WO2022201055A1

WO2022201055A1 - Variable-length drawbar, vehicle, vehicle convoy, control device, and method for operating a vehicle in relation to a guide object

Info

Publication number: WO2022201055A1
Application number: PCT/IB2022/052649
Authority: WO
Inventors: Markus Werle; Kai Kreisköther; Fabian Kober
Original assignee: DroidDrive GmbH
Priority date: 2021-03-23
Filing date: 2022-03-23
Publication date: 2022-09-29
Also published as: DE102021107250B3

Abstract

The invention relates to a variable-length drawbar (50) for coupling a vehicle (1), comprising a first drawbar element (51) and a second drawbar element (52), which can be moved relative to the first drawbar element (51), and a sensor device (40), which is designed to sense an operating state of the vehicle (1) and to provide said operating state to a control device (30) and/or a secondary operation control unit (32) for electrically controlling the vehicle, the sensor device (40) comprising: a first sensor unit (41), which is designed to sense the position of the vehicle (1) in relation to a guide object (2), the first sensor unit more particularly being designed to sense a position change between the first and second drawbar elements (51, 52), and/or at least one second sensor unit (42), which is designed to sense an end position of the vehicle (1) in relation to the guide object (2), the at least one second sensor unit more particularly being designed to sense an end-position extension of the drawbar (50) and/or an end-position compression of the drawbar (50), characterized in that the first and second sensor units (41, 42) are electrical sensor units.

Description

Variable-length drawbar, vehicle, convoy of vehicles, control device, method for operating a vehicle in relation to a guide object

The invention relates to a drawbar that is variable in length for coupling a vehicle to a guide object. Furthermore, the invention relates to a vehicle for the transport of objects and/or people and a vehicle convoy. The invention also relates to a method for operating a vehicle in relation to a guide object. Furthermore, the invention relates to a secondary operation control unit and a control device. Finally, the invention relates to a computer program.

For urban logistics, vehicles designed as motor-driven trailers are known, which are coupled to a guide object, for example a bicycle. These trailers can have drawbars with load cells, for example, in order to control the motor-driven trailer as a function of a detected force in relation to the guide object, ie to drive or brake the motor-driven trailer accordingly. Such trailers are known, for example, from US 2012/0037435 A1 or US 8,365,849 B2. However, such load cells are sensitive to environmental influences. They are therefore less suitable for the reliable and safe operation of motor-driven trailers in road traffic or can only be implemented in practice for safe operation with complex control arithmetic. It is known to control motor-driven trailers in relation to a guide object as a function of a distance measurement of the change in length of the drawbar. A motor-driven trailer of this type and a corresponding control method are described, for example, in EP 3 416 860 B1. For reasons of operational and traffic safety, it is known to carry out mechanically actuated braking on such a trailer with an electrically actuated brake and with a mechanical trigger.

The use of these two different physical operating principles has the advantage that the motor-driven trailer is also braked when the trailer is de-energized due to the mechanical trigger. A disadvantage, however, is that the mechanical trigger for the mechanically actuated braking, i.e. for the reliable and safe transmission of the actuating forces, must be designed to be correspondingly robust. This leads to a higher unladen weight of the vehicle and thus minimizes the possible payload weight. Furthermore, such a trigger is to be arranged on or in the area of the drawbar in order to trigger the mechanically actuated braking as a function of the change in length of the drawbar. This can negatively affect the balance and thus the handling of the trailer. Furthermore, such a mechanical trigger requires additional space, which is contrary to a compact design of trailers, which is necessary for urban logistics. Furthermore, the development of the kinematics of such a mechanical release, its production and also its maintenance and repair is expensive. This leads to comparatively high production and operating costs for the trailer.

In particular, the mechanical trigger for the mechanically actuated braking, which is actually provided for safe operation of the trailer, can become a safety risk when the trailer is in operation if it is not serviced regularly. This can, for example, lead to the mechanical trigger becoming stuck due to rust and dust, so that mechanically actuated braking does not trigger if the electrically actuated braking fails and the trailer is therefore not brought into a safe operating state - i.e. standstill. In the worst case, such a failure leads to property damage and personal injury.

In this respect, it is an object of the present invention to provide a length-variable drawbar, a vehicle, a vehicle convoy, a method, a secondary operating control unit, a control device and/or a computer program, which represent an improved solution compared to the prior art. In particular, the invention is based on the object of providing a variable-length drawbar, a vehicle, a convoy of vehicles, a method, a secondary operation control unit, a control device and/or a computer program which enable safer operation of the vehicle on the road, regardless of the operating condition of the vehicle, in particular regardless of the type of guide object. In addition and/or alternatively, the invention is also based in particular on the object of providing a variable-length drawbar, a vehicle, a convoy of vehicles, a method, a secondary operating control unit, a control device and/or a computer program which enable a simpler and more cost-effective construction of the vehicle.

According to a first aspect of the invention, the object is achieved with a drawbar that is variable in length for coupling a vehicle to a guide object according to claim 1 . In the present case, the vehicle is in particular an electrically operated vehicle. The vehicle is in particular a trailer or a transport vehicle for transporting loads. Loads are objects and/or one or more people. An object is, for example, a package, a letter, a meal delivery or other transport goods. A person is also, for example, a person in a wheelchair, a person with a walking aid, for example a cane, a walker, a rollator or walker, or a person in a baby carriage and/or a person with a baby carriage and the like.

Types or types of the guide object are, for example, a towing vehicle, for example a bicycle and/or a motor-driven towing vehicle, or a person. Furthermore, it can be preferred that the guidance object is another vehicle described herein according to an aspect of the invention and/or a preferred embodiment thereof.

The variable-length drawbar comprises a first drawbar element and a second drawbar element, which is arranged such that it can move relative to the first drawbar element. The first and second drawbar elements are preferably arranged such that they can be moved in a translatory manner in relation to one another. In particular, the first and second drawbar elements are arranged such that they can be moved in a translatory manner relative to one another in the direction of travel. The first drawbar element is preferably at least partially guided and/or supported within the second drawbar element, or vice versa. Since the drawbar elements are arranged such that they can be moved in relation to one another, the drawbar is essentially a force-free drawbar. A force-free drawbar is, in particular, a drawbar that transmits no force or a small amount of force.

A small force is in particular a force less than 20N, 10N, 5N or 1N. By the drawbar elements are arranged in particular along an axis to each other translationally relatively movable, ie are variable in length, the drawbar along the Axis essentially power-free. The drawbar thus essentially does not transmit any forces, at least in the direction of movement.

The variable-length drawbar also includes a sensor device. The sensor device is designed to detect an operating state of the vehicle and to provide it to a control device and/or a secondary operating control unit for electrical control of the vehicle. The sensor device is designed in particular to transmit the detected operating state of the vehicle to a control device and/or a secondary operating control unit in a wired or wireless manner. The control device and/or the secondary operation control unit are designed in particular to control the vehicle, preferably the braking device and/or the drive device.

The operating state corresponds to a position of the vehicle in relation to the guide object, and/or a speed of the vehicle in relation to the guide object, and/or an acceleration of the vehicle in relation to the guide object, and/or an end position state or several end position states of the vehicle Reference to the guide object, and/or an emergency operating state, and/or a convoy operating state. The convoy operating state corresponds to at least the following states: the vehicle is coupled to another vehicle, in particular virtually coupled, and/or the vehicle is coupled to a guidance object, and/or the convoy operating state depends on the type or type of coupled guidance object.

The vehicle has a specially designed sensor device for a virtual coupling of a vehicle to another vehicle or guide object. In particular, the sensor device includes a lidar system and/or a radar system and/or a camera system. The operating state of the vehicle in relation to the other vehicle or guide object is detected by means of the sensor device. In particular, the virtual coupling of a vehicle to another vehicle or guide object is not or does not include a mechanical coupling. The virtual coupling is created by an initialization, for example by a radio signal from a handheld, smartphone or the like, a gesture or an acoustic signal. After the initialization, the operating state of the vehicle in relation to the guidance object is detected by means of the sensor device and the vehicle is operated accordingly, so that it follows the guidance object.

The position of the vehicle in relation to the guidance object is in particular a distance of the vehicle in relation to the guidance object. Additionally or alternatively, the position of the vehicle in relation to the guidance object is in particular a direction or orientation of the vehicle in relation to the guidance object. The direction or orientation of the vehicle in The reference to the guide object can be represented, for example, by specifying a rotation angle. The angle of rotation can in particular correspond to a steering angle of the vehicle. In particular, the position of the vehicle in relation to the guide object corresponds to a length, a length range or a change in length of the drawbar in relation to a neutral position. Additionally or alternatively, the position of the vehicle in relation to the guide object corresponds to a rotation angle, a rotation angle range or a change in the rotation angle of the drawbar in relation to a neutral position. The neutral position is present, for example, when the drawbar is neither stretched nor compressed and extends in the direction of travel when the vehicle is traveling straight ahead.

The position of the vehicle in relation to the guide object is preferably described in a polar coordinate system, in particular using circular, cylindrical or spherical coordinates, using the distance and/or the angle of rotation. In order to determine the position of the vehicle in relation to the guide object, the zero point of such a polar coordinate system can be placed in a virtual or physical coupling point of the vehicle or of the guide object. Alternatively, a Cartesian coordinate system can also be used as a basis for determining the position.

A primary and/or secondary operating state corresponds to a specific form and/or form characteristic of the position of the vehicle in relation to the guide object and/or the speed of the vehicle in relation to the object to be defined

Guide object, and / or the acceleration of the vehicle in relation to the

Guide object, and/or the end position or several end positions of the vehicle in relation to the guide object, and/or the emergency operating state, and/or the convoy operating state. In particular, a primary and/or secondary operating state corresponds to a length, a length range or a change in length of the drawbar and/or an angle of rotation, a range of angle of rotation or a change in the angle of rotation of the drawbar in relation to the neutral position.

A primary position of the vehicle in relation to the guide object and/or a primary speed of the vehicle in relation to the guide object and/or a primary acceleration of the vehicle in relation to the guide object and/or a primary end position state preferably form a primary end position distance, or several primary end position states, in particular primary end position distances, of the vehicle in relation to the guide object, and/or a primary emergency operating state, and/or a primary convoy operating state, a specified primary characteristic and/or a primary characteristic combination of the primary operating state. Preferably form a secondary position of the vehicle in relation to the guidance object, and/or a secondary Speed of the vehicle in relation to the guide object, and/or a secondary acceleration of the vehicle in relation to the guide object, and/or a secondary end position state, in particular a secondary end position distance, or several secondary end position states, in particular secondary end position distances, of the vehicle in relation to the Management object, and/or a secondary emergency operating state, and/or a secondary convoy operating state, a specified secondary characteristic and/or secondary variant combination of the secondary operating state.

In particular, the primary position corresponds to a primary distance and/or a primary angle of rotation. The primary distance can correspond to a primary minimum and/or maximum distance of the vehicle in relation to the guidance object. In particular, the primary distance corresponds to a primary distance deviation in relation to a neutral position, in particular a target distance, of the vehicle in relation to the guidance object. The primary turning angle may correspond to a primary minimum and/or maximum angle of the vehicle in relation to the guidance object. Furthermore, it is preferred that the primary angle of rotation corresponds to a primary angle of rotation deviation in relation to a neutral position, in particular a target angle, of the vehicle in relation to the guide object.

A primary speed to be defined is preferably between a primary minimum and/or maximum speed of the vehicle in relation to the guidance object. In particular, the primary speed to be defined corresponds to a primary speed deviation in relation to a target speed of the vehicle in relation to the guidance object. A primary acceleration to be defined preferably lies between a primary minimum and/or maximum acceleration of the vehicle in relation to the guide object. In particular, the primary acceleration to be defined corresponds to a primary acceleration deviation in relation to a target acceleration of the vehicle in relation to the guide object.

A primary end position state corresponds to a primary minimum and/or maximum distance and/or a primary minimum and/or maximum angle of the vehicle in relation to the guide object. A secondary end position state corresponds to a secondary minimum and/or maximum distance and/or a secondary minimum and/or maximum angle of the vehicle in relation to the guide object.

Preferably, the primary maximum distance is smaller than the secondary maximum distance. Furthermore, it is preferred that the primary minimum distance is greater than the secondary minimum distance. In particular, the primary distance deviation is smaller than the secondary distance deviation. Preferably the primary maximum angle is smaller than the secondary maximum angle. Furthermore, it is preferred that the primary minimum angle is larger than that secondary minimum distance. In particular, the primary angle of rotation deviation is smaller than the secondary angle of rotation deviation.

A primary operating state is preferably present when the detected distance and/or angle of rotation is between the primary minimum and maximum distance and/or the primary minimum and maximum angle. In particular, there is no primary operating state if the detected distance and/or angle of rotation is not between the primary minimum and maximum distance and/or the primary minimum and maximum angle. There is preferably no primary operating state if the detected distance and/or the detected rotation angle is between the primary minimum distance and the secondary minimum distance and/or is between the primary maximum distance and secondary maximum distance and/or is between the primary minimum angle and the secondary minimum angle and /or is between the primary maximum angle and secondary maximum angle. Furthermore, it can be preferred that a primary operating state is present if not a primary one

end position is present. A primary end position state does not exist in particular if the detected distance does not correspond to the primary minimum and/or maximum distance and/or does not correspond to the primary minimum and/or maximum angle.

In particular, there is a secondary operating state when the detected distance is between the secondary minimum and maximum distance and/or the secondary minimum and maximum angle. A secondary operating state is particularly preferred when the detected distance is between the secondary minimum distance and the primary

Minimum distance is and/or is between the secondary maximum distance and the primary maximum distance and/or is between the secondary minimum angle and the primary minimum angle and/or is between the secondary maximum angle and the primary maximum angle. In particular, there is a secondary operating state when the detected distance corresponds to the secondary minimum and/or maximum distance and/or the secondary minimum and/or maximum angle. Furthermore, a secondary operating state is preferably present when the emergency operating state is present.

Preferably, the primary maximum distance is smaller than the secondary maximum distance. Furthermore, it is preferred that the primary minimum distance is larger than the secondary minimum distance. In particular, the primary maximum angle is also smaller than the secondary maximum angle. Furthermore, it is preferred that the primary minimum angle is larger than the secondary minimum angle.

The description relates in particular to operation of the vehicle in a forward drive. In forward travel, it is preferable for the vehicle to follow the guidance object follows. Operating the vehicle in reverse may also be preferred. When reversing, it is provided that the guide object follows the vehicle.

It is to be understood that the vehicle, in particular the drive device and/or braking device, is operated depending on the direction of travel. For example, if the distance between the vehicle and the guide object increases when driving forward, i.e. the drawbar is stretched, for example, the vehicle can be accelerated to a higher speed. When reversing, on the other hand, if the distance between the vehicle and the vehicle increases, it is preferably provided that the vehicle is braked. If, on the other hand, the distance between the vehicle and the guide object decreases when driving forward, i.e., for example, if the drawbar is compressed, then the vehicle can be braked. Accordingly, when reversing, it would be preferable to accelerate the vehicle to a higher speed.

The specified primary operating state is preferably different from the specified secondary operating state. It can be preferred that the specified primary operating state corresponds to the specified secondary operating state and vice versa.

The drawbar is a variable-length drawbar. In particular, the drawbar is variable in length, starting from a neutral position. The neutral position corresponds in particular to a target distance between a vehicle and a guide object coupled to the vehicle. Starting from the neutral position, the drawbar can be lengthened, i.e. stretched, or shortened, i.e. compressed. Preferably, the drawbar can be stretched by at least 10mm, 50mm, 100mm, 150mm, 200mm, 250mm, 300mm, 350mm, 400mm, 450mm, 500mm or more. These stretch values are preferably a primary and/or secondary maximum distance. Preferably, the primary maximum distance is smaller than the secondary maximum distance. In particular, the stretching values correspond to a primary and/or secondary maximum end position distance. The primary maximum end position distance is preferably smaller than the secondary maximum end position distance.

Additionally or alternatively, the drawbar can be compressed by at least 10mm, 50mm, 100mm, 150mm, 200mm, 250mm, 300mm, 350mm, 400mm, 450mm, 500mm or more. In relation to the neutral position, the drawbar preferably has one of ±50 mm, ±100 mm, ±200 mm, ±300 mm, ±400 mm, ±500 mm, ±600 mm or more. These compression values are preferably a primary and/or secondary minimum distance. Preferably, the primary minimum distance is greater than the secondary minimum distance. In particular, the compression values correspond to a primary and/or secondary minimum end position distance. The primary minimum end position distance is preferably greater than the secondary minimum end position distance. The drawbar can be pivoted about an axis of rotation. In particular, the drawbar can be rotatably mounted starting from a neutral position. Starting from the neutral position, the tiller can be rotated about the axis of rotation in a positive and negative direction. Starting from the neutral position, the drawbar can preferably be rotated by at least ±10°, ±30°, ±50°, ±70°, ±90°, ±100° or more. These rotation angle values are preferably a primary and/or secondary minimum and/or maximum angle. Preferably the primary maximum angle is smaller than the secondary maximum angle. Further preferably, the primary minimum angle is greater than the secondary minimum angle. In particular, the angle of rotation values correspond to a primary and/or secondary minimum and/or maximum end position angle. The primary maximum end position angle is preferably smaller than the secondary maximum end position angle. Furthermore, the primary minimum end position angle is preferably greater than the secondary minimum end position angle.

The sensor device has a first and second sensor unit. The first sensor unit is designed to detect the position of the vehicle in relation to a guide object. In particular, the first sensor unit is designed to detect a change in position between the first and second drawbar element. The second sensor unit is designed to detect an end position of the vehicle in relation to the guided object.

In particular, the second sensor unit is designed to detect an end position extension of the drawbar and/or an end position compression of the drawbar.

Preferably, the sensor device is or comprises an electrical and/or electromagnetic and/or magnetic and/or inductive and/or optical and/or capacitive and/or radio-based sensor device. In particular, the sensor device is not or does not include a mechanical sensor device, preferably not an exclusively mechanical sensor device.

The first and second sensor units of the sensor device are electrical sensor units. It can be preferred that the electrical sensor units are, in particular, electronic sensor units.

An electrical sensor unit is or includes an electrical and/or electromagnetic and/or capacitive and/or inductive and/or radio-based sensor unit. In particular, an electrical sensor unit is not or does not include a mechanical sensor unit, preferably not an exclusively mechanical sensor unit. In particular, such sensor units detect the operating state on the basis of electrical and/or electromagnetic and/or magnetic and/or inductive and/or optical and/or opto-electrical and/or capacitive and/or radio-based operating principles. Preferably, electrical sensor units do not sense the operating condition based on any mechanical principle or mechanism of operation. Furthermore, electrical sensor units preferably provide the detected operating state as an electrical signal. On the basis of such an electrically provided signal, the vehicle, for example a drive and/or braking device of the vehicle, can then be controlled depending on the detected operating state of the vehicle. An electrical signal is, for example, a voltage or a current.

The first sensor unit is preferably a displacement sensor, in particular a linear displacement sensor. In particular, the first sensor unit is an inductive linear displacement sensor. Furthermore, it is preferred that the second sensor unit is a limit switch. The second sensor unit is preferably a radio-based limit switch, in particular one based on RFID technology. In particular, it can also be preferred that the second sensor unit is a displacement sensor, in particular a linear displacement sensor. Furthermore, it may instead be preferred that the first and/or second sensor unit comprises a lidar system and/or a radar system and/or a camera system.

It may be preferred that the sensor device further comprises a speed sensor for detecting the speed of the vehicle in relation to the guidance object, and/or an acceleration sensor for detecting the acceleration of the vehicle in relation to the guidance object, and/or a convoy operation detection unit for detecting a convoy operating state . The convoy operating states include, in particular represent, whether the vehicle is coupled to another vehicle, in particular is virtually coupled, and/or whether the vehicle is coupled to a guidance object, in particular is virtually coupled, and/or to which type or type of Guide object is coupled to the vehicle. If, for example, a bicycle is detected as a guide object, it may be preferable to operate the vehicle "more tightly", i.e. with a small time delay. If, on the other hand, a person is detected as the guiding object, for example, it may be preferable to operate the vehicle “more gently”, i.e. with a greater time delay compared to the tighter operation.

It can be preferred that the drawbar has a fastening device for fastening the drawbar to the vehicle. The fastening device preferably comprises a swivel joint for the articulated mounting of the drawbar on the vehicle. The fastening device is designed in particular to prevent translational relative movements between the drawbar and the vehicle. The swivel joint allows rotary movement around one, two or three axes. Furthermore, it can be preferred that the drawbar has a coupling device for coupling the drawbar to the other vehicle or guide object. The coupling device is preferably designed as a detachable coupling device. For example, the coupling device has a bayonet catch as a releasable fastening or locking mechanism. This has the effect that a vehicle can be coupled or uncoupled quickly and easily with the other vehicle or guide object by means of the drawbar.

It can also be preferred that the coupling device has a rotary joint or that a rotary joint is arranged adjacent to the coupling device on the drawbar. This swivel joint is designed to allow the drawbar to move in a substantially vertical direction. Furthermore, this has the advantage that the drawbar can be placed on the ground.

In a further preferred embodiment variant of the drawbar, it comprises a release unit for connecting the drawbar to the vehicle or the guide object, which is arranged and configured so that when a predefined tensile force between the drawbar and the vehicle or the guide object is exceeded, the coupling between the drawbar and trigger the vehicle or between the drawbar and the guide object.

A triggering unit designed in this way has the advantage that the guide object is protected against excessive deceleration. The vehicle can decelerate significantly due to its weight, its braking system and possibly several wheels. If the guide object is, for example, a bicycle driven by a cyclist, heavy braking of the vehicle can result in the resulting deceleration posing a risk of injury to the cyclist. A cyclist is usually not buckled up and could lose contact with the bike and fall off due to the deceleration. Furthermore, an operator of the guide object can be exposed to other dangers, for example inside a passenger compartment.

The triggering unit reduces the risk of injury, since the vehicle is released from the guide object when the predefined tractive force is exceeded. The triggering unit is designed in particular in such a way that triggering is reversible.

It is preferred that the triggering unit has a ball driver, the ball being prestressed in accordance with the predefined tensile force. The tripping unit can act as a predetermined breaking point, for example. In addition, it is preferred that the triggering unit has a sensor for detecting a triggering. For example, it may be preferred that brakes of the vehicle are applied based on a sensor signal from this sensor to handle extraordinary tripping of the trip unit. This can be used, for example, to increase safety in the event of the trigger unit breaking. In addition, it can be preferred that the triggering unit has a magnet unit which holds two sections of the triggering unit together until the predefined tensile force is exceeded and is triggered when the predefined tensile force is exceeded. It is preferred that the coupling device comprises the triggering unit.

Since only electrical sensor units are used according to the invention, such a drawbar enables a compact design. By using two sensor units, the drawbar can be used to operate a vehicle to be coupled safely on the road. Since such a drawbar in particular does not require a specially developed mechanical trigger, but can be used instead of standard sensors, the drawbar according to the invention is inexpensive and enables low-maintenance operation.

In particular, the invention is based on the finding of the inventors that the force exerted by the vehicle on the guided object is minimized in comparison to known solutions, which increases safety. Furthermore, this design of the drawbar has the advantage that brake actuators of the vehicle can also be triggered by a pulse-like electrical triggering signal—for example by an activated ground contact switch as described below or a control logic—without a mechanical triggering force acting at the same time.

According to a preferred embodiment, the drawbar has a control device and/or a secondary operation control unit. The control device is designed to generate a primary operating signal for the primary operation of the vehicle with a primary operating function when the detected operating state of the vehicle in relation to the guided object is present as the primary operating state and not as the secondary operating state. Preferably, the control device comprises the features of the control device claimed and described herein. The secondary operation control unit is designed to generate a secondary operation signal for the secondary operation of the vehicle with the secondary operation function when the detected operating state of the vehicle in relation to the guided object is present as a secondary operating state.

The control device and/or the secondary operating control unit are designed to compare the detected operating state with a specified primary and/or secondary operating state. Depending on whether a detected operating state is present as a primary operating state or as a secondary operating state, the control device generates a primary operating signal with the primary operating function for primary operation of the vehicle or the secondary operation control unit generates a secondary operation signal having the secondary operation function for the secondary operation of the vehicle. In particular, the control device and/or the secondary operation control unit are designed to electrically control the drive device and/or the braking device.

Preferably, the secondary operations controller includes the features of the secondary operations controller as claimed and described herein.

With such a drawbar, vehicles, regardless of their type, can be operated on the road, in particular a drive device and/or braking device can be controlled. In particular, vehicles that do not have a control device for controlling an operating state of the vehicle in relation to a guide object can be retrofitted with such a drawbar.

According to a further preferred development, the sensor device has a third sensor unit for activating the operation of the vehicle in an emergency operating state. The third sensor unit is preferably designed as an emergency stop switch. In particular, the third sensor unit is a floor contact switch and/or an emergency stop button. Depending on the signal from the third sensor unit, the emergency operating mode of the vehicle is activated. The vehicle's emergency operating mode is activated, for example, if the tiller falls on the ground. The third sensor unit has the effect that the vehicle is transferred to a safe state, for example, at least the braking device is de-energized when the emergency operating state of the vehicle is activated. As a result, damage to the other vehicle or guide object is avoided, or at least minimized. Furthermore, this reduces the risk of accidents, in particular the risk of falling and injury, for the guide object. Furthermore, the drawbar can simply be used again after it has come into contact with the ground.

According to a further preferred development, the drawbar comprises a separating device which is designed to separate the drawbar into two mechanically decoupled drawbar units when a limit force is exceeded. In this respect, the separating device is designed as a predetermined breaking point of the drawbar. The separating device is preferably designed to be reusable. In particular, the separating device is designed as a clutch.

This has the advantage that the vehicle coupled to the guide object is separated from the guide object when a limit force is exceeded. This avoids damage to the guide object, but at least minimizes it. Furthermore, this reduces the risk of accidents, in particular the risk of falling and injury, for the guide object. Furthermore, the drawbar can be reused easily and inexpensively after a triggered separation of the separating device.

According to a further aspect of the invention, the object is achieved by a vehicle for the transport of objects and/or people according to claim 5.

The vehicle includes a braking device and a driving device for operating the vehicle in a primary mode or a secondary mode. Furthermore, the vehicle comprises a control device which is designed to operate the vehicle with a primary operating function in the primary mode and a secondary operating control unit which is designed to operate the vehicle with a secondary operating function in the secondary mode. Furthermore, the vehicle includes a sensor device, which is designed to detect an operating state of the vehicle in relation to a guide object and to make it available to the control device and/or the secondary operating control unit. The vehicle is characterized in that the control device is designed to generate a primary operating signal for the primary operation of the vehicle with the primary operating function when the detected operating state of the vehicle in relation to the guide object is present as the primary operating state and not as the secondary operating state, and the secondary operating control unit is formed to generate a secondary operation signal for the secondary operation of the vehicle with the secondary operation function when the detected operating state of the vehicle is present in relation to the guidance object as a secondary operating state.

The vehicle is designed to be operated in relation to the guidance object. The vehicle is preferably designed to be operated as a function of the guidance object. In particular, the vehicle is designed to be operated with the primary or secondary operating signal in relation to the guidance object, depending on whether a primary or a secondary operating state is present.

It is preferred that the vehicle has two, three, four or more wheels. In particular, at least one, preferably two, three, four or more of the wheels are connected to the drive device and/or the braking device. Each wheel is preferably assigned a drive device and/or a braking device. It may be preferable for a drive device and/or a braking device to be assigned a plurality of wheels for driving and/or braking. In particular, in a preferred embodiment, the vehicle may have a single braking device for braking the wheels and/or a single driving device for driving the wheels. Furthermore, the vehicle preferably includes a steering device. The steering device is preferably coupled to two or more wheels. The steering device is or includes in particular a steering actuator. The steering actuator is, for example, an electric motor with or without a gear. The steering actuator can also be an electrohydraulic drive unit, for example. The steering device is preferably signal-coupled to the control device and/or the secondary operation control unit. In particular, the control device and/or the secondary operating control unit is designed to operate the steering device depending on the detected operating state.

In a longitudinal extension, the vehicle preferably has a vehicle length of at least 0.3 m, 0.4 m, 1 m, 1.5 m, 2 m, 2.2 m, 2.5 m, 3 m, 3.5 m, 4 m or more and/or a maximum vehicle length of 0.3m, 0.4m, 1m, 1.5m, 2m, 2.2m, 2.5m, 3m, 3.5m, 4m, 4.5m or 5m. Furthermore, it is preferred that the vehicle has a vehicle width of at least 0.3 m, 0.4 m, 0.5 m, 1 m, 1.5 m, 2 m, 2.2 m, 2.5 m or more in a transverse extension orthogonal to the longitudinal extension and/or a maximum vehicle width of 0.3m, 0.4m, 0.5m, 1m, 1.5m, 2m, 2.2m, 2.5m, 3m. In particular, the vehicle preferably has a vehicle length of 2.2 m and a vehicle width of 1 m.

Furthermore, it is preferred that the vehicle includes a container device for receiving the loads before transporting them. In particular, the container device comprises a shelf system and/or one or more boxes for receiving the loads for transport. The container device is preferably designed to supply and/or remove loads from one, two, three or more sides of the vehicle. It is preferred that the container device has a door for opening and closing the container device on a rear side and/or front side and/or on one or both sides. The container device preferably has a temperature control device for cooling and/or heating the loads to be transported. The temperature control device can have a cooling device for cooling the loads to be transported and/or a heating device for heating the loads to be transported. This has the advantage that different types of loads to be transported can be transported at the same time. In particular, it is possible, for example, to transport both meals that are to be kept warm and at the same time to be cooled, in particular deep-frozen foodstuffs, for example ice, or medicines, vaccines and the like.

The container device is preferably detachably attached to the vehicle. In particular, the container device is connected to the vehicle with a snap and/or plug and/or screw connection. This has the advantage that the container device is already loaded with letters and parcels at the starting position, for example at a mail distribution center can be equipped and when the vehicle arrives, the container device can be attached directly to the vehicle in order to transport the letters and parcels directly to a desired end position, for example a postal delivery center. In the end position, the container device, which is detachably attached to the vehicle, can be detached from the vehicle. This has the advantage that the vehicle can be used directly for further transport or, if necessary, can be connected to a charging station or is available for maintenance and repair work. In this respect, this preferred embodiment increases the availability of the vehicle in a particularly preferred manner and thus reduces the operating costs.

In particular, it can be provided that the vehicle has a load-carrying surface which is designed to receive loads and/or the container device and/or a Euro pallet and/or people. The load-carrying surface preferably has a surface length of at least 20 cm, 30 cm, 40 cm, 50 cm, 60 cm, 70 cm, 80 cm, 100 cm, 120 cm, 140 cm, 160 cm, 180 cm, 200 cm, 220 cm, 240 cm or 260 cm and/or a surface length in the direction of travel of the vehicle of a maximum of 20cm, 30cm, 40cm, 50cm, 60cm, 70cm, 80cm, 100cm, 120cm, 140cm, 160cm, 180cm, 200cm, 220cm, 240cm or 260cm. Furthermore, it is preferred that the load receiving surface has a surface width of at least 20 cm, 30 cm, 40 cm, 50 cm, 60 cm, 70 cm, 80 cm, 100 cm, 120 cm, 140 cm, 160 cm, 180 cm, 200 cm, 220 cm, 240cm or 260cm and/or a surface width of maximum 20cm, 30cm, 40cm, 50cm, 60cm, 70cm, 80cm, 100cm, 120cm, 140cm, 160cm, 180cm, 200cm 220cm, 240cm, 260cm. In particular, it is preferred that the load-bearing surface has a surface length of 120 cm and a surface width of 80 cm or 100 cm. The load-carrying surface for receiving the loads is preferably flat. It can be preferred that the load-carrying surface has a stepped design.

The vehicle is designed to transport loads of at least 50 kg, 100 kg, 150 kg, 200 kg, 250 kg, 300 kg, 350 kg, 400 kg, 450 kg, 500 kg, 1000 kg or 2000 kg. In particular, the container device is designed to accommodate loads of at least 50 kg, 100 kg, 150 kg, 200 kg, 250 kg, 300 kg, 350 kg, 400 kg, 450 kg, 500 kg, 1000 kg or 2000 kg for transport. The vehicle is designed to transport loads of a maximum of 50kg, 100kg, 150kg, 200kg, 250kg, 300kg, 350kg, 400kg, 450kg, 500kg, 1000kg or 2000kg. In particular, the container device is designed to accommodate loads of a maximum of 50 kg, 100 kg, 150 kg, 200 kg, 250 kg, 300 kg, 350 kg, 400 kg, 450 kg, 500 kg, 1000 kg or 2000 kg for transport. In particular, the container device encloses a transport volume for transporting the loads of at least 0.2m ³ , 0.3m ³ , 0.4m ³ , 0.5m ³ , 1m ³ , 2m ³ , 3m ³ , 4m ³ , 5m ³ , 6m ³ , ^7m3 , ^8m3 , 9m ³ , 10m ³ or more and/or of maximum 0.2m ³ , 0.3m ³ , 0.4m ³ , 0.5m ³ , 1m ³ , 2m ³ , 3m ³ , 4m ³ , 5m ³ , 6m ³ , 7m ³ , 8m ³ , 9m ³ , 10m ³ , 15m ³ or 20m ³ .

According to such a preferred embodiment of the vehicle, the vehicle can also be maneuvered particularly safely in tight traffic situations, for example on a narrow roadway or narrow streets, as is often the case in inner cities, particularly in the area of old towns. In particular, this has the advantage that such a vehicle can also be safely maneuvered in the area of traffic-calmed zones, in particular in pedestrian zones.

For the advantages, design variants and design details of the aspect of the invention relating to the vehicle and its developments, reference is also made to the preceding description of the corresponding features of the drawbar of variable length for coupling a vehicle to a guide object and the other aspects and corresponding developments of the invention. In particular, reference is made to the description of the drawbar with regard to the sensor device, the sensor units, the operation of a vehicle in relation to a guide object and the operating states. Unless expressly stated, the statements relating to the drawbar for mechanically coupling a vehicle to a guide object preferably also apply correspondingly to a vehicle virtually coupled to a guide object.

According to a preferred embodiment variant of the vehicle, the sensor device is an electrical and/or electromagnetic and/or optical and/or capacitive and/or radio-based sensor device, the sensor device in particular not being or comprising an exclusively mechanical sensor device.

In particular, this has the effect that the vehicle can be operated safely in traffic with sensors based exclusively on an electrical operating principle. In particular, compared to trailers that provide mechanically actuated braking by means of a mechanical trigger as an additional safety measure, such an embodiment results in savings in manufacturing and development costs and in the production of more compact vehicles.

According to a further preferred embodiment, the sensor device for detecting the operating state of the vehicle has a first sensor unit, which is designed to detect the position of the vehicle in relation to a guide object, and/or a second sensor unit, which is designed to detect an end position of the Vehicle to detect in relation to the guide object, and / or a third sensor unit for detecting the operation of the vehicle in an emergency operating state, and / or a speed sensor for detecting the speed of the vehicle in relation to the guidance object, and/or an acceleration sensor for detecting the acceleration of the vehicle in relation to the guidance object, and/or a convoy operation detection unit for detecting a convoy operating state. The convoy operating states include, in particular represent, that the vehicle is coupled to another vehicle, in particular is virtually coupled, and/or the vehicle is coupled to a guidance object, in particular is virtually coupled, and/or depends on the type of coupled guidance object.

In a further preferred development of the vehicle, it is provided that the first sensor unit has a displacement sensor, in particular a linear displacement sensor, and/or the second sensor unit has a limit switch, in particular a radio-based, preferably an RFID-based, limit switch, and/or the third sensor unit has an emergency stop switch, in particular a floor contact switch. Furthermore, it can be preferred that the first and/or second sensor unit comprises a lidar system and/or a radar system and/or a camera system.

According to a further preferred embodiment variant, the vehicle has a drawbar that is variable in length, with the drawbar that is variable in length preferably being designed as a sensor unit, in particular as a first sensor unit, of the sensor device. It can also be preferred that the drawbar is additionally or alternatively designed as a second sensor unit.

According to a further embodiment, the control device is designed, depending on the detected operating state, to generate a primary service brake signal for operating the braking device with a primary braking power and/or a primary service drive signal for operating the drive device with a primary drive power, and the secondary service control unit is designed depending on the detected operating state to generate a secondary service brake signal for operating the braking device with a secondary braking power and/or a secondary service drive signal for operating the drive device with a secondary drive power. In addition or as an alternative, the primary braking power is preferably different from or the same as the secondary braking power and/or the primary drive power is preferably different from or the same as the secondary drive power. In addition or as an alternative, the control device and/or the secondary operation control unit are preferably designed to control the drive device and/or the braking device accordingly.

According to this preferred development of the vehicle, it is provided that when the primary operating state is present and the vehicle is approaching the object being guided, in particular when the length-variable drawbar is compressed, the primary braking power is less than or equal to the secondary braking power that is effective when the secondary operating state is present and the vehicle is approaching the guided object, in particular with a compressed drawbar, and/or accordingly the Primary propulsion power is greater than or equal to secondary propulsion power.

According to this preferred development, it is additionally or alternatively provided that when the primary operating state is present and the vehicle moves away in relation to the guide object, in particular when the length-variable drawbar is lengthened, the primary braking power is greater than or equal to the secondary braking power that is effective when the secondary operating state is present and the vehicle is moving away in relation to the guide object, in particular with an elongated drawbar, and/or the primary drive power is correspondingly less than or equal to the secondary drive power.

Furthermore, a preferred embodiment of the vehicle provides that the primary operating function of the control device is designed to operate the braking device and/or the drive device in primary operation depending on the detected operating state, in particular the detected change in length of the drawbar.

Additionally or alternatively, according to the embodiment of the vehicle, it is provided that the secondary operating function of the secondary operating control unit is designed to operate the braking device and/or the drive device in secondary operation depending on the detected operating state, in particular the detected change in length of the drawbar.

According to a further preferred development, it is provided that the control device comprises the secondary operating control unit or the secondary operating control unit is designed separately from the control device. A control device comprising the secondary operating control unit represents a comparatively cost-effective embodiment. In particular, the outlay for assembly and maintenance can be minimized in this way. In particular, fewer spare parts have to be kept on hand. A secondary operation control unit that is separate from the control device has the effect that the control device and the secondary operation control unit can be specially designed for the primary and secondary operation. Both embodiments enable the vehicle to be operated particularly safely. In a preferred further embodiment variant, the braking device has one or more brake actuators for braking the vehicle, the brake actuators preferably being comprised by a first brake circuit.

According to a preferred embodiment, the one or more brake actuators includes normally-closed brake actuators and/or normally-open brake actuators. A normally-closed brake actuator has the advantage that it brakes when it is de-energized, i.e. when it is de-energized. This has the particular advantage that if the energy source or the sensor device fails, the vehicle is braked to a standstill. In this respect, such a brake actuator enables a particularly safe operation of the vehicle on the road.

Furthermore, in a further preferred development of the vehicle, the one or more brake actuators includes one or more electrical, electromechanical, mechanical, hydraulic and/or pneumatic brake actuators.

Furthermore, according to a preferred development of the vehicle, it is provided that the plurality of brake actuators of the braking device are one or more first brake actuators and one or more second brake actuators that are different from the first brake actuator. Such a redundant design increases the operational safety of the vehicle on the road.

According to a preferred development of the vehicle, the braking device has the first brake circuit and a second brake circuit that is independent of the first, the first and second brake circuits having one or more of the brake actuators. A vehicle designed with two brake circuits increases, in particular, the operational safety of the vehicle on the road.

According to a further preferred embodiment, the drive device has one or more drive units, in particular electric or electrohydraulic drive units, for driving the vehicle. In particular, it is provided that the one or more drive units are electric motors.

Furthermore, according to a preferred development of the vehicle, it is provided that the primary operating function and/or the secondary operating function are designed differently depending on the detected convoy operating state for operating the vehicle.

According to a further aspect of the invention, the object is achieved with a vehicle convoy according to claim 22. The motorcade comprises one or more vehicles according to an aspect of the invention and/or its developments as described above. For the advantages, design variants and design details of the aspect of the invention relating to the vehicle convoy and its developments, reference is also made to the preceding description of the corresponding features of the drawbar of variable length for coupling a vehicle to a guide object and the vehicle for transporting objects and/or people or the respective other aspects and corresponding further training.

According to a preferred embodiment, it is provided that two vehicles of the vehicle convoy are coupled to one another virtually or mechanically, in particular by means of a previously described drawbar of one of the vehicles. According to a further preferred development, the vehicle convoy comprises a guide object for guiding the one or more vehicles, with a vehicle being coupled to the guide object virtually or mechanically, in particular by means of a previously described drawbar of the vehicle.

According to a further aspect of the invention, the object is achieved with a method for operating a vehicle in relation to a guide object according to claim 25.

The method for operating a vehicle in relation to a guidance object comprises the following five method steps. One method step is the reception of an operating state of the vehicle in relation to the guide object, which is detected by means of a sensor device. A further method step is the determination of a primary operating state of the vehicle and a secondary operating state of the vehicle, which is different from the primary operating state. The method also includes the step of comparing the received operating status with the specified operating statuses. If the detected operating state is a primary operating state and not a secondary operating state, the method includes the step of generating a primary operating signal for the primary operating of the vehicle with the primary operating function. If, on the other hand, the detected operating state is present as a secondary operating state, the method includes the step of generating a secondary operating signal for the secondary operating of the vehicle with the secondary operating function.

The method steps of the method for operating the vehicle in relation to the guide object are preferably run through in the order mentioned. It can be preferred that the method steps of the method according to the invention and its developments are run through in any other order. For the advantages, design variants and design details of the aspect of the invention relating to the method and its developments, reference is also made to the preceding description of the corresponding features of the drawbar with variable length for coupling a vehicle to a guide object and the vehicle for transporting objects and/or people or the respective other aspects and corresponding further training.

According to a first preferred embodiment of the method, the operating state corresponds to a position of the vehicle in relation to the guide object, and/or a speed of the vehicle in relation to the guide object, and/or an acceleration of the vehicle in relation to the guide object, and/or a End position state or several end position states, and/or an emergency operating state, and/or a column operating state. The convoy operating state corresponds at least to the states that the vehicle is coupled to another vehicle, in particular is virtually coupled, and/or that the vehicle is coupled to a guidance object, in particular is virtually coupled, and/or depends on the type of coupled guidance object.

According to a further preferred embodiment of the method, the primary and/or the secondary operating state is an operating state range. The operating state range corresponds in particular to a position range of the vehicle in relation to the guidance object and/or a speed range of the vehicle in relation to the guidance object and/or an acceleration range of the vehicle in relation to the guidance object.

In a further preferred development of the method, the primary service signal is a primary service brake signal and/or a primary service drive signal. Additionally or alternatively, the secondary service signal is a secondary service brake signal and/or a secondary service drive signal.

According to a further preferred embodiment, the method comprises the steps of controlling a drive device and/or a braking device with the primary operating signal, in particular with the primary service brake signal and/or the primary operating drive signal, for operating the vehicle with the primary operating function if the detected operating state is the primary operating state and not is present as a secondary operating state, and/or the actuation of the drive device and/or the braking device with the secondary operating signal, in particular the secondary service brake signal and/or the secondary operating drive signal, for operating the vehicle with the secondary operating function when the operating state detected is present as a secondary operating state. According to a further preferred development, the method includes as steps a control of the braking device with the primary operating signal, in particular the primary service braking signal, when the primary operating state is present and the vehicle is approaching the guided object, which causes a primary braking power of the braking device that is smaller than the or is equal to the secondary braking power, which acts when the secondary operating state is present and the vehicle is approaching in relation to the guided object, and/or activation of the drive device with the primary operating signal, in particular the primary operating drive signal, when the primary operating state is present and the vehicle is in relative to the guidance object, which causes a primary drive power that is greater than or equal to the secondary drive power that acts when the secondary operating state is established and the vehicle relative to the guidance object approaches t, and/or driving the

Braking device with the primary service signal, in particular the primary service brake signal, when the primary operating state is present and the vehicle is removed in relation to the guide object, which has a primary braking power

Braking device causes that is less than or equal to the secondary braking power that acts when the secondary operating state is present and the vehicle is moving away in relation to the guided object, and/or activation of the drive device with the primary operating signal, in particular the primary operating drive signal, when the primary operating condition is present and the vehicle moves away in relation to the guide object, which causes a primary drive power that is greater than or equal to the secondary drive power that acts when the secondary operating condition is present and the vehicle moves away in relation to the guide object.

According to a further aspect of the invention, the underlying object is achieved with a secondary operation control unit according to claim 31. The secondary operating control unit is designed to carry out the method according to the aspect described above and according to the preferred embodiments and developments described above if the detected operating state is present as a secondary operating state.

For the advantages, design variants and design details of the aspect of the invention relating to the secondary operation control unit and its developments, reference is also made to the preceding description of the corresponding features of the drawbar of variable length for coupling a vehicle to a guide object, and of the vehicle for the transport of objects and/or people or the respective other aspects and corresponding further training. According to a further aspect of the invention, the underlying object is achieved with a control device according to claim 32. The control device is designed to execute the method described above according to its aspect and/or according to the preferred embodiments and developments of the method described above. The control device is designed in particular to carry out the method described above according to its aspect and/or according to the preferred embodiments and developments of the method described above if the detected operating state is present as a primary and not as a secondary operating state.

For the advantages, design variants and design details of the aspect of the invention relating to the control device and its developments, reference is also made to the previous description of the corresponding features of the drawbar of variable length for coupling a vehicle to a guide object, and of the vehicle for transporting objects and/or people or the respective other aspects and corresponding further training. In a first preferred embodiment, the control device comprises a primary operating control unit, which is designed to carry out the method described above according to its aspect and/or according to the preferred embodiments and developments of the method described above, when the detected operating state is present as a primary operating state and not as a secondary operating state , and a secondary operation controller previously described.

According to a further aspect of the invention, the underlying object is achieved with a computer program according to claim 34. The computer program includes instructions that cause the vehicle according to an aspect of the invention and its developments to carry out the method steps of the method according to an aspect of the invention and its developments.

For the advantages, design variants and design details of the aspect of the invention relating to the computer program and its developments, reference is also made to the preceding description of the corresponding features of the drawbar of variable length for coupling a vehicle to a guide object, and of the vehicle for transporting objects and/or people or the respective other aspects and corresponding further training.

Embodiments of the invention will now be described below with reference to the drawings. These are not necessarily intended to represent the embodiments to scale, rather, where helpful in explanation, the drawings are shown in in a schematic and/or slightly distorted form. With regard to additions to the teachings that can be seen directly from the drawings, reference is made to the relevant state of the art. In this context, it must be taken into account that a wide variety of modifications and changes relating to the form and detail of an embodiment can be made without deviating from the general idea of the invention. The features of the invention disclosed in the description, in the drawings and in the claims can be essential for the further development of the invention both individually and in any combination. In addition, all combinations of at least two of the features disclosed in the description, the drawings and/or the claims fall within the scope of the invention. The general idea of the invention is not limited to the exact form or detail of the preferred embodiments shown and described below, or limited to any subject matter which would be limited compared to the subject matter claimed in the claims. In the case of the specified design ranges, the values lying within the specified limits should also be disclosed as limit values and be arbitrarily replaceable and claimable. For the sake of simplicity, the same reference numbers are used below for identical or similar parts or parts with an identical or similar function.

Further advantages, features and details of the invention result from the following description of the preferred embodiments and from the drawings; these show in:

1: a schematic representation of a vehicle for the transport of loads in a preferred embodiment;

FIG. 2 shows a schematic illustration of a vehicle for transporting loads in a further preferred embodiment based on the embodiment illustrated in FIG. 1;

3a, b: a schematic representation of a vehicle convoy for the transport of loads in two different preferred embodiments;

4 shows a schematic representation of a vehicle convoy for the transport of loads in a further preferred embodiment; 5a, b: a schematic representation of a vehicle convoy for the transport of loads in further preferred embodiments;

FIG. 6: a schematic representation of a drawbar variable in length; FIG. 7a, b: a schematic representation of the drawbar shown in FIG. 6 in a secondary minimum and maximum end position;

8a, b: a schematic representation of a ground contact switch of the variable-length drawbar shown in FIG. 6; 9a, b: a schematic representation of a separating device of the drawbar variable in length shown in FIG. 6;

Fig. 10: a schematic flow chart of a preferred embodiment of a

procedure; and

11 shows a schematic flow chart of a further preferred embodiment of a method.

Figure 1 shows a schematic representation of a vehicle 1 for the transport of loads 3 in a preferred embodiment. The loads 3 are people or objects, for example. The vehicle 1 is an electrically operated vehicle 1. The vehicle 1 comprises a braking device 10 and a drive device 20. The vehicle 1 is operated by means of the braking device 10 and the drive device 20.

The vehicle 1 can be operated in a primary mode or a secondary mode. The vehicle has a control device 30 for this purpose. The control device 30 is designed to operate the vehicle 1 with a primary operating function in the primary operating mode. The control device 30 is designed to generate a primary operating signal for the primary operation of the vehicle 1 with the primary operating function when the detected operating state of the vehicle 1 in relation to the guidance object 2 is present as the primary operating state and not as the secondary operating state.

The vehicle 1 also has a secondary operation control unit 32 . The secondary operation control unit 32 is designed to operate the vehicle 1 with a secondary operation function in the secondary operation. The secondary operation control unit 32 is designed to generate a secondary operation signal for the secondary operation of the vehicle 1 with the secondary operation function when the detected operating state of the vehicle 1 in relation to the guidance object 2 is present as a secondary operating state. The vehicle 1 also has a sensor device 40 for operating it. The sensor device 40 is designed to detect an operating state of the vehicle 1 in relation to a guide object 2 . Furthermore, the sensor device 40 is formed, the to provide detected operational status of the control device 30 and/or the secondary operational control unit 32 . It is to be understood that the sensor device 40 is not or includes a purely mechanical sensor device. Rather, sensor device 40 is an electrical and/or electromagnetic and/or optical and/or capacitive and/or radio-based sensor device 40.

In order to provide the detected operating state, the sensor device is connected in terms of signals to the control device 30 and the separately formed secondary operating control unit 32 . For the operation of the vehicle 1 in the primary or secondary operation, the control device 30 and the separately formed secondary operation control unit 32 are signal-connected to the braking device 10 and the drive device 20 . In the present case, the signaling connection is wired, but it can also be wireless.

Figure 2 shows a schematic representation of a vehicle 1 for the transport of loads 3 in a further preferred embodiment based on the preferred embodiment of a vehicle 1 shown in Fig. 1. The vehicle shown in Figure 2 differs from the vehicle shown in Figure 1 in the specific design of the sensor device 40.

The sensor device 40 of this preferred embodiment is a first sensor unit 41 , a second sensor unit 42 , a third sensor unit and a procession operation detection unit 46 . The second sensor unit 42 is designed to detect an end position of the vehicle 1 in relation to the guide object. The third sensor unit 42 is designed to detect the operation of the vehicle 1 in an emergency operating state. The procession operation detection unit 46 is designed to detect a procession operation state of the vehicle 1 . Furthermore, it can be preferred that the sensor device includes a speed sensor for detecting the speed of the vehicle in relation to the guide object and an acceleration sensor for detecting the acceleration of the vehicle in relation to the guide object (not shown). Various preferred embodiments of the vehicle convoy are shown in Figures 3a to 5b.

Figures 3a and 3b show a schematic representation of a vehicle convoy for the transport of loads. The vehicle columns shown in FIGS. 3a and 3b comprise in each case a vehicle 1, which is based on the preferred embodiment of the vehicle 1 shown schematically in FIG.

The vehicle shown in FIGS. 3a and 3b comprises a lidar system and a radar system as the first and second sensor unit. It can also be preferred that the first and second sensor units 41 , 42 additionally or alternatively include a camera system (not shown). The operating state according to the position and the end position of the vehicle 1 in relation to the guide object 2 can be detected by means of the first and second sensor units 41 , 42 . The type of the guide object 2 is identified by the procession operation detection unit 46 . The vehicle convoy 4 shown in FIG. 5a comprises a bicycle as the guide object 2. The vehicle column 4 shown in FIG. 5b comprises a person as the guide object 2. In both embodiments, the vehicle is virtually coupled to the guidance object. Accordingly, the primary operational function and the secondary operational function can be adjusted.

The virtual coupling is created by an initialization, for example by a radio signal from a handheld, smartphone or the like, a gesture or an acoustic signal. After the initialization, the operating state of the vehicle in relation to the guidance object is detected by means of the sensor device and the vehicle is operated accordingly, so that it follows the guidance object.

Figures 4, 5a and 5b show schematic representations of vehicle columns 4 for the transport of loads 3 in further preferred embodiments. In these preferred embodiments, the guidance object 2 is mechanically coupled to a vehicle 1 . In the vehicle column 4 shown in FIG. 4, the guide object 2 is a bicycle and in FIG. 7b it is a towing vehicle. The vehicle column 4 shown in FIG. 5a shows a vehicle 1 which is coupled to another vehicle 1 by means of a drawbar 50.

To implement the mechanical coupling, the vehicles have a drawbar 50 that is variable in length. The drawbar 50 has a sensor device 40 for detecting the operating state of the vehicle 1 according to the position and the end position state of the vehicle 1 in relation to the guide object 2 . For this purpose, the sensor device 40 preferably has an inductive linear displacement sensor as the first sensor unit 41 . By deriving the change in length of the drawbar as a function of time, the speed and acceleration of the vehicle can also be determined. It is also preferred that the sensor device 40 has a limit switch as the second sensor unit 42 in order to detect the end positions of the drawbar 50 when it is stretched and compressed. The drawbar also includes a separating device 60 which is designed to separate the drawbar into two mechanically decoupled drawbar units 53, 54 when a limit force is exceeded. FIG. 6 is a schematic representation of a tow bar variable in length for coupling a vehicle 1 to a guide object 2, the tow bar 50 shown in FIGS. 4-5b. Starting from a neutral position, the tow bar is variable in length. The neutral position corresponds to a target distance between a vehicle and a guide object coupled to the vehicle. Starting from the neutral position, the drawbar can be lengthened, ie stretched, or shortened, ie compressed. For this purpose, the drawbar 50 comprises a first drawbar element 51 and a second drawbar element 52 which is arranged such that it can move in relation to the first drawbar element 51 . It can be seen that the first tongue member 51 encloses the second tongue member 52 . The second drawbar element 52 is guided within the first drawbar element 51 .

The drawbar 50 includes a sensor device 40 with a first, second and third sensor unit 41, 42, 43. The first sensor unit 41 is an inductive linear path measuring system. The first sensor unit 41 is designed to detect the position of the vehicle 1 in relation to a guide object 2 . In particular, the first sensor unit 41 is designed to detect a change in position between the first and second drawbar element 51, 52. The first drawbar element 51 includes a limit switch as a second sensor unit 42 at each of its ends. In particular, the second sensor unit 42 is designed to detect an end position extension and end position compression of the drawbar 50 .

Figure 7a is a schematic representation of the tongue shown in Figure 6 in a secondary minimum end position. In the secondary minimum end position, the variable-length drawbar 50 is maximally compressed. For this purpose, the second drawbar element 52 is immersed in the first drawbar element 51 . In the secondary minimum end position, a guide object and a vehicle (each not shown) are spaced apart from one another by the secondary minimum end position distance.

For this deflection state of the drawbar 50, the control device 30 and/or secondary operation control unit 32 is designed to brake the vehicle when the column is moving forward until the detected distance of the vehicle in relation to the guide object is between the primary minimum and maximum end position distance. Conversely, when the vehicle convoy is reversing, the control device 30 and/or secondary operating control unit 32 are designed for this deflection state of the drawbar 50 to accelerate the vehicle until the detected distance of the vehicle in relation to the guided object is between the primary minimum and maximum end position distance. This exemplary operation of the vehicle in relation to the guidance object is based exclusively on the distance between the vehicle and the guide object as a detected operating state. It may be preferable to record additional parameters for the operating state to be recorded, for example the angle of rotation of the tiller in relation to the vehicle or the speed of the vehicle in relation to the guide object.

Figures 7a and 7b show a schematic representation of the drawbar shown in Figure 6 in a secondary maximum end position. In the secondary maximum end position, the variable-length drawbar 50 is maximally compressed. For this purpose, the second drawbar element 52 is immersed in the first drawbar element 51 . In the secondary maximum end position, a guide object and a vehicle (each not shown) are spaced apart from one another by the secondary maximum end position distance.

For this deflection state of the drawbar 50, the control device 30 and/or the secondary operation control unit 32 is designed to accelerate the vehicle when the column is moving forward until the detected distance of the vehicle in relation to the guided object is between the primary minimum and maximum end position distance. Conversely, when the convoy of vehicles is reversing, the control device 30 and/or secondary operation control unit 32 are designed for this deflection state of the drawbar 50 to brake the vehicle until the detected distance of the vehicle in relation to the guided object is between the primary minimum and maximum end position distance . This exemplary operation of the vehicle in relation to the guide object is based exclusively on the distance between the vehicle and the guide object as the detected operating state. It may be preferable to record additional parameters for the operating state to be recorded, for example the angle of rotation of the tiller in relation to the vehicle or the speed of the vehicle in relation to the guide object.

For safety shutdown of the vehicle 1, the tiller 50 shown in Figures 6 to 7b also includes a ground contact switch as a third sensor unit 43. If the ground contact switch is triggered, for example when it contacts the ground, the vehicle 1 is braked, preferably until it comes to a complete standstill. Depending on the signal from the ground contact switch 43, the emergency operating state of the vehicle is activated in particular. Such a ground contact switch is shown schematically in a sectional view in FIGS. 8a and 8b in an open and closed position.

The drawbar 50 also includes the separating device 60, which separates the drawbar 50 into two mechanically decoupled drawbar units 53, 54 when a limit force is exceeded. The separating device 60 is designed in such a way that after separation it can be reassembled and reused. Figures 9a and 9b shows such a separating device 60 in a three-dimensional, semi-transparent representation (Figure 9a) and a sectional representation (Figure 9b)

Figure 10 is a schematic flowchart of a preferred embodiment of a method 100 for operating a vehicle 1 in relation to a guide object 2. The method initially comprises the step of receiving 101 an operating state of the vehicle 1 in relation to the guide object 2, which is detected by a sensor device 40. In a further step, the method 100 includes specifying 102 a primary operating state of the vehicle 1 and a secondary operating state of the vehicle 1, which is different from the primary operating state. The received operating status is then compared with the defined operating statuses 103 . If the detected operating condition is a primary operating condition and not a secondary operating condition, a primary operating signal for the primary operating of the vehicle is generated with the primary operating function 104 . If the detected operating state is present as a secondary operating state, a secondary operating signal for the secondary operating of the vehicle 1 with the secondary operating function 105 is generated.

Figure 11 shows a schematic flowchart of another preferred embodiment of a method 100 for operating a vehicle 1 in relation to a guide object 2. The method 100 shown in Figure 10 is based on the method 100 shown in Figure 9 and also includes control of a drive device and a braking device the primary operating signal 106, in particular with the primary service brake signal and/or the primary operating drive signal, for operating the vehicle with the primary operating function if the detected operating state is the primary operating state and not the secondary operating state, and activation of the drive device and/or the braking device with the secondary operating signal 107 , In particular the secondary service brake signal and/or the secondary service drive signal, for operating the vehicle with the secondary service function when the detected operating state is present as a secondary operating state.

REFERENCE MARKS

1 vehicle

2 guide object

3 loads or objects and/or people 4 convoy of vehicles

10 braking device 20 driving device

30 control device

31 Primary control unit 32 Secondary operational control unit

40 sensor device

41 first sensor unit

42 second sensor unit

43 third sensor unit 44 speed sensor

45 acceleration sensor

46 convoy operation detection unit

50 drawbar

51 first drawbar element 52 second drawbar element

53 drawbar unit

54 drawbar unit

60 separator

Claims

EXPECTATIONS

1. Length-adjustable drawbar (50) for coupling a vehicle (1), in particular a vehicle (1) according to any one of claims 5-21, with a guide object (2), comprising - a first drawbar element (51) and a second drawbar element (52 ), which is arranged to be movable relative to the first drawbar element (51), and a sensor device (40) which is designed to detect an operating state of the vehicle (1) and a control device (30) and/or a secondary operating control unit (32) for electrical To provide control of the vehicle, the sensor device (40) having: o a first sensor unit (41), which is designed to detect the position of the vehicle (1) in relation to a guide object (2), which is designed in particular to detect a change in position between to detect the first and second drawbar element (51, 52), and/or o at least one second sensor unit (42), which is designed to detect an end position of the vehicle (1) in relation to the guide object (2), which is designed in particular to detect an end position extension of the drawbar (50) and/or an end position compression of the drawbar (50), characterized in that the first and second sensor units (41, 42) are electrical sensor units.

2. Drawbar (50) according to the preceding claim, having a control device (30) which is designed to generate a primary operating signal for the primary operation of the vehicle (1) with a primary operating function if the detected operating state of the vehicle (1) in relation to the

Management object (2) is present as the primary operating state and not as the secondary operating state and/or a secondary operating control unit (32) which is designed to generate a secondary operating signal for the secondary operating mode of the vehicle (1) with the secondary operating function if the detected operating state of the

Vehicle (1) in relation to the guide object (2) is present as a secondary operating state. Drawbar (50) according to one of the preceding claims 1-2, the sensor device (40) having a third sensor unit (43) for activating the operation of the vehicle (1) in an emergency operating state, the third sensor unit (43) being designed as a ground contact switch, which activates the emergency mode of the vehicle (1) when the drawbar (50) falls to the ground.

Drawbar (50) according to one of the preceding claims 1-3, comprising a separating device (60) which is designed to separate the drawbar into two mechanically decoupled drawbar units (53, 54) when a limit force is exceeded.

Vehicle (1), in particular an electrically operated vehicle (1), for the transport of objects and/or people (3), comprising a braking device (10) and a drive device (20) for operating the vehicle (1) in a primary mode or a secondary mode, a control device (30) which is designed to operate the vehicle (1) with a primary operating function in the primary mode, a secondary mode control unit (32) which is designed to operate the vehicle (1) with a secondary operating function in the secondary mode, a sensor device (40) which is designed to detect an operating state of the vehicle (1) in relation to a guide object (2) and to provide it to the control device (30) and/or the secondary operating control unit (32), characterized in that the control device ( 30) is designed to generate a primary operating signal for the primary operation of the vehicle (1) with the primary operating function when the required The last operating state of the vehicle (1) in relation to the guidance object (2) is the primary operating state and not the secondary operating state, and the secondary operating control unit (32) is designed to generate a secondary operating signal for the secondary operating of the vehicle (1) with the secondary operating function if the detected operating state of the vehicle (1) in relation to the guide object (2) is present as a secondary operating state. 6. Vehicle (1) according to the preceding claim 5, wherein the sensor device (40) is an electrical and / or electromagnetic and / or optical and / or capacitive and / or radio-based sensor device (40), wherein the sensor device (40) in particular none exclusively mechanical

Sensor device is or includes.

7. Vehicle (1) according to one of the preceding claims 5-6, the sensor device (40) for detecting the operating state of the vehicle (1) having: - a first sensor unit (41) which is designed to determine the position of the vehicle (1) in

to detect a reference to a guide object (2), and/or a second sensor unit (42), which is designed to detect an end position of the vehicle (1) in relation to the guide object (2), and/or a third sensor unit (43 ) for detecting the operation of the vehicle (1) in an emergency operating state, and/or a speed sensor (44) for detecting the speed of the vehicle (1) in relation to the guide object (2), and/or an acceleration sensor (45) for detection the acceleration of the vehicle (1) in relation to the guidance object (2), and/or - a convoy operation detection unit (46) for detecting a

Convoy operating state, comprising the convoy operating states: o the vehicle (1) is coupled, in particular virtually coupled, to a further vehicle (1), in particular a further vehicle (1) according to one of Claims 5-21, and/or o the vehicle (1 ) is coupled to a guide object (2), in particular virtually coupled, and/or o the type of coupled guide object (2).

8. Vehicle (1) according to the preceding claim 7, wherein the first sensor unit (41) has a displacement sensor, in particular a linear displacement sensor, and/or the second sensor unit (42) has a limit switch, in particular a radio-based, preferably an RFID-based, limit switch, and/or the third sensor unit (43) has an emergency -Off switch, in particular a floor contact switch.

9. Vehicle (1) according to one of the preceding claims 5-8, having a variable-length drawbar (50), in particular a drawbar according to one of the preceding claims 1-4, wherein the variable-length drawbar preferably as a sensor unit, in particular as a first sensor unit (41) , The sensor device (40) is formed.

10. Vehicle (1) according to any one of the preceding claims 5-9, wherein the control device (30) is designed, depending on the detected operating state, a primary service brake signal for operating the

Braking device (10) with a primary braking power and / or

to generate a primary operating drive signal for operating the drive device (20) with a primary drive power, and the secondary operating control unit (32) is designed, depending on the detected operating state, to generate a secondary service brake signal for operating the braking device (10) with a secondary braking power and/or a

to generate a secondary operating drive signal for operating the drive device (20) with a secondary drive power, and/or wherein the primary braking power is preferably different or the same as the secondary braking power and/or the primary drive power is different or the same as the secondary drive power, and/or wherein the control device (30 ) and/or the secondary operation control unit (32) are designed to control the drive device (20) and/or the braking device (10) accordingly.

11. Vehicle (1) according to any one of the preceding claims 5-10, wherein, when the primary operating state is present and the vehicle (1) is approaching in relation to the guide object (2), in particular when the length-adjustable drawbar (50) is compressed, the primary braking power is less than or equal to the secondary braking power that is effective when the secondary operating condition is present and the vehicle (1) in relation to that

approaching the guide object (2), in particular if the drawbar (50) is compressed, and/or the primary drive power is greater than or equal to the secondary drive power, and/or if the primary operating state is present and the vehicle (1) is moving in relation to the guide object (2), in particular when the variable-length drawbar (50) is lengthened, the primary braking power is greater than or equal to the secondary braking power that is effective when the secondary operating state is present and the vehicle (1) is moving in relation to the

Guide object (2) removed, in particular with an elongated drawbar (50), and / or accordingly the primary drive power is less than or equal to the secondary drive power.

12. Vehicle (1) according to any one of the preceding claims 5-11, wherein the primary operating function of the control device (30) is designed, the braking device (10) and/or the drive device (20) depending on the detected operating state, in particular the detected change in length of the drawbar (50) in primary operation and/or the secondary operating function of the secondary operation control unit (32) is designed to operate the braking device (10) and/or the drive device (20) depending on the detected operating state, in particular the detected change in length of the drawbar (50 ), to be operated in secondary mode.

13. Vehicle (1) according to any one of the preceding claims 5-12, wherein the control device (30) comprises the secondary operational control unit (32), wherein the control device (30) is in particular the control device (30) according to claim 9, or the secondary operational control unit (32 ) is formed separately from the control device. 14. Vehicle (1) according to any one of the preceding claims 5-13, wherein the braking device (10) has one or more brake actuators (11) for braking the vehicle (1), the brake actuators (11) preferably being comprised by a first brake circuit .

15. Vehicle (1) according to any one of the preceding claims 5-14, wherein the one or more brake actuators (11) comprises normally-closed brake actuators and/or normally-open brake actuators. 16. Vehicle (1) according to any one of the preceding claims 5-15, wherein the one or more brake actuators (11) comprises one or more electrical, electromechanical, mechanical, hydraulic and/or pneumatic brake actuators. 17. Vehicle (1) according to any one of the preceding claims 5-16, wherein the plurality of brake actuators (11) of the braking device (10) are one or more first brake actuators and one or more second brake actuators different from the first brake actuator. 18. Vehicle (1) according to any one of the preceding claims 5-17, wherein the braking device (10) has the first brake circuit and a second brake circuit independent of the first, the first and second brake circuits having one or more of the brake actuators (11). 19. Vehicle (1) according to any one of the preceding claims 5-18, wherein the drive device (20) has one or more drive units (21) for driving the vehicle (1). 20. Vehicle (1) according to any one of the preceding claims 5-19, wherein the one or more drive units (21) are electric motors.

21. Vehicle (1) according to one of the preceding claims 5-20, wherein the primary operating function and/or the secondary operating function are designed differently depending on the detected convoy operating state for operating the vehicle (1).

22. Motorcade (4) comprising one or more vehicles (1) according to any one of the preceding claims 5-21.

23. Motorcade (4) according to the preceding claim 22, wherein two vehicles (1) are coupled to one another virtually or mechanically, in particular by means of the drawbar (50) of a vehicle (1).

24. Vehicle column (4) according to any one of the preceding claims 22-23, comprising a guide object (2) for guiding the one or more vehicles (1), wherein a vehicle (1) with the guide object (2) virtually or mechanically, in particular is coupled by means of a drawbar (50).

25. Method (100) for operating a vehicle (1), in particular a vehicle (1) according to any one of claims 5-21, in relation to a guide object (2), characterized by the steps:

receiving (101) an operating state of the vehicle in relation to the guide object, which is detected by means of a sensor device (40);

determining (102) a primary operating condition of the vehicle (1) and a secondary operating condition of the vehicle (1) which is different from the primary operating condition; and

Comparing (103) the received operating status with the specified operating statuses, Generating a primary operating signal for primary operation of the vehicle (1) with the primary operating function (104) when the detected operating state is present as a primary operating state and not as a secondary operating state, and

Generating a secondary operation signal for the secondary operation of the vehicle (1) with the secondary operation function (105) when the detected operating state is present as a secondary operating state.

26. The method (100) according to the preceding claim 25, wherein the operating state corresponds to: - a position of the vehicle (1) in relation to the guidance object (2), and/or a speed of the vehicle (1) in relation to the guidance object ( 2), and/or an acceleration of the vehicle (1) in relation to the guide object (2), and/or - an end position state or several end position states of the vehicle (1) in

Reference to the guidance object (2), and/or an emergency operating state, and/or a convoy operating state, the convoy operating state corresponding to at least the following states: o the vehicle is coupled to another vehicle (1), in particular virtually coupled, and/or o the Vehicle (1) is coupled to a guide object (2) and/or depends on the type of coupled guide object (2). 27. The method (100) according to any one of the preceding claims 25-26, wherein the primary and/or secondary operating state is/are an operating state range, with the operating state range corresponding in particular to: a position range of the vehicle (1) in relation to the guidance object (2 ), and or a speed range of the vehicle (1) in relation to the

Guide object (2), and / or an acceleration range of the vehicle (1) in relation to the

Lead Object (2).

The method (100) of any of the preceding claims 25-27, wherein: the primary service signal is a primary service brake signal and/or a primary service drive signal, and/or the secondary service signal is a secondary service brake signal and/or a secondary service drive signal.

29. The method (100) according to any one of the preceding claims 25-28, comprising the steps of:

Controlling a drive device and/or a braking device with the primary operating signal (106), in particular with the primary service brake signal and/or the primary operating drive signal, for operating the vehicle with the primary operating function if the operating state detected is the primary operating state and not the secondary operating state, and/or

Controlling the drive device and/or the braking device with the secondary operating signal (107), in particular the secondary service brake signal and/or the secondary operating drive signal, for operating the vehicle with the secondary operating function when the detected operating state is present as a secondary operating state. 30. The method (100) according to any one of the preceding claims 25-29, comprising the

Steps:

Activation of the braking device with the primary operating signal, in particular the primary service braking signal, when the primary operating state is present and the vehicle is approaching in relation to the guide object, which causes a primary braking power of the braking device that is less than or equal to the secondary braking power that acts when the secondary Operating state is present and the vehicle is approaching in relation to the guide object, and / or

Activation of the drive device with the primary operating signal, in particular the primary operating drive signal, when the primary operating state is present and the vehicle is approaching in relation to the guide object, which causes a primary drive power that is greater than or equal to the secondary drive power that acts when the secondary operating state is present and the vehicle is approaching in relation to the guidance object, and/or

Activation of the braking device with the primary operating signal, in particular the primary service braking signal, when the primary operating state is present and the vehicle is moving away in relation to the guided object, which causes a primary braking power of the braking device that is less than or equal to the secondary braking power that acts when the there is a secondary operating state and the vehicle is moving away in relation to the guide object, and/or

Activation of the drive device with the primary operating signal, in particular the primary operating drive signal, when the primary operating state is present and the vehicle is moving away in relation to the guide object, which causes a primary drive power that is greater than or equal to the secondary drive power that acts when the secondary operating state is present and the vehicle moves away in relation to the guidance object.

31. Secondary operating control unit (32), which is designed to carry out the method according to any one of the preceding claims 25-30 when the detected operating state is present as a secondary operating state.

32. Control device (30), which is designed to carry out the method according to any one of the preceding claims 25-30, in particular when the detected operating state is present as a primary and not as a secondary operating state.

33. Control device (30) according to claim 32, comprising a primary operation control unit which is designed to carry out the method according to any one of the preceding claims 25-30 when the detected operating state as primary operating mode and not as a secondary operating mode, and a secondary operating control unit (32) according to claim 31.

34. A computer program comprising instructions which cause the vehicle (1) according to any one of the preceding claims 5-21 to carry out the method steps according to any one of the preceding claims 25-30.