METHOD FOR POSITION DETECTION OF A MOBILE, INTERCHANGEABLE LOAD CARRIER TRANSPORTABLE BY A COMMERCIAL VEHICLE

Description

[0001] The invention relates to a method for position detection of a mobile, interchangeable load carrier that can be transported by a commercial vehicle, and to a fleet management system for carrying out such a method.

[0002] Document US2006202817A1 discloses the preamble of claim 1.

[0003] In depots, particularly those of logistics companies or freight forwarders, a variety of different trailers, semi-trailers, swap bodies, and transshipment containers are typically temporarily stored for transporting goods. Such trailers, especially drawbar trailers and semi-trailers, as well as swap bodies (interchangeable containers) for mounting on a commercial vehicle and transshipment containers, especially construction waste containers or overseas containers according to the relevant standard for overseas containers, are referred to below as mobile, interchangeable, or adjustable load carriers that can be transported by a commercial vehicle. Swap bodies and transshipment containers (construction waste containers, overseas containers) are loaded directly onto a suitable commercial vehicle; for this purpose, a suitable commercial vehicle drives under a raised swap body, which is then picked up by the commercial vehicle raising its chassis.A transshipment container is generally placed onto a suitable commercial vehicle using a crane or other lifting equipment. Drawbar trailers and semi-trailers are coupled directly to suitable towing vehicles and constitute separate trailer vehicles, which generally also have their own trailer braking system.

[0004] In a depot, the various load carriers are generally unloaded or temporarily parked at suitable or readily available unloading points. If a large volume of goods is handled in the depot, and for this purpose, the various load carriers are pre-loaded and temporarily parked to shorten subsequent waiting times, especially loading and unloading times for the drivers, it can be time-consuming to locate the respective load carrier again in the depot. Locating the load carriers can lead to confusing situations and be time-consuming for the driver. It can also be time-consuming for maintenance and administration. Furthermore, problems can arise, especially in confined spaces, if load carriers are unloaded in inaccessible locations, so that, for example, access to load carriers parked earlier is made difficult or obstructed by subsequent load carriers.This may necessitate subsequent adjustments to make the respective load carriers accessible again.

[0005] It is known to equip load carriers with GNSS (Global Navigation Satellite System, e.g., GPS) transmitting devices, i.e., each with a GNSS receiver for receiving GNSS satellite signals and transmitting devices for sending corresponding unique identification signals. However, such equipment on the load carriers is generally expensive and requires an additional power supply. Furthermore, its installation on some load carriers can be problematic.

[0006] Furthermore, there are known reporting systems in which the driver is supposed to send a position signal when picking up and setting down a load carrier, so that the position of the set-down load carrier is stored in a fleet management system. However, such a system can only function reliably if the coupling and uncoupling, or the unloading or picking-up process, is also reliably reported by the driver; in some cases, however, vehicle combinations, especially those consisting of a commercial vehicle and a trailer, are temporarily parked in one position in the depot in order to subsequently move them to another final position without the driver reporting this as a new position, with the trailers subsequently remaining in this position.

[0007] The invention therefore aims to provide a method for position detection of a mobile, interchangeable load carrier that can be adjusted or transported by a commercial vehicle and that enables reliable position detection with relatively little effort. Furthermore, a fleet management system for carrying out such a method is to be provided, i.e., in particular, a fleet management system is to be enabled and / or extended for this purpose.

[0008] This task is solved by a method and a fleet management system according to the independent claims. The dependent claims describe preferred further developments.

[0009] Thus, unloading and pickup operations are recorded as reporting events by the commercial vehicle. Unloading operations include, in particular, uncoupling a trailer (drawbar trailer, semi-trailer) and unloading a transshipment container or uncoupling a swap body; pickup operations include coupling a trailer, uncoupling swap bodies, and picking up a transshipment container.

[0010] The detection of reporting events and the generation of position reporting signals are carried out by the commercial vehicle or towing vehicle, which generally already has a GNSS integrated into its navigation system and can therefore determine the position data in real time without additional effort. The commercial vehicle determines the reporting event from its own information signals and from information from its pneumatic air suspension system, which is designed as an electronic ECAS system. This type of reporting event detection is particularly advantageous for swap bodies and transshipment containers, as the load carrier is added as additional mass to the commercial vehicle, thus leading to a change in the vehicle's state, specifically a change in ride height or lift height when the corresponding mass is added, and also a change in the air pressure in the air springs of the level control system.Such measurement signals are generally already available in electronically controlled air suspension systems, so no additional sensors are required. Therefore, a reporting event can be determined in the EBS of the commercial vehicle, which may also utilize signals from the ECAS system for this purpose.

[0011] An unloading or loading operation can be carried out in particular by using defined or specified technical coupling devices designed for this purpose, e.g. a kingpin on the tractor unit and a kingpin receptacle on the semi-trailer truck. or also a yellow and red coupling head and / or a standardized electronic connection such as CAN between towing vehicle and trailer, or also, for example, the mounting of an ISO container or bulk container on the loading platform in container mounts, or the standardized mounting of a swap body in a swap body mount.

[0012] The detection of an unloading or receiving process can also be achieved, in particular, by comparing measured values ​​with predetermined characteristic curves or table values ​​or charging / unloading characteristics, whereby, if necessary, a difference between the measured values ​​and the table values ​​or charging / unloading characteristics can be calculated and the difference can be compared with threshold values, so that an unloading or receiving process can be positively determined.

[0013] A commercial vehicle is generally understood to be any vehicle, whether actively or passively propelled, such as a trailer, that is capable of carrying a load carrier. This includes, in principle: a truck for directly carrying a load carrier on its loading platform, a truck for carrying a swap body, but also a truck acting as a towing vehicle for a trailer, i.e., in particular a semi-trailer truck or a drawbar trailer, but also, for example, a tractor or any other vehicle suitable for carrying a load carrier. Therefore, a passenger car that uses a drawbar or trailer hitch to pull a trailer can, in principle, also be considered a commercial vehicle in this capacity.

[0014] In principle, according to one embodiment, the commercial vehicle can also be a trailer vehicle, which thus carries a load carrier and is not actively driven, but is pulled by a towing vehicle.

[0015] The mobile, interchangeable load carrier is preferably selected from the following groups: Swap bodies for mounting on the commercial vehicle, semi-trailers for mounting, i.e. attaching, to a commercial vehicle designed as a tractor unit, drawbar trailers and turntable drawbar trailers for attaching to a commercial vehicle designed as a drawbar towing vehicle, containers, in particular ISO containers or overseas containers or rubble containers, for mounting by a container vehicle as a commercial vehicle.

[0016] The commercial vehicle uses the detected reporting event and current position data, which it can determine in particular from a global positioning system (GNSS), i.e. GPS, but also Galileo, GLONASS, Beidu, to form a position reporting signal and transmits this to a communication center of the fleet management system, which stores and updates the current position data of the respective load carriers in a continuously updated storage unit.

[0017] Therefore, it is no longer necessary for the driver to actively issue and transmit a corresponding notification signal after the unloading or picking-up process. Instead, an automated, self-recognition of a notification event is created, which is then automatically transmitted to save the current position data of the various load carriers.

[0018] This allows for a significant improvement in logistics with minimal effort, by updating the respective position data. In particular, an existing wireless network, such as a company's yard Wi-Fi, can be used, with the towing vehicles or commercial vehicles generally being equipped with the necessary wireless transmitting and receiving devices.

[0019] In principle, a company WLAN can be used for wireless data transmission. According to another embodiment, alternatively, or if the WLAN or access to the WLAN is lacking, the transmission of the position data can also be used, for example, via a mobile network.

[0020] Especially with swap bodies, in addition to the ECAS signals, vehicle dynamics signals such as the determination of forward and reverse travel or the vehicle being stationary, as well as the engagement of the parking brake, can be determined and used to record a reporting event.

[0021] The loading and unloading process for transshipment containers, particularly construction waste containers and overseas containers, can be carried out in the same way as for swap bodies. In particular, pressure changes in the chassis, specifically in pneumatic air springs, can be determined. If the air pressure drops or changes in the air pressure of the various axles, a loading process, e.g., of a construction waste container or overseas container, can be detected and thus attributed to an unloading operation. An increase in air pressure indicates that the container has been loaded. These assessments can also be performed over predefined measurement periods Δ, since the loading and unloading process of such a transshipment container is a time-limited process, in order to prevent the false detection of other events.

[0022] The advantage here is to use the EBS of the commercial vehicle instead of the TEBS of the trailer, since signals from the TEBS may not be transmitted correctly if there is insufficient power supply when the trailer is switched off.

[0023] A swap body trailer can also be used, which, like a swap body vehicle, can raise and lower its superstructure to load and unload the swap body. This is preferably controlled by the TEBS or TEBS control unit. A data connection is therefore established when loading and unloading the swap body with such a trailer.

[0024] The method according to the invention can be carried out both in the towing vehicle and in the trailer. If the trailer is equipped with its own telematics system, it can transmit its position signal autonomously even if the towing vehicle lacks telematics.

[0025] Furthermore, a swap body can be mounted on the tractor unit and another on the trailer. In this case, the EBS (Electronic Braking System) can communicate with the TEBS (Traffic Interlocking System) and determine which swap bodies have been unloaded. Alternatively, the swap body trailer can transmit and determine this information independently via its own telematics system.

[0026] During the unloading and coupling of trailers, i.e., the coupling and uncoupling of drawbar trailers, including turntable trailers and semi-trailers, and potentially other vehicles with their own braking systems, data from the electronic trailer braking system (TEBS) can be used, particularly the engagement and disengagement of the parking brake. Furthermore, the data connection between the trailer and the towing vehicle, i.e., the connection of the TEBS to the EBS via a data interface, e.g., CAN bus, can also be used. Pneumatic coupling, i.e., the connection of the trailer to the red coupling head of the towing vehicle's supply line and to the yellow coupling head of the service brake line (pneumatic brake control pressure), can also be used to reliably determine when a pneumatic connection is established or terminated.

[0027] During all unloading and loading operations of the various load carriers, the vehicle movements of the commercial vehicle can be used as a supplementary tool. This allows for the determination of transmission and wheel speed information, such as the engagement of a corresponding gear, since, for example, a swap body cannot be loaded from the front. Thus, various uncoupling and loading operations can also be recorded by analyzing the temporal sequence of the commercial vehicle's different directions of travel.

[0028] During the unloading and picking-up process of a swap body, the lowering and raising of the vehicle's chassis, together with changes in mass that can be determined from the pneumatic ECAS system, can be used to enable unambiguous identification of such unloading and picking-up processes of a swap body.

[0029] This allows the loading and unloading processes to be recorded via the respective commercial vehicle. These processes can also be transmitted in a more differentiated manner, for example, as quantitatively specified loading and unloading operations for bulk materials. If, for instance, concrete or other construction materials are unloaded as bulk material at various unloading points, the mass changes can be assigned to the location data, so that the fleet management system records the quantities of bulk material unloaded at different locations.

[0030] Furthermore, the invention also enables the loading and unloading of goods from a trailer. According to one embodiment, the ECAS can detect when, for example, a person has driven onto the trailer with a pallet jack or forklift. This causes the measured mass on the loading platform to initially increase, then drop sharply as the forklift drives off the trailer with its load. For this purpose, the invention allows for a before-and-after comparison, which can be performed at defined intervals or dynamically, i.e., particularly depending on the measurement, for example, when the increase and decrease in mass are detected. The pressure profile across the various air springs can also be evaluated. Thus, when the driver enters the vehicle with a forklift, the pressure in the air springs at the rear axle of the vehicle will be higher than at the front.The further he drives in, the further forward the pressure shifts in the bellows. Analyzing this pressure profile also allows for the detection of loading or unloading of the vehicle at a specific position.

[0031] The network for wireless signal transmission can advantageously be a depot network, in particular a WLAN or WiFi, which is often provided at such depots. Alternatively, the signals can also be transmitted via suitable mobile communication interfaces.

[0032] The invention is explained in more detail below with reference to the accompanying drawings, which illustrate several embodiments. The drawings show: Fig. 1 shows a depot with vehicle combinations and mobile, interchangeable transport units at various positions; Fig. 2 shows various vehicle combinations and load carriers; and Figs. 3-7 show flowcharts of the methods according to the invention.

[0033] A in Figure 1The depot 1 shown represents a spatially delimited area defined by a boundary 1a, which is accessible from the outside via an access road 1b. Depot 1 can be described by a two-dimensional position data system for the unambiguous identification of positions P1, P2, ... Pi. Various vehicles 2 and mobile, interchangeable load carriers 3 are provided at depot 1: The vehicles 2 are in Fig. 1 and 2 e.g. a carrier vehicle 2a for a swap body 3a and in Fig. 2 A semi-trailer truck 2b for a semi-trailer 3b is shown, as well as a towing vehicle 2c for a drawbar trailer 3c and a commercial vehicle 2d for taking on a container 3d.

[0034] The swap body 3a, the semi-trailer 3b, the drawbar trailer 3c, and the container 3d thus represent various mobile, interchangeable load carriers 3, which serve to transport cargo and can be moved to different positions Pi in the depot 1. Each vehicle 2 with one or more load carriers 3 forms a vehicle-transport combination 4.

[0035] In the depot 1, several bulk material unloading points 5 are provided, e.g., for concrete and gravel as building materials, or also for disposal, e.g., as construction waste unloading points. Finally, a communication center 8 is provided in or at the depot 1, which, according to this embodiment, is equipped with or connected to a WLAN transmitting and receiving unit 10 to form a depot network 12 for wireless data transmission.

[0036] Depot 1 may additionally provide access roads 14 or streets for the individual vehicles 2 or vehicle-transport combinations 4, but this is not required. Furthermore, buildings 15, e.g., with loading and unloading stations, e.g., ramps, are generally provided, which are accessed by the vehicle-transport combinations 4 to be loaded or unloaded.

[0037] The various positions Pi of at least the different load carriers 3, and advantageously also of the different vehicles 2, on the depot 1 are stored in a constantly updated position file PD, which is advantageously connected to the communication center 8, i.e., managed by it, e.g., in a storage unit 50 provided in the communication center 8. The positions Pi can be stored, e.g., according to a two-dimensional coordinate system, i.e., as (xi, yi), as in Fig. 1As indicated, to update the position data Pi, vehicles 2 generate position reporting signals PS during certain reporting events M. Each PS contains the reporting event M, i.e., in particular an unloading operation Ma or a pickup operation Mb, and the relevant position data Pi. In other words, the position reporting signals PS have at least the structure (Pi, M), where the reporting event M can be, for example, Ma_3d, i.e., an unloading operation Ma of a container 3d.

[0038] Thus, a position reporting signal PS is generated when a vehicle 2 picks up a load carrier 3, i.e., a pickup operation Mb occurs, and when the load carrier 3 is later unloaded at a different position Pi. The position file PD therefore stores the most recently reported operation.

[0039] The position reporting signals PS are transmitted wirelessly from the respective vehicle 2, e.g., via the depot network 12 and the WLAN transceiver 10, to the communication center 8 so that they are stored in the position file PD, i.e., previously stored data is updated. If such WLAN access is not available or not advantageous, another wireless data transmission method, e.g., via a mobile network, can also be used. The reporting events M advantageously depend on the respective mobile, interchangeable load carrier 3. In principle, reporting events M should be recorded in which a current position Pi changes, e.g., a load carrier 3 is moved from its position, emptied, or loaded; thus, an initial time of emptying or loading is advantageously reported, and preferably also an end time.Furthermore, a report is sent when the load carrier 3 is placed in its new position Pi at the depot 1 after a journey with the respective vehicle 2.

[0040] To detect a reporting event M, information from an ECAS (electronically controlled air suspension) system 23 is used, i.e., measurement signals S55 of the ECAS system 23. The temporal sequence of the change in stroke height Δh of an air spring device 25 and / or a change in air pressure Δp of the air pressure P of the air spring device 25, i.e., an increase or decrease in the air pressure P, is determined to detect a reporting event. Thus, the shutdown / recharging can be determined via the sequence of events and / or via the pressure change in the ECAS system 23, or both can be used for plausibility checks. Figure 3Figure 1 shows a flowchart of a procedure for position detection of a swap body 3a (swap body), with the following steps: After starting in step St0, the current vehicle speed v2 is detected in step St1, e.g., via the CAN bus according to the speedometer reading, or from the ABS control unit as the ABS reference speed, or directly from the wheel speeds n transmitted via the CAN bus. The vehicle speed v2 is compared with a limit vehicle speed v2tr; i.e., if the limit vehicle speed v2tr is undershot, the vehicle 2 is assumed to be stationary. If this is the case, according to branch y1, in step St2, current measurement signals S55 of a change in the stroke height Δh of the air suspension, i.e., of one or more air cushions of the air-sprung axles of the vehicle 2, and / or a change Δp in the air pressure of the air suspension system 25, i.e.,The pneumatic air cushions of the axles of vehicle 2 are determined. These changes can, for example, occur over a measurement period Δt of a few seconds each, i.e., a difference quotient Δp / Δt or Δh / Δt of the measurements or, correspondingly, a time derivative dp / dt or dh / dt of the measurement signal, i.e., the pressure or the level height, is determined in order to detect a change in stroke height Δh and / or a change in air pressure Δp.

[0041] In the subsequent decision step St3, the measured values ​​Δh and Δp or Δh / Δt and Δp / Δt acquired in step St2 are evaluated, i.e., compared with limit values ​​Δh_tr and Δp_tr to distinguish them from noise. If the measured values ​​are greater than these limit values ​​and a change is thus detected, a discharge operation Ma or a pickup operation Mb is subsequently detected in step St4 according to branch y3. Following this, a message TM is issued in step St5, instructing the vehicle 2 to transmit a position signal PS to the communication center 8 via the depot network 12. Steps St1 to St5 can be performed in the EBS control unit 20 of the vehicle 2 according to one embodiment.

[0042] In step St5, for example, the EBS control unit 20 sends a message TM to another unit, preferably a telematics control unit 22 of the vehicle 2, which then forms the position message signal PS in steps St6 and St7.

[0043] For this purpose, the telematics control unit 22 records a current GNSS position GNSS_2 in step St6, In step St7, the telematics control unit 22 forms the position message signal PS with the entries (message event M; position data Pi), and in step St8, the position message signal PS thus formed is sent via the vehicle WLAN interface 24 and the wireless depot network 12 (WLAN or WiFi) to the communication center 8, which then in step St9 saves the position data Pi in a current position file PD, i.e., constantly updates the position file PD.

[0044] The position file PD can contain further information about the load and load carrier if this has been entered into the system beforehand, i.e., in particular by the user / driver or automatically by recognition devices.

[0045] According to an alternative configuration, the swap body can also be mounted on a trailer, e.g., a drawbar trailer 3c. Furthermore, another previously described trailer type equipped with a trailer EBS (TEBS) can be used, allowing steps St1 to St5, or parts thereof, to be performed in a TEBS control unit 21. Then, if the TEBS control unit 21 performs these steps, or parts thereof, it can subsequently generate the position signal PS and the message TM in steps St6 and St7.

[0046] Figure 4 shows in more detail the process of "picking up swap body", with the following steps: In step St4-1, information about the mass m and, if applicable, the load is retrieved from the ECAS. In step St4-2, the suspension 40 is lowered via the ECAS 23, i.e., compressed air is released by controlling the pneumatic air springs 25, thereby lowering the vehicle level. In step St4-3, reverse gear is then engaged, which can be determined via a corresponding gear selector sensor. Advantageously, the actual reverse movement is also determined, in particular via the wheel speeds n and a gear selector signal GS, which is available in the EBS and TEBS. In principle, reverse travel can also be determined from a transmission speed GD and the gear selector signal GS.

[0047] Thus, the vehicle 2a is moved under the swap body 3a, whereupon, according to step St4-4, the chassis 40 is raised again by appropriate control of the pneumatic air suspension device 25 via the ECAS 23, whereby a further criterion can be that the chassis 40 remains at this level h for a defined period of time, i.e., the adjustment process is completed and it is set for a subsequent transport of the swap body 3a, i.e., the swap body 3a has been raised thereby.

[0048] According to step St4-5, the vehicle-transport combination 4 is then recognized, which in this case represents a loaded vehicle 2, e.g., by engaging forward gear and / or increasing the wheel speed n, since the loaded vehicle 2 can also start moving in reverse. Thus, in step St4-5, if the conditions are met, the completion of the vehicle-transport combination 4 is recognized.

[0049] According to step St4-6, information about the mass m of the load is then determined from the ECAS 23, whereupon in step St4-7 the message TM is output according to step St5 of the Figure 3 This occurs, i.e., the message TM is sent to the telematics control unit 22, which then processes it in steps St6 to St8. Fig. 3 The position signal PS is generated and output to the communication center 8.

[0050] Figure 5 shows one of the Figure 4 corresponding procedure for determining the process "unloading swap body", with the following steps: St5-1 to St5-2 correspond to steps St4-1, St4-2 of the Figure 4 Step St5-3 is essentially the same as St4-3, except that it determines whether forward gear is engaged. Step St5-4 corresponds to step St4-4, and steps St5-6 and St5-7 correspond to the respective steps St4-6 and St4-7. Figure 4 .

[0051] Thus, the picking up or loading of a swap body 3a can generally be recognized by the fact that swap bodies 3a are removed to the rear, as the vehicle 2a drives backwards under the swap body 3a, and conversely, after uncoupling or unloading the swap body 3a, the vehicle 2a drives forwards under the swap body 3a.

[0052] Figure 6 shows a flowchart of the process of recognizing the "coupling trailer / semi-trailer" operation: In step St6-1, a data connection 26 is established between the EBS control unit 20 of the vehicle 2 and the TEBS control unit 21 of the trailer 3b, 3c.

[0053] Trailers or semi-trailers are, in particular, semi-trailers 3b, drawbar trailers 3c and / or turntable trailers, as shown in the examples above.

[0054] According to step St6-2, the brake supply line 127 of the trailer 3b, 3c is connected to the red coupling head 27 of the towing vehicle 2b, 2c, and the brake control line 128 of the trailer 3b, 3c is connected to the yellow coupling head 28 of the towing vehicle 2b, 2c.

[0055] These pneumatic connections can be determined in step St6-2 e.g. by pressure sensors of the towing vehicle 2b, 2c and / or the trailer 3b, 3c.

[0056] Thus, the electrical and pneumatic connections between the two vehicles 2 and 3 are established. In step St6-3, it is then checked whether the parking brake of the towing vehicle 2 and / or the trailer 3 is released. Additionally or alternatively, it is checked whether movement of the vehicle combination 4 can already be detected by determining the wheel speeds n of the towing vehicle 2 and / or the trailer 3, i.e., n > 0.

[0057] According to step St6-4, the message TM is again issued from the EBS control unit 10 to the telematics control unit 22, as described above. Fig. 3 described in steps St6, St7 to form a position message signal as PS, which thus contains as a message event a recording process Mb that the trailer 3b, 3c has been removed, i.e. has been removed from its currently stored position Pi.

[0058] Accordingly, the following refers to Figure 7 The process of "uncoupling trailer / semi-trailer" is described.

[0059] In step St7-1, it is checked whether the parking brake 35 of the trailer 3b, 3c is engaged.

[0060] In step St7-2, it is determined whether the brake control line 128 of the trailer 3b, 3c has been disconnected or interrupted from the yellow coupling head 28 of the vehicle 2b, 2c and whether the supply line 127 of the trailer 3b, 3c has been disconnected or interrupted from the red coupling head 27 of the towing vehicle 2b, 2c.

[0061] Thus, the pneumatic connections are released. Unlike in the procedures of Figure 6 It may be provided that it is not checked whether the data connection between EBS control unit 20 and TEBS control unit 21 has been changed, since the parked trailer 3c or semi-trailer 3b may in principle still be connected to the towing vehicle 2 in terms of information technology during the disconnection of the pneumatic lines.

[0062] Subsequently, in step St7-3, the EBS control unit 20 issues the message TM for parking trailer 3b, 3c, whereupon the following occurs again according to Fig. 3In steps St6 and St7, the position message signal PS is generated and subsequently output in step St8.

[0063] Thus, the process of moving a trailer 3b, 3c, i.e., the removal from the current position Pi, and subsequently the movement and placement of the trailer 3b, 3c at the new position Pi can be automatically detected and transmitted to the communication center 8.

[0064] Communications Center 8 can generally record when a trailer 3, according to the available data, has been moved from its current position Pi, but no parking procedure has yet been determined; such trailers 3 can be marked with a data supplement. This can include marking trailers 3 currently being transported at depot 1, in particular by directly entering them on a map; furthermore, trailers 3 located outside the depot can also be recorded, whereby GNSS coordinates can be transmitted.

[0065] Furthermore, it is also possible for the communication center to manage 8 existing parking spaces, and thus also to record when a parking space becomes available; therefore, upon request from a towing vehicle 2, it can be communicated where a free parking space is located.

[0066] If a wireless connection to the communication center 8 cannot be established, it may be provided that the position data Pi is recorded and stored in a memory 66 and, after a wireless connection is established, the stored position data Pi is then transferred to the communication center 8, after which the stored data can then be deleted.

[0067] Furthermore, according to the invention, it can be provided that a position file is also sent when the telematics unit is shut down and / or switched off. Reference symbol list (part of the description)

[0068] 1. Area covered, in particular the depot; 1a. Outer boundary; 1b. Access 2 vehicles, e.g. 2a Carrier vehicle for a swap body 3a, 2b Tractor unit of a semi-trailer truck 4 or 2c Tractor unit of a drawbar trailer 4 2d Commercial vehicle for carrying a transport container 3 Mobile, interchangeable load carrier 3a Swap body 3b Semi-trailer 3c Drawbar trailer 3d Transport container, e.g. construction waste container 3e ISO container or overseas container, as examples of transport containers 4 Vehicle transport combination, consisting of a vehicle 2 and a mobile, interchangeable load carrier 3 5 Bulk material unloading point 8 Communication center 10 Transceiver unit of the wireless network, in particular WLAN 12 Depot network, e.g. WLAN 14 Driveways in the depot 1 15 Building 20 EBS control unit of the commercial vehicle 2 21 TEBS control unit of the trailer 3 22 Telematics control unit of the commercial vehicle 2 23 ECAS system 24 Vehicle WLAN interface of the commercial vehicle 2 25Air suspension system, level control system of the commercial vehicle 2 26 Data connection between the EBS control unit 20 of the vehicle 2 and the TEBS control unit 21 of the trailer 3b, 3c 27 Red coupling head of the towing vehicle 2b, 2c 28 Yellow coupling head of the towing vehicle 2b, 2c 40Chassis of the commercial vehicle (2) 50Data storage 55ECAS system 60Fleet management system 65Stationary position of the commercial vehicle 1, i.e. in particular v=0 127 Brake supply line of the trailer 3b, 3c, for connection to the red coupling head 27 of the towing vehicle 2b, 2c 128 Brake control line of the trailer 3b, 3c, for connection to the yellow coupling head 28 of the towing vehicle 2b, 2c MMelde event MaUnloading process, unloading or uncoupling of a load carrier 3 MbReceiving process, picking up or coupling of a load carrier 3 PiPositionsdaten, Pi=(xi, yi) PDPositionsdatei PSPositions-Meldesignalal, PS=( Meldeereignis M; Positiondaten Pi), S55 Measurement signals of the ECAS system 55 TMMelde message ΔhHeight change, chassis level change 40 ΔpAir pressure change in the air suspension system ΔtMeasurement period 134 Control signal for lowering the chassis 135 Forward gear 136 Reverse gear 137 Gear shift signal 138 Chassis level 139 Level adjustment control signals 140 Load 142 Parking brake

Claims

1. Method for detecting the position of at least one mobile, exchangeable load carrier (3; 3a, 3b, 3c, 3d), which can be transported by a commercial vehicle (2), in a demarcated detection zone (1) in which the at least one mobile, exchangeable load carrier (3) is moved by the at least one commercial vehicle (2), wherein the at least one commercial vehicle (2) determines mounting processes (Mb) and / or offloading processes (Ma) of the at least one mobile, exchangeable load carrier (3) in the detection zone (1) as reporting events (M), the at least one commercial vehicle (2) determines position data (Pi) for marking the position in the detection zone (1) for the reporting events (M), and the at least one commercial vehicle (2) forms position reporting signals (PS) from the determined reporting events (M) on the one hand and from the position data (Pi) on the other hand and transmits them to a communication center (8) via a wireless network (12), wherein, in the communication center (8), the current position data (Pi) of the at least one load carrier (3) are determined from the received position reporting signals (PS) and are stored and continuously updated in a data storage device (50), characterized in that an offloading process (Ma) or mounting process of the load carrier (3) is determined by recording measurement signals (S55) from a pneumatic air suspension device (25) of the commercial vehicle (2), which is designed as an ECAS system (23) of the commercial vehicle (2), determining from the measurement signals (S55) whether there is a change in the stroke height (Δh) of the air suspension device (25) over time and / or a change in the air pressure (Δp) in the air suspension device (25) of the commercial vehicle (2), and if a change in stroke height (Δh) over time and / or a change in air pressure (Δp) of the air suspension device (25) is determined, deciding whether this is to be evaluated as an offloading process (Ma) or a mounting process (Mb) and, if an offloading process (Ma) or mounting process (Mb) is determined, subsequently forming the reporting message (TM), wherein the determination as to whether there is a change in stroke height (Δh) over time is made by comparing the measurement signals (S55) with pre-stored data and evaluating a difference between the measurement signals (S55) and the pre-stored data.

2. Method according to claim 1, characterized in that the at least one mobile, exchangeable load carrier (3) is selected from the following groups: swap bodies (3a) for mounting on the commercial vehicle (2), semi-trailers (3b) for mounting on a commercial vehicle (2) designed as a semi-trailer truck (2b), drawbar trailers (3c) and turntable drawbar trailers for attachment to a commercial vehicle (2) designed as a drawbar towing vehicle (2c), containers (3d, 3e), in particular ISO containers (3e), or overseas containers (3e) or debris containers (3d), for mounting on a container vehicle (2d, 2e) as a commercial vehicle (2).

3. Method according to either of the preceding claims, characterized in that the mounting processes (Mb) and offloading processes (Ma) are predetermined, defined mounting processes (Mb) and offloading processes (Ma) that take place by means of technical coupling means (27, 28, 127, 128).

4. Method according to any of the preceding claims, characterized in that a plurality of load carriers (3) and a plurality of commercial vehicles (2) are provided in the detection zone (1).

5. Method according to any of the preceding claims, characterized in that the detection zone (1) is selected from the group which contains: a depot (1), with an outer demarcation (1a) and one or more access roads (1b) for the commercial vehicles (2), a rest stop, a construction site, a port area.

6. Method according to any of the preceding claims, characterized in that the mobile, exchangeable load carriers (3) are, by means of the commercial vehicles (2), - delivered to the detection zone (1) and / or - temporarily parked there, and / or - moved on the demarcated zone (1) and / or - transported out of the detection zone (1) by the commercial vehicles (2).

7. Method according to any of the preceding claims, characterized in that the wireless network (12) is a depot WLAN (12) for protocol-based, non-open data transmission, in particular for only the mobile, exchangeable load carriers (3) and the commercial vehicles (2).

8. Method according to any of the preceding claims, characterized in that, to determine the reporting event (M; Ma, Mb), it is first determined from vehicle-internal data (v2, n), in particular driving dynamics data (v2, n), whether the commercial vehicle (2) is stationary (65, v=0) (St1) and, if it is stationary (65, v=0), it is determined from temporally successive measurement signals (S55) whether the reporting event (M) is an offloading process (MA) or a mounting process (MB) (St3, St4), upon detection of a reporting event (M), a reporting message (TM) is formed by an EBS control unit (20) of an electronic braking system (EBS) of the commercial vehicle (2) and is output via a vehicle-internal data bus (CAN) to a telematics control unit (22) of the commercial vehicle (2) (St5), the current position data (Pi) are subsequently determined by the telematics control unit (22), in particular via a global position-determination system (GNSS) (St6), the position reporting signal (PS) is subsequently formed from the position data (Pi) and the reporting event (M; MA, MB) and sent via the wireless network (12) to the communication center (8) (St7).

9. Method according to any of the preceding claims, characterized in that the load carrier (3) is designed as a swap body (3a) or a transport container (3d).

10. Method according to claim 1, characterized in that the determination as to whether a change in stroke height (Δh) over time is present is made by comparing the measurement signals (S55) with pre-stored data from tables or characteristic curves, and evaluating a difference between the measurement signals (S55) and the pre-stored data by means of threshold values.

11. Method according to any of the preceding claims, characterized in that a mounting process (Mb) of a swap body (3a) is determined by the following steps: determining an actual mass (m) of the load from a pneumatic air suspension system (55) (St4-1), lowering or letting down a chassis (40) of the commercial vehicle (2), by detecting a control signal (134) to lower the chassis and / or detecting a level lowering (St4-2), determining an engagement process of a reverse gear (136) from a gearshift signal (137) or determining a reverse movement from wheel speed signals (n) (St4-3), determining if the chassis (40) has been raised or has remained at the specified chassis level (138) over a measurement period (Δt), from level adjustment control signals (139) or level height measurement signals (St4-4), subsequently determining that a forward gear (135) is engaged from a gear shift signal (137) and / or a forward movement from a wheel speed signal (St4-5), subsequently determining a mass (m) of the load (140) or of the commercial vehicle (1) with load (140) which is higher than the initially determined mass (m) of the load (140) or of the commercial vehicle (1) without load (St4-6), the mounting process (Mb) being subsequently reported, in particular as a reporting message (TM) for the subsequent formation of the position reporting signal (PS) with current position data (Pi).

12. Method according to claim 11, characterized in that the current position data (Pi) are determined during or after the mounting process and / or when generating a gear shift signal (137) and / or when engaging a forward gear (135) or reverse gear (136).

13. Method according to any of the preceding claims, characterized in that an offloading process (Mb) of a swap body (3a) is determined by the following steps: determining an actual mass (m) of the load (140) from a pneumatic air suspension system (55) (St5-1), lowering or letting down a chassis (40) of the commercial vehicle (2), by detecting a control signal (134) to lower the chassis and / or detecting a level lowering (St5-2), determining an engagement process of a forward gear (135) from a gearshift signal (137) or determining a forward movement from wheel speed signals (n) (St5-3), determining if the chassis (40) has been raised or has remained at the specified chassis level (138) over a measurement period (Δt), from level adjustment control signals (139) or level height measurement signals (St5- 4), subsequently determining that a forward gear (135) is engaged from a gear shift signal (137) and / or a forward movement from a wheel speed signal (n) (St5-5), determining a mass (m) of the load (140) which is lower than the initially determined mass (m) of the load (140) (St5-6), the offloading process (Mb) being subsequently reported, in particular as a reporting message (TM) for the subsequent formation of the position reporting signal (PS) with current position data (Pi).

14. Method according to claim 13, characterized in that the total mass of the commercial vehicle together with the swap body is determined after the chassis (40) has been raised or has remained at the specified chassis level (138).

15. Method according to any of the preceding claims, characterized in that, to detect a reporting event (M) of a coupling process (Mb) of a semi-trailer (3b) or drawbar trailer (3c) which has its own trailer braking system (TEBS), the following steps are provided: determining the establishment of a data connection (26) between an electronic braking system (EBS) of the commercial vehicle (2) and a trailer EBS (TEBS) of the trailer vehicle (3b, 3c) (St6-1), determining the connection of a pneumatic trailer brake line (128) to a brake line coupling (28) of the commercial vehicle (2), and connecting a pneumatic trailer supply line (127) to a pneumatic towing vehicle supply line coupling (27) of the commercial vehicle (2) (St6-2), in particular by determining pressure measurement signals (S55) in the commercial vehicle (2) and / or trailer (3b, 3c) and / or trailer vehicle (St6-2), subsequently releasing a parking brake (142) of the commercial vehicle (2) and / or determining a movement of the commercial vehicle (2) by evaluating wheel speed signals (n) (St6-3), the mounting process (Mb) being subsequently reported, in particular as a reporting message (TM) for the subsequent formation of the position reporting signal (PS) with the current position data (Pi (St6-4).

16. Method according to any of the preceding claims, characterized in that an offloading process of a trailer vehicle, in particular a semi-trailer (3b) or drawbar trailer (3c), is determined by the following steps: determining the engagement of a parking brake (142) of the trailer (3), in particular by means of a parking brake signal (St7-1), subsequently determining the decoupling of a pneumatic trailer brake line (128) from a brake line coupling (28) of the commercial vehicle (2) and decoupling a pneumatic trailer supply line (127) from a pneumatic towing vehicle supply line coupling (27) of the commercial vehicle (2), and / or determining an interruption of a data connection (26) between a towing vehicle EBS (EBS) and the trailer EBS (TEBS) (St7-2), the offloading process (Mb) being subsequently reported, in particular as a reporting message (TM) for the subsequent formation of the position reporting signal (PS) with the current position data (Pi) (St7-3).

17. Method according to any of the preceding claims, characterized in that it is also carried out spatially beyond the detection zone (1) and the plurality of commercial vehicles (2) determine mounting processes (Mb) and offloading processes (Ma) of the plurality of mobile, exchangeable load carriers (3) as reporting events (M), they determine the position data (Pi) for marking the position in a Global Navigation Satellite System (GNSS), and they form the position reporting signals (PS) and transmit them to the communication center (8) via a wireless network, in particular a mobile network, wherein, in the communication center (8), the current position data (Pi) of the at least one load carrier (3) are determined from the received position reporting signals (PS) and are stored and continuously updated in the data storage device (50).

18. Method according to any of the preceding claims, characterized in that if no wireless connection to the communication center (8) can be created, the position data (Pi) are recorded and stored, and, after a wireless connection is created, the stored position data (Pi) are transmitted to the communication center (8).

19. Fleet management system (60) for a demarcated detection zone (1), in particular a depot, for carrying out a method according to any of the preceding claims, wherein the fleet management system (60) comprises: a connection to one or more commercial vehicles (21; 2a, 2b, 2c, 2d), a plurality of load carriers (3; 3a, 3b, 3c, 3d) that can be transported by the commercial vehicles (2) in the demarcated detection zone (1), a communication center (8) having a transceiver unit (10) for a depot network (12) for communicating with the commercial vehicles (2; 21; 2a, 2b, 2c, 2d) and having a data storage device (50) for storing current position data (Pi) of the load carriers (3).