerät gemäß einer Ausführungsform der Erfindung;
• 2 eine schematische Darstellung eines Systems aus einem autonom fahrenden Nutzfahrzeug und einem Notsteuergerät gemäß einer weiteren Ausführungsform der Erfindung; und
• 3 ein Flussdiagramm eines Verfahrens gemäß einer Ausführungsform der Erfindung.

The aspects and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

• 1 a schematic representation of a system of an autonomously driving commercial vehicle and an emergency control device according to an embodiment of the invention;
• 2 a schematic representation of a system of an autonomously driving commercial vehicle and an emergency control device according to a further embodiment of the invention; and
• 3 a flowchart of a method according to an embodiment of the invention.

Identical or functionally equivalent elements are described with the same reference symbols in all figures and some of them are not described separately.

1 shows a schematic representation of a system 30 from an autonomously driving commercial vehicle 10 and an emergency control device 20 according to an embodiment of the invention. The utility vehicle 10 can, for. B. an autonomously driving tractor, an autonomously driving truck and / or an autonomously driving container vehicle. For this purpose, the utility vehicle 10 can include a, preferably central, control device 12 for controlling vehicle functions (such as acceleration, braking, steering) for autonomous driving operation of the utility vehicle 10 . Furthermore, the commercial vehicle 10 preferably has no driver's cab and/or no cabin for accommodating people. i.e. in other words, the utility vehicle 10 can be a driverless utility vehicle 10 without a fixed driver's workplace. Correspondingly, the commercial vehicle 10 can be a commercial vehicle 10 that does not have a steering wheel, pedals and/or other control devices for manual vehicle control as standard.

According to the invention, the commercial vehicle 10 has an interface 11 (e.g. in the form of a socket) for connecting to a—preferably peripheral, ie vehicle-external—emergency control device 20 (e.g. a cable remote control). The corresponding interface 11 is preferably not equipped and/or not assigned as standard. In other words, the interface 11 can only be used to connect to the corresponding emergency control unit 20 . In the present presentation of 1 the interface 11 is shown—only by way of example—in a connected state, in which the emergency control device 20, which can be connected to the interface 11 of the commercial vehicle 10 (e.g. via a corresponding plug), is actually connected to the interface 11. The emergency control device 20 (e.g. in the form of a joystick) is designed to send control signals, on the basis of which the commercial vehicle 10 can be controlled, preferably in an emergency driving mode, to the interface 11 of the commercial vehicle 10 . Furthermore, the commercial vehicle 10 is designed to be controllable (e.g. manoeuvrable) on the basis of the control signals received from the emergency control unit 20, preferably in an emergency driving mode. Advantageously, as a result, simple and rapid recovery of the autonomous commercial vehicle 10 in the event of a breakdown can be made possible by connecting the commercial vehicle 10 to the emergency control device 20 in an emergency driving mode, e.g. B. on a tow truck or to a workshop (pit) can be maneuvered. An “emergency driving operation” can preferably be understood as an operation of the commercial vehicle 10 in which the maximum vehicle speed is limited to below 15 km/h, preferably below 7 km/h.

In order to avoid as far as possible conflicts between an internal (autonomous) vehicle control by the control device 12 of the commercial vehicle 10 - which may be partially defective in the event of a breakdown - and the emergency control unit 20, at least part, preferably all, of the aforementioned Vehicle functions can be overridden and/or forcibly controlled. In other words, the control signals received from the emergency control device 20 can be used to disable the vehicle's internal control or to “take over” the vehicle control. This is to be done here the dashed lines in 1 be clarified. In this context, the emergency control device 20 can also be designed to switch off, preferably autonomous, functions of the commercial vehicle 10 in a targeted manner. By way of example only, the control signals received from emergency control unit 20 can be used to actuate an energy store 14, a central motor 16, a braking device 18, a steering system 19, an air spring system 111, control units 112, a receiver module 113, sensors 114 and/or a fifth wheel coupling 115 of the commercial vehicle 10 be overridable.

In the ideal case, the commercial vehicle 10 can be driven in a “manual emergency mode” under its own power (possibly after rapid battery charging) using the emergency control device 20 to the workshop and there onto the pit/wheel grab. To facilitate operation, the emergency control device 20 can include an emergency steering wheel, an emergency seat and/or emergency pedals, which are preferably attached or connected to the utility vehicle 10 . Alternatively, the commercial vehicle 10 can also be maneuvered onto a recovery or towing vehicle (eg at walking pace) by means of the emergency control device 20 . Alternatively, the emergency control unit 20 can also be integrated into a recovery or towing vehicle, so that z. B. no space is needed in the broken down vehicle to attach a jump seat. In this case, the emergency control device 20 and the commercial vehicle 10 should preferably be connected by means of a cable connection 21 . Advantageously, the towing vehicle can take over the control of the commercial vehicle 10 via the cable connection 21, with the physical cable connection 21 being more suitable than, for example, B. an "electronic drawbar" because the cause and extent of the fault in the broken-down vehicle are not yet known.

In order to continue to protect the utility vehicle 10 as reliably as possible against theft or misuse, the utility vehicle 10 can have an authentication device 13 . In this case, the authentication device 13 can be designed to release control of the commercial vehicle 10 on the basis of the control signals received from the emergency control unit 20 only after a successful authentication process. For authentication z. B. electronic and / or conventional (ignition) key can be used. Additionally or alternatively, the authentication z. B. also by a password query and / or a query of biometric features. Furthermore, the emergency control device 20 itself can only be available to a limited group of people (eg specialist workshops).

2 shows a schematic representation of a system 30 from an autonomously driving commercial vehicle 10 and an emergency control device 20 according to a further embodiment of the invention. Instead of the in 1 Drive of the commercial vehicle 10 shown only as an example via a central motor 16, which is drive-connected via a detachable cardan shaft 17 to a drive axle A of the commercial vehicle 10, includes in 2 Commercial vehicle 10 shown an electrically drivable drive axle A (here, for example, a rear axle) with at least one integrated electric motor. Since, in contrast to the embodiment with a detachable cardan shaft 17, the coupling between the drive axle A and the motor cannot simply be interrupted, lifting the rear axle onto the tow vehicle may be necessary in this case when recovering using a tow vehicle. The utility vehicle 10 (e.g. a 4×2 utility vehicle) can thus be towed backwards, with the front wheels rolling and the utility vehicle 10 possibly being controlled via the emergency control unit 20, which is preferably integrated in the towing vehicle.

3 shows a flowchart of a method according to an embodiment of the invention. The method is a method for recovering an autonomously driving commercial vehicle 10, as described in this document, using an emergency control device 20, as described in this document. i.e. the commercial vehicle 10 should therefore have at least one interface 11 for connecting to an emergency control device 20 which is set up to receive control signals (eg voltage signals) from the emergency control device 20 . Furthermore, the commercial vehicle 10 should be designed to be controllable on the basis of the control signals received from the emergency control unit 20, preferably in an emergency driving mode. The emergency control unit 20, on the other hand, should be able to be connected to the interface 11 of the autonomously driving commercial vehicle 10 and be at least configured to send control signals, on the basis of which the commercial vehicle 10 can be controlled, preferably in an emergency driving mode, to the interface 11 of the commercial vehicle 10. In step S1, the emergency control device 20 is connected (e.g. connected) to the interface 11 of the commercial vehicle 10. This can be done, for example only, by plugging in a cable (e.g. located at the end of a cable connection 21). Plug (= device-side interface) of the emergency control unit 20 into a corresponding socket of the commercial vehicle 10 (= vehicle-side interface). In the optional case that the commercial vehicle 10 includes a trailer, semi-trailer and/or a swap body, i.e. in other words that the commercial vehicle 10 is designed as a team, in an (optional) step S2 the trailer, the semi-trailer and /or the Swap body from commercial vehicle 10 done. Merely exemplary, this z. B. manual opening of a fifth wheel 115 include. In step S3, the commercial vehicle 10 is then controlled by means of the emergency control device 20, preferably in an emergency driving mode. The maneuvering can include sending control signals from the emergency control device 20 to the commercial vehicle 10 or its interface 11 and receiving the control signals at the commercial vehicle 10 or its interface 11 .

Although the invention has been described with reference to specific embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents substituted without departing from the scope of the invention. Accordingly, the invention should not be limited to the disclosed embodiments, but should include all embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to.

Reference List

10

commercial vehicle

11

interface

12

control device

13

authentication facility

14

energy storage

15

charging interface

16

engine

17

cardan shaft

18

braking device

19

steering

20

emergency control unit

21

cable connection

30

system

111

air spring system

112

control units

113

receiving module

114

sensors

115

fifth wheel

A

drive axle

Claims (18)

Autonomously driving commercial vehicle (10), having at least one interface (11) for connecting to a preferably peripheral emergency control unit (20); wherein the interface (11) is set up to receive control signals from the emergency control unit (20); and wherein the commercial vehicle (10) is designed to be controllable on the basis of the control signals received from the emergency control unit (20) in an emergency driving mode. commercial vehicle (10) after claim 1 , characterized in that the commercial vehicle (10) has no driver's cab and/or no cabin for accommodating people. Utility vehicle (10) according to one of the preceding claims, characterized in that the utility vehicle (10) is a utility vehicle (10) for transporting loads, preferably a tractor unit or a truck. Commercial vehicle (10) according to one of the preceding claims, characterized in that the interface (11) a) comprises an interface (11) for wireless signal transmission, preferably a radio interface; and/or b) an interface (11) for the preferably physical connection of the emergency control unit (20). Commercial vehicle (10) according to one of the preceding claims, characterized in that the interface (11) has at least one interface (11) for connecting to a joystick, an emergency steering wheel, at least one emergency pedal, a cable remote control and/or a diagnostic computer of the emergency control unit ( 20) includes. Commercial vehicle (10) according to one of the preceding claims, characterized by a control device (12) for controlling vehicle functions for autonomous driving operation of the commercial vehicle (10), with at least some, preferably all, of the vehicle functions being received by means of the control signals received from the emergency control unit (20). are overridable. Commercial vehicle (10) according to one of the preceding claims, characterized by an authentication device (13), wherein the authentication device (13) is designed to release control of the commercial vehicle (10) on the basis of the control signals received from the emergency control unit (20) only after a successful authentication process . Utility vehicle (10) according to one of the preceding claims, characterized in that the utility vehicle (10) has a manually releasable braking device and/or a manually releasable steering. Commercial vehicle (10) according to one of the preceding claims, characterized in that the commercial vehicle (10) has no operating device for manual vehicle guidance, e.g. B. has a steering wheel and / or pedals. Emergency control device (20), which can be connected to an interface (11) of an autonomously driving commercial vehicle (10), preferably an autonomously driving commercial vehicle (10) according to one of the preceding claims, and is designed to send control signals on the basis of which the commercial vehicle (10) is controllable in an emergency operation to send to the interface (11) of the commercial vehicle (10). Emergency control unit (20) according to claim 10 , characterized in that the emergency control unit (20) a) has a device for wireless signal transmission, by means of which the emergency control unit (20) can be connected to the interface (11) of the utility vehicle (10); and/or b) has a cable connection (21) via which the emergency control device (20) can be connected to the interface (11) of the utility vehicle (10). Emergency control unit (20) according to claim 10 or 11 , characterized in that the emergency control device (20) has at least one of the following components: a) a joystick; b) an emergency steering wheel; c) at least one emergency pedal; d) an operating device; e) a diagnostic computer. Emergency control device (20) according to one of Claims 10 until 12 , characterized in that the emergency control device (20) is a portable emergency control device (20) or, preferably permanently, is integrated into a towing vehicle. System (30) having: - an autonomously driving utility vehicle (10) according to one of Claims 1 until 9 ; and - an emergency control unit (20) according to one of Claims 10 until 13 . Method for recovering an autonomously driving commercial vehicle (10) according to one of Claims 1 until 9 by means of an emergency control device (20) according to one of Claims 10 until 13 , comprising the steps of: - connecting the emergency control unit (20) to the interface (11) of the utility vehicle (10); and - controlling the commercial vehicle (10) by means of the emergency control device (20). procedure after claim 15 , characterized by at least one of the following steps: a) separating, preferably uncoupling, a trailer of the utility vehicle (10) from the utility vehicle (10); b) separating, preferably uncoupling, a semi-trailer of the utility vehicle (10) from the utility vehicle (10); c) separating, preferably parking, a swap body of the utility vehicle (10) from the utility vehicle (10). procedure after claim 15 or 16 , characterized by at least one of the following steps: a) charging, preferably fast charging, an energy store (14) of the utility vehicle (10); b) manual lowering of an air spring system (111) of the utility vehicle (10); c) manually releasing a braking device (18) of the commercial vehicle (10); d) releasing a steering (19) of the utility vehicle (10); Procedure according to one of Claims 15 until 17 , characterized by at least one of the following steps: a) removing a cardan shaft (17) of the utility vehicle (10) from the utility vehicle (10); b) raising an electrically drivable drive axle (A) of the commercial vehicle (10), which has an integrated electric motor, by means of a towing vehicle; c) switching off all autonomous vehicle functions of the utility vehicle (10) by means of the emergency control device (20); d) towing the commercial vehicle (10) by means of a tow truck.

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