WO2020182561A1 - Procédé et dispositif de commande pour la commutation d'un mode de fonctionnement de l'enregistrement - Google Patents

Procédé et dispositif de commande pour la commutation d'un mode de fonctionnement de l'enregistrement Download PDF

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Publication number
WO2020182561A1
WO2020182561A1 PCT/EP2020/055643 EP2020055643W WO2020182561A1 WO 2020182561 A1 WO2020182561 A1 WO 2020182561A1 EP 2020055643 W EP2020055643 W EP 2020055643W WO 2020182561 A1 WO2020182561 A1 WO 2020182561A1
Authority
WO
WIPO (PCT)
Prior art keywords
operating mode
vehicle
circuit
plug
switch
Prior art date
Application number
PCT/EP2020/055643
Other languages
German (de)
English (en)
Inventor
Carolin HELLER
Norbert LUITZ
Simon SCHERLE
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2020182561A1 publication Critical patent/WO2020182561A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/063—Automatically guided
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/20—Means for actuating or controlling masts, platforms, or forks
    • B66F9/24—Electrical devices or systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B60L2200/42—Fork lift trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/32—Auto pilot mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/12—Trucks; Load vehicles
    • B60W2300/121—Fork lift trucks, Clarks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options

Definitions

  • the invention relates to a method and a control device for switching a logging operating mode for a vehicle.
  • an unsafe operating state can occur.
  • An unsafe operating state can be, for example, an undesired start-up in an undesired operating mode. Such an unsafe operating state can pose a risk to people in the vicinity of the vehicle. Such an unsafe operating state can also cause damage to objects in the vicinity of the vehicle.
  • the invention relates to a method for switching a logging operating mode for a vehicle that can be operated automatically.
  • the method is carried out in a circuit of the vehicle.
  • Switching the logging operating mode can include switching on, switching off and / or selecting the logging operating mode.
  • the vehicle that can be operated in an automated manner can be designed as an at least partially autonomously operable vehicle. This can also be designed as an autonomously driving vehicle.
  • the vehicle can be an industrial truck. In one example the vehicle is a forklift.
  • the vehicle can also be a utility vehicle.
  • the vehicle is a truck or an agricultural utility vehicle.
  • the vehicle can also be a work vehicle. In yet another example, the vehicle is a construction vehicle.
  • the vehicle can be operated in at least two further operating modes.
  • Another operating mode can have a control mode, a drive mode and / or a working mode of the vehicle that can be operated automatically.
  • the circuit of the automated vehicle can be a control circuit, a traction drive circuit and / or a working circuit of the vehicle exhibit. In one embodiment, the circuit has at least two different or identical (current) circuits of this type.
  • One step of the method is to supply at least one vehicle component with energy as a function of a current switch position of an operating mode switch.
  • the operating mode switch has at least three switching positions for switching and selecting the logging operating mode from an automated operating mode, a non-automated operating mode and the logging operating mode.
  • the step of supplying can include releasing the energy provided for the at least one vehicle component as a function of a switch position of the operating mode switch.
  • Operation of the vehicle that can be operated automatically can thus be secured in at least three different operating modes with the operating mode switch.
  • the at least one vehicle component can therefore be energized or activated differently for three different operating modes. Different vehicle components can be selectively supplied with energy depending on the selected operating mode.
  • the vehicle component can have a control unit or an ECU, a sensor and / or an actuator.
  • the vehicle component can be a drive component or a component of a driver assistance system. To operate the vehicle component, it can be supplied with the energy provided. If the circuit has at least two circuits, at least one of the circuits can have at least one vehicle component.
  • the vehicle When performing the method, the vehicle is at least partially operated manually by a driver when switching and selecting the logging operating mode. In the switched logging operating mode, the vehicle can then also be operated at least partially manually by the driver.
  • the driver can operate the vehicle on board the vehicle at least partially manually.
  • the driver can also operate the vehicle remotely at least partially manually. A driver can thus Be on or off the vehicle when performing the procedure. If the vehicle is operated partially manually, the vehicle can also be operated or drive partially automatically.
  • At least one further operating mode can be provided in a secure manner on a vehicle that can be operated automatically.
  • the at least one further operating mode has the logging operating mode of the vehicle.
  • the selected logging operating mode can make it possible to energize or control at least one vehicle component that is necessary for the automated operating mode or that is present on the vehicle.
  • the at least one vehicle component can have a sensor system for recording data for the automated operating mode.
  • the recorded data can be stored in a storage unit for later use, for example in the automated operating mode.
  • the recorded data can be, for example, measurement data from a surroundings detection system of the vehicle and / or measurement data from a navigation system of the vehicle.
  • the data can be logged or written to the memory unit.
  • the logging operating mode can thus be selected to prepare for the automated operating mode.
  • One embodiment of the method has, as a further step to be carried out in the circuit of the vehicle, providing the energy for the at least one vehicle component as a function of a usage state of an operating mode plug.
  • the state of use of the operating mode plug can include a state that is plugged into the circuit and a state that is not plugged into the circuit.
  • the at least one vehicle component can be supplied with energy when the operating mode plug is in the plugged-in state. The energy can be provided in this way.
  • the operating mode plug can be a logging operating mode plug.
  • the at least one vehicle component can thus be supplied with energy as a function of the usage status of the operating mode plug and the switching position of the operating mode switch.
  • the operation mode switch is a rotary switch, for example a key switch.
  • the operating mode switch has more than two switch positions for selecting an operating mode from more than two predefined operating modes.
  • the at least one vehicle component can thus be supplied with energy in one of at least three predefined operating modes depending on the state of use of the operating mode plug and the switch position of the operating mode switch.
  • the method can therefore have a double safeguarding of an energization or activation of the at least one vehicle component.
  • a double protection can be provided by the operating mode plug and the operating mode switch in the circuit, with which the at least one vehicle component can be energized or controlled.
  • the operating mode plug and the operating mode switch can be interconnected for this purpose.
  • the energization or activation of the at least one vehicle component can be carried out if the state of use of the operating mode plug corresponds to a predefined state of use and the switching position of the operating mode switch corresponds to a predefined switching position.
  • the method can thus advantageously be used to operate a vehicle that can be operated automatically in a logging operating mode. In other words, dangers to people and damage to objects in the vicinity of the automatically operated vehicle can be reduced.
  • the method can provide a security concept for this, which can have a switching concept for the safe operation of the automatically operable vehicle in the logging operating mode and in at least two further operating modes.
  • the switching concept can have a shutdown concept for safely switching off the logging operating mode and / or a switching concept for safely switching on the logging operating mode.
  • the supplying step includes establishing a switch position of the operating mode switch.
  • the supply of energy can be carried out as a function of the state of use of the operating mode plug and / or as a function of the switching position of the operating mode switch.
  • the supply step can also be carried out without a determination or test step with regard to the switching position, for example in an automated manner.
  • the state of use of the operating mode plug has a selection of the operating mode plug from two operating mode plugs which can be used interchangeably in the circuit for providing the energy in the circuit.
  • the method can select the operating mode plug from two operating mode plugs that can be used interchangeably in the circuit for providing the energy in the circuit.
  • the supply step can also be carried out as a function of the state of use of the selected operating mode plug.
  • the steps of providing the energy and supplying it with energy can thus also be carried out as a function of a use or an actual plugging of a selected operating mode plug.
  • the at least one vehicle component can thus be supplied with energy in the logging operating mode depending on the selected operating mode plug. At least one vehicle component can therefore also not be supplied with energy in the logging operating mode, depending on the selected operating mode plug.
  • the circuit has a Fahran drive circuit.
  • the step of providing includes providing energy in the traction drive circuit as a function of the state of use of the operating mode plug.
  • a traction drive component for example a traction drive control device, can be supplied with energy.
  • the traction drive component can have a drive control device and / or a steering control device.
  • the traction drive component can thus be supplied with energy as a function of the state of use of the operating mode plug, or the traction drive circuit can be closed.
  • the operating mode plug can be a selected travel drive plug from the two operating mode plugs that can be used interchangeably in the circuit.
  • the traction drive component When the traction drive plug is plugged in, the traction drive component can be energized or controlled.
  • the vehicle can thus advantageously be put into a ready-to-drive state as a function of a state of use of a traction drive plug.
  • the operating mode plug When the operating mode plug is plugged in, the vehicle can be ready to drive and when the operating mode plug is not plugged in, the vehicle can not be ready to drive.
  • the operating mode plug or the traction drive plug can be the described logging operating mode plug.
  • this has as a further step to be performed in the circuit of the vehicle, converting a voltage provided by the energy provided into a lower voltage for supplying the at least one vehicle component with energy.
  • the voltage provided can be converted with a voltage converter in the circuit.
  • the lower voltage can be required in a further circuit, in addition to the Fahran drive circuit.
  • a control device voltage for at least one control device can be provided as a further vehicle component.
  • the conversion can be carried out after the energy has been provided via the operating mode plug and before the energy is released via the operating mode switch.
  • the circuit has a control device circuit.
  • the control device circuit can be a logging control device circuit.
  • the method has, as a further step to be carried out in the circuit of the vehicle, a flow of current to the at least one vehicle component in the control device circuit on the releasing energy.
  • the at least one vehicle component can be the vehicle component that is required for the automated operating mode or that is present on the vehicle.
  • the at least one vehicle component can have at least one control device and / or at least one component of a driver assistance system.
  • the energizing can include a supply with the provided energy.
  • the energy can be provided in the traction drive circuit by using the operating mode plug and released for energizing the at least one vehicle component in the control device circuit by the operating mode switch.
  • An energy supply of a vehicle component in the logging operating mode can thus be secured in two circles.
  • the operating mode switch has four switch positions for selecting the logging operating mode from an automated operating mode, a non-automated operating mode, a demonstration mode and the logging operating mode.
  • the logging operating mode and / or the demonstration mode can be a special operating mode.
  • the demonstration mode can be a trade fair mode for operating the automatically operated vehicle at a trade fair. Operation at the trade fair can include stationary or non-moving operation of the vehicle.
  • the two operating mode plugs which can be used interchangeably in the circuit can have the traction drive plug or the logging operating mode plug and a trade fair mode plug.
  • the operating mode plug can thus also be a selected measurement mode plug from the two operating mode plugs that can be used interchangeably in the circuit.
  • a further drive component for example a further control device, can be energized or controlled. This means that only selected vehicle components can be supplied with energy that are necessary for the vehicle to operate at a trade fair.
  • the trade fair operation can be a stationary operation and an energized vehicle component can be a stationary component necessary for this.
  • the traction drive connector or the logging operating mode connector and the fair mode connector can each have four connections.
  • Two connections of the traction drive plug can be designed to bridge the traction drive circuit, while two corresponding connections of the fair mode plug cannot be designed to bridge the traction drive.
  • two other connections of the trade fair mode module can bridge a further circuit, for example the control device circuit.
  • the vehicle can thus advantageously be put into a ready-to-drive state as a function of a state of use of the operating mode plug.
  • the vehicle can be ready to drive and when the operating mode plug is not plugged in, the vehicle can not be ready to drive.
  • the operating mode switch has at least three switching positions in which the vehicle can be operated in at least three different operating modes.
  • the operating mode switch can thus be read in via at least three connections in the circuit.
  • the operating mode switch has only four switch positions.
  • the operating mode switch can then only have four connections.
  • the operating mode switch can also be designed to disconnect or switch a main drive source.
  • the operating mode switch can also be read in via at least three connections in the circuit. In other words, each switching position of the operating mode switch is coded via a connection.
  • the connection can have a pin of the operating mode switch.
  • the logging operating mode can be selected in a switch position of the operating mode switch.
  • the vehicle In the logging operating mode, the vehicle can be in a data recording mode.
  • a driver can be on board in this operating mode. The driver must be on board for this in order to be able to operate the vehicle in the logging operating mode.
  • the at least one vehicle component in the circuit can be supplied with energy in this operating mode become.
  • the at least one vehicle component can be supplied with energy via the voltage converter in this operating mode.
  • the control devices required for the automated operating mode can also be supplied with energy in order to record with this data.
  • the automated operating mode can be selected in a further, alternative or additional switch position of the operating mode switch.
  • the vehicle In the automated operating mode, the vehicle can be in an autonomous mode. A driver cannot be on board the vehicle in this operating mode. At least one vehicle component can be supplied with energy in this operating mode if the operating mode plug is plugged into the circuit in addition to the switched switch position.
  • the operating mode plug can be the traction drive plug. In this operating mode, the at least one vehicle component can be supplied with energy via the voltage converter.
  • the non-automated operating mode can be selected in a further, alternative or additional switch position of the operating mode switch.
  • the vehicle In the non-automated operating mode, the vehicle can be in normal operation. In this operating mode, a driver can be on board the vehicle. The driver must be on board for this in order to be able to operate the vehicle in the non-automated operating mode. At least one vehicle component cannot be supplied with energy (via the voltage converter) in this operating mode.
  • the demonstration mode can be selected in a further, alternative or additional switch position of the operating mode switch.
  • the vehicle In the non-demonstration mode, the vehicle can be in exhibition mode or in exhibition mode. In this operating mode, no driver can be on board.
  • the at least one vehicle component in the circuit cannot be supplied with energy in this operating mode. Instead, the at least one vehicle component can be supplied with energy via an external energy source if, in addition to the switched switch position, the operating mode plug is in the Circuit is plugged in.
  • the operating mode plug can be a trade fair mode plug.
  • the invention relates to a control device which is set up to carry out the steps of a method according to the preceding aspect.
  • the control device can have corresponding interfaces for carrying out the individual steps.
  • Another aspect relates to a system for switching an operating mode for an automatically operated vehicle in a circuit of the automatically operated vehicle.
  • the system can be designed or set up to carry out the method according to the first aspect.
  • the system can also be retrofitted in an existing circuit of a vehicle.
  • the system can have the control device according to the preceding aspect.
  • the system can have an interface that is compatible with two operating mode plugs that can be plugged in the circuit so as to provide energy for at least one vehicle component.
  • the interchangeably pluggable operating mode plugs can be the interchangeably usable operating mode plugs.
  • the energy can be provided in the circuit.
  • the system can have an operating mode switch which has more than two switch positions for selecting an operating mode from more than two predefined operating modes.
  • the operating mode switch is designed to enable the energy provided by the interface as a function of the selected operating mode. The energy can be released in the circuit in order to supply the at least one vehicle component with energy.
  • At least one of the operating mode plugs can be designed as a bridge plug for bridging an energy flow in the circuit.
  • the bridge plug can have four connections with a continuous position. Two of the four connections of the operating mode plug are then designed as input and output for bridging the flow of energy in the circuit.
  • a pin can refer to one connection of the jumper plug on the input side in the circuit and another pin or another connection of the jumper plug on the output side in the circuit.
  • a drive train circuit of the vehicle can be closed. A drive train of the vehicle can then be driven to drive the vehicle. If the jumper plug is not inserted in the circuit, the vehicle's drive train circuit can be disconnected. The drive train of the vehicle cannot be driven so as not to drive the vehicle. The vehicle can therefore (not) be ready to drive when the bridge connector is (not) inserted.
  • At least one of the operating mode plugs can be designed with four connections, two of the four connections being assignable to a traction drive circuit of the circuit of the vehicle and the other two of the four connections being assignable to a control device circuit of the circuit.
  • the connections of the interchangeable plug-in operating mode plugs can be assigned differently for this purpose.
  • the two operating mode plugs can have the same interface geometry and can differ in their pin assignment.
  • the interface and the interchangeable plug-in operating mode plugs can have compatible interface geometries.
  • the interface can have a female interface geometry which is compatible with male interface geometries of the interchangeably pluggable operating mode plugs.
  • the interface can have a male interface geometry which is compatible with female interface geometries of the exchangeable, pluggable operating mode connectors.
  • the interface As a constraint, only one of the interchangeable, pluggable operating mode plugs can be connected to the interface.
  • the compatibility of the interface with the operating mode plugs and the constraint can have a mechanical compatibility or a mechanical constraint, so that only a single operating mode plug in the system or se can be plugged into the circuit.
  • a mechanical safety solution is thus advantageously provided with the operating mode plugs that can only be plugged in alternatively.
  • Such a double key-lock principle can improve the safe operation of the automated vehicle in at least three operating modes.
  • At least one of the operating mode plugs can be designed as a safety plug.
  • the safety plug can have a plug latch for engaging the operating mode plug in the interface.
  • the safety plug can have a loss protection to protect a plugged-in state in the interface. Such additional mechanical features of the operating mode plug can make the operation of a vehicle with the system even safer, in order to provide various options for the operating modes.
  • the operating mode switch can be designed as a key switch. In this way, a group of users can advantageously be restricted in such a way that a different selection of operating modes that can be selected with a respective key is available with different keys. In other words, the operating mode plug can be switched with different keys for this purpose.
  • the system can have a voltage converter.
  • the voltage converter can be arranged in series in the circuit after one of the operating mode plugs.
  • a vehicle electrical system voltage for example 48V
  • the voltage converter can be designed as a DC voltage converter.
  • the system can have at least one emergency stop switch and a safety control device which interacts with this and which can bring about an emergency stop of the vehicle as a function of manual actuation of one of the at least one emergency stop switch.
  • the vehicle In response to the emergency stop command, the vehicle can be manually put into a safe state in a dangerous situation or to avert danger.
  • a power supply or power supply in the circuit can be interrupted by a main drive source.
  • a power supply to the safety control device cannot be dependent on a switch position of the operating mode switch.
  • an independent or permanent energy supply of the safety control device can be ensured in order to bring about an emergency stop regardless of a selected operating mode with the at least one emergency stop switch.
  • an emergency stop transmitter and an emergency stop receiver can also interact with the safety control device.
  • FIG. 1 shows a circuit for explaining a respective embodiment of the method and the system for switching an operating mode.
  • FIG. 2 shows a flowchart with method steps to explain the method.
  • a circuit 100 is shown in FIG.
  • the circuit 100 is designed as an integral part of an overall vehicle concept of a floor conveyor vehicle, not shown in the figures.
  • the circuit 100 has a travel drive circuit 80 of the industrial truck, which is designed as a 48V drive train circuit.
  • the circuit 100 also has a control device circuit 90 connected to the traction drive circuit 80, which control device circuit is designed as a 12V control device supply circuit.
  • control device circuit 90 is designed as a 24 V control device supply circuit.
  • an operating mode switch 50 is provided between the drive circuit 80 and the control device circuit 90, which is designed as a key switch in one embodiment.
  • the operating mode switch 50 is available in four different switch positions M1, M2, M3, M4 switchable to operate the industrial truck in four different operating modes depending on the selected switch position M1, M2, M3, M4.
  • the Fahran drive circuit 80 is closed when a Fahran drive plug 1 10 that can be arranged in series in the drive circuit 80 is plugged in.
  • the traction drive plug is designed as a logging operating mode plug.
  • the traction drive plug 110 has four connections (not shown). Two of the four connections are assigned to the travel drive circuit 80 and designed as an input and output for the travel drive circuit 80 in order to bridge it. The two other connections of the four connections are assigned to the control device circuit 90. When plugged in, the traction drive plug 110 thus functions as a bridge plug to close the traction drive circuit 80.
  • a drive on the industrial truck is enabled by a drive control device 74 arranged in series in the traction drive circuit 80 when a driver is on the industrial truck.
  • the drive control device 74 has a master control device 74a and a slave control device 74b.
  • the control device circuit 90 is the 24V control device supply circuit
  • the voltage converter 120 is designed as a 48V / 24V voltage converter.
  • the drive circuit 80 can be closed if the drive plug 110, which can be arranged in series in the drive circuit 80, is plugged in.
  • a travel drive of the industrial truck is but not released or blocked by the drive control device 74 arranged in series in the traction drive circuit 80.
  • a power supply of control units 130 in the control unit circuit 90 is also interrupted in the second switch position M2 via the voltage converter 120 arranged serially after the inserted traction drive connector 110 in the traction drive circuit 80.
  • control devices 130 of control device circuit 90 are supplied with voltage by an external power supply 91, which is designed as an external 12 V power supply, when a measurement mode plug 140 that can be arranged in series in traction drive circuit 80 is plugged.
  • the external voltage supply 91 is an external 24V voltage supply.
  • the external voltage supply 91 is a 220V / 12V voltage converter or a 220V / 24V voltage converter.
  • the measurement mode plug 140 has four connections (not shown). Two of the four connections are assigned to the control device circuit 90 and designed as an input and output for the control device circuit 90 in order to bridge it.
  • the two other connections of the four connections are assigned to the traction drive circuit 80, but are not designed as an input and output for the traction drive circuit 80 in order to bridge it. If the operating mode switch 50 is switched to the second switch position M2, the industrial truck can be operated in a trade fair operation.
  • a third switch position M3 of the operating mode switch 50 the drive circuit 80, as in the first switch position M1, is closed and enabled when the drive plug 110, which can be arranged in series in the drive circuit 80, is plugged in.
  • a travel drive of the industrial truck is, as in the first switch position M1, released by the drive control device 74 arranged in series in the travel drive circuit 80 when a driver is on the industrial truck.
  • control devices 130 in the control device circuit 90 are supplied with current via the voltage converter 120 arranged in series after the inserted drive connector 110 in the drive circuit 80 provided. If the operating mode switch 50 is switched to the third switch position M3, the industrial truck can be operated in a non-automated ferry operation, which corresponds to a logging operation.
  • the difference to normal operation in the first switch position M1 is that, in logging operation, measurement data for a subsequent automated operation of the industrial truck can be recorded with the controllable control devices 130.
  • a fourth switch position M4 of the operating mode switch 50 the Fahran drive circuit 80, as in the first and third switch positions M1, M3, is closed and enabled when the traction drive connector 1 10, which can be arranged in series in the traction drive circuit 80, is inserted.
  • control devices 130 in the control device circuit 90 are supplied with power via the voltage converter 120 arranged serially after the inserted traction drive connector 1 10 in the traction drive circuit 80, as in the third switch position M3. If the operating mode switch 50 is switched to the fourth switch position M4, the industrial truck can be operated in an automated ferry mode.
  • the difference to the logging operation in the third switch position M3 is that the measurement data that can be recorded in automated operation are used directly for the automated operation of the industrial truck. Measurement data recorded in a logging operation can also be used in the automated operation of the floor conveyor vehicle.
  • the traction drive circuit 80 includes components arranged in a serial path.
  • the traction drive circuit 80 has a vehicle battery 82 which is designed as a 48V vehicle battery.
  • the vehicle battery 82 is connected in series in the traction drive circuit 80 with a contactor 40, which is designed as a 48V main contactor, and an ignition lock 42, which can be actuated with an ignition key.
  • the ignition lock 42 releases the traction drive circuit 80 if the ignition lock in the ignition lock 42 is turned or inserted.
  • the ignition lock 42 separates the traction drive circuit 80 if the ignition key in the ignition lock 42 is turned back or withdrawn.
  • the contactor 40 is also connected in series to an emergency-off switch 20, which can be actuated by a user not shown in the figures and is designed as a manual emergency-off vehicle switch. The contactor 40 disconnects the traction drive circuit 80 if it has been opened in response to the emergency stop switch 20 being actuated.
  • an emergency-off switch 20 which can be actuated by a user not shown in
  • Contactor 40 is also serially connected to at least one further emergency stop switch 21 that can be actuated by the user not shown in the figures. In one embodiment, up to five further emergency stop switches 21 are connected in series. Of the
  • Contactor 40 also disconnects the travel drive circuit 80 if it has been opened in response to the actuated at least one further emergency stop switch 21.
  • the circuit 100 also has an emergency stop receiver 12, which can be activated with an emergency stop command 2 in a radio-based manner by an emergency stop transmitter 10 that can be operated by the user.
  • the emergency stop receiver 12 is connected to the travel drive circuit 80.
  • the user can therefore either operate the emergency stop transmitter 10, the emergency stop switch 20 or one of the other emergency stop switches 21 in order to bring about an emergency stop of the industrial truck.
  • the travel drive circuit 80 is disconnected via the contactor 40. This also eliminates the need to supply vehicle control devices that have a steering control device 72 and the drive control device 74.
  • a safety control device 60 is provided in the circuit 100, which is connected to the emergency stop receiver 12 and a safety relay 30.
  • the safety relay 30 separates the traction drive circuit 80 if it is open in response to the emergency stop command 2 received from the emergency stop receiver 12.
  • a function control device 62 for non-safety-relevant functions is provided in the circuit 100 and is connected to a function relay 32.
  • the function relay 32 also disconnects the traction drive circuit 80 if it is opened in response to a command from the function control device 62 (not shown). In one embodiment, such a command is issued by the function control device 62 when it detects an obstacle and the industrial truck is to be braked by disconnecting the travel drive circuit 80.
  • the inserted traction drive plug 110 is also arranged in series upstream of the voltage converter 120.
  • the traction drive connector 1 10 has two plug-in states as a jumper plug with a plugged-in state and a non-plugged-in state.
  • the traction drive plug 110 optionally has a catch and / or a captive device (both not shown) for securely plugging in the traction drive plug 110.
  • the driving drive circuit 80 after the inserted traction drive plug 1 10 of the voltage converter 120 is arranged in series. This is designed as a 48V / 12V voltage converter or a 48V / 24V voltage converter to provide the control devices 130 in the control device circuit 90 with a correspondingly converted 12V voltage or 24 voltage.
  • the operating mode switch 50 is connected to the drive circuit 80 via the voltage converter 120.
  • the operating mode switch 50 has, in addition to the four described switch positions M1, M2, M3, M4, a relay logic 52 which is connected to the drive control device 74 and the safety control device 60 for their activation or energization.
  • the trade fair mode plug 140 can be arranged in series in the travel drive circuit 80, the travel drive circuit 80 then being separated by the trade fair mode plug 140.
  • the measurement mode plug 140 has measurement logic 142 which is connected to the control devices 130 in the control device circuit 90. If the measurement mode plug 140 is plugged in, selected measurement mode control devices 92 from the control devices 130 in the control device circuit 90 are supplied with power from the external power supply 91.
  • the trade fair mode plug 140 optionally has a catch and / or a securing device (both not shown) for the secure insertion of the trade fair mode plug 140.
  • FIG. 2 shows a flowchart with steps S1 to S5 of a method for switching a logging operating mode for an automatically operated industrial truck.
  • a connector selection is carried out in a first step S1. Either the traction drive connector 110 or the fair mode connector 140 is selected, which is shown in the circuit 100 of the industrial truck shown in Figure 1, as described, can be plugged.
  • step S2 energy is provided.
  • the energy is provided by plugging in the traction drive plug 110 or measurement mode plug 140 selected in step S1.
  • step S3 the control devices 130 are supplied with energy.
  • the operating mode switch 50 is manually switched to one of its switching positions M1, M2, M3, M4 on the industrial truck as described. For the logging operation, the operating mode switch 50 is switched to the third switch position M3.
  • a fourth step S4 an automated operating mode selection takes place on the industrial truck.
  • the operating mode selection is based on whether the traction drive connector 110 or the measurement mode connector 140 is plugged in and in which switching position M1, M2, M3, M4 the operating mode connector is switched. If the logging mode is switched with the operating mode switch 50 in the third step S3, the logging mode is selected. In a fourth step S5, the industrial truck is operated in the selected operating mode.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande permettant de commuter un mode de fonctionnement d'enregistrement pour un véhicule à fonctionnement automatique. Dans un circuit du véhicule, l'alimentation en énergie d'au moins un composant du véhicule est effectuée en fonction d'une position de commutation actuelle d'un commutateur de mode de fonctionnement ayant au moins trois positions de commutation pour commuter et sélectionner le mode de fonctionnement d'enregistrement parmi un mode de fonctionnement automatisé, un mode de fonctionnement non automatisé et le mode de fonctionnement d'enregistrement. Le véhicule est au moins partiellement actionné manuellement par un conducteur lorsque le mode d'enregistrement est commuté et sélectionné.
PCT/EP2020/055643 2019-03-08 2020-03-04 Procédé et dispositif de commande pour la commutation d'un mode de fonctionnement de l'enregistrement WO2020182561A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203209.5A DE102019203209B4 (de) 2019-03-08 2019-03-08 Verfahren und Steuereinrichtung zum Schalten eines Logging-Betriebsmodus
DE102019203209.5 2019-03-08

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WO2020182561A1 true WO2020182561A1 (fr) 2020-09-17

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CN114030358A (zh) * 2021-12-02 2022-02-11 奇瑞商用车（安徽）有限公司 一种纯电动汽车高压互锁控制系统

Citations (3)

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Publication number Priority date Publication date Assignee Title
US20120239238A1 (en) * 2011-03-18 2012-09-20 Harvey Dean S Communication technique by which an autonomous guidance system controls an industrial vehicle
EP2810914A1 (fr) * 2013-06-07 2014-12-10 BT Products AB Chariot de manutention
WO2019002784A1 (fr) * 2017-06-29 2019-01-03 Compagnie Generale Des Etablissements Michelin Système de commande d'un chariot élévateur a fourche a plusieurs modes de fonctionnement

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Publication number Priority date Publication date Assignee Title
US10061314B2 (en) 2016-08-15 2018-08-28 Ford Global Technologies, Llc Enhanced vehicle operation
DE102017110020A1 (de) 2017-05-10 2018-11-15 Valeo Schalter Und Sensoren Gmbh Verfahren zum Betreiben eines Fahrerassistenzsystems eines Kraftfahrzeugs zum Manövrieren des Kraftfahrzeugs in einem fahrbaren Bereich, Fahrerassistenzsystem sowie Kraftfahrzeug
US10543853B2 (en) 2017-07-05 2020-01-28 Toyota Motor Engineering & Manufacturing North America, Inc. Systems and methods for providing collaborative control of a vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120239238A1 (en) * 2011-03-18 2012-09-20 Harvey Dean S Communication technique by which an autonomous guidance system controls an industrial vehicle
EP2810914A1 (fr) * 2013-06-07 2014-12-10 BT Products AB Chariot de manutention
WO2019002784A1 (fr) * 2017-06-29 2019-01-03 Compagnie Generale Des Etablissements Michelin Système de commande d'un chariot élévateur a fourche a plusieurs modes de fonctionnement

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DE102019203209A1 (de) 2020-09-10

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