WO2014133436A1

WO2014133436A1 - Method for warning of loose cargo and vehicle, particularly truck

Info

Publication number: WO2014133436A1
Application number: PCT/SE2014/050197
Authority: WO
Inventors: Pär DEGERMAN; Joseph Ah-King; Tom NYSTRÖM; Marc-Michael Meinecke; Simon Steinmeyer
Original assignee: Scania Cv Ab
Priority date: 2013-02-26
Filing date: 2014-02-19
Publication date: 2014-09-04
Also published as: SE1551078A1; DE102013101880A1; SE538591C2

Abstract

Method for warning of loose cargo and vehicle, particularly truck Various embodiments concerning techniques for warning of loose cargo (120) in a mobile cargo space (110). The time course of a position (201) of the center of gravity of the cargo space (110) loaded with a cargo (120) is acquired. As a function of the evaluation, a warning of the loose cargo (120) state is given.

Description

Method for warning of loose cargo and vehicle, particularly truck

Various embodiments concern a method for warning of loose cargo and a vehicle, particularly a truck. In particular, various embodiments concern such techniques comprising acquiring a time course of a position of a center of gravity of a cargo space loaded with the cargo and evaluating the acquired time course to detect a loose cargo state.

Goods and merchandise that are to be transported are loaded as cargo into a mobile cargo space or stowage space. The mobile cargo space can be one of the following, for example: a shipping container, a truck cargo space, a railway cargo space. In such fashion the cargo can be transported to a destination. The cargo space can be moved from one location to another. The cargo can thus be transported.

One challenge in transporting cargo in this way can be that of fastening and securing the cargo in the mobile cargo space. It is typically necessary to avoid having the cargo be partially or completely loose in the cargo space. Loose cargo can cause a significant potential hazard. For instance, loose cargo during transport can cause moments of acceleration and/or inertia that are impossible to control or can be controlled only to a limited extent. In the wake of certain maneuvers during the transport of the cargo, this can lead to partial or complete loss of control over the cargo space with the loose cargo. The cargo may be damaged or destroyed. A tractor unit in the cargo space may be subjected to forces that are hard to control. In addition, driving with an inadequately secured load can be a punishable offense in some jurisdictions.

An extremely wide variety of securing systems for fastening and securing cargo in the cargo space are known. Typically, the task of verifying that a load is immovably fastened and secured in the mobile cargo space is handled via visual inspection by an authorized individual, for example a truck driver. In other words, the conventional approach is a manual check to determine whether a loose cargo state exists in the mobile cargo space.

Solutions of this kind can have various limitations and disadvantages. For example, manual inspection to determine whether a loose cargo state exists can be prone to error, particularly in the form of human error. It can also be the case that the loose cargo state does not occur until transport is in progress; this means that cargo which was initially properly fastened and secured passes into a loose cargo state, for example due to forces exerted during transport. Such a transition to the loose cargo state can typically remain undetected for some time, since the fastening and securing of the load is often checked only at the beginning of transport.

In addition, it can often be difficult or impossible to determine by visual inspection whether a loose cargo state exists. It is often the case that numerous fastening means are used to fasten and secure the load. It may be impossible, or possible to only a limited extent, to check all the fastening means for functionality and readiness for use.

There is, therefore, a need for improved techniques for warning of loose cargo. In particular, there is a need for such techniques that serve to warn of a loose cargo state automatically and/or continuously over time and/or in a fail-safe manner. There is a need for a high rate of detection of a loose cargo state.

This problem is solved by means of the features of the independent claims. The features of the dependent claims define embodiments.

According to a first aspect, the present invention concerns a method for warning of loose cargo in a mobile cargo space. The method comprises acquiring a time course of a position of a center of gravity of the cargo space loaded with a cargo. The method further concerns evaluating the acquired time course to detect a loose cargo state. The method further comprises emitting a warning when the loose cargo state is detected during the evaluation.

For example, the position of the center of gravity of the cargo space loaded with the cargo can be defined by at least one of the following: a horizontal component in the horizontal plane, and/or another horizontal component in the horizontal plane that is perpendicular to said horizontal component, and/or a vertical component that is parallel to the vertical direction.

The center of gravity of the cargo space loaded with the cargo can, in other words, refer to the center of mass of the system composed of the cargo and the cargo space.

Specifically, the cargo space itself can typically comprise walls, fastening devices, doors, equipment, etc., which themselves have a significant mass. Alternatively or additionally, it would be possible, for example, to use a reference measurement to reduce or eliminate the contribution of the mass of the cargo space to the position of the center of gravity. Such a reference measurement could be performed, for example, with the cargo space in an unloaded state. If, for example, only a position change of the center of gravity is considered, then there is no need to discriminate between the contributions to the position of the center of gravity made by the cargo space and those made by the cargo.

The position of the center of gravity can be defined by a specific location that is defined in one or two or three dimensions, particularly spatial directions. For example, the position of the center of gravity can be determined in a reference coordinate system. In particular, the position of the center of gravity can be defined in relation to a reference coordinate system that is fixed with respect to the mobile cargo space. For example, the position of the center of gravity can thus be measured relative to the mobile cargo space. In other words, the mobile cargo space can be an inertial reference coordinate system in relation to which the position of the center of gravity is determined. The cargo space itself can, in turn, be movable within an overall coordinate system. The person skilled in the art is, in general, aware of techniques that can be used to determine the time course of the position of the center of gravity. In this regard, see, for example, EP 0 918 003 B l and US 4,639,872 and DE 10 2008 042 433 Al and EP 2 508 405 A2. There is consequently no need in this context to provide further details on the acquisition of the time course of the position of the center of gravity.

The evaluation of the acquired time course of the position of the center of gravity can, for example, be performed repeatedly and continuously, for instance with a set rate of repetition. In other words, the method can thus include monitoring the time course of the position of the center of gravity.

Underlying the invention is the knowledge that a loose cargo state has a characteristic effect on the time course of the position of the center of gravity of the cargo space loaded with cargo, e.g., particularly on the first time derivative of the time course of the position of the center of gravity. For example, the loose cargo may move slowly through the cargo space as a result of acceleration forces acting on the reference system of the mobile cargo space with cargo during transport. This can be the case particularly when the static friction of the loose cargo is low. Although this type of scenario itself may not represent a critical situation from the standpoint of inadequate fastening and securing of the load, it can nevertheless be indicative of a loose cargo state. Accordingly, the evaluation of the acquired time course of the position of the center of gravity can be performed with reference to such a slow movement of the cargo through the cargo space. If such a slow movement of the cargo through the cargo space is detected, the warning can be emitted.

The warning can, for example, include at least one of the following: a visual warning, a haptic warning, an audio warning. Furthermore, the emission of the warning can comprise: sending a message that includes indicators indicative of the loose cargo state to an external server, e.g. via a radio interface,. For example, the external server can belong to a control center which, for example, monitors a fleet of vehicles and/or is responsible for traffic safety. Alternatively or additionally, it would also be possible for the emission of the warning to further comprise: sending a message that includes indicators indicative of the loose cargo state to receivers located in a vicinity of the moving cargo space. For example, in the context of so-called car 2 car communication, this can result in a warning to vehicles located in the vicinity of the cargo space.

A number of effects can be achieved by means of the above-described techniques according to the invention for warning of loose cargo. For example, it can be possible to perform continuous and repeated and automatic monitoring of the safety status of the cargo. In particular, it can be possible during transport of the cargo in the mobile cargo space, for example when a truck carrying the cargo space is in transit, to evaluate the acquired time course and thus warn of any loose cargo. In particular, should the fastening and/or securing means of the cargo loosen, this can make it possible at an early stage to detect a loose cargo state and warn about it. Moreover, the techniques according to the invention, in various embodiments, make it possible to perform particularly sensitive and precise monitoring of the securing of the load. For example, it can be possible to detect the position of the center of gravity with high precision over time. The evaluation of the acquired time course can also be performed with a high precision or a high selectivity that is able to identify the loose cargo state with relatively high probability and/or low error probability. In this way, it can be possible, for example, to warn of loose cargo states in which the cargo is still partially fastened and secured, but already has a slight degree of freedom of movement. An early warning of loose cargo can take place, thus reducing the potential for danger.

It is possible for the evaluation of the time course to comprise: determining a position change of the center of gravity and performing a threshold value comparison of the position change of the center of gravity with a predefined corresponding threshold value. The emission of the warning can take place as a function of this threshold value comparison.

"Position change of the center of gravity" can mean, for example: a change in the position of the center of gravity over time, for instance per predefined time interval. In other words, the position change of the center of gravity can thus mean a derivative of the position of the center of gravity with respect to time. Performing the threshold value comparison of the position change of the center of gravity with the predefined

corresponding threshold value can make it possible to identify significant and/or particularly large position changes of the center of gravity. For example, if the position of the center of gravity of the cargo space loaded with cargo changes particularly sharply over time, then a loose cargo state can be inferred with especially high probability. The position change of the center of gravity can occur, for example, as a result of a movement of the cargo inside the cargo space. Correspondingly, the emission of the warning can then take place if the position change is greater than the predefined corresponding threshold value.

A corresponding evaluation of the time course can be particularly easy to devise. In particular, the evaluation of the time course can be managed without additional input variables.

To determine the position change of the center of gravity, a reference measurement can be compared with or subtracted with a current measurement of the position of the center of gravity.

For example, it is possible for the evaluation of the time course to comprise: determining a position change of the center of gravity and correlating the determined position change of the center of gravity with an external acceleration of the cargo space to obtain a correlation value. It is then possible for the evaluation of the time course to comprise performing a threshold value comparison of the correlation value with a predefined corresponding threshold value and for the emission of the warning to occur as a function of this threshold value comparison.

Specifically, the position change of the center of gravity can be caused, for example, by a movement of the cargo resulting from external acceleration/force action. In a typical scenario, the mobile cargo space can, for example, be located on a trailer of a truck. It can then be possible to use the operating parameters of the truck to make inferences concerning the acceleration acting on the cargo space with its cargo. It would also be possible for the method further to comprise: measuring the external acceleration of the cargo space. It would also be possible for the method further to comprise: obtaining measurement results that are indicative of the external acceleration of the cargo space.

In other words: by determining movement parameters of the moving cargo space, it can be possible to draw conclusions about forces acting on the cargo inside the moving cargo space. In particular, the position change of the center of gravity due to a movement of the loose cargo can occur when an external acceleration acts on the cargo space— this acts as force on the cargo in the cargo space. Correlating the determined position change of the center of gravity with the external acceleration of the cargo space can make it possible to selectively and specifically consider a position change of the center of gravity that is attributable to a movement of the loose cargo as a result of the external acceleration. Particularly precise evaluation is possible.

The correlation value can be indicative of whether a certain position change of the center of gravity is attributable to the external acceleration of the cargo space. For example, a large (small) correlation value can mean a close (weak) match between a time course of the external acceleration of the cargo space and the acquired position of the center of gravity.

It can then be possible to discriminate other position changes that are not attributable to the external acceleration of the cargo space and leave them out of, or give them less consideration in, the evaluation. A probability for erroneous detection of a loose cargo state can be further reduced in this way.

It is theoretically possible for the external acceleration of the cargo space to be oriented in different directions. For example, it would be possible for "external acceleration of the cargo space" to describe at least one of the following: acceleration of the cargo space in the horizontal plane, yaw rate of the cargo space, acceleration of the cargo space in the vertical direction. In this way, it is possible for example to distinguish between different degrees of freedom in which the loose cargo is moving. In the typical scenario, in which the mobile cargo space is a truck trailer, for example the acceleration of the cargo space in the horizontal plane can be caused by an acceleration of the truck or a deceleration of the truck.

Cornering of the truck with the mobile cargo space can cause a terminal yaw rate of the cargo space. Uneven ground can cause acceleration of the cargo space in the vertical direction.

It would be possible, for example, for the correlation of the determined position change of the center of gravity with the external acceleration to be performed selectively for one or more of the above-cited components of external acceleration of the cargo space. If the correlation of the determined position change of the center of gravity is performed for more than one of the above-cited components of external acceleration, then the correlation can be performed individually and discretely for each of these components. In other words, both the external acceleration and the change in the position of the center of gravity can be determined resolved in different spatial directions. It is then possible, for example, to perform the correlation separately for each of the determined spatial directions.

It is possible for the evaluation of the time course to comprise: filtering the time course, in which case the filters suppress contributions to the time course selected from: a statistical position change of the center of gravity over time; a position change of the center of gravity that occurs during a time period when the vehicle is at rest; a position change of the center of gravity over time that occurs on a characteristic time scale that is smaller than a time scale on which an acceleration of the mobile cargo space occurs; a position change of the center of gravity over time that occurs on a characteristic time scale that is larger than the characteristic time scale on which an acceleration of the mobile cargo space occurs. It can, for example, be possible for the filtering of the time course to be performed prior to the evaluation of the acquired time course. In such fashion it can, for example, be possible to suppress, prior to the evaluation, those contributions to the time course that have or are assumed to have little or no effect on a movement of loose cargo in the mobile cargo space. Specifically, if the mobile cargo space is at rest, for example, then a change in the position of the center of gravity can be attributed to a number of effects - such as loading or unloading of the cargo space - but may not be sufficiently significant with regard to the loose cargo state. A risk of false detection of a loose cargo state can be reduced.

For example, the cargo may contain liquid constituents. Due to fluid mechanical effects, such liquid constituents can exhibit a statistical variation of the position of the center of gravity, due for example to the sloshing back and forth of the liquid in a container. Moreover, this change in the position of the center of gravity can occur on a relatively short characteristic time scale, i.e., particularly quickly. In particular, such a position change of the center of gravity due to the sloshing back and forth of the liquid in a container may not be indicative of the loose cargo state. It can therefore be desirable to suppress such contributions to the time course by filtering.

It is also possible for the method further to comprise: measuring the time course of the position of the center of gravity by means of a multiplicity of sensors. Alternatively or additionally, the method can also comprise measuring an external acceleration of the mobile cargo space by means of at least one acceleration sensor.

It would be possible, for example, for the multiplicity of sensors for measuring the time course of the position of the center of gravity to measure a gravitational force which the cargo space with cargo exerts on the various wheels of a tractor unit to which the cargo space with cargo is attached. In such fashion, the position of the center of gravity can be determined by comparing the forces acting on the various wheels. If, for example, dedicated sensors are provided, then the detection of the loose cargo state can be performed especially precisely, e.g. with high time resolution. Acceleration sensors for measuring the external acceleration of the mobile cargo space can, for example, be controlled, read out and evaluated by conventional methods.

Typically, corresponding systems for determining external acceleration can already be present in a truck that for example can be used to transport the mobile cargo space.

Corresponding systems can be used for the techniques according to various embodiments as described hereinabove.

According to another aspect, the invention concerns a vehicle, particularly a truck, having a cargo space. The vehicle comprises at least one sensor adapted to detect a time course of a position of the center of gravity of the cargo space loaded with a cargo. In addition, the vehicle comprises at least one computer unit adapted to evaluate the time course so as to detect a loose cargo state. The vehicle further comprises a user interface adapted to emit a warning if the loose cargo state is detected during the evaluation.

The vehicle according to the currently discussed aspect can be adapted to carry out the method for warning of loose cargo according to a further aspect of the present invention.

The effects that can be achieved with such a vehicle according to the currently discussed aspect are comparable to those that can be achieved with other aspects of the present invention.

The features described above and the features that will be described below can, in principle, be combined with one another unless otherwise noted. The features and aspects of the present invention will be better understood in connection with the exemplary embodiments discussed in relation to the figures. Therein:

Fig. 1 is a schematic view of a device for warning of loose cargo according to various embodiments of the present invention. Fig. 2 is a schematic view of a truck carrying a cargo space with cargo in which the cargo is loose in the cargo space.

Fig. 3 schematically illustrates warnings against a loose cargo state.

Fig. 4A is a flow chart of a method for warning of loose cargo according to various embodiments of the present invention.

Fig. 4B is a flow chart pertaining to further details of the flow chart of Fig. 4A.

Fig. 5 shows a time course of the position of the center of gravity of the cargo space with cargo, particularly illustrating a position change of the center of gravity.

Fig. 6 shows a time course of the position of the center of gravity of the cargo space with cargo, particularly illustrating a statistical position change of the center of gravity.

Fig. 7 shows a time course of the position of the center of gravity of the cargo space with cargo and a time course of the external acceleration acting on the cargo space with cargo.

The present invention will be described below in greater detail on the basis of preferred embodiments and with reference to the drawings. In the figures, like reference numerals denote like or similar elements. The following description of embodiments with reference to the figures should not be construed as limitative. The figures are purely illustrative. A number of elements depicted in the figures are not necessarily shown true to scale.

Rather, the various elements depicted are rendered so as to make their function and general purpose comprehensible to those skilled in the art. Connections and couplings depicted in the figures between functional units and elements can also be implemented as indirect connections or couplings. A connection or coupling can be implemented as wire- connected or wireless. Functional units can be implemented as hardware, software or a combination of hardware and software. Techniques for warning of loose cargo in a mobile cargo space according to various embodiments of the present invention will be discussed below. Such techniques can, in particular, find application in such cargo spaces that are used on a truck trailer for transporting cargo between two locations. However, the techniques are not limited hereto.

As a result of the movements of trucks, particularly accelerations and decelerations, forces can be exerted on the cargo located in the cargo space such that in a loose cargo state it does not remain stationary relative to the cargo space. The cargo is able to move inside the cargo space. This movement of loose cargo inside the cargo space causes a change in the position of the center of gravity of the cargo space with its cargo. Typically, the change in position of the center of gravity can be correlated with the movements of the truck. By monitoring the position of the center of gravity of the cargo space with cargo, therefore, it can be possible to warn of the loose cargo state.

Figure 1 shows a device 300 for warning of loose cargo according to various

embodiments of the present invention. The device 300 comprises at least one sensor 301, which can measure the time course of the position of the center of gravity of the cargo space with cargo. For example, a plurality of sensors 301 can be provided that measure a force acting on the various wheels of a truck carrying the cargo space with cargo.

The device 300 further comprises at least one external acceleration sensor 302 adapted to measure an external acceleration of the mobile cargo space. Alternatively, the

corresponding device can comprise a suitably adapted interface that receives the data from an external sensor.

In addition, the device 300 comprises at least one computer unit 303 adapted to evaluate the time course of the position of the center of gravity measured by the sensor 301, e.g. taking into account the data from the acceleration sensor 302. If the evaluation by the at least one computer unit 303 reveals that a loose cargo state exists, then a user interface 304 is adapted to emit a warning to that effect. The device 300 also comprises an electronic stability program (ESP) 305, which, based on various operating parameters, supports the stability of the truck carrying the cargo space with cargo. It is possible, for example, for these operating parameters of the ESP 305 to be adjusted as a function of the evaluated time course in order to detect the loose cargo state. If, for example, a loose cargo state is detected by the computer unit 303, then the operating parameters of the ESP 305 can be adapted so that the stability of the truck carrying the cargo space with cargo is supported particularly strongly.

Fig. 2 illustrates such a truck 100 carrying the cargo space 110 with cargo 120. The truck 100 comprises the device 300 for warning of loose cargo.

Forces are exerted on the cargo 120 as a result of the movement of the truck 100, particularly as a result of acceleration and deceleration. If the cargo is not sufficiently fastened and secured, i.e., if the cargo is loose, then this results in a movement 120 of the cargo inside the cargo space 110. Such a movement is indicated in Fig. 2 by the arrows along the three spatial directions A, B, C. For example, spatial direction A can be oriented along a longitudinal axis of the cargo space 110, spatial direction C can be oriented parallel to a height of the cargo space 110 and direction B can be oriented parallel to a width of the cargo space 110. The spatial directions can be, but need not be, parallel.

A movement of the cargo 120 inside the cargo space 110 is accompanied in particular by a change in the position 201 of the center of gravity of the cargo space 110 with cargo 120 over time. By means of the sensor 301 of the device 300, it is possible to detect the position 201 of the center of gravity of the cargo space 110 loaded with cargo 120 as a function of time. The at least one computer unit 303 can evaluate the acquired time course to determine whether or not a loose cargo state is actually present.

If the loose cargo state is present, then a warning can be emitted via the user interface 304. Figure 3 depicts possible warnings 400. For example, the warning can be given by displaying a visual signal (illustrated on the left in Fig. 3). Alternatively or additionally, the warning can include audio components, such as the emission of a voice warning and/or an indicator tone (illustrated in the middle in Fig. 3). Alternatively or additionally, the warning 400 can include haptic components, such as a vibration of the steering wheel of the truck 100 (illustrated on the right in Fig. 3).

Illustrated in Figure 4A are the steps that can be used to detect the loose cargo state and to warn of the detected loose cargo state according to various embodiments of the present invention, in the flow chart of Fig. 4A [sentence sic]. The method begins at step S I. First, in step S2, the time course of the position 201 of the center of gravity of the cargo space with cargo is acquired. This can be done, for example, by means of the sensor 301 (see Fig. 1).

In step S3, the acquired time course of the position 201 of the center of gravity is evaluated. Step S3 makes it possible to discriminate between properly fastened and secured cargo 120 in the mobile cargo space 110 and the loose cargo state. In step S4 a check is performed, as appropriate, to determine whether the loose cargo state is being detected. If this is not the case, then steps S2-S4 are repeated. Otherwise, in step S5, the loose cargo warning 400 is emitted. The method ends at step S6.

Figure 5 shows an exemplary and purely illustrative time course of the position 201 of the center of gravity of the cargo space 110 loaded with cargo 120 over time t. For example, in Fig. 5 the position 201 can be plotted with respect to any one of the spatial directions A, B, C (see Fig. 2). In particular, it is possible for the position 201 of the center of gravity of the cargo space 110 with cargo 120 to be determined with respect to a reference coordinate system defined in the reference system of the cargo space 110. In other words, the position 201 can be defined in such a reference coordinate system that moves along with the cargo space 110 with cargo 120 during external movement thereof (moving coordinate system, inertial system).

As can be seen from Fig. 5, position 201 does not change or changes only slightly until a first instant t_\. At that instant ti, a position change 201b occurs. After the first instant ti, the position 201 of the center of gravity of the cargo space 110 with cargo 120 does not change or changes only slightly. The position change 201b can, for example, be indicative of a movement of the cargo 120 inside the cargo space 110; this movement of the cargo 120 in the cargo space 110 can, in particular, occur because the cargo is loose, i.e., not sufficiently well fastened and secured. If a position change 201b of the center of gravity is determined during the evaluation of the time course of the position 201, then a threshold value comparison can be performed between the determined position change 201b and a predefined corresponding threshold value. If the determined position change 201b is greater than the corresponding threshold value, then the emission of the warning 400 can take place selectively.

For example, the corresponding threshold value can be determined on the basis of empirical historical data such that, on the one hand, it is chosen to be sufficiently high to suppress false warnings, and, on the other hand, it is chosen to be sufficiently low to allow a sufficiently sensitive warning 400 of the loose cargo state.

It would be possible, for example, for the position change 201b not to be caused by an accidental loose cargo state, but instead, for example, by the loading or unloading of the truck 100. With the techniques described below, it would be possible to detect such an intentional position change 201b and not issue a warning 400 under those circumstances. Referring again to Fig. 4A, a particularly reliable and sensitive warning 400 of the loose cargo state can be made possible by means of additional techniques performed in the context of step S3, i.e., in the context of the evaluation of the acquired time course of the position 201 of the center of gravity.

Such techniques will be discussed in connection with the flow chart of Fig. 4B, which represents steps that can be performed in the context of step S3 of Fig. 4A. First, in step Tl, the acquired time course of the position 201 of the center of gravity is filtered. The filtering performed in step Tl makes it possible to suppress certain contributions to the acquired time course that are not very indicative of the loose cargo state. In other words, the filtering performed in step Tl makes it possible to eliminate from the time course or suppress in it those position changes 201b of the position 201 of the center of gravity that with high probability are not caused by a movement of the loose cargo 120. For example, in the context of step Tl, a random or statistical position change 201b of the center of gravity over time can be filtered out. Such action is illustrated with reference to Fig. 6. Figure 6 again shows the position 201 of the center of gravity of the cargo space 110 with cargo 120 over time t. There is a statistical variation of position 201 around a reference value of the position of the center of gravity (indicated in Fig. 6 by a dashed horizontal line). Correspondingly, the position change 201b of the position 200 of the center of gravity of the cargo space 110 with cargo 120 can be statistically distributed about a null value (shown as the histogram inset in Fig. 6).

Such a statistical course of position 201 over time t can typically be for a liquid load. Such a liquid load in the cargo space 110 can typically slosh back and forth during transport, i.e. in a moving truck 100, causing position 201 to vary statistically.

Figure 6 also shows a characteristic time scale 210 on which the position change 201b of the position 201 of the center of gravity occurs. In connection with the filtering performed in step Tl of Fig. 4B, it is possible to also perform high-pass or low-pass filtering that suppresses those contributions to the time course of position 201 which occur on a characteristic time scale that is substantially larger or smaller than a predefined characteristic time scale and/or than such a characteristic time scale on which the acceleration of the mobile cargo space 110 occurs. To elaborate, the acceleration of the mobile cargo space 110 can typically be predefined by the acceleration and deceleration of the truck 100. A characteristic time scale on which the acceleration and deceleration of the truck 100 occurs can be, for example, in the range of several seconds or minutes. By contrast, the characteristic time scale 210 of the sloshing back and forth of a liquid cargo (see Fig. 6) can be on a time scale of a few seconds or less than one second. In this way, it can be possible to use high-pass and/or low-pass filtering of the time course of the position 201 of the center of gravity to eliminate from the time course or suppress in it those contributions which are only slightly or not at all indicative of a movement of the cargo 120 inside the cargo space 110. Turning once again to Fig. 4B, step T2 comprises determining the position change 201b of the time course of the position of the center of gravity of the cargo space 110 with cargo 120. For example, step T2 can comprise taking a derivative of position 201 as a function of time. This makes it possible to quantify, for example, the change 201b (see Fig. 5).

Step T3 comprises correlating the determined position change 201b with the external acceleration of the cargo space. Referring to Fig. 2, the external acceleration 202 of the cargo space 110 can include, for example, the following components: acceleration of the cargo space 110 in the horizontal plane A-B, yaw rate of the cargo space 110 about the vertical direction C, acceleration of the cargo space 110 in the vertical direction C.

Figure 7 graphically illustrates a correlation between the external acceleration 202 and the position 201 of the center of gravity by comparison of like variables. It would also be possible to use the time derivative of the position 201 for the correlation. As is evident, there is a time relationship or a correlation between the position 201 and the position change 201b and an external acceleration 202 of the cargo space 110. It can therefore be possible to conclude that the external acceleration 202 is causative of the position change 201b of the position 201 of the center of gravity of the cargo space 110 with cargo 120. This can be the case in particular if the cargo 120 is not sufficiently secured and fastened, i.e., if it is in a loose cargo state. In other words, in such a case the cargo 120 can be moved by the forces acting on it as a result of the external acceleration 202. By correlating the determined position change 201b with the external acceleration 202, it is possible to obtain a correlation value that is proportional to a match between the external acceleration 202 and position 201. A threshold value comparison can, in turn, be performed between the determined correlation value and a corresponding predefined threshold value, and the warning 400 can be emitted as a function of the threshold value comparison (steps T4, T5, T6 in Fig. 4B). The features of the previously described embodiments and aspects of the invention can naturally be combined with one another. In particular, the features can be used not only in the described combinations, but also in other combinations or in isolation, without departing from the field of the invention.

List of Reference Characters

100 Vehicle, truck

110 Cargo space

120 Cargo t Time

A First horizontal direction

B Second horizontal direction

C Vertical direction

201 Position of center of gravity

202 External acceleration

250 Characteristic time scale

201b Position change

300 Device for warning of loose cargo

301 Sensor

302 Acceleration sensor

303 Computer unit

304 User interface

305 ESP

400 Warning

Claims

1. A method for warning of loose cargo (120) in a mobile cargo space (110), said method comprising:

- acquiring a time course of a position (201) of a center of gravity of the cargo space (110) loaded with a cargo (120),

- evaluating the acquired time course to detect a loose cargo (120) state, and

- emitting a warning (400) if the loose cargo (120) state is detected during the evaluation.

2. The method according to claim 1,

characterized in that

the evaluation of the time course of the position (201) comprises:

- determining a position change (201b) of the center of gravity,

- performing a threshold value comparison of the position change (201b) of the center of gravity with a predefined corresponding threshold value,

wherein the emission of the warning (400) takes place as a function of this threshold value comparison.

3. The method according to either claim 1 or claim 2,

characterized in that

the evaluation of the time course comprises:

- determining a position change (201b) of the center of gravity,

- correlating the determined position change (201b) of the center of gravity with an external acceleration (202) of the cargo space (110) to obtain a correlation value,

- performing a threshold value comparison of the correlation value with a predefined corresponding threshold value,

wherein the emission of the warning (400) takes place as a function of said threshold value comparison.

4. The method according to claim 3,

characterized in that

the correlation value is indicative of whether the determined position change (201b) of the center of gravity is attributable to the external acceleration (202) of the cargo space (110).

5. The method according to either claim 3 or claim 4,

characterized in that

external acceleration (202) of the cargo space (110) describes at least one of the following:

- acceleration of the cargo space (110) in the horizontal plane,

- yaw rate of the cargo space (110),

- acceleration of the cargo space (110) in the vertical direction.

6. The method according to one of the preceding claims,

characterized in that

the evaluation of the time course comprises:

- filtering the time course,

which filtering suppresses contributions to the time course that are selected from:

- a statistical position change (201b) of the center of gravity over time,

- a position change (201b) of the center of gravity occurring during a time interval in which the cargo space (110) is at rest,

- a position change (201b) of the center of gravity over time which occurs on a characteristic time scale that is smaller than a time scale on which an external

acceleration (202) of the mobile cargo space (110) occurs,

- a position change (201b) of the center of gravity over time which occurs on a characteristic time scale that is larger than a time scale on which an external acceleration (202) of the mobile cargo space (110) occurs.

7. The method according to one of the preceding claims,

characterized in that the position (201) of the center of gravity of the cargo space (110) loaded with cargo (120) is defined by at least one of the following:

- a horizontal component in the horizontal plane,

- another horizontal component in the horizontal plane that is perpendicular to said horizontal component,

- a vertical component that is parallel to the vertical direction.

8. A method according to one of the preceding claims,

characterized in that

it further comprises:

- measuring the time course of the position (201) of the center of gravity by means of a multiplicity of sensors (301), and/or

- measuring an external acceleration (202) of the mobile cargo space (110) by means of at least one acceleration sensor.

9. A vehicle (100), particularly a truck, having a cargo space (110), wherein said vehicle (100) comprises:

- at least one sensor (301) adapted to acquire a time course of a position (201) of a center of gravity of the cargo space (110) loaded with a cargo (120),

- at least one computer unit (303) adapted to evaluate the time course in order to detect a loose cargo (120) state, and

- a user interface (304) adapted to emit a warning (400) if the loose cargo (120) state is detected during the evaluation.

10. The vehicle (100) according to claim 9,

characterized in that

the vehicle (100) is adapted to carry out a method according to one of claims 1-8.