Patent ID: 12246637

A preferably driverless vehicle for transport of cargo1is indicated, in general, with2in the figures. The vehicle2has a planar cargo holder3, on which the cargo1is placed for transport. The cargo holder3consists of metal or plastic, for example; its surface is flat and not provided with an additional friction-increasing coating or the like, so as to take on or give up the cargo1in a simple manner, preferably from the side by means of shifting it. The vehicle2furthermore has a chassis, indicated in general with4, on the underside of which castors5or travel wheels are indicated.

In the case of the exemplary embodiments shown, the cargo holder3is not arranged directly on the chassis4, but rather an intermediate body6is arranged between the top side of the chassis4and the underside of the cargo holder3. This intermediate body6is structured in such a manner that the cargo holder3is configured so as to rotate about a vertical axis7, relative to the chassis4, by way of a pivot drive, not shown. For this purpose, either the intermediate body6can be configured to rotate relative to the chassis4, or the cargo holder3can be configured to rotate relative to the intermediate body6.

To secure the cargo1on the cargo holder3, a retaining element8is provided, which extends only over a partial region of the circumference of the cargo holder3.

In the exemplary embodiment according toFIG.1, the retaining element8is configured with a rib shape in cross-section, and extends only on one side of the cargo holder3.

Alternatively, in accordance withFIG.2, it can also be provided that the retaining element also indicated with8is configured in C shape in cross-section, in other words it is extended in arc shape, in the corner regions, relative to the retaining element8in accordance withFIG.1, and thereby extends into the adjacent side walls of the cargo holder3in certain regions.

In the embodiment in accordance withFIGS.3and4, the retaining element8is also configured in C shape in cross-section, but it has two lateral recesses9. These recesses9allow access to the cargo holder3even from the side on which the retaining element8is situated.

Furthermore, the retaining element8can also be configured so that it can be lowered at least to the level of the surface3aof the cargo holder3. For this purpose, in the embodiment in accordance withFIGS.5and6, the retaining element8is arranged on the cargo holder3so as to pivot; the pivot axis is indicated with10. Alternatively, the retaining element8can also be articulated onto the intermediate body6or onto the chassis4, as long as the chassis4is omni-directional.

From the travel position shown inFIG.5, in which the retaining element8fulfills its load-securing function, the retaining element8can be pivoted down into the position shown inFIG.6, to the level of the surface3aof the cargo holder3, thereby making unhindered access to the cargo holder3and thereby to the cargo1possible even from the side on which the retaining element8is situated.

Alternatively, according to the embodiment in accordance withFIGS.7and8, it can be provided that the retaining element8is arranged on the cargo holder3so as to be vertically displaceable. The retaining element8can then be vertically lowered out of the cargo-securing position or travel position in accordance withFIG.7, and is then in the position shown inFIG.8. Alternatively, the retaining element8can also be arranged on the intermediate body6or on the chassis4so as to be vertically displaceable, as long as the chassis4is omni-directional.

The vehicle1has a vehicle control system, not shown, as is usual for driverless, self-driving vehicles. The vehicle control system is set up in such a manner that it orients the retaining element8, on the basis of a current or expected acceleration or deceleration of the chassis4, in each instance, in such a manner, relative to the current direction of travel, about the vertical axis7, that the retaining element8is situated at least on the side of the cargo holder3toward which the cargo1moves after overcoming the adhesion friction between the surface3aof the cargo holder3and the contact surface1aof the cargo1. For this purpose, the vehicle control system controls the pivot drive, not shown, which can rotate the cargo holder3relative to the chassis4or the intermediate body6about the vertical axis7.

Alternatively, it can also be provided that the chassis4is an omni-directional chassis. In this case, the vehicle control system controls the travel wheels or castors5of the chassis4accordingly, so that the chassis4itself rotates about the vertical axis7, into the required position, with the result that the retaining element8is then in the correct position without a relative rotation with regard to the chassis4.

Fundamentally, it is also possible that only the retaining element8is configured so that it can rotate relative to the cargo holder3, about the vertical axis7.

The correct positioning of the retaining element8as a function of the route can be implemented in different ways. The vehicle control system can determine the acceleration or deceleration that is expected, in each instance, from a route that is known to the vehicle control system. In this regard, it is possible that only one destination is input into the vehicle control system. Then the vehicle control system itself determines the route and the accelerations or decelerations expected from it.

Alternatively, the entire route can also be input into the vehicle control system or stored in its memory. From this known route, the vehicle control system then determines the accelerations or decelerations to be expected, in each instance, and controls the retaining element8so as to bring it into the currently required rotational position, in each instance.

In addition or alternatively, the vehicle control system can be connected with an acceleration sensor arranged on the vehicle1, which sensor is not shown. The vehicle control system then controls the orientation of the retaining element8on the basis of the current acceleration or deceleration, as detected by the acceleration sensor, in each instance.

For further clarification, different travel states are shown inFIGS.9to12, wherein the route of the vehicle1is shown by means of side posts11, which are indicated. In the travel position in accordance withFIG.9, the vehicle2travels straight ahead and accelerates. On the basis of this acceleration, the cargo1has the tendency to move toward the rear on the cargo holder3. For this reason, in this position the retaining element8is arranged in such a manner that it is situated on the rear side of the vehicle1.

FIG.10shows a travel position without acceleration or deceleration, i.e. in normal travel. In this position, the retaining element8is situated on the front side of the cargo holder3, so that in the event of a sudden braking process or collision process, the cargo1cannot fall down at the front.

FIG.11shows travel along a curve. During travel along a curve, the retaining element8is situated on the outer curve side of the cargo holder3, while during travel along a curve, after overcoming the adhesion friction, the cargo1has the tendency, on the basis of centrifugal force, to move radially outward.

FIG.12shows a travel situation in which travel along a curve has ended, and the vehicle1is traveling normally straight ahead once again. In this position, the retaining element8is situated at the front, once again.

Of course the invention is not restricted to the exemplary embodiments shown. Further embodiments are possible without departing from the basic idea. The retaining element8can also be an integral component of the cargo holder3, which is then configured in one piece. The holder is then configured in a cup shape, for example, wherein the formed-on retaining element8extends only over a partial region of the circumference of the cargo holder3.

REFERENCE SYMBOL LIST

1cargo1acontact surface2vehicle3cargo holder3asurface4chassis5castors6intermediate body7vertical axis8retaining element9recesses10pivot axis11side post