Mapping a work area

Abstract

The invention relates to a method (200) for mapping a work area (115), comprising the steps: identifying that a working operation is being performed by a construction vehicle (105) on the terrain (120) of the work area (115); acquiring a description of a predetermined motor vehicle (105); and determining, on the basis of the working operation identified, the ability of the motor vehicle (105) to drive on a section (410) of the terrain (120).

Description

[0001] Mapping a work area

[0002] The present invention relates to the mapping of a work area, for example a construction site, a mine or open-pit mine, or a landfill. In particular, the invention relates to determining the accessibility of a section of a work area.

[0003] Construction vehicles capable of moving around in such a work area are constantly moving. This alters the surface of the work area, resulting in changed driving conditions for following vehicles. For example, a vehicle might get stuck on loose ground, a passage might be too narrow, the vehicle might be unable to manage a slope or incline, or it might be blocked by a watercourse. There is a risk that the vehicle could crash, fail to reach a predetermined section of the work area, or become trapped in an isolated area.

[0004] Typically, attempts are made to establish specific passageways within the work area that can be maintained for as long as possible. A passageway can be secured and marked accordingly. However, such road-like passageways can hinder flexibility in carrying out terrain movements within the work area.

[0005] CN 113 932 791 A proposes to update a terrain map of an open-pit mine based on material picked up or dumped by a construction machine.

[0006] CN1 14 322 993 A concerns a mine overburden excavator in an open-pit mine. The current terrain shape of the mine is determined by evaluating the operating parameters of the overburden excavator.

[0007] One of the problems underlying the present invention is to provide an improved technique for determining the drivability of a section of terrain within a work area by a motor vehicle. The invention solves this problem by means of the subject matter of the independent claims. Dependent claims describe preferred embodiments.

[0008] According to a first aspect of the present invention, a method for mapping a work area comprises steps of capturing a processing of the terrain of the work area by a construction vehicle; capturing a description of a predetermined motor vehicle; and determining the drivability of a section of the terrain by the motor vehicle on the basis of the captured processing.

[0009] According to the invention, the drivability of the section with regard to terrain modification is determined so that the current state of the terrain can be used as the basis for the assessment. The determination is made in relation to a specific motor vehicle and its capabilities with regard to traversing a section. This allows for consideration of the fact that different motor vehicles have different off-road capabilities, and thus a section of the terrain may be drivable for one motor vehicle but not for a second.

[0010] The processing can include, in particular, ground movement, compaction, smoothing, and sealing. Ground movement can include filling or excavation. Displaced ground can include, in particular, soil, rock, rubble, or other material that can be moved by a construction vehicle, thus altering the terrain. Preferably, only ground movements that affect the accessibility of the subsoil by a vehicle are considered here. For example, the construction or demolition of a house or the sinking of a well is preferably not considered ground movement. A temporary obstacle such as a parked vehicle also does not constitute an alteration or processing of the terrain.

[0011] Compacting a section of soil compresses the subsoil, making it more load-bearing. This is necessary, for example, to move a large or heavy construction vehicle over a section that has recently been filled in.

[0012] Even a smaller vehicle, such as a passenger car or minibus, can benefit from compaction. Especially if the subsoil is initially loose, compaction can ensure that the vehicle doesn't get stuck on the section. Smoothing can even out irregularities in the subsoil, resulting in less acceleration, particularly vertical acceleration, and reducing the risk of getting stuck. Covering or sealing involves applying a road surface material to a subsoil. Such material can include concrete or asphalt, for example. Typically, this creates a largely watertight seal. The section can also be made more accessible by covering it with slabs or paving stones.

[0013] If a road is being constructed in the work area, it can comprise different layers, such as a subgrade, a sub-base, and a superstructure, which in turn can include a base course and a surface course. As construction progresses, the road can become increasingly easier or more comfortable to drive on, until even a vehicle without off-road capabilities can use it.

[0014] It is particularly preferred that the terrain movement is recorded by a construction vehicle performing the terrain movement. Examples of construction vehicles used for terrain movement include a front loader, an excavator, a bulldozer, or a low loader. Further preferably, the analysis is limited to construction vehicles that remove or add material to the terrain; while purely transporting vehicles are not considered.

[0015] The construction vehicle can be guided by a positioning system to create a predetermined terrain contour. When moving material on the site, positional data can be generated by the construction vehicle, which can be used to record terrain movement. A vehicle such as an excavator can provide data on the volume of terrain removed or filled. From this, it can be deduced, for example, which part of a terrain section to be removed has already been cleared. Other approaches are conceivable for recording terrain movement for other construction vehicles. If automatic recording is not possible, input from a construction vehicle operator can be recorded to determine terrain movement.

[0016] The work can also include further processes that can make the section easier, more comfortable, or safer to drive on. For example, further work could include securing the road, installing lighting or barriers, applying road markings, or conducting a safety inspection.

[0017] It is particularly preferred that a model of the terrain be created based on recorded modifications. Sections can be defined on the model, and properties can be assigned to them. Such properties can include, for example, shape, modifications, or surface condition. The model can be divided into parcels, for example, according to a grid or a chessboard pattern, and properties can be defined for each individual parcel. A section of the terrain can be represented by a number of adjacent parcels. The accessibility of the terrain can be determined with respect to the model.

[0018] Based on the model, a map of the work area can be created. Map data can include information on accessibility or other details regarding individual sections or parcels of the map. Naturally, the map data can be enriched with further information, such as restricted areas, legal boundaries, or information about the condition of the subsoil. Additional or alternative information can also be incorporated.

[0019] The generated map data can be provided to a construction vehicle within the work area. The construction vehicle can then navigate the work area using the map data. Specifically, the construction vehicle can perform further terrain movements within the work area, guided by the received map data. A motor vehicle that does not participate in terrain movements within the work area can also be supplied with map data from the model and navigate the terrain of the work area according to that map data.

[0020] The model is available in a three-dimensional version. This allows not only the determination of whether the terrain in the work area has a certain slope or gradient, but also whether a passage with a predetermined width near ground level has sufficient width at a height accessible to a vehicle in the work area, enabling the vehicle to pass through. Such considerations are particularly important in open-pit mining, mining operations, or mountainous terrain.

[0021] The model is preferably stored on a computer and can have a predetermined level of detail sufficient for the technique described herein. The model can be initialized based on existing map data and subsequently adapted or updated based on terrain modifications. With sufficiently frequent and rapid terrain modifications, map data of the work area can be provided in real time. This means that only a predetermined maximum time elapses between a change in the terrain of the work area and the provision of the correspondingly updated map data. This time can range, for example, from a few seconds to a few minutes.

[0022] Based on the model, map data can be provided that can advantageously improve vehicle management, which tracks, plans, or controls the movement of vehicles within the work area. Particularly in open-pit mining, underground mining, quarries, or road construction, the described map data can be used to improve the organization of work within the work area. It is further preferred that a confidence level for information regarding a section of the work area be determined based on the frequency and / or age of data collections within that section. For example, a section that has not been visited by a vehicle for several days may have a low confidence level, indicating that the model may not be reliable for that section.Conversely, a section that has been frequently or recently traversed by construction vehicles can be assigned a high confidence rating. This indicates, for example, that a particular terrain feature within that section is highly reliable. The confidence rating can be used to declare a section of the work area passable or impassable. A section can only be declared passable if it is accessible from another section in a predetermined manner and the confidence of terrain features within that section exceeds a predetermined level.

[0023] Furthermore, it is preferable to record and analyze the actions of multiple construction vehicles within the work area. As the number of construction vehicles increases, and information on terrain movements or other operations is simultaneously recorded, the model can be updated more effectively. Different construction vehicles can provide independent information, so the model's quality can improve with the number of vehicles participating in the mapping process.

[0024] To improve the determination of its drivability, a vehicle class can be assigned to a section. The drivability of the section by a motor vehicle can then be determined by comparing the vehicle class of the section with a vehicle class assigned to the motor vehicle. This allows for a classification that enables a simple and rapid determination of the drivability of a section by a predetermined motor vehicle. The vehicle class of the motor vehicle can also be dynamically selected, with, for example, a loaded motor vehicle belonging to a different vehicle class than an unloaded one. Preferably, an ordered series of vehicle classes is predefined. It can then be determined that a section of the terrain is drivable by a motor vehicle if the vehicle class assigned to the motor vehicle corresponds at least to the vehicle class of the section.In one embodiment, the order is chosen to be ascending, so that a high vehicle class is assigned to a section that places high demands on a motor vehicle. In another embodiment, a descending order is chosen, so that a high vehicle class is assigned to a section that is easy to drive on. In both cases, virtually any number of different vehicle classes can be used.

[0025] A motor vehicle can be assigned to a traversability class based on factors such as its mass, dimensions, function, and / or drive system. For example, it can be assumed that a large vehicle can more easily navigate uneven terrain or steps than a small vehicle. Alternatively, the vehicle's drive type can also be considered. Thus, a tracked vehicle can be classified as having better off-road capability than a wheeled vehicle. Similarly, a vehicle with large wheels can be more off-road capable than one with small wheels.

[0026] The suitability of a section for a predetermined vehicle can also be determined with respect to the vehicle's dimensions. These dimensions can include length, width, and height. Horizontal dimensions can be specified at different heights. Furthermore, the dimensions can specify a turning radius or the diameter of a turning circle.

[0027] A vehicle's function can be particularly relevant for construction machinery. For example, a walking excavator may be approved for use on virtually any terrain, while a roller requires a certain level of evenness to operate. A vehicle used for transporting people, such as a car or bus, may already require a high-quality surface. The drive system can include, for example, available power, a maximum traversable slope angle, wheel size, or suspension travel. Improved off-road capability can also be achieved through the use of tracks.

[0028] In another embodiment, the passage of a further motor vehicle through the section is recorded. The vehicle class of the section can then be determined based on the vehicle class assigned to the further motor vehicle. In this way, the drivability of a section can be demonstrated by its passage using the further motor vehicle. This allows for a simple and reliable classification of a section.

[0029] Preferably, the vehicle class of a section is only changed in the "better" direction based on whether a motor vehicle has driven through it, meaning that the section can also be driven through by vehicles with less off-road capability. Driving a highly off-road capable vehicle through a section with a medium vehicle class provides no new information regarding its suitability and can be disregarded. Conversely, driving a vehicle with very limited off-road capability through the section indicates that driving through it is possible and that the vehicle class of the section should at least correspond to that of the vehicle.

[0030] In one embodiment, the vehicle class of a section is gradually changed towards "demanding" depending on the time elapsed since the last passage. The longer the section remains unused, the less easily navigable it can be classified. The classification can be adjusted again by a subsequent passage if the vehicle used has a lower vehicle class than the current one for the section. In this way, a current and reliable value for the vehicle class of a section can always be determined.

[0031] In another embodiment, a driving parameter is recorded on the other vehicle while it is traversing the section. Based on this driving parameter, the vehicle load caused by the traversal can be determined; and the drivability of the section for the vehicle can be determined with respect to this load. The driving load can indicate wear to which a vehicle traversing the section is subject. The driving load can be assigned as a property to a section or parcel of the model. The driving load allows for further refinement of the section's evaluation, enabling the determination of improved drivability. In various embodiments, the driving load can be determined independently of the vehicle class or as a subcategory of the vehicle class.

[0032] Vehicle load can be determined based on acceleration, speed, and / or wheel slip on the other vehicle. In particular, acceleration on the other vehicle as a function of speed on the section of road can be used as an indicator of vehicle load. For example, an uneven surface can cause vertical accelerations when driving over it, with the degree of acceleration increasing with speed. High wheel slip can indicate a loose or slippery surface, which can place a heavy load on the drive system of a passing vehicle. Various measurements can be incorporated into the determination of vehicle load, and these measurements can be appropriately weighted and combined.

[0033] The determined vehicle load can reflect a maximum load value at any point within the section. However, it is preferred that the vehicle load be determined in such a way as to indicate potential wear and tear on a vehicle while traversing the section. Point loads during traversal of the section can be cumulative to determine the vehicle load. For example, accelerations during traversal of the section can be integrated over the entire journey. Other methods include, for example, calculating a root mean square (RMS) or a standard deviation. The length of the section can be independent of this measure, so that a section with a low vehicle load can be longer than a section with a high vehicle load. More preferably, a route is determined for the vehicle between two predetermined positions within the work area.A first position comprises a starting point, and a second position a destination point. The route can be determined using a model, allowing the properties of individual sections or parcels of the terrain to be considered. In particular, the route can be composed of adjacent sections or parcels. This allows the route to be determined more effectively for the vehicle, taking into account the current conditions on the terrain.

[0034] The route can be defined to include only sections that are considered passable by the vehicle. A section that is not passable by the vehicle can be bypassed on the route. Different routes can be defined for vehicles of different classes between the same locations.

[0035] The route is preferably determined such that the cumulative vehicle load along the route remains below a predetermined level. Alternatively, the route can be determined such that the vehicle load at any point along the route does not exceed a predetermined threshold. These criteria can be used individually or in combination.

[0036] The vehicle can then be steered across the terrain based on its specific drivability and / or vehicle load. As the vehicle traverses a section of the terrain, its properties can change. This can be recorded on board the vehicle and represented in the model, potentially resulting in a different route being determined for the same vehicle between the same positions. For example, a traverse might reveal that a section is less easily traversable than initially thought. The vehicle class and / or vehicle load on that section can then be adjusted.According to a further aspect of the present invention, a first device on board a motor vehicle configured to drive on the grounds of a work area comprises a device for determining a section of the grounds traversed by the motor vehicle; a sensor for determining a vehicle load on the motor vehicle by traversing the section; a wireless interface for communication with an external location; and a processing device for providing the determined vehicle load to the external location.

[0037] The first device can be used to collect information about vehicle traffic when driving across a section of a work area. This information can be collected and analyzed centrally to create a map of the area, specifically a trafficability map or a vehicle traffic volume map.

[0038] A motor vehicle comprises a first device as described herein. The motor vehicle may, in particular, comprise a construction vehicle equipped to drive on the grounds of a work area and, if necessary, to work the grounds.

[0039] According to yet another aspect of the present invention, a second device for determining the drivability of a section of terrain in a work area by a predetermined motor vehicle comprises a first interface for detecting any processing of the terrain in the work area; a second interface for detecting any driving over a section of the terrain by another motor vehicle; and a processing device configured to determine the drivability of the section by the motor vehicle on the basis of the detected processing and / or the detected driving.

[0040] A system comprises a second and at least one first device on board a motor vehicle. Preferably, the system comprises several first devices on board different motor vehicles. A method described herein can be carried out using a first and / or a second device described herein. Part of the method can be carried out using a processing unit of the first device and / or a processing unit of a second device. Preferably, the method is realized by an interaction of processing units of both devices. A processing unit is preferably electronic and can comprise a programmable microcomputer or microcontroller. The method can be in the form of a computer program product with program code. The computer program product can also be stored on a computer-readable data carrier.Features or advantages of the method can be transferred to one of the devices or the system, or vice versa.

[0041] The invention will now be described in more detail with reference to the attached figures, in which:

[0042] Figure 1 a system;

[0043] Figure 2 shows a flowchart of a process;

[0044] Figure 3 shows a device for a construction vehicle; and

[0045] Figure 4 shows a schematic representation of a map of a work area.

[0046] Figure 1 shows a system 100 with one or more motor vehicles, in particular construction vehicles 105, and a central location 110. The construction vehicles 105 are each equipped to drive in a work area 115 and can move terrain 120. Terrain movement here refers primarily to the filling or removal of subsoil or surrounding material.

[0047] A device 125, described in detail below with reference to Figure 3, is provided on board a construction vehicle 105. The device 125 is configured to detect the terrain movement of the associated construction vehicle 105 and to provide information about this terrain movement to the central location 110. The device 125 can also detect the work being carried out on the terrain 120 by the construction vehicle 105. Furthermore, it can detect the vehicle load on the construction vehicle 105 resulting from driving over a section of the terrain 120.

[0048] The central unit 110 comprises a first interface 130, a processing unit 135 and a second interface 140. A data storage unit 145 may also be provided.

[0049] The central unit 110 is configured to communicate with one or more construction vehicles 105 or with devices 125 attached to the construction vehicle 105. The central unit 110 can receive information from a construction vehicle 105 regarding movement or processing of the terrain 120 of the work area 115 and / or vehicle load when traversing the terrain 120. The processing unit 135 preferably maintains a digital model of the terrain 120 of the work area 115 and records received information in the model.

[0050] Based on the recorded modification of terrain 120, the model can be adapted to the reality of terrain 120 within the work area 115. The model can thus reflect the actual surface of terrain 120 within the work area 115 with minimal time delay and high accuracy. Similarly, vehicle loads from driving on terrain 120 can be stored in the model in a timely manner. The model and / or received information can be stored in data storage 145.

[0051] Based on the model, the processing unit can provide map data 135 that includes a terrain shape 120 based on the model. In particular, the map data can be configured to determine drivability and / or vehicle load when driving through a section of the work area 115. For the drivability of a section, in addition to the current terrain shape 120 in that section, other parameters can be considered, such as previously performed work, a specific load-bearing capacity, or a recorded subsurface condition. Map data or conclusions drawn from it can be provided via the second interface 140. Symbolically, the second interface 140 is represented as a general interface and can, for example, include a software interface, a wired interface, or a wireless interface.

[0052] The first interface 130 is preferably wireless in order to transmit information on recorded operations or loads as directly as possible from a construction vehicle 105 to the central location 110. If map data provided by the device 110 is to be made available to a vehicle, in particular a construction vehicle 105, in a work area 115 in a timely manner, the second interface 140 preferably also includes a wireless interface. Wireless transmission can be based, for example, on Bluetooth, WLAN, or mobile communications. Other radio technologies are also possible.

[0053] Figure 2 shows a flowchart of a method 200 for mapping a work area 115. The method 200 can be carried out, in particular, by means of a system 100. In an upper area of ​​Figure 2, steps are shown that are preferably carried out by a motor vehicle 105, in particular a construction vehicle, and in a lower area, steps that are preferably carried out by the central unit 110.

[0054] In an optional step 205, the construction vehicle 105 can receive map information. Based on this map information, the construction vehicle 105 can navigate within the work area 115. The map information can include a route leading from a predetermined starting point to a predetermined destination point within the site 120. Alternatively, a route can also be determined on board the vehicle 105 based on the map data. The vehicle 105 can then traverse the site 120 of the work area 115 in a step 210.

[0055] In particular, if the motor vehicle 105 includes a construction vehicle, processing of the terrain 120 by means of the construction vehicle 105 can be recorded in step 215. This processing can include, for example, excavation, backfilling, or compaction of the terrain 120. Other possible processing activities include, for example, smoothing, leveling, or grading. The processing of a section influences how challenging it is to traverse the section, with traversability typically improving progressively as processing progresses. While unprocessed terrain 120 may require a highly off-road capable motor vehicle 105 for traversing, terrain 120 that has been processed multiple times can also be traversed by a light or non-off-road capable motor vehicle 105.

[0056] Independently of this, in step 220, the vehicle load on the motor vehicle 105 can be recorded by driving over a section. This step can be performed by any motor vehicle 105 driving over the section, even if no processing takes place during this process. The vehicle load can be determined, for example, with regard to terrain features, gradients, inclines, or obstacles on a section. For this purpose, the acceleration of the motor vehicle 105 while driving over the section can be determined. Furthermore, the vehicle load can be determined with regard to the surface on the section, which, for example, results from loose or wet ground. If a wheel of the motor vehicle 105, especially a drive wheel, slips excessively while driving over the section, a high vehicle load can be determined.

[0057] In step 225, information collected on board the vehicle 105 can be transmitted to the central station 110. This transmission preferably occurs wirelessly and, further preferably, with only a short time delay of a few seconds or minutes at most, so that the central station 110 always has up-to-date information about the site 120. Steps 205 to 225 can be performed cyclically or continuously by one or more vehicles 105.

[0058] The central unit 110 can receive information transmitted by a motor vehicle 105 in step 230. This information describes, in particular, any work carried out on the terrain 120 in a section of the work area 115 or a vehicle load determined while driving over the section. In step 235, a digital model of the terrain 120 of the work area 115 can be created or updated based on the received data. The model can, in particular, reflect the surface and properties of the terrain 120 in the work area 115. Optionally, further information about the terrain 120 is stored in the model, such as material, load-bearing capacity, or any work carried out.

[0059] In step 240, map information can be provided based on the model. The map information is preferably provided to a motor vehicle 105 in the work area 115. The motor vehicle 105 can, in particular, be a construction vehicle, so that the map information from the central unit 110 can be transmitted from step 240 to the construction vehicle 105, where it arrives in step 205. However, the map information can also be provided to a motor vehicle 105 that is not a construction vehicle.

[0060] In one embodiment, the map information includes a determination of whether a section of terrain 120 is passable by a predetermined motor vehicle 105. For this purpose, a description of the motor vehicle 105 can be recorded in a step 245. The description can include a vehicle class, which can indicate a measure of the off-road capability of the motor vehicle 105. If no vehicle class is specified, it can be determined based on the description, for example, based on a dimension, mass, drive system, purpose, or function of the motor vehicle 105. A vehicle class determined for a motor vehicle 105 can be fixed or determined depending on a variable parameter, for example, the current load of the motor vehicle 105.The drivability of a section of the terrain 120 can be determined on the basis of a vehicle class assigned to the section and the vehicle class of the motor vehicle 105.

[0061] In a further embodiment, the vehicle load on the motor vehicle 105 when driving on the terrain 120 can be determined based on the map data. The vehicle load can be a measure of the wear or risk of a defect to which a motor vehicle 105 is subject when driving on a predetermined section of the terrain 120. The vehicle load can be determined at specific points or cumulatively over the section.

[0062] Specific accessibility and / or vehicle load capacity can be provided to a motor vehicle 105 that is to travel on the site 120. Furthermore, a route between a starting point and a destination point on the site 120 can be determined for the motor vehicle 105 based on the accessibility and / or vehicle load capacity.

[0063] Figure 3 shows a schematic representation of a device 125 for use on board a motor vehicle 105 in the working area 115. The device 125 preferably comprises a processing unit 305 and a wireless interface 310.

[0064] If the motor vehicle 105 is a construction vehicle equipped to work a section of the terrain 120, a device 315 for determining the work carried out by the construction vehicle 105 may be provided. The device 315 is shown here by way of example as a camera; in other embodiments, however, the device 315 may also include, for example, a load sensor for determining the volume or mass of terrain material picked up, moved, or unloaded, or a pressure sensor for determining the compaction of a traversed section of the terrain.

[0065] Preferably, a positioning device 320 is provided, which is configured to determine a geographical position of the construction vehicle 105 in the work area 115. The positioning device 320 may, in particular, include a receiver of a satellite-based navigation system (GNSS). The positioning device 320 may also operate, for example, on the basis of optical scanning of landmarks in the work area 115 or the recording of odometric data. To determine the vehicle load on the motor vehicle 105 when driving on the terrain 120, one or more additional load sensors may be provided. A load sensor may also be provided if the motor vehicle 105 is not a construction vehicle, but another vehicle that is equipped for driving in the work area 115.Driving load can be determined, in particular, with regard to the chassis or drivetrain of the motor vehicle 105. The chassis or running gear of the motor vehicle 105 can be subjected to particular stresses from unevenness in the road surface, an incline, or a decline.

[0066] An acceleration sensor (inertial sensor) 325 can be provided to determine such accelerations. The determination can take into account a driving speed, an inclination of the ground, a load of the vehicle 105, or another predetermined driving parameter. In this way, a vehicle load can be determined that is as independent as possible from the specific vehicle 105 performing the journey.

[0067] A slip sensor 330 can be provided to determine wheel slip acting between a wheel of the motor vehicle 105 and the ground. The slip can be determined in the circumferential direction, particularly at a driven wheel. The slip can also be determined transversely to the circumferential direction, particularly at a steered wheel. It should be noted that another sensor can also be provided that provides a measurement value indicating the load on the motor vehicle 105 from driving over a section.

[0068] A data storage device 335 is also optionally provided. This device can collect information regarding terrain movement by the construction vehicle 105. Preferably, map data is stored in the data storage device 335, which can be received from the central station 110 via the wireless interface 310.

[0069] An optional interaction device 340 can be used by a person on board the construction vehicle 105, in particular a driver. Information regarding a surrounding section of the work area 115 can be displayed on the interaction device 340, based on information received from the central unit 110. Furthermore, information about the accessibility or condition of a section of the terrain 120 can be displayed, for example. In another embodiment, the interaction device 340 can provide a route that the driver can follow to steer the construction vehicle 105 to a predetermined location within the work area 115.

[0070] Furthermore, the interaction device 340 can be used to record an input from the person indicating a terrain movement carried out by means of the construction vehicle 105.

[0071] Figure 4 shows a schematic representation of an exemplary map 400, which can be understood as a representation of a digital model of the terrain 120 of the work area 115 at the central location 110. The map 400 schematically represents map data that can be provided by the central location 110.

[0072] In a familiar way, the map contains 400 topographic information about the terrain, 120 such as the shape of a surface. The surface can be represented, for example, as a closed three-dimensional area or as a collection of elevation data on a two-dimensional matrix. Other representations, such as those using NURBS or splines, are also possible.

[0073] Map 400 is divided into parcels 405, which are of equal size and form a matrix-like grid. Information can be assigned to a parcel 405, including, for example, its shape, elevation, texture, terrain material, or any processing carried out. A section 410 can be formed from or comprise several parcels 405. Figure 4 illustrates a section 410 in the form of a path or road. In another embodiment, no parcels 405 are provided, and a section 410 can be modeled, for example, with respect to its geographical extent. For a parcel 405 or a section 410, the time at which information regarding its topography or texture was received can be recorded. A level of confidence can be determined regarding the received information.The more frequently information is received and / or the more recent the last received information is, the greater the confidence with which information regarding parcel 405 can be determined.

[0074] Such information can be gathered based on a vehicle, in particular a construction vehicle 105, driving over the area. A vehicle 105 can also provide information about a lack of accessibility. For example, a vehicle 105 that almost or actually gets stuck can provide a reference to the corresponding section 405. Such a report can further increase the confidence of the determination, but at the same time, it can reduce the accessibility of a corresponding section 410 or parcel 405. Accessibility can be determined, for example, based on material information about the subsoil, whether or not compaction or driving has taken place, or the shape of the terrain 120.

[0075] It should be noted that traversability is preferably determined with respect to a predetermined vehicle, in order to account for the fact that not every vehicle is equally suitable for traversing a predetermined section 405 of the terrain 120 of the work area 115. In particular, physical characteristics of the vehicle can be taken into account for determining traversability, such as dimensions, a maximum traversable approach angle, or a minimum turning radius. Furthermore, mass, axle load, drive type, or transported cargo can be used to determine whether or not the vehicle is permitted to traverse a predetermined section 405.

[0076] Route 415 leads from a predetermined starting point 420 to a predetermined destination point 425 on site 120. Route 415 can be dynamically determined with respect to points 420, 425, and map data from map 400. In particular, a sequence of parcels 405 and / or sections 410 leading from the starting point 420 to the destination point 425 can be determined. This determination is preferably made with respect to a predetermined motor vehicle 105 and takes into account the off-road capability or the vehicle's authorization to drive on a section 410 or a parcel 405.

[0077] Route 415 is further optimized according to a predetermined criterion. Multiple criteria can be applied, for example, using a weighted average. Typically, the length of Route 415 or the estimated travel time on Route 415 is minimized. Furthermore, the energy consumption for traveling on Route 415 can be minimized.

[0078] Furthermore, it is proposed that Route 415 be defined such that it does not contain parcel 405 or section 410 that is impassable for motor vehicle 105. As a measure of passability, motor vehicle 105 and each parcel 405 or section 410 can be assigned a vehicle class, whereby a high vehicle class for a section 410 can indicate poor passability, for example, due to unevenness, incline, decline, or loose surface, and a correspondingly high vehicle class for motor vehicle 105 can indicate the ability of motor vehicle 105 to also traverse a section 410 with correspondingly poor passability. In particular, motor vehicle 105 can just barely traverse a section 410 whose vehicle class does not exceed that of motor vehicle 105.

[0079] Route 415 can also be defined such that the traffic load of a motor vehicle 105 traveling on Route 415 does not exceed a predetermined threshold and / or is minimized via Route 415. For this purpose, a traffic load can be assigned to a section 410 or a parcel 405, which can be determined based on driving data recorded from a motor vehicle 105 traveling on parcel 405 or section 410. [Reference sign]

[0080] system

[0081] Construction vehicle central location

[0082] work area

[0083] terrain

[0084] Device on board a construction vehicle, first interface

[0085] Processing unit second interface

[0086] Data storage

[0087] Proceedings

[0088] Receive map information

[0089] Enter work area

[0090] Record editing

[0091] recording stress

[0092] Transmit data

[0093] Receive data

[0094] Update model

[0095] Provide map information

[0096] Description of motor vehicle registration

[0097] Processing unit wireless interface

[0098] Device for determining terrain movement

[0099] Positioning device

[0100] Accelerometer

[0101] Slip sensor

[0102] Data storage

[0103] Interaction setup map

[0104] plot

[0105] Section

[0106] route

[0107] Starting point Destination point

Claims

1. Patent claims 1. Method (200) for mapping a work area (115), wherein the method (200) comprises the following steps: - Recording (215) of the processing of the terrain (120) of the work area (115) by a construction vehicle (105); - Capturing (245) a description of a predetermined motor vehicle (105); and - Determining (240) whether a section (410) of the terrain (120) is passable by the motor vehicle (105) on the basis of the recorded processing.

2. Method (200) according to claim 1, wherein the processing comprises a terrain movement (120), a compaction, a smoothing and a sealing.

3. Method (200) according to claim 1 or 2, wherein a model of the terrain (120) is created (235) on the basis of recorded machining operations; and the drivability with respect to the model is determined (240).

4. Method (200) according to one of the preceding claims, wherein a vehicle class is assigned to section (410) on the basis of the machining; and the drivability of section (410) by the motor vehicle (105) is determined by a comparison of the vehicle class of section (410) with a vehicle class assigned to the motor vehicle (105).

5. Method (200) according to claim 4, wherein an ordered series of vehicle classes is predetermined, and wherein it is determined that a section (410) is passable by a motor vehicle (105) if the vehicle class assigned to the motor vehicle (105) corresponds at least to the vehicle class of the section (410).

6. Method (200) according to claim 5, wherein a motor vehicle (105) is assigned to a drivability class based on its mass, its dimensions, its function and / or its drive system (245).

7. Method (200) according to any one of claims 4 to 6; wherein a passage through section (410) by another motor vehicle (105) is recorded; and wherein the vehicle class of section (410) is determined on the basis of a vehicle class assigned to the other motor vehicle (105).

8. Method (200) according to one of the preceding claims, wherein a driving on the section (410) by another motor vehicle (105) is detected; wherein a driving parameter on the other motor vehicle (105) is detected during the driving; wherein a vehicle load on the vehicle due to the driving is determined on the basis of the driving parameter; and wherein the drivability of the section (410) for the motor vehicle (105) with respect to the vehicle load is determined.

9. Method (200) according to claim 8, wherein the vehicle load is determined on the basis of an acceleration, a driving speed and / or a wheel slip of the further motor vehicle.

10. Method (200) according to one of the preceding claims, wherein a route (415) between two predetermined positions in the work area (115) is determined for the motor vehicle (105).

11. Method (200) according to claim 10, wherein the route (415) is determined such that the route (415) only includes sections (410) that are determined to be traversable by the motor vehicle (105).

12. Method (200) according to claim 10 or 11, wherein the route (415) is determined such that the vehicle load cumulative over the route (415) is below a predetermined level.

13. Method (200) according to one of the preceding claims, wherein the motor vehicle (105) is controlled on the basis of the determined drivability over the terrain (120) of the work area (115).

14. Device (125) on board a motor vehicle (105) designed to drive on the ground (120) of a work area (115); wherein the device (125) comprises the following elements: - a device (320) for determining a section (410) of the terrain (120) traversed by the motor vehicle (105); - a sensor (325, 330) for determining a vehicle load on the motor vehicle (105) by driving over the section (410); - a wireless interface (310) for communication with an external location (110); and - a processing unit (305) for providing the specified vehicle load to the external location (110).

15. Device (110) for determining the suitability of a section (410) of a site (120) of a work area (115) for travel by a predetermined motor vehicle (105), wherein the device (110) comprises the following elements: - a first interface (130) for recording a processing of the terrain (120) of the work area (115); - a second interface (130) for detecting the passage of another motor vehicle (105) over a section (410) of the site (120); and - a processing unit (135) designed to determine the suitability of the section (410) for the motor vehicle (105) to drive on the basis of the recorded processing and / or the recorded driving.

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