Method and system for transferring at least one object from a supply vehicle to a delivery vehicle

Abstract

Method for transferring at least one object (5) from a supply vehicle (2) to a delivery vehicle (3, 4), wherein the supply vehicle (2) transports the at least one object (5) into a spatially limited delivery area (8) and the delivery vehicle (3, 4) delivers the at least one object (5) in the spatially limited delivery area (8) and the method comprises the following steps: - continuous determination (S1) of a number (16) of objects (5) positioned in the delivery vehicle (3, 4) at a current time, which are intended for delivery to a respective delivery location (10) in the spatially limited delivery area (8) by means of the delivery vehicle (3, 4); - Check (S2) whether the determined number (16) is less than or equal to a number limit (17); - if the determined number (16) is less than or equal to the number limit (17), provide (S3) an electronic request signal (18) requesting the transfer of at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4), taking into account the determined number (16); - Determining (S4) a handover location information (19) that describes a handover location (9) where the handover of at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4) can take place, from a list (28) of specified handover locations (9) in the spatially limited delivery area (8), taking into account the request signal (18), a delivery vehicle route information (20) that describes a respective predicted time of arrival at a respective location along the route for a current route of the delivery vehicle (3, 4), and a supply vehicle route information (21) that describes the respective predicted time of arrival at a respective location along the route for a current route of the supply vehicle (2); - Determining (S5) a handover time information (29) that describes a predicted handover time for the transfer of at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4), taking into account the request signal (18), the delivery vehicle route information (20) and the supply vehicle route information (21); - Providing (S8) the determined handover location information (19) and the determined handover time information (29) for the supply vehicle (2) and the delivery vehicle (3, 4).

Description

[0001] The invention relates to a method for transferring at least one object from a supply vehicle to a delivery vehicle. The invention also relates to a system for transferring at least one object from a supply vehicle to a delivery vehicle, wherein the system is configured to carry out such a method.

[0002] Traffic problems, such as traffic jams, are becoming increasingly common in a city's inner city. While, for example, commuters and / or consumers are driving into the city center, delivery traffic within the city center, i.e., the inner city area, is increasing at the same time. Reasons for this include, for example, a growing trend towards e-commerce and a shift from deliveries to retail stores to deliveries of numerous individual parcels. This leads to an increased number of parcels and therefore more items that need to be delivered in the city center. Traffic volumes in general and those caused by parcel couriers, i.e., delivery traffic, in particular, are often blamed for a large proportion of traffic problems in the city center.For example, it is known that double-parking of delivery vehicles, in particular, can significantly negatively impact traffic flow within city centers. This, in turn, can put pressure on a logistics company to establish innovative and efficient solutions for delivery logistics, i.e., the so-called "last mile" of delivering a parcel from a depot to the recipient.

[0003] DE 10 2017 005 447 A1 discloses a system for delivering a first parcel from an origin to a destination. The system comprises a first transport means and a second transport means, each for transporting the first parcel and for transferring the first parcel between the respective transport means, as well as a processing unit.

[0004] The invention is based on the object of providing a solution by means of which a local delivery of objects can be carried out with minimal influence on traffic flow.

[0005] The problem is solved by the subject matter of the independent patent claims.

[0006] One aspect of the invention relates to a method for transferring at least one object from a supply vehicle to a delivery vehicle. The invention is based on the finding that a parcel delivery vehicle is usually loaded once a day before the actual delivery with all the parcels to be delivered that working day. However, deliveries by large vehicles and the associated effects, such as double parking, are responsible for a large proportion of urban traffic problems. Therefore, "last mile" delivery by local delivery assistance, referred to below as a delivery vehicle, makes sense. The delivery vehicle can be, for example, a bicycle, i.e., a cargo bike, an electric cargo bike, and / or a hand truck. In contrast to deliveries by large delivery vehicles, however, it is not possible for the local delivery vehicle to load and transport all the parcels for a working day at once, for example, because the transportable weight and spatial transport capacity of the local delivery vehicle are limited.Therefore, it makes sense to supply the delivery vehicle with additional parcels throughout the working day. The parcel is generally referred to as an object.

[0007] Viewed abstractly, cities find themselves caught between reducing traffic problems and guaranteeing deliveries to retailers and inner-city residents. Pilot projects for "last-mile" deliveries using small, emission-free vehicles, such as electronically powered cargo bikes and / or carriers for delivery workers, have been particularly well received by the urban public. While these delivery options ease traffic in the inner-city area, they have a very limited catchment area compared to traditional vehicle delivery. This increases the challenge for logistics providers transporting parcels from the depot to the delivery person, who then handles the final delivery to the recipient. The challenge lies in optimizing the logistics for delivery.Another challenge is that parcel companies in cities are suffering from a shortage of delivery workers, i.e., workers.

[0008] A well-known and currently practiced form of parcel delivery within a city center is the use of delivery vehicles. These are usually vans and larger delivery trucks. In some cases, a city delivery van can be used alternatively or in addition. These vehicles are loaded, for example, by the delivery driver themselves or by a central loading facility.

[0009] Typically, a delivery person travels with a specific vehicle. The specific vehicle is selected regardless of the size or weight of the individual parcels. Route planning for the vehicle is sometimes suggested centrally via a computer control system or is performed by the delivery person themselves. This can depend on the parcel service itself or whether the delivery is carried out by an employee in their own vehicle or by subcontractors. In some cases, the subcontractor is provided with a computer control system for route planning.

[0010] Transshipment points for parcels in inner cities, so-called micro-depots, are already known. A micro-depot can alternatively be referred to as a micro-hub. A micro-depot is either a stationary facility for transshipping parcels, where the parcels are delivered to the micro-depot via a supply run and distributed from there to individual delivery agents, or a corresponding facility that is only set up temporarily for a period of, for example, a few weeks to months. Typically, a specific micro-depot is associated with a specific commercial parcel service. In addition, cross-provider micro-depots and / or the use of parking garages as micro-depots are possible.

[0011] Micro-depots in inner cities are partly supported by the free provision of space in the respective city center, as may be the case, for example, within the framework of at least one corresponding pilot project. However, free space in the city center is typically still scarce and correspondingly expensive. Since local delivery drivers cannot carry all the parcels for their deliveries, they must be able to return to the micro-depot frequently. Therefore, several micro-depots often have to be set up for efficient inner-city delivery. The radius of delivery drivers around the micro-depot remains limited. To minimize the impact on internal company processes, parcel services prefer their own micro-depots. The space requirement for micro-depots in the city center will therefore have to be multiplied by the number of operating parcel services.On the other hand, this is unattractive for cities, as micro-depots entail additional delivery traffic from depot to micro-depot, and valuable inner-city space is lost for logistics. Therefore, it is particularly unattractive for cities to allocate space for similar infrastructures for different companies. From a city perspective, consolidation into cross-company micro-depots would be desirable, but this would entail interventions in the logistics companies' process chains.

[0012] Existing spaces, such as parking garages, have been and are being used as micro-depots. The aim is to utilize these spaces as logistics space during times of low utilization, such as in the early morning hours. However, due to their structural conditions, particularly their entrance height, parking garages are only partially suitable for deliveries from depots. Furthermore, the profit-free operation of micro-depots is conceivable in order to avoid competition between parcel companies. Alternatively, or in addition, local delivery networks are possible that handle deliveries across all parcel services.

[0013] An alternative approach is the central storage of parcels in a parked vehicle until delivery. This involves several loaded delivery vehicles parked in city centers, which are filled during a supply run before the actual delivery. However, the decentralized storage of parcels in vehicles until delivery also has disadvantages. The biggest disadvantage is economic, as these vehicles incur high parking costs in expensive inner-city warehouses. Furthermore, although the delivery vehicles supplied by the hired vehicle are often smaller than other delivery vehicles, they cause similar traffic problems because they also rely on double parking during delivery.

[0014] Attempts are being made to address a shortage of delivery workers by making delivery work more flexible. Part-time workers are being recruited for this purpose, in particular. The work itself is organized, for example, using an application on a mobile device, such as a smartphone.

[0015] A particular disadvantage of urban delivery traffic using delivery vehicles is that these deliveries operate at the same time as regular commuting, shopping, and other traffic. Since delivery drivers are under extreme time pressure to deliver as many packages as efficiently as possible, there is no time to search for parking spaces that are convenient for traffic. Furthermore, delivery drivers try to minimize their walking distances. This often results in a delivery van double-parking, which can have a significant negative impact on overall traffic in the vicinity of the parked delivery vehicle. For this reason, deliveries by delivery van in inner cities are a recurring topic of critical debate. Cities are actively trying to reduce delivery traffic or shift its timing.This is countered by the fact that residents, retailers, other businesses, and private individuals depend on parcel deliveries. However, efforts to consolidate the "last mile" in urban areas do not have a positive impact on the overall traffic situation, but rather result in inter-depot traffic. The situation is also unsatisfactory for parcel services. They lose valuable time due to traffic jams. Delivery drivers are also exposed to psychological stress from double-parking and, for example, to the risk of penalties from the relevant municipality or city.

[0016] It is therefore provided according to the invention that the supply vehicle transports the at least one object to a spatially limited delivery area. The supply vehicle is, for example, a delivery van loaded with numerous objects, for example in the form of packages. The delivery vehicle delivers the at least one object within the spatially limited delivery area. The delivery vehicle is, for example, a delivery van that is smaller than the supply vehicle, a bicycle and / or electric bike of a bicycle courier, and / or an autonomously controlled vehicle. Alternatively or additionally, the delivery vehicle can be a moped, moped scooter, moped, and / or motorcycle. Compared to the supply vehicle, the delivery vehicle can only load a small number of objects at a given time. A loading space of the delivery vehicle is therefore preferably smaller than a loading space of the supply vehicle.The spatially limited delivery area is preferably located within an urban area, for example in the inner city area of ​​a city, whereby it preferably does not leave the delivery area assigned to it during the course of a working day as part of its delivery activity.

[0017] The method comprises the following steps: An electronic request signal is provided, which requests the transfer of the at least one object from the supply vehicle to the delivery vehicle. This electronic request signal can, for example, be provided automatically by the delivery vehicle. For example, the electronic request signal is always issued after all objects loaded in the delivery vehicle have been delivered. The transfer of the at least one object from the supply vehicle to the delivery vehicle can alternatively be referred to as a delivery of the at least one object from the supply vehicle to the delivery vehicle.

[0018] In a further method step, handover location information is determined, which describes a handover location at which the handover of the at least one object from the supply vehicle to the delivery vehicle can be carried out, from a list of predetermined handover locations in the spatially limited delivery area. The list of predetermined handover locations preferably comprises several handover locations. A handover location on the list is a spatially defined area within the spatially limited delivery area, where both the delivery vehicle and the supply vehicle can stop at least during a predetermined time window in order to hand the object from the supply vehicle to the delivery vehicle during their stay there. For this purpose, for example, the object is unloaded from the supply vehicle, transported to the delivery vehicle, and loaded onto the delivery vehicle.The handover location must therefore be appropriately dimensioned and located to be truly suitable as a handover location. The handover location can alternatively be referred to as a delivery location or delivery zone. The handover locations included in the list thus represent virtual loading zones for transferring the object from the supply vehicle to the delivery vehicle.

[0019] The handover location information is determined taking into account the request signal, delivery vehicle route information, and supply vehicle route information. The delivery vehicle route information describes a respective predicted arrival time at a respective location along the route for a current route of the delivery vehicle. The supply vehicle route information describes a respective predicted arrival time at a respective location along the route for a current route of the supply vehicle. Detailed route information is therefore provided for both the delivery vehicle and the supply vehicle. In the case of the delivery vehicle, for example, this includes detailed location and time information for all objects currently loaded in the delivery vehicle for their predicted delivery to a respective destination of the respective object.It is therefore assumed that both the supply vehicle and the delivery vehicle have a predefined route, i.e., the driving route, along which the respective vehicle is currently moving and, for example, transfers or delivers loaded objects. The driving route of the supply vehicle preferably includes several logistics depots where individual objects can be loaded onto the supply vehicle.

[0020] In addition, transfer time information is determined, which describes a predicted transfer time for the transfer of the at least one object from the supply vehicle to the delivery vehicle. The transfer time information is also determined taking into account the request signal, the delivery vehicle route information, and the supply vehicle route information. Preferably, the transfer time information describes the predicted transfer time for the transfer of the at least one object from the supply vehicle to the delivery vehicle at the determined transfer location.

[0021] It can be provided that the handover location information is determined first and then the handover time information. Alternatively or additionally, both pieces of information can be determined simultaneously. Alternatively or additionally, it is possible for the handover time information to be determined first and then, in particular for the determined handover time, the handover location information to be determined. Ultimately, a location and a time are determined at which the object can be handed over from the supply vehicle to the delivery vehicle. It is relevant here that not just any location can be selected, but that the handover location is selected from the list of predefined handover locations in the spatially limited delivery area. This means that locations are already known that are suitable in principle for handing over the object and only these locations are available for the handover.The current route of each of the vehicles involved, i.e., the supply vehicle and the delivery vehicle, is also taken into account, ultimately determining the handover time and location that can be most conveniently integrated into the current route for both vehicles involved. This would not be possible without considering the delivery vehicle route information and the supply vehicle route information.

[0022] In a further method step, the determined handover location information and the determined handover time information are provided for the supply vehicle and the delivery vehicle. The two vehicles are thus informed, for example, by means of a corresponding electronic notification, about the handover location and time at which the handover of at least one object can take place. Preferably, a delivery route is determined for the delivery vehicle and a supply route is determined for the plurality of vehicles, based on which the respective vehicle can travel to the provided handover location at the provided handover time.It can therefore be provided that even the respective future routes for transferring the at least one object from the supply vehicle to the delivery vehicle at the determined transfer time and location are calculated within the framework of the method and ultimately provided to both vehicles. These routes each include details regarding a proposed control of the respective vehicle so that it arrives at the transfer location on time at the transfer time.

[0023] The method presents an alternative approach for organizing the so-called "last mile" during the delivery of an object to a destination. In contrast to the setup of micro-depots, the supply vehicle delivers at least one object to be delivered directly to the delivery vehicle, whereupon the delivery vehicle delivers this object to the final destination, for example, by cargo bike (i.e., a bicycle or electric bike), delivery assistance (such as an autonomous vehicle), or another small vehicle. The object is handed over to the delivery vehicle at a selected handover location and thus at a virtual loading zone, which does not necessarily have to be marked as such, but is communicated to both the supply vehicle and the delivery vehicle. This communication takes place by providing the handover location information and the handover time information.

[0024] This enables particularly convenient delivery by the delivery vehicle, which can be selected in such a way that the current traffic flow is impacted as little as possible, since only the handover locations from the predefined list can be considered as handover locations. The predefined handover location is also selected so that it fits into the delivery vehicle's route, thus avoiding, for example, additional routes for the delivery vehicle. This leads to increased delivery efficiency, as it achieves a departure from route planning in which all routes of the delivery vehicle always go via a central location, i.e., for example, always via a specific, fixed micro-depot, followed by a trip from the micro-depot to the destination of the loaded object.The catchment area of ​​the delivery vehicle, i.e. its spatially limited delivery area, can also be expanded because the delivery driver does not have to constantly drive to a fixed depot, but can be supplied with new items to be delivered by the supply vehicle along his route.

[0025] The invention provides that a number of objects positioned in the delivery vehicle at a current time, which are intended for delivery to a respective delivery location in the spatially limited delivery area by means of the delivery vehicle, is continuously determined. For example, it is determined that at a current time there are three further objects loaded in the delivery vehicle that are to be delivered by it. A check is then carried out to determine whether the determined number is less than or equal to a number limit. The number limit can, for example, be one remaining object in the delivery vehicle. It is therefore determined here that the determined number is currently still greater than the number limit. If the determined number is less than or equal to the number limit, the request signal is provided.If, for example, the number limit is three parcels instead of one parcel, it is determined in the example described that the determined number is less than or equal to the number limit. In this case, the request signal is provided automatically. The request signal is provided taking the determined number into account. The request signal therefore contains the information that there are currently three objects intended for delivery by the delivery vehicle loaded in the delivery vehicle. This information is particularly helpful for determining an optimal handover location and, in particular, the optimal forecast handover time. Since, for example, with a higher number limit, more time remains until the actually necessary handover of new objects from the supply vehicle to the delivery vehicle than is the case with a lower number limit.If the quantity limit is, for example, one parcel, a handover location close to the delivery location of the last remaining item, as well as a handover time close to the time of delivery of this last item, should be determined so that the delivery vehicle can be supplied with at least one additional item from the supply vehicle as soon as possible after, for example, the last item it has loaded has been delivered. This can prevent, for example, the delivery vehicle from having to wait idly for the supply vehicle due to a lack of further items to be delivered.Ultimately, the handover of at least one object can be integrated particularly effectively into the delivery vehicle's route, as a suitable time for delivery can be determined when, for example, there is sufficient space for new objects and when new objects are actually needed for delivery by the supply vehicle. The request for the supply vehicle is therefore preferably automated based on the number of objects delivered and those still to be delivered in the delivery vehicle.

[0026] It can further be provided that a number of objects loaded in the supply vehicle is recorded and evaluated. This means that a number of objects positioned in the supply vehicle at a current point in time that are intended for handover at a respective handover location in one or more spatially limited delivery areas by means of the supply vehicle can be continuously determined. If the determined number is less than or equal to the number limit, the request signal is provided. The few objects that are still loaded in the supply vehicle, for example, can then be handed over to one or more delivery vehicles. This has the advantage that any current remaining stock of objects in the supply vehicle can be dismantled or at least reduced promptly and the emptied supply vehicle can then, for example, head off to the depot to load new objects.

[0027] An advantageous embodiment of the invention provides for the determination of an influence probability value. The influence probability value describes an influence on the current traffic flow in the vicinity of the handover location due to the handover of the at least one object from the supply vehicle to the delivery vehicle at the predicted handover time. Only if the influence probability value is less than a predetermined probability threshold are the determined handover location information and the determined handover time information provided to the supply vehicle and the delivery vehicle. Thus, the handover location is ultimately selected from the list of predetermined handover locations in the spatially limited delivery area in such a way that any negative influence on the current traffic flow is minimized.This is achieved by continuously determining the extent to which the current or forecasted traffic flow in the vicinity of the handover location is likely to change at the determined handover time when the object is handed over from the supply vehicle to the delivery vehicle. If the probability of influence is so high that a negative impact on traffic flow can be assumed, i.e., if the probability threshold is reached or exceeded, the determined handover location information and the determined handover time information are prevented from actually being provided. In this case, for example, alternative handover location information and alternative handover time information can be determined again.In this case, the method is preferably repeated with regard to determining the transfer location information and the transfer time information, as well as subsequently providing the determined transfer location information and the determined transfer time information, if the determined influence probability value is greater than or equal to the specified probability threshold. This always reliably and precisely excludes the possibility of an undesirably strong influence on traffic flow due to the transfer of the object from the supply vehicle to the delivery vehicle at the determined transfer location at the determined transfer time.

[0028] According to an additional exemplary embodiment, the predefined handover locations in the list are each determined taking into account at least one of the following pieces of information: Firstly, taking into account map information from a map of the spatially limited delivery area. The map information includes, in particular, position data of at least one designated loading zone, parking area, and / or no-parking zone. Alternatively or additionally, the map information may include position data of a designated parking space. The map information is, for example, publicly available information that includes coordinates of, for example, a publicly designated loading zone, a publicly designated parking space, and / or other known stopping points.The designated parking space can in particular be a bookable parking space, i.e. a parking space for which a parking ticket can be booked for a parking period and for a parking time, preferably in advance. This publicly available information is, for example, data that particularly contains information about areas in which parking and / or stopping is prohibited. The map information of the map can, for example, be stored in a navigation system of the supply vehicle, the delivery vehicle and / or a central control device for carrying out the method for transferring at least one object from the supply vehicle to the delivery vehicle. The position data is, for example, coordinates. Alternatively or additionally, the map information can be stored online and / or offline in a logistics application that has a navigation function and links the navigation function to at least one logistics workflow element.The logistics application can, for example, be provided on a terminal device of a driver of the supply vehicle and / or the delivery vehicle.

[0029] Alternatively or additionally, traffic flow information can be taken into account that describes a location-dependent and / or time-dependent traffic flow. This means that information is available about a traffic flow, i.e. about typical road users and a typical density of road users at specific locations as well as at a specific time of day, a specific day of the week, a specific month and / or a specific time of year. The traffic flow information can, for example, be linked to the map information and thus include respective location- and / or time-dependent traffic flow information for individual positions on the map. For example, it can be known that an officially designated loading zone is located at a specific location within the spatially limited delivery area.In addition, the typical traffic flow, for example in the morning between 8 a.m. and 9 a.m. on a weekday, in the vicinity of this designated loading zone is known through the traffic flow information.

[0030] Alternatively or additionally, experience information can be considered. The experience information describes information provided by a driver of the supply vehicle and / or the delivery vehicle regarding a handover location known to the driver. The experience information therefore describes a handover location known to the driver. It is provided by the driver, in particular, via an input device on a terminal device assigned to the driver. The terminal device is, for example, a mobile device such as a smartphone and / or a tablet.Alternatively or additionally, the input device can be provided as an input device in the delivery vehicle and / or supply vehicle, for example, as a touch-sensitive surface of a touch-sensitive screen and / or as an operating element, such as a rotary push-button, a key and / or a button, of a navigation system and / or multimedia device in the respective vehicle. The designated loading zone may, for example, already have been used by the driver of the delivery vehicle to receive an object from a supply vehicle, so that the corresponding experience information regarding this designated loading zone can be provided by the driver as a possible handover location.For example, if the map information does not include the corresponding loading zone, but this has already been identified as a suitable handover location by the driver of the supply vehicle and / or the delivery vehicle in the past, the corresponding loading zone, i.e. the corresponding handover location, can still be included in the list of handover locations as a possible handover location based on the experience information.

[0031] Alternatively or additionally, evaluation information can be taken into account, which in turn is provided by the driver, in particular by input via the input device of the terminal assigned to the driver. The evaluation information describes an assessment provided by the driver regarding the suitability of a handover location as a handover location. The driver can thus perform a type of rating, within the framework of which he evaluates, for example, several potential handover locations at which he has preferably already received at least one object from the supply vehicle and / or handed over from the supply vehicle to the delivery vehicle, and whose suitability as a handover location he can therefore assess.A type of feedback mechanism is therefore provided in which either the driver of the supply vehicle and / or the driver of the delivery vehicle determine the quality of a handover location and check it, preferably continuously, with regard to the fulfillment of requirements for a handover location.

[0032] Alternatively or additionally, sensor data information can be taken into account. The sensor data information is determined using a sensor device of a motor vehicle and / or an infrastructure facility and describes the handover location located in the vicinity of the sensor device. For example, image data from a camera device of one or more motor vehicles driving in the vicinity of the handover location can be used to detect and identify the handover location as a possible handover location. Alternatively or additionally, image data from a camera device of an infrastructure facility, such as a surveillance camera of a parking lot and / or an external camera of a parking garage, can be taken into account for this purpose.

[0033] Ultimately, the individual handover locations on the list are identified through a combination of publicly available data, such as map information, local knowledge of the drivers involved, such as experience information and / or evaluation information, and / or provided data, such as traffic flow information and / or sensor data. To provide the experience information and / or evaluation information, the driver of the supply vehicle and / or the delivery vehicle can, for example, be tasked with marking suitable handover locations on a map and continuously reviewing their suitability as a handover location using the described feedback mechanisms, such as ratings. This allows the list to be continuously optimized.This ultimately makes it possible, taking into account the diverse information, to include a truly suitable handover location in the list of handover locations with particular reliability and to select it as the handover location when determining the handover location information.

[0034] In addition, one embodiment provides that the list is created and / or updated using machine learning methods for at least one of the aforementioned pieces of information. Thus, the individual transfer locations in the list are preferably continuously optimized based on machine learning. For example, a corresponding computer algorithm can be provided that recognizes patterns and / or regularities in the aforementioned information and, based on these, for example using an artificial neural network, can determine and / or specify the transfer location as such. Machine learning supports the described approach, in which numerous different pieces of information are taken into account, for example by evaluating objective parameters that can be derived from the aforementioned information.

[0035] The list of handover locations can be continuously optimized, creating the densest possible network of possible handover locations. Sensor data from other passing road users is preferentially taken into account, for example, by incorporating real-time data from other vehicles to distinguish between typical times when the handover location is occupied and typical times when it is unoccupied. Ultimately, by applying machine learning methods and thus based on artificial intelligence methods, the list of handover locations can be automatically generated, continuously updated, and optimized with exceptional reliability.

[0036] Furthermore, one embodiment provides that real handover location information is determined, which describes an actual handover location in the vicinity of the selected handover location. Furthermore, deviation information is determined, which describes a deviation between the real handover location information and the provided handover location information. Thus, it is determined where the object is actually handed over from the supply vehicle to the delivery vehicle, and the corresponding location is also compared with the previously determined and provided handover location information in order to determine the deviation information. Taking the deviation information into account, an entry in the list assigned to the selected handover location is adapted to the actual handover location.For example, if it is determined that the actual handover of the object did not take place at the previously determined, provided handover location taken from the list of handover locations, but instead took place a few meters away from this provided handover location, this can be taken into account to update the entry for the corresponding handover location in the list and adjust it to the actually selected handover location. Deviations between the actual reloading position, i.e., the actually selected handover location, and the proposed, i.e., the determined and provided handover location are recorded, and based on the corresponding deviations, i.e., based on the deviation information, optimization suggestions for the entry of the handover location in the list are continuously submitted.These can, for example, be checked by the driver of the supply vehicle and / or the delivery vehicle and / or another employee for their compliance with traffic regulations, such as a no-parking zone in the vicinity of the actual handover location, and validated depending on the check.

[0037] For example, a driver of the delivery vehicle and / or the supply vehicle can be actively asked for a reason for the deviation using the end device assigned to them. They can thus be actively asked, for example, whether they believe the handover location should be changed to the actual handover location. In particular, it can therefore be provided that the entry in the list assigned to the selected handover location is not automatically adjusted to the actual handover location, but that this must first be confirmed by the driver of the supply vehicle and / or the delivery vehicle using a corresponding input via the input device of the end device assigned to the driver. A three-stage optimization principle is therefore preferably provided.This principle involves analyzing the real situation, i.e., determining the actual handover information and deviation information, developing a proposal based on this, i.e., adapting the selected handover location as entered in the list to the actual handover location, and then validating this proposal by an employee, such as the driver of the supply vehicle and / or the delivery vehicle. The three-stage optimization serves to continuously improve the quality of the handover location network, as determined from the list of handover locations. Furthermore, evaluation information and / or experience information can be used in this context and taken into account when querying and / or automatically adapting the entry in the list assigned to the selected handover location to the actual handover location.

[0038] It can further be provided that the driver of the supply vehicle and / or the delivery vehicle can provide a suggestion for a handover location that should be included in the list of handover locations, in particular by entering the information via the input device of the terminal device assigned to the driver. Such suggested information regarding a possible handover location on the list of handover locations can thus be provided by entering the information via the input device of the terminal device assigned to the driver.

[0039] It is also possible that the map information has a bookable parking space and thus ultimately a parking space can be provided as the handover location which is bookable and which is thus automatically booked, for example, by the control device and / or, for example, a control device of the supply vehicle or the delivery vehicle and automatically booked for the handover of the at least one object at the corresponding handover location at the provided handover time information.

[0040] Furthermore, one embodiment provides that when determining the handover location information, at least one of the following information is taken into account: Position information describing the current position of the delivery vehicle; traffic situation information describing a current traffic situation; traffic situation information describing a past traffic situation, which describes the past traffic situation in a time interval; provided evaluation information; availability information describing an availability of the handover location at a predetermined time and / or in a predetermined traffic situation, in particular in the time interval; and / or booking option information describing a current availability of a bookable parking space.The handover location is therefore determined based on additional information in addition to the information already provided in the request signal, the delivery vehicle route information, and the supply vehicle route information. For example, the following can be considered: the current position of the delivery vehicle, a route plan for the delivery vehicle, a route plan for the supply vehicle, the current traffic situation, historical data on the traffic situation, historical data for evaluating the virtual loading zone, historical data on the availability of the virtual loading zone depending on the time of day and / or traffic situation, and / or information on whether the handover location is a bookable parking space; in this case, the real-time availability of this bookable parking space is queried.At least one, and preferably several, of the aforementioned pieces of information can be considered to ultimately select the handover location, i.e., the virtual loading zone. Particularly relevant here is the consideration of traffic situation information describing the past traffic situation, in order to ultimately rule out the possibility that the respective handover location, in the event of a handover of the object there, will have a negative impact on traffic flow and thus on the traffic situation in the vicinity of the handover location. This ensures that an optimal handover location for the handover of the object is always determined.

[0041] According to an additional exemplary embodiment, at least one piece of previous information is taken into account when determining the handover time information: traffic situation information describing a current traffic situation; traffic situation information describing a past traffic situation, which describes the past traffic situation in a time interval; and / or knowledge information provided by the driver and describing a driving speed to the selected handover location, an object handover at the handover location, and / or at least one object delivery along the route. The knowledge information is provided in particular by the driver through input via the input device using the terminal device assigned to the driver. The driver is the driver of the supply vehicle and / or the driver of the delivery vehicle.

[0042] A corresponding delivery route and / or supply route can be determined for the supply vehicle and / or the delivery vehicle, each of which is coordinated with each other so that, for example, the supply route is optimally adapted to the delivery route and vice versa, so that, for example, the delivery vehicle has to travel the shortest possible distance to reach the handover location. Furthermore, the meeting of the supply vehicle and the delivery vehicle is coordinated in time to avoid waiting times on both sides. The most accurate calculation of the expected arrival time, i.e., the handover time information, plays a key role here.To determine the handover time information, in addition to the request signal, the delivery vehicle route information and the supply vehicle route information, the current traffic situation and / or historical data on the traffic situation, i.e. the aforementioned traffic situation information, and / or empirical values ​​on parcel delivery, empirical values ​​on speed and on the handover location itself, i.e. the knowledge information, are taken into account.

[0043] It can further be provided that the supply vehicle and / or the delivery vehicle are configured to drive autonomously. The control device can, for example, determine the transfer location information and the transfer time information and provide them to the autonomous vehicles. Based on the information for determining the transfer location information and the transfer time information, a particularly advantageous transfer location can be selected from the list of transfer locations, and the optimal transfer time can also be determined and taken into account.It can now be provided, for example, that the delivery vehicle driver's route, data relating to the at least one object already loaded, an address to which the at least one object to be delivered is to be delivered, and / or further information, for example regarding the number of objects currently loaded in the delivery vehicle, are displayed on the mobile device of the driver of the delivery vehicle. Possible meetings with the supply vehicle are then included in the route planning for the delivery vehicle. Analogously, the meeting with the delivery vehicle along its route is displayed to the supply vehicle. In addition, the supply vehicle driver's route, data relating to the at least one loaded object, the address, and / or further information, for example regarding the number of objects currently loaded in the supply vehicle, can be displayed on the mobile device of the driver of the supply vehicle.

[0044] A further embodiment provides that a supply route of the supply vehicle to the provided handover location and the provided handover time is determined, and the determined supply route is compared with an actual supply route traveled by the supply vehicle to the provided handover location and the provided handover time. Any deviation between the supply routes identified during the comparison will be taken into account in the future when determining the supply route. Alternatively or additionally, a delivery vehicle route of the delivery vehicle to the provided handover location and the provided handover time is determined, and the determined delivery vehicle route is compared with an actual delivery vehicle route traveled by the delivery vehicle to the provided handover location and the provided handover time.Any deviation between delivery vehicle routes identified during comparison will be taken into account when determining the delivery vehicle route in the future. This check determines whether the determined routes to the handover location and time are actually used by the corresponding vehicles, i.e., the supply vehicle and / or the delivery vehicle. If deviations are identified in this regard, they can be taken into account to improve future route planning, for example, using machine learning methods. This allows for learning for future processes, so that optimized and increasingly realistic routes can be determined over time and suggested to the drivers or specified to the autonomous vehicles.

[0045] It can further be provided that the handed over object is scanned for handover so that the handover from the supply vehicle to the delivery vehicle can ultimately be confirmed by the corresponding scan. Based on the scan, the task of the supply vehicle can be considered fulfilled. A barcode can be provided on the object for scanning the object. Alternatively or additionally, a component of an RFID system (RFID for radio-frequency identification) can be arranged on or in the object, for example an RFID transponder. Furthermore, an application is preferably provided on the mobile device of the respective driver, by means of which the described method is displayed for the latter in a comprehensible manner. The application can be operated using the input device, wherein corresponding inputs can be made in the application using the input device.

[0046] Furthermore, a demand-based increase in the number of objects to be delivered can be entered into the application, for example by the driver of the delivery vehicle. This also facilitates the engagement of, for example, part-time workers as delivery vehicle drivers. In addition to the display in the application on the respective device, there should be an automated interface to a system of supply vehicles and delivery vehicles, preferably provided by different providers. With the help of a demand-based incentive system, peak loads on the one hand or delivery routes that cannot be economically implemented within the company's own network on the other hand can be transferred to another delivery service platform, for example. This can also be possible using the application.By providing an appropriate software and interface system, it may be possible to quickly integrate the handover of the object into the application. The application for the delivery vehicle and / or the supply vehicle can be a separate application or the corresponding data can be transferred via an interface for display in a partner application. This makes it possible to provide existing delivery networks, for example for food delivery, with the corresponding orders aimed at handing over at least one object, so that at least one object can be transferred from the delivery vehicle to the delivery vehicle via the existing delivery networks. Alternatively, an interface to the delivery application of a parcel service can be created.

[0047] A further aspect of the invention relates to a system for transferring at least one object from a supply vehicle to a delivery vehicle. The system comprises the supply vehicle, the delivery vehicle and a control device and is designed overall to carry out the method described above. The system can further comprise a plurality of supply vehicles and / or a plurality of delivery vehicles. The control device is preferably a computing device. The control device can be integrated into the supply vehicle and / or the delivery vehicle and / or be designed as an external device. The control device is designed to exchange information, i.e. data, with a terminal device assigned to the supply vehicle and a terminal device assigned to the delivery vehicle. The terminal devices are preferably assigned to the driver of the respective vehicle.The embodiments described in connection with the method according to the invention, considered alone or in combination, are also to be regarded as advantageous embodiments of the system according to the invention.

[0048] The invention also includes the control device for the system. The control device has a processor device that is configured to carry out corresponding method steps of the method according to the invention, of an embodiment of the method according to the invention and / or a combination of embodiments of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code that is configured to carry out corresponding method steps of the method according to the invention, of an embodiment of the method according to the invention and / or a combination of embodiments of the method according to the invention when executed by the processor device.The program code can be stored in a data memory of the processor device.

[0049] The determination and provision of the handover location information and the handover time information preferably takes place by means of the control device after the request signal has been provided to it. The request signal is provided, for example, automatically or, for example, upon an automatic or manual request from the delivery vehicle, which is provided, for example, by the terminal device in the delivery vehicle and / or a control unit of the delivery vehicle. The handover location information and the handover time information are provided, for example, by transmitting them to the delivery vehicle and the supply vehicle. This can take place via a wireless communication connection.The communication connection can be established, for example, via a wireless local area network (WLAN for Wireless Local Area Network), a Bluetooth connection, and / or a mobile data network, for example based on the Long Term Evolution (LTE), Long Term Evolution Advanced (LTE-A), or Fifth Generation (5G) mobile communications standard. The information is received by the terminal device in the respective vehicle and / or by a communication interface in the respective vehicle and transmitted from there to the control unit of the delivery vehicle or a control unit of the supply vehicle. The control unit can then, for example, determine a route to the handover location and / or drive the respective vehicle at least partially autonomously, preferably fully autonomously, to the handover location, whereby the respective vehicle arrives at the handover location at the handover time.

[0050] Information within the meaning of the invention preferably refers to data, for example a data packet.

[0051] The delivery vehicle preferably has lockable parcel compartments that can be opened, for example, by authenticating the delivery vehicle driver on-site, using the described application or near-field communication technology. A solution is also envisaged in which the individual parcel compartment can be locked and opened using a numeric code. The delivery vehicle driver then removes, for example, a transport box sized to fit their delivery vehicle and confirms removal from the parcel compartment, using the application, for example.

[0052] If an object could not be delivered or was not handed over to the delivery vehicle during the delivery vehicle's route, for example, if it was not picked up by the delivery vehicle as an object to be delivered, such an object can be deposited in an empty parcel compartment of the supply vehicle. The driver of the delivery vehicle or the autonomous delivery vehicle confirms which objects have been reloaded from the supply vehicle to the delivery vehicle. This completes the handover process, and the supply vehicle and the delivery vehicle with the newly loaded objects continue their work, for example, continuing along the supply route or the delivery route, i.e., the delivery route of the transport vehicle.The application can then, for example, display a new route that already includes the delivery of the newly loaded objects and / or, for example, a delivery vehicle route to the next handover location at the next handover time.

[0053] Objects are recorded in a depot and pre-sorted for the respective delivery vehicles. Information about the delivery vehicle and the objects themselves is taken into account, for example, to control the number of objects there for a specific delivery vehicle. The objects are then pre-sorted and stored in suitable containers, which are preferably delivered automatically to the supply vehicle. At the end of a working day, for example, the various delivery vehicles, which are designed as cargo bikes, i.e., bicycles and / or electric bikes, can be gathered at virtual stopping points and taken to a corresponding depot, for example for maintenance. For this purpose, the supply vehicle can be used again, which can, for example, load the parked delivery vehicles and transport them to the appropriate depot.

[0054] The invention also includes combinations of the features of the described embodiments.

[0055] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 is a schematic representation of a system for transferring at least one object from a supply vehicle to a delivery vehicle; and Fig. 2 shows a schematic representation of a signal flow graph for a method for transferring at least one object from a supply vehicle to a delivery vehicle.

[0056] The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the described components each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described exemplary embodiments can also be supplemented by further features of the invention already described.

[0057] In the figures, functionally identical elements are provided with the same reference numerals.

[0058] In Fig. 1 shows a system 1 that includes a supply vehicle 2 and a delivery vehicle 3, 4. Two different delivery vehicles 3, 4 for system 1 are shown as examples. Supply vehicle 2 is a truck. Supply vehicle 2 can be designed as an autonomously driving vehicle. Delivery vehicle 3 is designed as a bicycle with a trailer, i.e., as a cargo bike, and delivery vehicle 4 is designed as an autonomously driving delivery vehicle. Both supply vehicle 2 and delivery vehicles 3, 4 are each designed to transport at least one object 5. As an alternative to the trailer, the bicycle can have a transport container integrated into the bicycle for the at least one object 5. Object 5 is preferably designed as a package. Supply vehicle 2 first drives past two depots 6, 7, in each of which it loads several objects 5.In the example outlined here, four objects 5 are loaded into depot 6 and three further objects 5 are loaded into the second depot 7, so that the supply vehicle 2 has loaded a total of seven objects 5.

[0059] The individual delivery vehicles 3, 4 are each assigned to a spatially limited delivery area 8. Two such delivery areas 8 are sketched here, i.e., a respective delivery area 8 for a respective delivery vehicle 3, 4. The supply vehicle 2 is designed to transport the objects 5 into the spatially limited delivery areas 8, whereas the individual delivery vehicles 3, 4 are designed to deliver and deliver the objects 5 within the spatially limited delivery area 8. For this purpose, various delivery locations 10 are sketched, to each of which at least one of the objects 5 is to be delivered by the delivery vehicle 3, 4. Furthermore, several handover locations 9 are sketched, at each of which a handover of at least one of the objects 5 from the supply vehicle 2 to one of the delivery vehicles 3, 4 can be carried out.

[0060] In Fig. 1 also shows a supply vehicle route 13 outlined in a solid line, which includes the two depots 6, 7 and the four transfer locations 9 outlined here as examples. Also outlined are respective delivery vehicle routes 14 for the two delivery vehicles 3, 4, each of which includes individual delivery locations 10 and transfer locations 9 within the respective delivery area 8 of the respective delivery vehicle 3, 4. The respective delivery vehicle route 14 is outlined in a dashed line.

[0061] A terminal 11 is arranged in the supply vehicle 2, which can be assigned to a driver of the supply vehicle 2. In the case of an autonomously driving supply vehicle 2, this terminal 11 is designed, for example, as a control device of the supply vehicle 2 and / or as a communication interface 12 of the supply vehicle 2 (not shown in Fig. 1). The delivery vehicle 3, which is designed here as a bicycle, also has a terminal 11, which is assigned to the driver of the bicycle, i.e. the driver of the delivery vehicle 3. The delivery vehicle 4, which is designed here as an autonomously driving delivery vehicle, has the communication interface 12. In addition, the delivery vehicle 4 has a control device (not shown in Fig. 1), by means of which the lateral and longitudinal guidance of the delivery vehicle 4 can be controlled fully autonomously and for which information is provided by the communication interface 12. The terminal devices 11, the communication interface 12, and the objects 5 are each identified here only as examples at individual locations. Ultimately, each component of the system 1 sketched as a box within a loading space of the respective vehicle, i.e., the supply vehicle 2, the delivery vehicle 4, and / or in the trailer of the bicycle as the delivery vehicle 3, is to be understood as object 5.

[0062] The system 1 further comprises a control device 15. The control device 15 has the communication interface 12. The control device 15 is designed to carry out individual method steps, in particular evaluation method steps, and to provide corresponding information for the supply vehicle 2 and / or the delivery vehicle 3, 4. For this purpose, a preferably wireless communication connection (not shown here) can be established and maintained between, for example, the communication interface 12 of the control device 15 and the respective terminal 11 of the supply vehicle 2 or the delivery vehicle 3 and / or the communication interface 12 of the delivery vehicle 4.

[0063] In Fig. 1, it is assumed by way of example that at the first handover location 9 along the supply vehicle route 13, a handover of two objects 5 takes place from the supply vehicle 2 to the delivery vehicle 3, wherein the delivery vehicle 3 has previously no longer loaded any objects 5 and then drives with two loaded objects 5 to further delivery locations 10 along its delivery vehicle route 14. At the end of the delivery vehicle route 14 of the delivery vehicle 3 outlined here, the delivery vehicle 3, now driving without object 5, arrives at the last handover location 9 along the supply vehicle route 13 and is resupplied there with another object 5, which the delivery vehicle 3 then delivers to another delivery location 10.After the bicycle as delivery vehicle 3 has supplied two objects 5 at the first handover location 9 of the supply vehicle route 13, the supply vehicle 2 drives along the supply vehicle route 13 into the other outlined delivery area 8 and hands over two objects 5 to the autonomous delivery vehicle 4 at the first handover location 9. The autonomous delivery vehicle 4 then delivers these two objects 5 and is supplied again with two objects 5 at the third handover location 9 along the supply vehicle route 13, which it then delivers to the corresponding delivery locations 10.Ultimately, in this example, the supply vehicle 2 leaves the delivery area 8 of the autonomous delivery vehicle 4 with only one loaded object 5, which it hands over, as already described, to the bicycle as delivery vehicle 3 at the last handover point 9 of the supply vehicle route 13, so that it ultimately drives back to the depot 6 as an empty supply vehicle 2. In . Fig. 1, the state of the autonomous delivery vehicle 4 is also outlined before its first delivery by the supply vehicle 2 at the second handover location 9 along the supply vehicle route 13, that this is initially loaded with objects 5 and only when it has no more objects 5 loaded does it drive to the handover location 9 for the handover of two further objects 5 there. Fig. 1, two positions along the delivery vehicle route 14 are highlighted with the letter A, which will be discussed in more detail below.

[0064] Alternative scenarios to the Fig. 1 exemplary scenario outlined as to how many objects 5, at which and how many handover locations 9, and to how many delivery vehicles 3, 4 are handed over, are possible.

[0065] In Fig. 1, the supply vehicle 2 is completely emptied before it travels back to the depot 6. It therefore transfers all loaded objects 5 to the respective delivery vehicle 3, 4 before it travels to one of the depots 6, 7. Alternatively, it can be provided that the supply vehicle is loaded with at least one new object 5 at one of the transfer locations 9. The at least one new object can have been previously transferred, for example, to the delivery vehicle 3, 4 at one of the delivery locations 10 and from there to the supply vehicle 2 at the transfer location 9. The supply vehicle 2 can then transport the at least one new object to another delivery location 9 and / or, for example, to the depot 6, 7. Alternatively or additionally, it is possible for the supply vehicle 2 to travel to the depot 6, 7 despite a remaining number of loaded objects 5 and load at least one new object 5 there.The supply vehicle 2 can therefore drive back to depot 6, 7 in a partially loaded or even fully loaded state.

[0066] In Fig. 2 outlines individual procedural steps that can be carried out when driving the supply vehicle route 13 and the two delivery vehicle routes 14.

[0067] The method relates to the transfer of at least one of the objects 5 from the supply vehicle 2 to the respective delivery vehicle 3, 4. In a first method step S1, a number 16 of objects 5 positioned in the delivery vehicle 3, 4 at a current time, which are intended for delivery to a respective delivery location 10 in the spatially limited delivery area 8 by means of the respective delivery vehicle 3, 4, is continuously determined. At the two locations indicated by the letter A, this number 16 is one object 5 each.

[0068] In process step S2, it is now checked whether the determined number 16 is less than or equal to a number limit 17. In this example, the number limit 17 is, for example, a single object 5. If the determined number 16 is less than or equal to the number limit 17, a request signal 18 is provided. This is done in particular taking into account the determined number 16. Here, therefore, at the locations that are each marked with the letter A in Fig. 1, it is determined during the check that the determined number 16 is equal to the number limit 17. The process then proceeds to a method step S3 in which the request signal 18 is provided. If the number 16 is greater than the number limit 17, the number 16 of objects 5 in the respective delivery vehicle 3, 4 is continuously determined again. The request signal 18, which is provided in method step S3, requests a transfer of the at least one object 5 from the supply vehicle 2 to the delivery vehicle 3, 4. In the Fig. In the examples outlined in Figure 1, the respective delivery vehicle 3, 4 requests, for example, the handover of at least one new object 5 from the supply vehicle 2 to the delivery vehicle 3, 4.

[0069] In a method step S4, transfer location information 19 is determined. This describes a transfer location 9 at which the transfer of the at least one object 5 from the supply vehicle 2 to the delivery vehicle 3, 4 can be carried out. When determining the transfer location information 19, at least the request signal 18, a delivery vehicle route information 20, and a supply vehicle route information 21 are taken into account. The delivery vehicle route information 20 describes, for a current route of the delivery vehicle 3, 4, a respective predicted arrival time at a respective location along the route. The delivery vehicle route information 20 thus at least partially describes the delivery vehicle route 14, wherein it particularly includes the individual delivery locations 10 along the respective delivery vehicle route 14 as well as expected arrival times at these delivery locations 10.The supply vehicle route information 21 describes the respective predicted arrival time at a respective location along a current route of the supply vehicle 2. The supply vehicle route information 21 thus at least partially includes the supply vehicle route 13, for example, the locations of the depots 6, 7 and the expected arrival time there for loading individual objects 5.When determining the handover location information 19, at least one of the following information can also be taken into account: position information 23 describing a current position of the delivery vehicle 3, 4, traffic situation information 24 describing a current traffic situation, traffic situation information 24' describing a past traffic situation and describing the past traffic situation in a time interval, provided evaluation information 25, availability information 26 and / or booking option information 27. The provided evaluation information 25 can, for example, be provided by the driver of the delivery vehicle 3 and / or the supply vehicle 2 and describes an evaluation provided by the driver of a suitability of a handover location 9 as the actual handover location 9.The evaluation information 25 can be provided by the driver, in particular, by means of an input device on the terminal 11 assigned to the driver. This terminal 11 is, for example, a mobile terminal 11, such as a smartphone and / or a tablet. Alternatively or additionally, the terminal 11 is the control device, and the input device is, for example, a touch-sensitive screen and / or an operating element. The availability information 26 describes the availability of the handover location 9 at a specified time and / or under a specified traffic situation, wherein this traffic situation is considered in particular within a time interval. The booking option information 27 describes the current availability of a bookable parking space as the handover location 9.

[0070] The determined handover location information 19 is selected from a list 28 of predefined handover locations 9 in the spatially limited delivery area 8. The individual handover locations 9 in the list 28 can also be referred to as virtual loading zones.

[0071] In a method step S5, handover time information 29 is determined, which describes a predicted handover time for the handover of the at least one object 5 from the supply vehicle 2 to the delivery vehicle 3, 4. Preferably, it describes the handover time at the determined handover location. The handover time information 29 is determined taking into account the request signal 18, the delivery vehicle route information 20, and the supply vehicle route information 21. Furthermore, the traffic situation information 24 describing the current traffic situation, the traffic situation information 24' describing the past traffic situation, and / or knowledge information 30 can be taken into account. The knowledge information 30 is provided by the driver of the supply vehicle 2 and / or the delivery vehicle 3, preferably by input using the input device of the terminal 11 assigned to the driver.The knowledge information 30 describes a driving speed to the selected handover location 9, an object handover at the handover location 9, and / or at least one object delivery along the route, for example, along the supply vehicle route 13 and / or the delivery vehicle route 14. The knowledge information 30 thus includes the respective driver's knowledge regarding the handover of the object 5 at the determined handover location 9 and preferably at the determined handover time. The handover time is specified here, for example, based on a time of day and, in particular, a day of the week.

[0072] Method steps S4 and S5 can be performed simultaneously or sequentially, whereby, for example, step S4 can be performed first, followed by step S5, or alternatively, step S5 can be performed first, followed by step S4. Preferably, for example, taking into account the request signal 18, the delivery vehicle route information 20, and the supply vehicle route information 21, the handover location information 19 and the associated handover time information 29 are determined together.

[0073] Subsequently, in a method step S6, an influence probability value 31 can be determined. The influence probability value 31 describes an influence on the current traffic flow in the vicinity of the handover location 9 for the handover of the at least one object 5 from the supply vehicle 2 to the delivery vehicle 3, 4 at the predicted handover time. Only if it is determined in a method step S7 that the influence probability value 31 is less than a predetermined probability threshold 32, does the method proceed to a method step S8. If this is not the case, i.e., if the influence probability value 31 is greater than or equal to the probability threshold 32, the handover location information 19 and the handover time information 29 are determined again, i.e., method steps S4 and S5 are performed again.

[0074] In a method step S8, the determined transfer location information 19 and the determined transfer time information 29 are now provided for the supply vehicle 2 and the delivery vehicle 3, 4. For this purpose, the corresponding information can be transmitted, for example, to the corresponding vehicle, i.e., to the supply vehicle 2 and to the corresponding delivery vehicle 3, 4, as, for example, coordinates and a time indication.

[0075] In a method step S9, the list 28 is determined. This is done taking into account at least one of the following information: map information 33, traffic flow information 34, experience information 35, the evaluation information 25, and / or sensor data information 36. The map information 33 is comprised of a map of the spatially limited delivery area 8, wherein the map information 33 includes, in particular, position data of at least one designated loading zone, parking area, and / or no-parking zone. Alternatively or additionally, the map information 33 may include position data of a designated parking space, for example, a bookable parking space. The traffic flow information 34 describes a location-dependent and / or time-dependent traffic flow.The experience information 35 is provided by the driver of the supply vehicle 2 and / or the delivery vehicle 3, in particular by an input via the input device of the terminal 11 assigned to the driver. The experience information 35 describes a handover location 9 known to the driver. The experience information 35 is therefore provided by the driver and describes a handover location 9 at which he has already received an object 5, for example from the supply vehicle 2, or handed it over from the supply vehicle 2 to the delivery vehicle 3. The evaluation information 25 describes, as already described above, the evaluation provided by the driver of the suitability of a handover location 9 as a handover location 9. The sensor data information 36 is determined by means of a sensor device of another motor vehicle and / or an infrastructure facility that has, for example, driven past the handover location 9.The sensor data included in the sensor data information 36 therefore describes the transfer location 9, provided that it is located in the vicinity of the sensor device and has thus been detected by the sensor device. For example, corresponding camera data from camera devices of motor vehicles and / or an infrastructure facility, such as a parking lot surveillance camera, can be taken into account in order to be able to record and evaluate, for example, a position and a temporally fluctuating occupancy of the transfer location 9.

[0076] In particular, in a method step S10, it is provided that the list 28 is created and / or updated using machine learning methods, such as, for example, using an artificial neural network, for at least one of the above-mentioned pieces of information described in connection with the method step S9.

[0077] In a method step S11, real handover location information 38 can be determined, which describes an actual handover location 9 in a vicinity of the previously selected handover location 9, which is described by the handover location information 19. Furthermore, deviation information 39 is determined, which describes a deviation of the real handover location information 38 from the provided handover location information 19. The determined deviation information 39 is then taken into account in order to adapt the entry in the list 28 assigned to the corresponding handover location 9 to this actual handover location 9. If, for example, it is determined that the handover of the object 5 from the supply vehicle 2 to the delivery vehicle 3, 4 typically does not take place at the specified handover location 9 itself, but rather, for example, two meters away from it, the corresponding entry in the list 28 can be adapted to the actual handover location 9.

[0078] In a method step S12, it can be provided that, for example, by means of the control device 15 for the delivery vehicle 3, 4 and the supply vehicle 2, a respective route to the provided handover location 9 at the provided handover time is determined and provided to the respective vehicle. Thus, a supply route 40 and / or a delivery route 41 is determined and provided. The supply route 40 can, for example, be a subsection of the supply vehicle route 13, as shown in Fig. 1. The delivery route 41 may include at least a portion of the delivery vehicle route 14 as shown in Fig.1. Preferably, the supply vehicle route 13 corresponds to the supply route 40, and the delivery vehicle route 14 corresponds to the delivery route 41. In the case of, for example, autonomously driving vehicles, such as an autonomously driving supply vehicle 2, as well as the autonomous delivery vehicle 4, the travel along the provided supply route 40 and / or delivery route 41 can also be provided in a further method step not outlined here.

[0079] In a method step S13, an actual supply route 40' traveled by the supply vehicle 2 to the provided handover location 9 and to the provided handover time can be determined. Additionally and / or alternatively, an actual delivery route 41' of the delivery route 41 traveled by the delivery vehicle 3, 4 to the provided handover location 9 and to the provided handover time can be determined. The respective actual routes can be compared with the previously determined routes, i.e., the supply route 40 and / or the delivery route 41.A deviation identified during the respective comparison can be taken into account in the future when determining the respective route, i.e. when determining a future supply route 40 and / or a future delivery route 41 with regard to the corresponding handover location 9, in particular with a similar or the same handover time.

[0080] At least method steps S4 to S13 are preferably performed by the control device 15, which is embodied, for example, as an external central computing device. Method steps S1 to S3 are preferably performed by the delivery vehicle 3, 4, for example, by its control device or the corresponding terminal device 11. The request signal 18 is preferably transmitted to the control device 15 via the communication connection.

[0081] Overall, the examples show virtual micro-depots. The described system 1 has digital and physical components, whereby the supply vehicle 2 and the delivery vehicle 3, 4, as well as the control device 15, can each be referred to as physical components, and, for example, the handover locations 9 in the delivery areas 8 can be referred to as respective digital components. It is a socio-technical system 1 that also controls the work of the people involved, i.e., the driver of the supply vehicle 2 and / or the driver of the delivery vehicle 3. The physical components are, for example, the supply vehicle 2, standardized transport containers, and the delivery vehicles 3, 4. Digital components include the efficient route planning of the supply vehicle 2, taking into account, for example, the so-called traveling salesman problem, multi-stop route planning of the delivery vehicle 3, 4, parcel processing (here, object processing),Package tracking (here, object tracking), access rights for transport containers, desired delivery times and / or desired delivery locations, an application for the driver of the delivery vehicle 3 and / or the supply vehicle 2, an application for pre-sorting the objects 5 in the depot 6, 7, an application for the sender and recipient of the objects 5, an interface for transferring the package data (here, object data; possibly also using a crawler if no interface is available), an interface for feeding orders to other delivery networks, an interface to delivery applications, an optimization system for virtual stops, i.e., for the virtual transfer locations 9, as well as the virtual stops, i.e., the virtual transfer locations 9 themselves. Corresponding human-machine interfaces, such as those provided by the terminal devices 11, can also be provided.

[0082] Thus, a product-service system is provided for the supply and organization of delivery on the "last mile." This system comprises very different components, both physical and computer-based. Important here are the logic of the virtual handover locations 9, their initial determination, and continuous improvement through a combination of, for example, crowd and big data sources, including the described three-stage optimization process. Crowd sources here include, for example, the information provided by the drivers, i.e., the rating information 25, the experience information 35, or the knowledge information 30. Big data sources include, for example, the map information 33, the sensor data information 36, and / or the traffic situation information 24, 24'.The platform for organizing the "last mile" with the elements of parcel handling, route planning, selection of virtual handover locations (9), handover processing, and crowd delivery (including an interface for transferring orders to other delivery platforms, for example, from food delivery). The product-service system combines delivery assistance such as cargo bikes, cargo bikes, carrying aids, and other delivery vehicles (3, 4), such as the autonomous delivery vehicle (4).

[0083] In addition to inner-city locations, other densely populated areas are also suitable for the described system 1. The following advantages can be identified compared to conventional systems 1: By selecting suitable virtual handover locations 9 and continuously, automated, and crowd-based review and optimization of these handover locations 9, it is ensured that the impact on traffic flow of the supply vehicle 2 is minimized. The actual delivery vehicles 3, 4 are small enough to be neglected in the traffic flow, as they can either be parked on the sidewalk and moved, for example, or otherwise easily overtaken. The delivery vehicles 3, 4 are preferably emission-free, as in the case of the bicycle as delivery vehicle 3. A positive environmental impact can thus be observed. Psychological stress for the drivers of the vehicles can be avoided by avoiding double-parking.This applies in particular to the driver of supply vehicle 2. Furthermore, the route of delivery vehicles 3 and 4 as well as the route for supply vehicle 2 can be optimized.

[0084] There is a decoupling of delivery from supply vehicle 2 to delivery vehicles 3, 4, and a digitally supported work organization is implemented. This allows additional delivery vehicles 3, 4, for example, driven by part-time workers, to be integrated into system 1 via an application as needed, thus cushioning peaks in demand. By potentially decoupling the delivery person, i.e., the driver, from delivery vehicles 3, 4, it can also be avoided that the legally prescribed maximum working hours become a limiting factor for parcel delivery.

[0085] There are further advantages compared to operating a micro-depot: No inner-city space is used as depot space. There are only a few properties in inner-city locations, and they are also very expensive. Cities have an interest in making inner cities attractive to residents and therefore minimizing logistics space. One conclusion from this would be that micro-depots could be operated across providers.

[0086] This is hardly desirable from the perspective of parcel companies, which unload and collect the objects 5, as these companies are in a competitive situation. More serious, however, is the fact that an adjustment of their logistics processes would be necessary. Since logistics systems each pursue different approaches depending on the shipment structure, quota structure, and other criteria, an adjustment of the processes would not be desirable from the perspective of a parcel service. Since the micro-depots are usually stationary (either permanently or over a period of several weeks) and the drivers of the delivery vehicles 3 can only take a limited total number of objects 5 at a time, this means that they must regularly return to the micro-depot. Since the delivery vehicles 3, 4 are often designed either on foot or as bicycles, cargo bikes, or e-cargo bikes, this leads to a relatively small operating radius around the micro-depot.This means that for efficient inner-city delivery, several micro-depots must be created, since the delivery vehicles 3, 4 only have a limited operating radius. The proposed solution, however, eliminates the routes back to the corresponding micro-depot, since the replenishment of the parcel inventory, i.e., the replenishment with items 5, for the delivery vehicle 3, 4 takes place on its route, for example, along the delivery vehicle route 14. By eliminating the route to the micro-depot through the favorable location of the virtual loading zone, i.e., the handover location 9, it is possible to expand the delivery area 8 for each individual delivery vehicle 3, 4.

[0087] Compared to the central storage of objects 5 in supply vehicles 2, which are taken over by delivery vehicles 3, 4 in the delivery area 8, the proposed system 1 has further advantages: The corresponding supply vehicles 2, which are parked in the city center, incur high parking fees. The proposed system 1 avoids these by eliminating downtime. The supply vehicle 2 is used exclusively for supply purposes and, when not in use, is parked, for example, in depots 6, 7. The delivery vehicles 3, 4 are used exclusively for deliveries and do not incur any parking costs. The delivery vehicles 3, 4 are often small delivery vans. During deliveries, these vehicles cause similar traffic problems, as they also rely on double parking during delivery.The proposed system 1 avoids these traffic effects by using the virtual handover locations 9, which hardly influence the traffic flow, as well as by the actual local delivery by the delivery vehicles 3, 4, which have little to no influence on the traffic flow, as is the case here with the bicycle.

[0088] In decentralized storage, the objects 5 to be delivered are already loaded in a parked supply vehicle 2 for delivery during the course of a day. This makes it impossible to include objects 5 arriving during the day in the delivery. Furthermore, the quantity of objects 5 to be delivered is limited by the total number of objects 5 in the parked supply vehicle 2 and depends on the capacity of the supply vehicle 2. In the proposed system 1, however, objects 5 can also be prioritized and included in the delivery during the day. This is because the supply vehicle route 13 is just as dynamically adaptable as, for example, the delivery vehicle route 14, so that, for example, a return trip to one of the depots 6, 7 to load or unload objects 5 is possible in between.Furthermore, the handover location 9 for the handover of at least one object 5 from the delivery vehicle 3, 4 to the supply vehicle 2 can be dynamically determined and provided. With the system-supported increase in the total number of delivery personnel, i.e., the preferably numerous delivery vehicles 3, 4, incentive models for part-time workers or gig workers are created, as well as the possibility of increasing the frequency and / or number of supply trips of the supply vehicle 2 and / or the delivery vehicle 3, 4, so that a larger total number of objects 5 can be delivered compared to a conventional system 1.

[0089] With regard to the software platform or computer-aided platform, it is envisaged that the platform itself, which is provided, for example, by the control device 15, provides route planning (multi-stop problem and traveling salesman problem), parcel management (object management) and parcel processing (object processing), parcel tracking (object tracking), access management for, for example, individual transport containers within the supply vehicle 2, object-to-transport container packing lists, optimization system for virtual transfer locations 9 as well as the virtual transfer locations 9.Senders and receivers of the objects 5, for example, can interact with this platform, for example via the end devices 11 and / or an application that the driver of the delivery vehicle 3 can use via the corresponding end device 11 and / or a corresponding application loaded there, the driver of the supply vehicle 2 can use via the corresponding end device 11 and / or a corresponding application, and pre-consolidation employees can use via a corresponding end device 11 and / or a corresponding application. Furthermore, an interface to a delivery application, for feeding orders to other delivery networks and / or for transferring the object data (possibly also using a crawler if no interface is available and / or by applying text recognition methods to a label affixed to the object 5) can be possible.The sender and recipient can, for example, book a delivery period and / or a pickup period and transmit corresponding object data and desired delivery details to the platform, and receive confirmation information regarding the delivery or pickup time, as well as a suggestion for the delivery period or pickup period. The delivery person can provide a route display, a drop-off confirmation, feedback on the virtual handover location 9, and a contact option for the supply vehicle 2. For this purpose, they can transmit, for example, a battery charge level, an order status regarding the loaded objects 5, order processing, their position information 23, a status, and an estimated arrival time to the platform, and receive information regarding the route, package data, and order data from the platform.The supply vehicle 2 can provide a route display, contact options for the delivery vehicle 3, 4, order confirmation, and feedback on the virtual handover location 9, i.e., for example, the evaluation information 25. For this purpose, it can transmit, for example, current position information 23 concerning the supply vehicle 2, a status of loaded objects 5, a status, and an estimated arrival time to the platform and receive a route, a package list (object list), and package data (object data) from the platform. The pre-consolidation can transmit a feedback, a conclusion, a pre-consolidation, and a confirmation of their contents to the platform and receive the object data and the object list from the platform. List of reference symbols 1 system 2 supply vehicles 3, 4 Delivery vehicle 5 Object 6.7 Depot 8 Delivery area 9 Handover location 10 Place of delivery 11 End device 12 Communication interface 13 Supply vehicle route 14 Delivery vehicle route 15 Control device 16 Number 17 Number limit 18 Request signal 19 Handover location information 20 Delivery vehicle route information 21 Supply vehicle route information 23 Position information 24, 24' traffic information 25 Rating information 26 Availability information 27 Booking option information 28 List 29 Time of handover 30 Knowledge information 31 Influence probability value 32 Probability threshold 33 Map information 34 Traffic flow information 35 Experience information 36 Sensor data information 37 machine learning 38 Actual handover information 39 Deviation information 40, 40' supply route 41, 41' Delivery route S1 to S13 process steps A area

Claims

[1] Method for transferring at least one object (5) from a supply vehicle (2) to a delivery vehicle (3, 4), wherein the supply vehicle (2) transports the at least one object (5) into a spatially limited delivery area (8) and the delivery vehicle (3, 4) delivers the at least one object (5) in the spatially limited delivery area (8), and the method comprises the following steps: - continuously determining (S1) a number (16) of objects (5) positioned in the delivery vehicle (3, 4) at a current time, which objects are intended for delivery to a respective delivery location (10) in the spatially limited delivery area (8) by means of the delivery vehicle (3, 4); - checking (S2) whether the determined number (16) is less than or equal to a number limit value (17); - if the determined number (16) is less than or equal to the number limit value (17), providing (S3) an electronic request signal (18) which requests a transfer of the at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4), taking into account the determined number (16); - Determining (S4) a transfer location information item (19) that describes a transfer location (9) at which the transfer of the at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4) can be carried out, from a list (28) of predetermined transfer locations (9) in the spatially limited delivery area (8), taking into account the request signal (18), a delivery vehicle route information item (20) that describes a respective predicted arrival time at a respective location along the route for a current route of the delivery vehicle (3, 4), and a supply vehicle route information item (21) that describes the respective predicted arrival time at the respective location along the route for a current route of the supply vehicle (2); - determining (S5) a transfer time information (29) which describes a predicted transfer time for the transfer of the at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4), taking into account the request signal (18), the delivery vehicle route information (20) and the supply vehicle route information (21); - Providing (S8) the determined handover location information (19) and the determined handover time information (29) for the supply vehicle (2) and the delivery vehicle (3, 4). [2] Method according to claim 1, wherein an influence probability value (31) is determined (S6), which describes an influence on a current traffic flow in an environment of the handover location (9) by the handover of the at least one object (5) from the supply vehicle (2) to the delivery vehicle (3, 4) at the predicted handover time, and only if the influence probability value (31) is smaller than a predetermined probability limit value (32) (S7), the determined handover location information (19) and the determined handover time information (29) are provided. [3] Method according to one of the preceding claims, wherein the predetermined transfer locations (9) of the list (28) are each determined taking into account at least one of the following information (S9): - map information (33) of a map of the spatially limited delivery area (8), wherein the map information (33) comprises in particular position data of at least one designated loading zone, parking area, no-parking zone and / or parking space; - traffic flow information (34) describing a location-dependent and / or time-dependent traffic flow; - experience information (35) which is provided by a driver of the supply vehicle (2) and / or the delivery vehicle (3, 4), in particular by an input using an input device of a terminal (11) assigned to the driver, and which describes a handover location (9) known to the driver; - evaluation information (25) which is provided by the driver, in particular by input using the input device of the terminal (11) assigned to the driver, and which describes an evaluation of suitability as a handover location (9) provided by the driver; - a sensor data information (36) which was determined by means of a sensor device of a motor vehicle and / or an infrastructure device and which describes the transfer location (9) arranged in an environment of the sensor device. [4] Method according to claim 3, wherein the list (28) is created and / or updated (S10) using machine learning methods (37) on at least one of the information. [5] Method according to one of claims 3 or 4, wherein real handover location information (38) describing an actual handover location (9) in a surrounding of the selected handover location (9) and deviation information (39) describing a deviation of the real handover location information (38) from the provided handover location information (19) are determined, wherein, taking into account the deviation information (39), an entry in the list (28) assigned to the selected handover location (9) is adapted to the actual handover location (9) (S11). [6] Method according to one of the preceding claims, wherein at least one of the following information is taken into account when determining the transfer location information (19): - position information (23) describing a current position of the delivery vehicle; - traffic situation information describing a current traffic situation (24); - traffic situation information (24') describing a past traffic situation, which describes the past traffic situation in a time interval; - provided evaluation information (25); - availability information (26) describing the availability of the handover location (9) at a given time and / or in a given traffic situation, in particular in the time interval; - booking possibility information (27) describing the current availability of a bookable parking space; [7] Method according to one of the preceding claims, wherein at least one of the following information is taken into account when determining the transfer time information (29): - traffic situation information describing a current traffic situation (24); - traffic situation information (24') describing a past traffic situation, which describes the past traffic situation in a time interval; - knowledge information (30) which is provided by the driver, in particular by input using the input device of the terminal (11) assigned to the driver, and which describes a driving speed to the selected handover location (9), an object handover at the handover location (9) and / or at least one object delivery along the driving route. [8] Method according to one of the preceding claims, wherein a supply route (40) of the supply vehicle (2) to the provided handover location (9) and to the provided handover time is determined and the determined supply route (40) is compared with an actual supply route (40') traveled by the supply vehicle (2) to the provided handover location (9) and to the provided handover time, wherein a deviation between the supply routes (40, 40') determined during the comparison is taken into account in the future when determining the supply route (40), and / or a delivery vehicle route (41) of the delivery vehicle (3, 4) to the provided handover location (9) and to the provided handover time is determined and the determined delivery vehicle route (41) is compared with an actual route traveled by the delivery vehicle (3,4) the travelled delivery vehicle route (41') is compared to the provided handover location (9) and to the provided handover time, wherein a deviation between the delivery vehicle routes (41, 41') determined during the comparison is taken into account in the future when determining the delivery vehicle route (41). [9] System (1) for transferring at least one object (5) from a supply vehicle (2) to a delivery vehicle (3, 4), wherein the system (1) comprises the supply vehicle (2), the delivery vehicle (3, 4) and a control device (15) and is designed to carry out a method according to one of the preceding claims.

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