Teleoperated logistics system

Abstract

The invention relates to a teleoperated logistics system (57) having a teleoperatedly controllable utility vehicle (1, 1A, 1B, 1C), which has a teleoperatedly controllable structure (15A, 15B, 15C), and a teleoperating control station (59) for teleoperatedly controlling the utility vehicle (1, 1A, 14B, 1C) and the structure (15A, 15B, 15C), the control station (59) being a structural unit which is separate from the utility vehicle (1, 1A, 1B, 1C).

Description

[0001] RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 1 TELEOPERED LOGISTICS SYSTEM The present invention relates to a teleoperated logistics system. Logistics services in rough terrain or near danger zones, such as ammunition resupply, pose an increased safety risk for a vehicle crew. When several vehicles travel in convoys, the number of people at risk increases linearly, since at least two additional people are present in the danger zone with each vehicle. Against this background, one object of the present invention is to provide an improved logistics system. Accordingly, a teleoperated logistics system is proposed.The teleoperated logistics system comprises a remotely controllable commercial vehicle with a remotely controllable superstructure and a teleoperating control station for remotely controlling the commercial vehicle and the superstructure. The control station is a separate unit from the commercial vehicle. Because the commercial vehicle and superstructure are remotely controllable, and because the control station is a separate unit, an operator of the teleoperated logistics system can remain outside the vehicle's danger zone or operational area. This results in a reduction of personnel in the danger zone. "Teleoperated" or "remotely controlled" in this context means that the teleoperated logistics system can be controlled remotely. The teleoperated logistics system can include any number of commercial vehicles.The teleoperated logistics system has at least one commercial vehicle. The commercial vehicle is a land vehicle. Specifically, the commercial vehicle is a military commercial vehicle. Therefore, the commercial vehicle can also be referred to as a military commercial vehicle. The commercial vehicle can be a truck. In particular, the commercial vehicle is an off-road truck. The commercial vehicle can be a protected vehicle. Several commercial vehicles can form a convoy that can carry out a convoy drive. Each commercial vehicle can have a superstructure as mentioned above. However, it is not mandatory for every commercial vehicle to have such a superstructure. The superstructure is remotely controllable. The superstructure can, for example, enable the loading and unloading of the respective commercial vehicle.The superstructure is preferably an automated load handling system (ALHS). A particularly preferred superstructure is a so-called swap body system, especially a hooklift system, a cable system, a tracked system, or the like, which can be used, for example, to load a flatrack or a container. However, any other superstructure can also be used. The control station serves for the remote control of the commercial vehicle and the superstructure. The fact that the control station is a "separate component" or "separate assembly" from the commercial vehicle means, in particular, that the control station is spatially separated from the commercial vehicle and the superstructure to be controlled. Preferably, there is only a radio connection, a 5G connection, and / or a satellite connection between the control station and the commercial vehicle and the superstructure to be controlled.Preferably, there is no physical connection between the control station and the commercial vehicle and / or its superstructure. The control station may include a driving simulator for a realistic representation of the commercial vehicle and / or superstructure to be controlled. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 3 The control station can be an immobile or stationary workstation. For example, the control station can be housed in a container. The control station can, for example, be transported and, during a deployment of the teleoperated logistics system, be positioned at a fixed location outside the danger zone. In particular, the control station is located outside the operational area of ​​the commercial vehicle. Alternatively, the control station can also be mobile.The control station can be part of any vehicle, such as a land vehicle, an aircraft, or a watercraft. For example, the control station can be part of a commercial vehicle acting as a lead vehicle in the teleoperated logistics system. In this case, the control station is not a separate unit from the lead vehicle, but rather a separate unit from the follower vehicles in the teleoperated logistics system. According to one embodiment, the structure enables loading and unloading of the commercial vehicle, or the structure is a recovery structure for recovering and / or towing vehicles, particularly armored vehicles. In principle, the structure can have any function. In particular, the structure can be an automated load handling system (ALHS) as mentioned previously.Furthermore, the structure can also be a missile system, a bridge-laying unit, or the like. According to another embodiment, the automated logistics system comprises several utility vehicles, wherein the utility vehicles include a lead vehicle and unmanned follower vehicles, and wherein the follower vehicles follow the lead vehicle during operation of the teleoperated logistics system. At least one follower vehicle is provided. The lead vehicle can also be referred to as the command vehicle. The follower vehicles can also be referred to as follower vehicles. The utility vehicles form a convoy as mentioned above. Each of the utility vehicles can have a structure as mentioned above.However, this is not strictly necessary. The vehicles can have different superstructures. At least the vehicles acting as followers are preferably unmanned. The vehicle acting as the lead vehicle can also be unmanned. The vehicle acting as the lead vehicle can also be manned. According to another embodiment, the vehicle acting as the lead vehicle can be controlled automatically, manually, or remotely from the control station. In the first case, a route is predetermined for the vehicle acting as the lead vehicle, which it then follows. The vehicles acting as followers then follow the vehicle acting as the lead vehicle autonomously. In the second case, the vehicle acting as the lead vehicle is manually controlled by a driver sitting in the lead vehicle, and the preferably unmanned followers follow the lead vehicle.In the third case, the control of the lead vehicle is carried out from the control station, which in this case is preferably not part of the lead vehicle. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 5 According to a further embodiment, the lead vehicle includes the control station. In this case, the control station is integrated into the lead vehicle. This means that the control station is not a separate component from the lead vehicle. However, the control station is a separate component from the follow vehicles.According to another embodiment, the commercial vehicle has an interchangeable A-module, a B-module implemented in the commercial vehicle, and an interchangeable C-module, wherein the control station is configured to communicate with the A-module and / or the B-module to control the commercial vehicle and the superstructure. Not every commercial vehicle needs to have an A-module, a B-module, and / or a C-module. The A-module, the B-module, and the C-module are, in particular, part of a modular system for autonomous operation of the commercial vehicle. The modular system is, in particular, part of the commercial vehicle. The modular system can also be part of the teleoperated logistics system. Accordingly, a modular system for autonomous operation of a commercial vehicle is also proposed. The modular system comprises an interchangeable A-module, a B-module implementable in the commercial vehicle, and an interchangeable C-module.The B module is coupled to the A module via a first interface and to the C module via a second interface. The A module is configured to provide the B module with vehicle-independent control commands via the first interface. The B module is configured to convert the vehicle-independent control commands from the A module into vehicle-specific control commands. The control station is preferably configured to communicate with the A module and / or with the B module (RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 6) in order to control the commercial vehicle and its superstructure. "Modular" in this context means, in particular, that the A module and the C module can each be disconnected from the B module at the aforementioned interfaces. For example, a plug connection may be provided.The A-module and the C-module can each be exchanged as a single unit or component. The modular system can also be referred to as an autonomous and modular system or as an autonomous modular system. The A-module can also be referred to as a data acquisition module. Accordingly, the terms "A-module" and "data acquisition module" are interchangeable. The B-module can also be referred to as a vehicle module or as a commercial vehicle module. Accordingly, the terms "B-module," "vehicle module," and "commercial vehicle module" are interchangeable. The C-module can also be referred to as a communication module. Accordingly, the terms "C-module" and "communication module" are interchangeable. "Autonomous operation" of the commercial vehicle refers in particular to autonomous driving operation of the commercial vehicle.The fact that the commercial vehicle is "autonomous" or "self-driving" can be understood in this context to mean, in particular, that the commercial vehicle can drive, steer, and park itself in any environment and on any surface using the modular system without the influence of a human driver. The fact that the B-module is "implementable" or "implemented" in the commercial vehicle can be understood in this context to mean, in particular, that the B-module, or at least parts of the B-module, can be permanently installed or are permanently installed in the commercial vehicle. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 7 The first and second interfaces are primarily or exclusively used to transmit or exchange vehicle-independent control commands and / or vehicle-independent information. This has the advantage that any module can be connected to the B-module.In other words, the transmission of exclusively vehicle-independent control commands and / or vehicle-independent information allows for the straightforward replacement of the A-module and / or the C-module. Furthermore, the A-module and / or the C-module can be from any different manufacturer. The B-module, on the other hand, can be provided by the commercial vehicle manufacturer and is preferably permanently installed in the vehicle. However, it is also possible for vehicle-specific control commands and / or vehicle-specific information to be transmitted or exchanged via the first and second interfaces. In particular, the first and second interfaces are preferably designed or configured exclusively for transmitting or transmitting vehicle-independent control commands and / or vehicle-independent information. However, this is not mandatory.Vehicle-specific control commands and / or vehicle-specific information can also be transmitted. "Vehicle-nonspecific" control commands, in this context, refer in particular to control commands that cannot be directly implemented by components or parts of the commercial vehicle. Examples of vehicle-nonspecific control commands include a target acceleration or deceleration that the commercial vehicle is intended to achieve. Examples of vehicle-nonspecific information include an estimate of a static friction coefficient. These aforementioned vehicle-nonspecific control commands are converted into vehicle-specific control commands by the B-module.Accordingly, RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 8 refers to "vehicle-specific" control commands that can be directly implemented by components or parts of the commercial vehicle. To continue with the previous examples of vehicle-independent control commands, target acceleration or target deceleration, the B module converts the target acceleration into control commands to activate a powertrain or control unit of the commercial vehicle in order to achieve the target acceleration. Similarly, the B module also converts the target deceleration into control commands to activate a braking system or the control unit of the commercial vehicle in order to achieve the desired target deceleration. In particular, the A module and the B module communicate bidirectionally via the first interface.However, as mentioned previously, preferably only vehicle-independent control commands and / or vehicle-independent information are exchanged between the two modules. As mentioned previously, however, it is not excluded that vehicle-specific control commands and / or vehicle-specific information are also exchanged. The B module receives vehicle-independent and physically interpretable control commands and, in return, can preferably continuously send information about the current system and vehicle state, as well as dynamic and constant actuator restrictions, to the A module. In return for the vehicle-independent control commands, the A module can preferably continuously receive from the B module a measured or estimated actual state of the commercial vehicle and current actuator restrictions of control parameters and use this information.The B module and the C module also communicate bidirectionally via the second interface. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 9 According to a further embodiment, the A module is configured to control the superstructure and the commercial vehicle based on control commands from the control station. 5 In particular, an A module processing unit, which is part of the A module, is responsible for controlling the commercial vehicle and the superstructure. Such an A module processing unit can be installed in the commercial vehicle to be controlled, while another A module processing unit can be installed in the control station. 1. 0According to a further embodiment, the A-module is configured to override a body display unit and / or a body control unit installed in the commercial vehicle. Preferably, the A-module, in particular the A-module processing unit, directly controls a body control unit, overriding the body display unit and the body control unit. According to a further embodiment, the A-module and the control station communicate using a radio link, a 5G connection, and / or 2 0a satellite connection with each other. For communication, the control station and the commercial vehicle to be controlled can each have a communication unit, in particular in the form of an MPU5. The communication is therefore wireless. 25 According to a further embodiment, the commercial vehicle and / or the superstructure has several cameras which provide image data to the control station in order to display an environment of the commercial vehicle and / or the superstructure in real time. 910 / 2 2 1 / 30 30 – MN A-GL A RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 10 To display the surroundings, the control station can include display units, which may have displays and / or hotkeys. Cameras already mounted on the commercial vehicle, such as a reversing camera, can be used. "One" in this context is not necessarily to be understood as limiting it to exactly one element. Rather, several elements, such as two, three, or more, can also be provided. Likewise, every other counter word used here is not to be understood as limiting it to exactly the stated number of elements. Rather, numerical deviations above and below are possible unless otherwise specified.Further possible implementations of the teleoperated logistics system also include combinations of features or embodiments described previously or subsequently with regard to the exemplary embodiments, even if not explicitly mentioned. In this context, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the teleoperated logistics system. Further advantageous embodiments and aspects of the teleoperated logistics system are the subject of the dependent claims and the exemplary embodiments of the teleoperated logistics system described below. The teleoperated logistics system is further explained below with reference to preferred embodiments and the accompanying figures. Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle; Fig. 2 shows a highly schematic top view of the commercial vehicle according to Fig.1; RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 11 Fig. 3 shows a schematic view of an embodiment of a modular system for the commercial vehicle according to Fig. 1; Fig. 4 shows a schematic view of an embodiment of an A-module for the modular system according to Fig. 3; Fig. 5 shows a schematic view of an embodiment of a B-module for the modular system according to Fig. 3; Fig. 6 shows a schematic view of an embodiment of a C-module for the modular system according to Fig. 3; Fig. 7 shows a schematic view of an embodiment of a teleoperated logistics system; Fig. 8 shows a further schematic view of the teleoperated logistics system according to Fig. 7; Fig. 9 shows a further schematic view of the teleoperated logistics system according to Fig. 7. In the figures, identical or functionally equivalent elements have been provided with the same reference numerals unless otherwise indicated.Fig. 1 shows a schematic side view of an embodiment of a utility vehicle 1. The utility vehicle 1 is a land vehicle. The utility vehicle 1 is, in particular, a military utility vehicle. The utility vehicle 1 can therefore also be referred to as a military utility vehicle. The utility vehicle 1 can be a truck. In particular, the utility vehicle 1 is an off-road truck. The utility vehicle 1 can be a protected vehicle. The utility vehicle 1 is assigned a coordinate system with a longitudinal direction or x-direction x, a transverse direction or y-direction y, and a vertical direction or z-direction z. The directions x, y, z are oriented perpendicular to each other. The z-direction z is oriented parallel to a gravity direction g. The gravity direction g is oriented from top to bottom in the orientation of Fig. 1. Commercial vehicle 1 is a wheeled vehicle.Commercial vehicle 1 comprises a chassis 2 with a plurality of axles 3, 4, 5, 6. Axles 3, 4, 5, 6 carry wheels 7, 8, 9, 10. Each axle 3, 4, 5, 6 is assigned a pair of wheels 7, 8, 9, 10. For example, four axles 3, 4, 5, 6 can be provided. This means that commercial vehicle 1 is a four-axle vehicle in this case. However, the number of axles 3, 4, 5, 6 is arbitrary. Commercial vehicle 1 can also be a two-axle, a three-axle, or a five-axle vehicle. Commercial vehicle 1 preferably includes all-wheel drive. This means that all axles 3, 4, 5, 6 are driven. Commercial vehicle 1 can therefore also be referred to as an all-wheel-drive commercial vehicle. At least one of the axles 3, 4, 5, 6 is steerable. Preferably, two front axles or front axles 3, 4 are steerable. All axles 3, 4, 5, 6 can also be steerable. The chassis 2 carries a driver's cab 11 of the commercial vehicle 1.The cab 11 is preferably protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. The cab 11 encloses an interior space 12 in which passengers, for example, a driver and a co-driver, can be located. The cab 11 encloses the interior space 12 and thus separates it from the surrounding area 13. The interior space 12 is accessible from the surrounding area 13 by means of openable doors 14. The cab 11 may also have one or more roof hatches. 5 The cab 11 is not strictly necessary. It is also possible for the chassis 2 to drive autonomously. In this case, the cab 11 is unnecessary. However, it is subsequently assumed that the commercial vehicle 1 has such a driver's cab 11. 0The chassis 2 is suitable for carrying an interchangeable body 15 of the commercial vehicle 1 in addition to the driver's cab 11. The body 15 can be, for example, a flatbed, a container, a box, a tank, or the like. Figure 1 shows a body 15 in the form of a container. The commercial vehicle 1 can move along a surface 17 in a direction of travel 16 by means of its wheels 7, 8, 9, 10. The direction of travel 16 is oriented opposite to the x-direction x. However, this does not preclude the commercial vehicle 1 from moving along the surface 17 against the direction of travel 16 – for example, in reverse. The surface 17 can be 2 0a road or any terrain. Fig. 2 shows a highly schematic top view of the commercial vehicle 1. The commercial vehicle 1 has a steering system 18. With the aid of the steering system 18 25, for example, the wheels 7, 8 can be steered to enable the commercial vehicle 1 to turn on the surface 17. The following discussion focuses only on the two foremost wheels 7, 7' of the commercial vehicle 1, which are assigned to axle 3. However, all subsequent descriptions are also applicable to axles 4, 5, 6 and wheels 8, 9, 10. The commercial vehicle 1 can meh-910 / 2 2 1 / 30 Each axle 3, 4, 5, 6 can have such a steering system. – MN A-GL A RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 14 system 18. Furthermore, several axles 3, 4, 5, 6 can be assigned to a steering system 18. In the following, only one steering system 18 is discussed. The steering system 18 comprises axle 3 with wheels 7, 7' and a steering gear 19. The wheels 7, 7' can be steered by means of the steering gear 19. To steer the wheels 7, 7', wheel carriers, which support the wheels 7, 7', a tie rod and other components can be assigned to axle 3. The steering gear 19 is coupled to the wheel carriers to steer the wheels 7, 7' by a toe angle α, α'. The track angles α, α' are different when the commercial vehicle 1 is cornering, resulting in a track difference angle. In this context, the "track difference angle" refers to the angular difference by which the outer wheel 7' turns less than the inner wheel 7.The steering gear 19 has an actuating element or actuator 20 that either assists or performs the steering of the wheels 7, 7'. The actuator 20 can be, for example, an electric motor or a hydraulic motor. If the actuator 20 only assists the steering of the wheels 7, 7', a mechanical connection 22, for example in the form of a torsion bar, is provided between a steering wheel 21 of the commercial vehicle 1 and the steering gear 19. If the actuator 20 performs the steering of the wheels 7, 7' on its own, no mechanical connection 22 is provided between the steering wheel 21 and the steering gear 19. In this case, a so-called drive-by-wire (DbW) system is implemented. This means that the actuator 20 deflects the wheels 7, 7' via the steering gear 19 based on a change in the angle of the steering wheel 21.RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 15 A hybrid configuration is also possible in which the actuator 20 performs the steering of the wheels 7, 7' independently, while a mechanical connection 22 between the steering wheel 21 and the steering gear 19 may still be provided. In this case, the steering wheel 21 rotates when the actuator 20 steers it. Alternatively, the actuator 20 can also be retrofitted to the steering wheel 21. A sensor 23 in the form of an angle sensor or angle encoder can be assigned to the steering wheel 21. Such a sensor 24 in the form of an angle sensor or angle encoder can also be assigned to the steering gear 19. Furthermore, each wheel 7, 7' is assigned a sensor 25, 26. Each sensor 25, 26 can comprise several sensors. Using the sensors 25, 26, for example, a respective angular velocity, a wheel rotation, a slip or the like of the wheels 7, 7' can be detected.The commercial vehicle 1 further comprises a drivetrain 27 for driving the wheels 7, 7', 8, 9, 10 or some of the wheels 7, 7', 8, 9, 10. The drivetrain 27 includes an internal combustion engine 28 and a transmission 29, in particular an automatic transmission, by means of which the internal combustion engine 28 is coupled to the wheels 7, 7', 8, 9, 10 or some of the wheels 7, 7', 8, 9, 10. The drivetrain 27, in particular the internal combustion engine 28, can be positioned above the axis 3 when viewed along the z-direction z, unlike in Fig. 2. However, this is not mandatory. The drivetrain 27 also includes sensor 30. The sensor 30 can comprise any type of sensor. The sensor 30 can, for example, detect a rotational speed, an intake pressure and / or a temperature, in particular an oil temperature, of the combustion engine 28.The powertrain 27 is associated with an accelerator pedal, drive pedal, or accelerator pedal 31, which is used to control the internal combustion engine 28. A mechanical connection between the accelerator pedal 31 and the internal combustion engine 28 can be provided. However, this mechanical connection is not mandatory. A drive-by-wire function, or in other words, an electronic accelerator pedal, can also be implemented. In this case, no mechanical connection between the accelerator pedal 31 and the internal combustion engine 28 is provided. In this case, the accelerator pedal 31 is equipped with a sensor 32, in particular a pedal position sensor, which can detect any movement of the accelerator pedal 31. However, a hybrid system consisting of the accelerator pedal 31 and an electric actuator can also be implemented. The internal combustion engine 28 is assigned an engine control unit 33.Depending on the position of the accelerator pedal 31, the combustion engine 28 is controlled electronically via the engine control unit 33, either by throttle elements of the combustion engine 28 if it is a gasoline engine, or by an injection system of the combustion engine 28 if it is a diesel engine. A wired or wireless data connection can be provided between the sensor 32 and the engine control unit 33. Alternatively, the powertrain 27 can have other drive types, such as an electric, hydrogen, or hybrid drive. In this case, a wired or wireless data connection between the sensor 32 and the engine control unit 33 can also be provided. The commercial vehicle 1 has a braking system 34 for braking or decelerating the commercial vehicle 1. The braking system 34 is preferably a pneumatic braking system. Each wheel 7, 7', 8, 9, 10 is assigned a braking device 35, 36.Each brake assembly 35, 36 can, for example, comprise a brake disc and a brake caliper. The brake system 34 further comprises a control unit 37 for controlling the brake assemblies 35, 36. The control unit 37 is preferably pneumatically connected to the brake assemblies 35, 36. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 17 A brake pedal 38 is assigned to the brake system 34. The control unit 37 can be controlled by means of the brake pedal 38. A mechanical coupling between the brake pedal 38 and the control unit 37 may be provided. However, this is not mandatory. In the event that no mechanical coupling between the brake pedal 38 and the control unit 37 is provided, a brake-by-wire (BbW) function can be implemented.In this case, a sensor 39, in particular a pedal position sensor, is assigned to the brake pedal 38, which can detect any deflection of the brake pedal 38. The control unit 37 can then control the braking devices 35, 36 based on sensor signals from the sensor 39 in order to decelerate the commercial vehicle 1. A wired or wireless data connection can be provided between the sensor 39 and the control unit 37. Alternatively, a hybrid configuration consisting of a brake pedal 38 and a mechanical coupling with the control unit 37 can be provided, which can decelerate the commercial vehicle 1 by means of an actuator. The commercial vehicle 1 also includes a control unit 40 (Vehicle Control Unit, VCU). The control unit 40 can be a computer or a computer.The control unit 40 can communicate with the sensors 23, 24, 25, 26, 30, the actuator 20, the control unit 37, the motor control 33 and / or the sensors 32, 39 and, for example, control the actuator 20 based on corresponding sensor data to deflect the wheels 7, 7'. A wireless or a wired data connection can be provided between the control unit 40 and the sensors 23, 24, 25, 26, 30, the actuator 20, the control unit 37, the motor control 33 and / or the sensors 32, 39. Fig. 3 shows a schematic view of an embodiment of a modular system 41 for the autonomous operation of the commercial vehicle 1. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 18 The modular system 41 can also be referred to as a modular system. The modular system 41 comprises several kits or modules 42, 43, 44, namely an A-kit or A-module 42, a B-kit or B-module 43 and a C-kit or C-module 44.Modules 42, 43, and 44 are part of the commercial vehicle 1. At least some of the modules 42, 43, and 44 are installed in the commercial vehicle 1 in such a way that they can be exchanged or replaced without replacing the other modules 42, 43, and 44. For example, module A 42 can be replaced without replacing module B 43 and / or module C 44. This allows, for example, the modular system 41 to be adapted to a technical advancement by replacing only module A 42 and / or module C 44. Preferably, module B 43 is implemented in the commercial vehicle 1 and cannot be replaced. Fig. 4 shows a schematic view of an embodiment of an A-module 42 as previously mentioned. The A-module 42 serves to perceive the environment 13 and / or the ground 17. For this purpose, the A-module 42 can have a sensor 45.The sensor 45 can, for example, include one or more cameras, temperature sensors, pressure sensors, or the like. A computer 46 of the A-module 42 is coupled to the sensor 45 and can receive and evaluate sensor signals from the sensor 45. The computer 46 includes programming or artificial intelligence for interpreting and classifying the environment 13 and / or the subsurface 17. Furthermore, the computer 46 enables feasibility testing, functional testing, and a comparison with the legal framework.Module A 42 is used for perceiving the environment 13 and / or the ground 17, for interpreting and assessing the environment 13 and / or the ground 17, for path planning at the macro level, in other words, for planning a route for the commercial vehicle 1 and / or for path planning at the local level, for example, whether a stone lying on the ground 17 should be driven over or around, including a comparison with the legal framework, particularly a deterministic one. Module A 42 predicts or forecasts the upcoming route and vehicle states, such as the planning of the heat balance of the combustion engine 28. Module A 42 transmits vehicle-independent control commands to Module B 43. Vehicle-independent control commands can include, for example, a target deceleration, a target acceleration, or a target steering angle.For this purpose, the A-module 42 has a first interface 47 shared with the B-module 43. The first interface 47 is bidirectional, allowing the A-module 42 to communicate with the B-module 43 and vice versa. In addition to the vehicle-independent control commands, it is advantageous for the A-module 42 to continuously receive a measured or estimated actual state of the commercial vehicle 1 and current actuator constraints of control parameters from the B-module. In summary, the A-module 42 and the B-module 43 communicate primarily bidirectionally. The B-module 43 receives vehicle-independent and physically interpretable control commands and, in return, can continuously send information about the current system and vehicle state, as well as dynamic and constant actuator constraints, to the A-module 42. Fig. 5 shows a schematic view of an embodiment of a B-module 43 as previously mentioned.The B-module 43 is implemented in the commercial vehicle 1. In other words, the B-module 43 is permanently installed in the commercial vehicle 1. As mentioned previously, RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 20, the B-module 43, together with the A-module 42, has the first interface 47. The communication between modules 42 and 43 using the first interface 47 is vehicle-independent. The B-module 43 comprises a DbW sub-module or drive-by-wire sub-module 48, a vehicle control sub-module 49, and a vehicle function sub-module 50. The drive-by-wire sub-module 48 is responsible for the primary functions of the commercial vehicle 1. The steering system 18, the drivetrain 27, and / or the braking system 34 can be controlled by the drive-by-wire sub-module 48. For this purpose, the drive-by-wire sub-module 48 can include actuators or control elements assigned to the steering system 18, the drive train 27 and / or the brake system 34.The control unit 40 can also be part of the drive-by-wire sub-module 48. The vehicle control sub-module 49 is responsible for interface functions and safety functions. The vehicle function sub-module 50 implements secondary functions. The B-module 43, with the help of the drive-by-wire sub-module 48, ensures the implementation of commands. For example, a vehicle-independent target deceleration is translated into a corresponding control of the brake devices 35, 36. In other words, the B-module 43 converts vehicle-independent commands from the A-module 42 into vehicle-specific commands. The B-module 43 receives vehicle-specific information as input from the commercial vehicle 1. This vehicle-specific information is determined by sensors 23, 24, 25, 26, 30, 32, 39 or at least some of sensors 23, 24, 25, 26, 30, 32, 39 on the commercial vehicle 1.The drive-by-wire submodule 48 can include a computer 51 for evaluating sensor signals. Additionally, the drive-by-wire submodule 48 can include any further sensor 52 capable of acquiring vehicle-specific information. For example, a sensor 52, as mentioned above, can include an acceleration sensor. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 21 To accurately estimate the driving dynamics of the commercial vehicle, the B-module 43, as part of the control unit 40, requires sensors 23, 24, 25, 26, 30, 32, 39. These include the sensors 23, 24, 25, 26, 30, 32, 39 that are already installed in the commercial vehicle 1. Furthermore, the B module 43 can also include the previously mentioned additional sensor 52. It may also be necessary to provide already installed sensors 23, 24, 25, 26, 30, 32, 39 at a higher resolution for the autonomous driving of the commercial vehicle 1.Examples of sensor data and system state estimates determined by the B-module 43 include wheel rotation, slip, oil temperature, engine temperature, maximum engine power, and inertial accelerations. In summary, the B-module 43 provides vehicle-independent information that does not relate to the environment 13 and / or the surface 17. The drive-by-wire sub-module 48 comprises the functions, hardware, and software of the following primary driving functions. A braking function (BbW), an acceleration function (electric throttle), a steering function (SbW), a gear selection function (GsbW), a parking brake function (PbbW), a differential lock function, and a gear reduction function.Returning to the vehicle control submodule 49, this submodule comprises functions, hardware (e.g., in the form of a computer 53), and software for procedures for starting up and shutting down the drive-by-wire submodule 48, the vehicle function submodule 50, the A-module 42, and the C-module 44. The vehicle control submodule 49 acts as an interface and processes all data exchanged between the A-module 42, the B-module 43, and the C-module 44. Furthermore, the vehicle control submodule 49 is used for the automated adjustment of parameters and / or operating modes of a stored vehicle model of the commercial vehicle 1, and, if applicable, a B-module model, in particular a DbW model, as well as for vehicle dynamics control.Furthermore, the vehicle control submodule 49 can be responsible for operational safety routines, such as an emergency stop of the commercial vehicle 1, as well as for recording the wheel speed, for example, using sensors 25 and 26. Existing sensors 23, 24, 25, 26, 30, 32, and 39 are used by the vehicle control submodule 49 and supplemented by an optional additional sensor 54 of the vehicle control submodule 49. The computer 53 functions as a drive dynamics computer and / or controller (DDC). The task of the computer 53 is to continuously provide the most accurate and robust possible estimate of the current driving dynamics state of the commercial vehicle 1. This is done in a time-variable manner. Vehicle limitations will be provided promptly, especially since these depend on the situation and various factors such as tire pressure, gear ratio, and activated locking differentials, and can vary.The B-module 43 ensures that the commercial vehicle 1 behaves as predictably as possible within certain parameter corridors based on information from the B-module 43. To achieve this, the B-module 43 can calculate confidence intervals in addition to parameter estimation itself and make them available to the A-module 42. The vehicle function sub-module 50 is responsible for functions of the commercial vehicle 1 that do not relate to driving. The vehicle function sub-module 50 includes the functions, hardware, and software of all relevant secondary vehicle functions, such as lighting functions, in particular blackout lights, low beam, high beam, or fog lights; signaling functions, in particular turn signals or horn; washer and wiper functions; climate control of computers, batteries, or the like; or the acquisition of vehicle data and / or parameters.Furthermore, the vehicle function submodule 50 is responsible for acquiring vehicle data. The B-module 43 has a common second interface 55 with the C-module 44. Figure 6 shows a schematic view of an embodiment of the C-module 44 as previously mentioned. The C-module 44 serves for communication with an external environment (Vehicle-to-X, VtX) of the commercial vehicle 1. The "external environment" can include other vehicles, in particular passenger cars, other commercial vehicles 1, the environment 13, or an operator. For this purpose, the C-module 44 can include a communication unit 56. The C-module 44 provides the B-module 43 with vehicle-independent control commands via the second interface 55. For example, the C-module 44 can communicate with other commercial vehicles 1, so that several commercial vehicles 1 can drive in an autonomously driving convoy. In this process, one or more commercial vehicles 1 follow the first commercial vehicle 1 in the column.It is also possible that each commercial vehicle 1 follows the commercial vehicle 1 preceding it in the convoy. Logistics services in rough terrain or near danger zones, such as ammunition resupply, pose an increased safety risk for the crew of the commercial vehicle 1. During convoy journeys, the number of people at risk increases linearly, since at least two additional people are present in the danger zone with each commercial vehicle 1. Figure 7 shows a schematic view of an embodiment of a teleoperated logistics system 57. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 24 In this context, "teleoperated" means that the teleoperated logistics system 57 can be controlled remotely. The teleoperated logistics system 57 will subsequently be referred to simply as the logistics system.The aforementioned safety risk to the crew of commercial vehicle 1 can be overcome with the aid of logistics system 57. To minimize this safety risk, logistics system 57 enables convoy driving with several commercial vehicles 1A, 1B, 1C, which, for example, are equipped with an automated load handling system (ALHS) in the form of a superstructure 15A, 15B, 15C. The automated load handling system (ALHS) can be controlled "externally" by a third party without requiring a person to be present, as will be explained below. As mentioned previously, logistics system 57 comprises several commercial vehicles 1A, 1B, 1C. The number of commercial vehicles 1A, 1B, 1C is arbitrary. Figure 7 shows three commercial vehicles 1A, 1B, 1C as purely exemplary examples. Commercial vehicles 1A, 1B, 1C can be designed identically to commercial vehicle 1.This means that each utility vehicle 1A, 1B, 1C can have an A-module 42, a B-module 43, and a C-module 44. However, this is not mandatory. The utility vehicles 1A, 1B, 1C form a column or convoy 58 and travel one behind the other. Utility vehicle 1A can be the lead vehicle of the convoy 58, and the utility vehicles 1B, 1C can be the following vehicles of the convoy 58. Accordingly, utility vehicle 1A can also be referred to as the lead vehicle, and the utility vehicles 1B, 1C can be referred to as the following vehicles. The convoy 58 moves in the direction of travel 16. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GesmbH 25 Each utility vehicle 1A, 1B, 1C can have a superstructure 15A, 15B, 15C as mentioned above. However, it is not absolutely necessary for every commercial vehicle 1A, 1B, 1C to have such a superstructure 15A, 15B, 15C. The respective superstructure 15A, 15B, 15C is remotely controllable.The superstructure 15A, 15B, 15C can enable the loading and unloading of the respective utility vehicle 1A, 1B, 1C. The superstructure 15A, 15B, 15C is preferably an automated load handling system (ALHS). However, this is not mandatory, as will be explained below. In particular, the superstructure 15A, 15B, 15C can be a so-called hook loader, with the aid of which a superstructure 15, as mentioned above, in the form of a container, can be loaded. The superstructure 15A, 15B, 15C can also be a recovery superstructure for recovering and / or towing any armored vehicle. Furthermore, the superstructure 15A, 15B, 15C can also be a missile system, a bridge-laying unit, or the like. Figures 8 and 9 each show a further schematic view of the logistics system 57, whereby the logistics system 57 is only partially shown in Figures 8 and 9. Reference is made to Figures 8 and 9 simultaneously below. In the figures...Figures 8 and 9 show a highly schematic representation of logistics system 57. Logistics system 57 comprises a teleoperating control station 59. Control station 59 is used for the remote control of the commercial vehicle 1A, 1B, 1C and its respective superstructure 15A, 15B, 15C. However, control station 59 is a separate unit from the commercial vehicle 1A, 1B, 1C. This means that control station 59 is spatially separated from the commercial vehicle 1A, 1B, 1C and the superstructure 15A, 15B, 15C to be controlled. Preferably, only a radio link, a 5G link and / or a satellite link exists between the control station 59 RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 26 and the commercial vehicle 1A, 1B, 1C and the superstructure 15A, 15B, 15C to be controlled. No physical connection exists. The control station 59 can be a stationary or immobile workstation.For example, control station 59 can be housed in a container. Control station 59 can be transported and, during the deployment of utility vehicles 1A, 1B, or 1C, positioned at a fixed location outside the danger zone. Specifically, control station 59 is located outside the operational area of ​​utility vehicles 1A, 1B, or 1C. Alternatively, control station 59 can also be mobile. Control station 59 can be part of any vehicle, such as a land vehicle, an aircraft, or a watercraft. For example, control station 59 can be part of utility vehicle 1A, which acts as the lead vehicle. In this case, control station 59 is not a separate component from utility vehicle 1A, but rather a separate component from the following utility vehicles 1B and 1C.The control station 59 comprises a body control unit 60 for remotely controlling the respective body 15A, 15B, 15C and a vehicle control unit 61 for remotely controlling the respective commercial vehicle 1A, 1B, 1C. The body control unit 60 has a body display unit 62 and a body operating unit 63. The body display unit 62 can, for example, have a display and hotkeys. Furthermore, the body control unit 60 includes a body control unit 64, which can communicate wirelessly or via a wired connection with the body display unit 62 and the body operating unit 63. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 27 The vehicle control unit 61 has an A-module computer or an A-module computing unit 65. The A-module computing unit 65 is part of an A-module 42 as previously mentioned. The A-module computing unit 65 can communicate wirelessly or via a wired connection with the assembly control unit 64 of the assembly control 60.The A-module computing unit 65 is wirelessly or via a wired connection to two vehicle display units 66, 67 of the vehicle control unit 61. The vehicle display unit 66 can include a large display with a front and rear view. Furthermore, the vehicle control unit 61 can include a driving simulator 68, which is wirelessly or via a wired connection to the A-module computing unit 65. This enables the most realistic possible experience of the commercial vehicle 1A, 1B, 1C. For wireless communication with the commercial vehicle 1A, 1B, 1C, the vehicle control unit 61 also includes a communication unit 69, in particular an MPU5, which the A-module computing unit 65 can access. It is subsequently assumed that the control station 59 is part of the commercial vehicle 1A, which acts as the lead vehicle.In this case, the following commercial vehicles 1B, 1C, and the superstructures 15A, 15B, 15C of all commercial vehicles 1A, 1B, 1C can be remotely controlled from commercial vehicle 1A. Figure 9 shows only commercial vehicle 1B as part of the logistics system 57. Therefore, only commercial vehicle 1B and superstructure 15B will be discussed below. However, all descriptions relating to commercial vehicle 1B and superstructure 15B are also applicable to commercial vehicles 1A, 1C and superstructures 15A, 15C, and vice versa. Commercial vehicle 1B has at least one A-module 42 and one B-module 43 (not shown). Furthermore, commercial vehicle 1B can also include a C-module 44. The commercial vehicle 1B has a vehicle control unit 70 for controlling the RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 28 commercial vehicle 1B and a body control unit 71 for controlling the body 15B (not shown).The vehicle control unit 70 includes a further A-module processing unit 72, which is part of the A-module 42 of the commercial vehicle 1B. The A-module processing unit 72 can be installed in the cab 11 of the commercial vehicle 1B. The A-module processing unit 72 is operatively connected to a communication unit 73, in particular in the form of an MPU5, which can communicate wirelessly with the communication unit 69 of the control station 59. A line of sight between the two communication units 69 and 73 is not required. Furthermore, the vehicle control unit 70 includes several cameras 74, which provide image data to the A-module processing unit 72. The cameras 74 provide a view to the front and rear. The cameras 74 can be permanently installed on the commercial vehicle 1B and may already be present. An example of such an existing camera 74 is a reversing camera.The body control unit 71 includes a body control module 75, which can be permanently installed on the body 15B. The A-module computing unit 72 can communicate with the body control module 75 and thus control the body 15B. Cameras 76, sensors 77, and valves 78, which are installed on the body 15B, are also assigned to the body control unit 71. The cameras 76 and the sensors 77 provide data to the body control module 75, whereas the body control module 75 can control the valves 78 to manipulate the body 15B. Furthermore, the body control unit 71 includes a body display unit 79 and a body operating unit 80, both installed in the cab 11, which are operatively connected to the body control module 75.However, the A-module 42, in particular the A-module processing unit 72, can override the RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 29 body display unit 79 and the body control unit 80, so that the body display unit 62 and the body control unit 63 of the control station 59 take over the function of the body display unit 79 and the body control unit 80 of the body control 71 of the commercial vehicle 1B. This override is indicated in Fig. 9 with dashed lines and a large X.With the aid of the logistics system 57, it is possible for a commercial vehicle 1A, 1B, 1C or several commercial vehicles 1A, 1B, 1C to travel in a convoy 58 as previously mentioned from a starting point to a destination point and, with the aid of the corresponding superstructure 15A, 15B, 15C, to both pick up and unload containers or flat racks, for example, without requiring personnel at the destination point to operate the commercial vehicles 1A, 1B, 1C or the superstructures 15A, 15B, 15C. An operator of the control station 59 is located at a safe location outside the danger zone. Alternatively, an operator can also be placed in one of the commercial vehicles 1A, 1B, 1C, for example, the commercial vehicle 1A acting as the lead vehicle, while the commercial vehicles 1B, 1C acting as follow vehicles are unmanned. This drastically reduces the number of people at risk or, more generally, the number of people in the danger zone.Logistics System 57 is designed such that any superstructures 15A, 15B, 15C, which are usually located at the rear of the respective commercial vehicle 1A, 1B, 1C, can be controlled via the A-Module 42 and / or control over the superstructures 15A, 15B, 15C and their functionalities can be achieved via the A-Module 42 as an interface. As mentioned previously, the superstructures 15A, 15B, 15C can be, for example, automated load handling systems (ALHS), recovery superstructures, missile systems, bridge-laying units, or the like. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 30 Logistics System 57 can be operated in three different modes. A first mode enables convoy driving according to the leader-follower principle. In this case, there is automated control with a target speed and target curve radii.In a second mode, at least one teleoperated follower vehicle, in particular one of the commercial vehicles 1B, 1C, is available with manual and / or remote control. A third mode enables a teleoperated load handling system (ALHS). In this case, the respective superstructure 15A, 15B, 15C is controlled manually and / or remotely. The task of driving from the starting point to the destination, as well as loading and unloading the containers and flatracks, is solved in particular by integrating an add-on package, especially concerning hardware and software, into the existing A-module 42 and / or the existing B-module 43. This add-on package allows the respective commercial vehicle 1A, 1B, 1C and / or the corresponding superstructure 15A, 15B, 15C to be operated and / or controlled remotely without requiring a person to be in or on the commercial vehicle 1A, 1B, 1C.Furthermore, existing components of the commercial vehicle 1A, 1B, 1C, such as the cameras 74, are used. The A-module 42 and the B-module 43 are designed for controlling the commercial vehicle 1A, 1B, 1C. The A-module 42, specifically the A-module processing unit 72, is controlled via the control station 59 to control the corresponding body 15A, 15B, 15C. This processing unit then controls and remotely operates the body control unit 75. An add-on, which is installed on the software of the A-module 42, is also required to operate the respective body 15A, 15B, 15C. The respective body 15A, 15B, 15C can be controlled via interfaces between the A-module 42 and the respective body 15A, 15B, 15C. These add-ons allow the commercial vehicle 1A, 1B, 1C to be remotely controlled and / or teleoperated RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 31.A driver of the lead vehicle 1A or an operator of the control station 59 has several screens set up at their "workstation," a control device such as a steering wheel, accelerator pedal and / or brake pedal, the vehicle's movement in the form of the vehicle control system 61, and a control device for the respective superstructure 15A, 15B, 15C in the form of the superstructure control system 60. The logistics system 57 can comprise several embodiments. In one exemplary embodiment, the logistics system 57 comprises three commercial vehicles 1A, 1B, 1C. Commercial vehicle 1A has a so-called leader kit. The leader kit includes GPS antennas (Global Positioning System), which are also present in the other two commercial vehicles 1B, 1C, a Systel computer (a type of military computer), and a radio. In this case, however, the commercial vehicle 1A does not have an A-module 42 or B-module 43, but is controlled manually.During travel, commercial vehicle 1A preferably transmits a GPS signal every 0.5 meters, which is then relayed via radio to the other two commercial vehicles, 1B and 1C. Commercial vehicles 1B and 1C follow the lead vehicle, 1A, by independently operating the accelerator, brakes, and steering. There is no manual control of commercial vehicles 1B and 1C. In another embodiment, the convoy comprises 58 commercial vehicles 1A, 1B, and 1C, each equipped with an A-module 42 and a B-module 43. Commercial vehicle 1A, which also acts as the lead vehicle in this configuration, is likewise equipped with antennas and transmits control commands to the following vehicles, 1B and 1C. Commercial vehicle 1A is also equipped with a radio remote control for the superstructures 15A, 15B, and 15C.Control commands are preferably transmitted via radio, but can also be transmitted via other communication channels, such as satellite, 5G, 6G, hypersonic, or similar. The utility vehicle 1A contains switches that regulate various operating modes. The operating mode of the respective utility vehicle 1A, 1B, or 1C is visible externally and / or internally. For example, green indicates that the respective utility vehicle 1B or 1C and / or the A-module 42 and the B-module 43 are ready for use. Orange, for example, can indicate that the utility vehicle 1B or 1C can execute driving commands at any time, which are received from external sources, particularly from the control station 59 or from the utility vehicle 1A, which in this case is equipped with the control station 59.Blue, on the other hand, can indicate that the respective commercial vehicle 1B, 1C is in follower mode and is following the lead vehicle 1A, in particular GPS points generated by commercial vehicle 1A. The switches for the respective operating modes are located in the interior 12 of the cab 11 of commercial vehicle 1A. Lights may be mounted on the outside of each commercial vehicle 1B, 1C to indicate the current operating mode. For example, a drone may accompany the commercial vehicles 1A, 1B, 1C. The commercial vehicles 1A, 1B, 1C are equipped with cameras 74. Without superstructures 15A, 15B, 15C, each commercial vehicle 1A, 1B, 1C has, for example, at least six cameras 74 that transmit the surroundings 13 in real time. The respective additional setup 15A, 15B, 15C has, for example, four of its own cameras 76.The various cameras 74, 76 transmit live video streams to the operator via radio, for example, using the vehicle display unit 66. When the corresponding superstructure 15A, 15B, 15C is activated, additional video streams are transmitted. A separate control unit, for example, the superstructure control unit 63, can be installed in the commercial vehicle 1A for the respective superstructure 15A, 15B, 15C. Operation is performed as if one were sitting inside the commercial vehicle 1A, 1B, 1C with its superstructure 15A, 15B, 15C.To drive one of the following vehicles 1B, 1C, for example, to a flatrack or container, the lead vehicle 1A is equipped with a remote control, specifically in the form of the control station 59, similar to a game controller, with which one or both of the vehicles 1B, 1C can be remotely controlled. The remote control can have a screen or be mounted as a separate, swiveling screen in the interior 12 of the cab 11 of the vehicle 1A. The commands are processed by or within the A-module 42. Communication takes place via a radio link, a 5G connection, or a satellite connection.The respective teleoperated unit 15B, 15C is connected to the A-module 42 of the corresponding commercial vehicle 1B, 1C, and the A-module 42 continuously sends signals to the lead commercial vehicle 1A regarding braking force, speed, oil pressure, steering angle, or generally required and / or desired vehicle parameters, such as which gear is engaged, which differential locks are active or inactive, whether a parking brake is active or inactive, etc. The entire system incorporates software that ensures the following commercial vehicle 1B, 1C does not roll freely during loading or unloading operations and is always in a vehicle safe state. In other words, there is automatic control of the braking forces of the following commercial vehicle 1B, 1C.RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GmbH 34 Apart from the loading and unloading processes, it is always necessary to maintain a safe vehicle condition. In other words, unless the respective commercial vehicle 1B, 1C is intended to be driven and / or rolled, either the service brake or the parking brake of the respective commercial vehicle 1B, 1C must always be engaged. If the commercial vehicle 1B, 1C and / or the superstructure 15B, 15C is directly connected to a container or a flatrack and cargo is being loaded or unloaded, it is necessary in some phases of the loading and unloading process that the respective commercial vehicle 1B, 1C can "roll freely". This means that any brakes are inactive or no gear is engaged. For example, the respective commercial vehicle 1B, 1C must be able to "roll freely" at the beginning of the loading process, so that the commercial vehicle 1B, 1C moves and / or rolls under the load.This state is nevertheless safe, as the load remains in contact with the ground at the beginning of the loading process, thus preventing the commercial vehicle 1B, 1C from rolling away uncontrollably. The parking brake should only be engaged once the load loses contact with the ground during the loading process. The remote control for the respective body 15B, 15C is connected to the A-module 42 via Ethernet. This requires a connection and a corresponding switch. For example, approximately half of the signals, radio link, and / or bandwidth of the A-module 42 are allocated to the respective body 15B, 15C or its remote control. However, this can vary depending on the communication method and / or available bandwidth.In another embodiment, the operator controls one of the commercial vehicles 1A, 1B, 1C or all commercial vehicles 1A, 1B, 1C with their respective superstructures 15A, 15B, 15C remotely, i.e., at a safe distance from the control station 59. The operator has screens in front of them, as well as a computer and a transmission device, by means of which the operator sends and receives signals to and from the commercial vehicle 1A, 1B, 1C. The operator also has a controller for the respective superstructure 15A, 15B, 15C at their control station. The respective superstructure 15A, 15B, 15C is activated by means of a switch button to load and unload containers or flatracks. A steering wheel for remote control of the commercial vehicle 1A, 1B, 1C preferably has additional buttons for mapping additional functions such as releasing the parking brake on the steering wheel.This allows the operator to control each of the vehicles 1A, 1B, and 1C in Convoy 58 without being physically present. It is also possible for the lead vehicle 1A to be equipped with a remote transmission system and radio. Using this remote transmission system, the operator can control the lead vehicle 1A and, through it, the follower vehicles 1B and 1C, which do not have remote transmission equipment. Depending on preference or availability, the vehicles 1A, 1B, and 1C can be equipped differently, either with regard to the communication system or the superstructures 15A, 15B, and 15C. For example, commercial vehicle 1A may have a superstructure 15A in the form of an automated load handling system (ALHS), commercial vehicle 1B may have a superstructure 15B in the form of a winch and / or a lifting crane, and commercial vehicle 1C may have a superstructure 15C in the form of a bridge laying device.The conversion of a superstructure 15A, 15B, 15C into a load handling system for automated operation, i.e., into an automated load handling system (ALHS), is achieved by providing a connection to the A-module 42 of the respective commercial vehicle 1A, 1B, 1C and automating various components, in particular locking and unlocking components, so that these components lock or unlock automatically. RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 36 Furthermore, guide elements may be provided on the rear of the commercial vehicle 1A, 1B, 1C. So-called "flappy guides" or spring-loaded plates may be mounted on these guide elements.For example, if a container is not picked up straight, i.e., in line with the commercial vehicle 1A, 1B, 1C, but deviates from the standard configuration, the guide elements help to align the container so that it can be inserted into the superstructure 15A, 15B, 15C, which functions as an automated load handling system (ALHS), on the commercial vehicle 1A, 1B, 1C, and is not lifted and / or pulled at an angle and / or sideways onto the commercial vehicle 1A, 1B, 1C. Interfaces for remote controls, Ethernet connections, 24V connections, converters, and Ethernet switches are essential for remote operation. The logistics system 57 offers the following advantages. It advantageously allows operation from outside the danger zone. The operator of the control station 59 is located outside the danger zone.Logistics System 57 functions similarly to a computer game, yet the physical laws are still observed through the A-Module 42 and the B-Module 43. This results in a reduction of the personnel required for goods handling in convoys 58. Advantageously, Logistics System 57 is retrofittable. It can be retrofitted to existing commercial vehicles 1A, 1B, and 1C. In particular, existing commercial vehicles 1A, 1B, and 1C can be integrated into Logistics System 57. Logistics System 57 exhibits a high degree of modularity. Specifically, it does not require the modification of various sensors and components; rather, existing systems can be expanded. Depending on the configuration, an add-on is installed on the A-Module 42. This requires that the configuration 15A, 15B, or 15C be expanded to include an interface to the A-Module 42.This allows any type of superstructure 15A, 15B, 15C to be integrated into the control of the A-module 42, RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 37, retrofitted, converted, or converted. For example, it is possible to convert from an automated load handling system (ALHS) to a recovery crane. Although the present invention has been described using exemplary embodiments, it is modifiable in many ways.

[0002] RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GesmbH 38 REFERENCE SYMBOL LIST 1 Commercial vehicle 1A Commercial vehicle 1B Commercial vehicle 1C Commercial vehicle 2 Chassis 3 Axle 4 Axle 5 Axle 6 Axle 7 Wheel 7' Wheel 8 Wheel 9 Wheel 10 Wheel 11 Cab 12 Interior 13 Surroundings 14 Door 15 Body 15A Body 15B Body 15C Body 16 Direction of travel 17 Ground 18 Steering system 19 Steering gear 20 Actuator 21 Steering wheel RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria GesmbH 39 22 Connection 23 Sensors 24 Sensors 25 Sensors 26 Sensors 27 Powertrain 28 Internal combustion engine 29 Transmission 30 Sensors 31 Accelerator pedal 32 Sensors 33 Engine control 34 Brake system 35 Brake device 36 Brake device 37 Control unit 38 Brake pedal 39 Sensors 40 Control unit 41 System 42 A-module 43 B-module 44 C-module 45 Sensors 46 Computer 47 Interface 48 Drive-by-wire sub-module 49 Vehicle control sub-module 50 Vehicle function sub-module 51 Computer RMM24010PWO DPT24015 WO Rheinmetall MANMilitary Vehicles Austria Ltd. 40 52 Sensors 53 Computer 54 Sensors 55 Interface 56 Communication Unit 57 Logistics System 58 Convoy 59 Control Station 60 Body Control 61 Vehicle Control 62 Body Display Unit 63 Body Operating Unit 64 Body Control Unit 65 A-Module Computing Unit 66 Vehicle Display Unit 67 Vehicle Display Unit 68 Driving Simulator 69 Communication Unit 70 Vehicle Control 71 Body Control 72 A-Module Computing Unit 73 Communication Unit 74 Cameras 75 Body Control Unit 76 Cameras 77 Sensors 78 Valves 79 Body Display Unit 80 Body Operating Unit RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Austria Ltd. 41 g Gravity Direction x x-Direction y y-Direction z z-Direction α Track Angle α' Track Angle

Claims

RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 42 PATENT CLAIMS 1. Teleoperated logistics system (57), comprising a teleoperated controllable commercial vehicle (1, 1A, 1B, 1C) having a teleoperated controllable superstructure (15A, 15B, 15C), and a teleoperating control station (59) for teleoperating control of the commercial vehicle (1, 1A, 1B, 1C) and the superstructure (15A, 15B, 15C), wherein the control station (59) is a separate assembly from the commercial vehicle (1, 1A, 1B, 1C).

2. Teleoperated logistics system according to claim 1, characterized in that the superstructure (15A, 15B, 15C) enables loading and unloading of the commercial vehicle (1, 1A, 1B, 1C), or wherein the superstructure (15A, 15B, 15C) is a recovery superstructure for recovering and / or towing vehicles, in particular armored vehicles. 3.A teleoperated logistics system according to claim 1 or 2, characterized by several commercial vehicles (1, 1A, 1B, 1C), wherein the commercial vehicles (1, 1A, 1B, 1C) comprise a commercial vehicle (1A) functioning as a lead vehicle and commercial vehicles (1B, 1C) functioning as unmanned follower vehicles, and wherein the follower vehicles (1B, 1C) follow the commercial vehicle (1A) functioning as a lead vehicle during operation of the teleoperated logistics system (57).

4. A teleoperated logistics system according to claim 3, characterized in that the commercial vehicle (1A) functioning as a lead vehicle can be controlled automatically, manually, or from the control station (59). RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 43 5. Teleoperated logistics system according to claim 3, characterized in that the commercial vehicle (1A) acting as the command vehicle has the control station (59).

6. Teleoperated logistics system according to one of claims 1 – 5, characterized in that the commercial vehicle (1, 1A, 1B, 1C) has an interchangeable A-module (42), a B-module (43) implemented in the commercial vehicle (1, 1A, 1B, 1C), and an interchangeable C-module (44), wherein the control station (59) is configured to communicate with the A-module (42) and / or with the B-module (43) in order to control the commercial vehicle (1, 1A, 1B, 1C) and the superstructure (15A, 15B, 15C).

7. Teleoperated logistics system according to claim 6, characterized in that the A-module (42) is configured to control the commercial vehicle (1, 1A, 1B, 1C) and the superstructure (15A, 15B, 15C) based on control commands from the control station (59). 8.Teleoperated logistics system according to claim 6 or 7, characterized in that the A-module (42) is configured to override a body display unit (79) of the body (15A, 15B, 15C) installed in the commercial vehicle (1, 1A, 1B, 1C) and / or a body control unit (80) of the body (15A, 15B, 15C) installed in the commercial vehicle (1, 1A, 1B, 1C).

9. Teleoperated logistics system according to any one of claims 6–8, characterized in that… RMM24010PWO DPT24015 WO Rheinmetall MAN Military Vehicles Österreich GesmbH 44 that the A-module (42) and the control station (59) communicate with each other using a radio connection, a 5G connection and / or a satellite connection.

10. Teleoperated logistics system according to one of claims 1 – 9, characterized in that the commercial vehicle (1, 1A, 1B, 1C) and / or the superstructure (15A, 15B, 15C) has several cameras (74, 76) which provide image data to the control station (59) in order to display an environment (13) of the commercial vehicle (1, 1A, 1B, 1C) and / or the superstructure (15A, 15B, 15C) in real time.

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