WO2022157089A1

WO2022157089A1 - Method for operating a loading element for a vehicle having a loading area

Info

Publication number: WO2022157089A1
Application number: PCT/EP2022/050822
Authority: WO
Inventors: Markus KEMPF; Ramkumar Jaganathan; Juergen Saile; Udo Schulz; Nils Kaiser; Andrzej Piotr Rys
Original assignee: Robert Bosch Gmbh
Priority date: 2021-01-19
Filing date: 2022-01-17
Publication date: 2022-07-28
Also published as: DE102021200440A1

Abstract

The invention relates to a method for operating a loading element for a vehicle having a loading area (205), wherein the method comprises a step of determining a position of at least one unloading line (210) on the loading area (205) and a plurality of unloading points (220), which are arranged on the at least one unloading line (210), using at least one vehicle parameter and/or a threshold value. The method further comprises a step of controlling the plurality of unloading points (220) with the loading element and unloading a load (215) contained in the loading element in order to load the loading area (205) with the load (215).

Description

description

title

Method for operating a loading element for a vehicle with a loading area

State of the art

The invention is based on a method for operating a loading element for a vehicle with a loading area according to the species of the independent claims. The subject matter of the present invention is also a computer program.

When loading a vehicle, a uniform load distribution or volume distribution is generally aimed for. Accordingly, when loading the vehicle, a uniform distribution of bulk material on the loading area of the vehicle is desirable.

DE 19858 401 A1 describes a schematic charging strategy using visual feedback.

Disclosure of Invention

Against this background, with the approach presented here, an improved method for operating a loading element for a vehicle with a loading area, a control unit that uses this method, and finally a corresponding computer program according to the main claims are presented. Advantageous developments and improvements of the device specified in the independent claim are possible as a result of the measures listed in the dependent claims. The approach presented here enables a uniform and automated loading of a loading area of a vehicle.

A method for operating a loading element for a vehicle with a loading area is presented. The method includes a step of determining a position of at least one unloading line on the loading area and a plurality of unloading points arranged on the at least one unloading line using at least one vehicle parameter and additionally or alternatively a threshold value. The method also includes a step of controlling a movement of the loading element at at least one of the plurality of unloading points and unloading a load located in the loading element at at least the unloading point in order to load the loading area with the load.

The vehicle can be implemented as a commercial vehicle, in particular as a highly automated vehicle, which has the loading element, for example. Alternatively, the loading element can be implemented as a vehicle-external component of another vehicle, such as an excavator arm of a construction site vehicle. The method can therefore be used and/or carried out for the loading element, through which the loading area can advantageously be loaded with the load. The at least one unloading line is to be understood as an imaginary line along which the loading element can be moved. In this case, the discharge points can advantageously be controlled using a control signal. Advantageously, the loading area is loaded with the cargo at the unloading points by the method. The load can also be referred to as bulk goods, for example.

According to one embodiment, the actuation step can include a sub-step of actuation of pulling the loading element along the at least one unloading line in order to level and/or distribute the load after loading the loading area. The sub-step can be carried out, for example, as an intermediate step between loading processes at the individual unloading points or advantageously finally after the complete loading process. In the pulling sub-step of the actuation step, a movement of the loading element between 5 cm and 15 cm below a loading surface edge of the loading surface along the unloading line can be controlled. Advantageously, this can prevent the load from spilling onto a roadway while cornering, for example, since a surface of the load does not protrude beyond the edge of the loading area.

According to one embodiment, a position of at least one further unloading line through the loading area can be determined in the step of determining, with the unloading line and the further unloading line being arranged parallel to one another and additionally or alternatively running along the loading area, and with a plurality of further unloading points being determined can, which is arranged on the further unloading line. In the actuation step, a movement of the loading element can be actuated at at least one of the plurality of further unloading points using the actuation signal in order to load the loading area with a load at the further unloading points. Advantageously, the further unloading line can be determined when a shovel size, ie the length and width of the loading element, is below the predetermined threshold value.

According to one embodiment, the discharge points and the further discharge points can be controlled in a meandering manner in the control step. Advantageously, a uniform weight distribution on the loading area can be achieved in this way, so that, for example, the vehicle is prevented from tipping over when it is loaded on one side.

Furthermore, in the step of determining the plurality of unloading points for the at least one unloading line and additionally or alternatively for the further unloading line, a position of a first unloading point of the unloading line and additionally or alternatively the further unloading line, taking into account a position of a first side wall adjoining a driver's cab of the vehicle of the loading area can be determined. In this case, a position of a last unloading point of the unloading line and additionally or alternatively of the further unloading line, taking into account a position of one of the first side walls opposite second side wall of the loading area are determined. The first side wall can also be referred to as a baffle plate, for example. The first and last unloading point is considered individually because when loading the loading area, the load cannot be distributed freely, in contrast to the unloading points between the first and last unloading point, for example.

According to one embodiment, in the actuation step, the majority of the discharge points located between the first discharge point and the last discharge point and additionally or alternatively the further discharge points can be actuated starting from the first discharge point, and/or each unloading point that has already been actuated has a reference point for the next one can represent the unloading point to be controlled. Advantageously, as a result, the loading area can be loaded without any loss of space.

Furthermore, in the determination step, the position of the unloading line, the further unloading line, the unloading points and additionally or alternatively the further unloading points can be determined using the vehicle parameter, which includes a loading area width of the loading area, a load mass permissible for the loading area, a loading volume for the loading area and additionally or alternatively represents a scoop width of the loading element, a scoop volume and additionally or alternatively a mass of the load that can be accommodated in the loading element. Advantageously, the vehicle whose loading area is to be loaded can also be recognized in this way, and consequently, for example, damage caused by an excessive load can be avoided.

According to one embodiment, in the step of determining, a position of at least one third unloading line through the loading area can be determined, with the unloading line, the further unloading line and the third unloading line being arranged parallel to one another and additionally or alternatively running along the loading area, and with a plurality of third unloading points is determined, which is arranged on the third unloading line, wherein in the actuation step a movement of the loading element is actuated at at least one of the plurality of third unloading points using the actuation signal if the unloading points of the unloading line and the further unloading points of further unloading line were controlled. Advantageously, the cargo can be unloaded at the unloading points in the actuation step.

Furthermore, in the determination step, the position of the unloading line and additionally or alternatively of the further unloading line can be determined in such a way that it runs centrally through the loading area. Advantageously, this can be determined using the vehicle parameter in an automated process.

According to one embodiment, the steps of the method can be carried out in a highly automated manner. The method can therefore advantageously include autonomous loading and additionally or alternatively measuring the vehicle, autonomously controlled retrieval of vehicle data from a memory or, for example, automatic recognition of the vehicle.

This method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.

The approach presented here also creates a control device that is designed to carry out, control or implement the steps of a variant of a method presented here in corresponding devices. The object on which the invention is based can also be achieved quickly and efficiently by this embodiment variant of the invention in the form of a control unit.

For this purpose, the control unit can have at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, at least one interface to a sensor or an actuator for reading in sensor signals from the sensor or for outputting control signals to the actuator and/or or have at least one communication interface for reading in or outputting data that are embedded in a communication protocol. The processing unit can be, for example, a signal processor, a microcontroller or the like, wherein the storage device can be a flash memory, an EEPROM or a magnetic storage device. The communication interface can be designed to read in or output data wirelessly and/or by wire, wherein a communication interface that can read in or output wire-bound data can, for example, read this data electrically or optically from a corresponding data transmission line or can output it to a corresponding data transmission line.

In the present case, a control device can be understood to mean an electrical device that processes sensor signals and outputs control and/or data signals as a function thereof. The control unit can have an interface that can be designed in terms of hardware and/or software. In the case of a hardware design, the interfaces can be part of a so-called system ASIC, for example, which contains a wide variety of functions of the control device. However, it is also possible for the interfaces to be separate integrated circuits or to consist at least partially of discrete components. In the case of a software design, the interfaces can be software modules which are present, for example, on a microcontroller alongside other software modules.

A computer program product or computer program with program code, which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and/or controlling the steps of the method according to one of the embodiments described above, is also advantageous used, especially when the program product or program is run on a computer or device.

Exemplary embodiments of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows:

1 shows a schematic representation of a commercial vehicle with a loading element according to an exemplary embodiment; FIG. 2 shows a schematic representation of a vehicle with a loading area with an unloading line according to an exemplary embodiment; FIG.

3 shows a schematic representation of an exemplary embodiment of a loading area with a plurality of unloading lines;

4 shows a schematic representation of an exemplary embodiment of a loading area;

5 shows a height diagram of a load for a loading area at a first unloading point according to an embodiment;

6 shows a height diagram of a completed loading of a loading area according to an embodiment;

7 shows a perspective view of a loading area according to an exemplary embodiment;

8 shows a perspective illustration of a loading area according to an exemplary embodiment;

9 shows a schematic representation of a negative example of a loading area;

10 shows a flow chart of a method for operating a loading element for a vehicle with a loading area according to an exemplary embodiment; and

11 shows a block diagram of a control device according to an embodiment.

In the following description of favorable exemplary embodiments of the present invention, the same or similar reference symbols are used for the elements which are shown in the various figures and have a similar effect, with a repeated description of these elements being dispensed with. 1 shows a schematic representation of a commercial vehicle 100 with a loading element 105 according to an exemplary embodiment. According to this exemplary embodiment, utility vehicle 100 is implemented as an excavator that has loading element 105 . According to this exemplary embodiment, the loading element 105 is implemented as an excavator arm 110 with an excavator shovel 115 . Alternatively, the loading element 105 can be implemented as part of a vehicle with a loading area, which is described in one of the following figures. The loading element 105 is designed to load the loading area with a load. The cargo includes, for example, gravel, sand, earth or similar bulk material. According to this exemplary embodiment, utility vehicle 100 has a control unit 120 that is designed to control loading element 105 using a control signal 125 by means of a method for operating loading element 105 . Control unit 120 is described in more detail in one of the following figures.

In other words, the approach presented here presents a way of loading the loading area of a vehicle, for example a van with the load, which is also referred to as bulk material, as evenly as possible with a number of, for example, excavator shovel loads of the loading element 105 to be determined. According to this exemplary embodiment, a simulation and rule-based search method for determining local unloading positions of a number of excavator shovel loads to be determined via unloading lines to be determined over the loading area of the vehicle is presented with the aim of uniform and/or evenly distributed loading.

FIG. 2 shows a schematic representation of a vehicle 200 with a loading area 205 with an unloading line 210 according to an exemplary embodiment. The loading area 205 of the vehicle 200 shown here can be loaded, for example, by a loading element, as was described in FIG. 1 . According to this exemplary embodiment, the loading area 205 is shown loaded with the load 215 along the unloading line 210 . The unloading line 210 has a plurality of unloading points 220, which are arranged on the at least one unloading line 210. The cargo 210 at one of the unloading points 220 is in accordance with shown schematically in this exemplary embodiment by means of a plurality of squares with rounded corners, the centers of which each correspond to a discharge point 220 . According to this exemplary embodiment, loading area 205 is rectangular in shape and has a first side wall 225 at the narrow ends, which adjoins a driver's cab 230 of vehicle 200, and a second side wall 235 at an end of the rectangle opposite first side wall 225. The first side wall 225 is also referred to as an impact plate, for example. According to this exemplary embodiment, the loading area 205 is loaded starting from a first of the unloading points 220 , the position of which is dependent on the first side wall 225 according to this exemplary embodiment. In other words, according to this exemplary embodiment, the loading area 205 is linearly loaded with the load 215 from the first side wall 225 in the direction of the second side wall 235 . This means that, according to this exemplary embodiment, the individual discharge points 220 are activated one after the other.

In other words, according to this exemplary embodiment, the loading area 205 of the vehicle 200 is shown, which is determined by determining a number and location of the unloading line 210, determining a number of shovel loads, determining the unloading points 220 on the unloading line 210 using rules relating to a sequence bucket discharges and/or an online simulation of a material discharge flow, further loaded by executing the bucket dumps by driving the designated dump points 220 in the designated order and optionally by a final dove over the designated dump line 210. In a simplified unloading strategy, the loading element is moved lengthways over the loading area 205 to the unloading location to be determined, i.e. to the corresponding unloading point 220, and is only unloaded there, for example by turning and/or opening the shovel.

Fig. 3 shows a schematic representation of an embodiment of a loading area 205 with a plurality of unloading lines 210, 300, 305. According to this embodiment, the loading area 205 corresponds to the loading area 205 described in Fig. 2. Only the number of unloading lines 220, 300, 305 differs in such a way that, according to this exemplary embodiment, the loading area 205 has three unloading lines 210, 300, 305 running parallel to one another, each with a plurality of unloading points 220, 310, 315. According to this exemplary embodiment, the unloading lines 210, 300, 305 run longitudinally along the loading area 205. The numbers at the position of the unloading points 220, 310, 315 illustrated according to this exemplary embodiment represent an advantageous loading sequence in order to distribute a loading weight evenly.

According to this exemplary embodiment, the plurality of unloading points 220 of the unloading line 210 and a plurality of further unloading points 310 of the further unloading line 300 are controlled in a meandering manner in order to achieve an even weight distribution on the loading area 205 . After the loading area 205 has been loaded at the unloading points 220 and the further unloading points 310, the third unloading line 305, which also has a plurality of third unloading points 315, is driven to. According to this exemplary embodiment, the third unloading line 305 is arranged between the unloading line 210 and the further unloading line 300 . According to this exemplary embodiment, the third unloading points 315 are offset from the unloading points 220, 310 of the unloading lines 210, 300. According to this exemplary embodiment, the third discharge points 315 are activated one after the other, but from two opposite directions. This means that the first of the third unloading points 315 according to this exemplary embodiment is initially the one which is arranged facing the first side wall 225 and then the unloading point 315 adjacent thereto, which is also arranged on the third unloading line 305. Next, according to this exemplary embodiment, a last of the unloading points 315 facing the second side wall 235 is activated, followed by an unloading point 315 adjacent thereto, which is arranged starting from the second side wall 235 in the direction of a loading surface center 320 .

Fig. 4 shows a schematic representation of an embodiment of a loading area 205. The loading area 205 shown here corresponds to the loading area 205 described in Fig. 3. Only the loading sequence differs according to this embodiment, which can be seen from the numbers depicted in the unloading points 220, 310, 315 is shown. While in Fig. 3 the Discharge points 220, 310 of the discharge line and the further discharge line were driven in a meandering manner, the discharge points 220 and the further discharge points 310 according to this exemplary embodiment are driven alternately, for example in a zigzag manner. In other words, the loading element changes the unloading line after each loading of the loading area 205 . According to this exemplary embodiment, the third discharge points 315 are driven, starting from a discharge point 315 facing the first side wall 225 in the direction of the second side wall 235, after the discharge points 220, 310 have been driven. Arriving at the second side wall 235, according to this exemplary embodiment, a final discharge of the loading element is carried out at one of the third discharge points 315, which according to this exemplary embodiment is also arranged adjacent to the first side wall 225.

FIG. 5 shows a height diagram 500 of a load for a loading area at a first unloading point according to an exemplary embodiment. In this case, the height diagram 500 corresponds, for example, to the start of loading the loading area, as was described in one of FIGS. The height diagram 500 only shows the height of the cargo unloaded at the first unloading point on the otherwise empty loading area.

FIG. 6 shows a height diagram 600 of a completed loading of a loading area according to an exemplary embodiment. The height diagram 600 shown here represents the cargo on a loaded truck bed. It can be seen that the load is piled up highest in the middle and slopes down to the sides. According to this exemplary embodiment, the load is distributed at least approximately evenly on the loading area. The height diagram 600 shown here is to be understood as a further development of the height diagram shown in FIG. 5 .

FIG. 7 shows a perspective view of a loading area 205 according to an exemplary embodiment. The loading area 205 shown here corresponds, for example, to the loading area 205 described in one of FIGS. According to In this exemplary embodiment, the removal process for a loading area 205 loaded by means of a single unloading line is represented symbolically by an arrow 700. According to this exemplary embodiment, the removal process takes place starting from the second side wall 235 of the loading area in the direction of the first side wall 225.

FIG. 8 shows a perspective view of a loading area 205 according to an exemplary embodiment. The loading area 205 shown here corresponds to the loading area 205 described in FIG. 7. This exemplary embodiment also shows how the load on the loading area 205 is leveled in a pulling operation. According to this exemplary embodiment, the pulling process for a loading area 205 loaded by means of at least two unloading lines is represented symbolically by two arrows 800 running parallel to one another. According to this exemplary embodiment, the removal process takes place starting from the second side wall 235 of the loading area in the direction of the first side wall 225.

Fig. 9 shows a schematic representation of a negative example of a loading area 205. The loading area 205 corresponds, for example, to the loading area 205 described in one of Figures 2 to 4. A negative example of a loading sequence is only shown differently according to this exemplary embodiment, since during loading of the loading area 205 a Uneven distribution of the load during the loading process, for example, a risk of the vehicle tipping over and/or a probability of damage to the vehicle is increased.

FIG. 10 shows a flow chart of a method 1000 for operating a loading element for a vehicle with a loading area according to an exemplary embodiment. Method 1000 is carried out, for example, as a loading method or as a loading process for a vehicle with a loading area, as is shown, for example, in one of the figures described above. The method 1000 is carried out, for example, by a control unit, which is implemented, for example, as part of the vehicle or alternatively as part of a commercial vehicle, as was described in FIG. 1 , for example. The method 1000 includes a step 1005 of Determining a position of at least one unloading line on the loading area and a plurality of unloading points using at least one vehicle parameter and/or a threshold value. The unloading points are arranged on the at least one unloading line. Furthermore, the method 1000 includes a step 1010 of controlling a movement of the loading element at at least one of the plurality of unloading points and unloading a load located in the loading element at at least the unloading point in order to load the loading area with the load.

According to this exemplary embodiment, in step 1005 of determining, a position of at least one further unloading line through the loading area is additionally determined. The unloading line and the further unloading line are arranged parallel to one another and/or run along the loading area. A plurality of further unloading points are also determined, which are arranged on the further unloading line. Consequently, according to this exemplary embodiment, in actuation step 1010, a movement of the loading element is actuated at at least one of the plurality of further unloading points using the actuation signal in order to load the loading area with a load at the further unloading points. The unloading points and the further unloading points are activated in a meandering manner in actuation step 1010 in order to achieve an advantageous weight distribution, for example. Also optionally, in step 1005 of determining for the at least one unloading line and/or for the additional unloading line, a position of a first unloading point of the unloading line and/or the additional unloading line is determined, taking into account a position of a first side wall of the loading area adjoining a driver's cab of the vehicle. Furthermore, a position of a last unloading point of the unloading line and/or the further unloading line is determined taking into account a position of a second side wall of the loading area opposite the first side wall. The position of the unloading line, the further unloading line, the unloading points and/or further unloading points is also determined using the vehicle parameter, which includes a loading area width of the loading area, a loading mass permissible for the loading area, a loading volume for the loading area and/or a shovel width of the loading element, a blade volume, a mass in the loading element recordable cargo represented. Optionally, the position of the unloading line and/or the further unloading line is determined in such a way that it runs centrally through the loading area. In step 1010 of activation, the majority of the discharge points located between the first discharge point and the last discharge point and/or further discharge points are therefore activated starting from the first discharge point. Each unloading point that has already been driven to represents a reference point for the respective next unloading point to be driven to.

A position of at least one third unloading line through the loading area is also determined only optionally in step 1005 of determining. According to this exemplary embodiment, the unloading line, the further unloading line and the third unloading line are arranged parallel to one another and/or run along the loading area. Furthermore, in step 1005 of the determination, as in the case of the unloading line and/or the further unloading line, a plurality of third unloading points are determined, which are arranged on the third unloading line. In actuation step 1010, a movement of the loading element is actuated at at least one of the plurality of third unloading points using the actuation signal if the unloading points of the unloading line and the further unloading points of the further unloading line have been actuated. Only optionally, the method 1000 includes a sub-step 1015 of controlling a pulling of the loading element along the at least one unloading line in order to level the load after the loading of the loading area. Sub-step 1015 can be carried out, for example, as sub-step 1015 of step 1010 of activation. According to this exemplary embodiment, a movement of the loading element between 5 cm and 15 cm below a loading area edge of the loading area along the unloading line is controlled. According to this exemplary embodiment, steps 1005, 1010, 1015 of the method are carried out in a highly automated manner and enable, for example, autonomous loading and/or measurement of the vehicle, which is implemented as a truck, for example, retrieval of vehicle data from a storage unit of the vehicle, or recognition of the vehicle.

11 shows a block diagram of a control unit 120 according to an embodiment. The controller 120 corresponds or is similar, for example the controller 120 as described in FIG. Control unit 120 is designed, for example, to control or carry out a method for operating a loading element, as was described in FIG. 10 , for example. To this end, control unit 120 has a determination unit 1100 and an actuation unit 1105 . Determination unit 1100 is designed to determine a position of at least one unloading line on the loading area and a plurality of unloading points arranged on the at least one unloading line using at least one vehicle parameter 1110 and/or a threshold value 1115. Control unit 1105 is designed to cause a movement of the loading element to be controlled at at least one of the plurality of unloading points and a load located in the loading element to be unloaded by means of control signal 125 at at least the unloading point in order to load the loading area with the load.

In other words, the determination unit 1100 is designed to determine a number and position of the unloading lines. For this purpose, the unloading lines are determined, for example, as a function of a ratio of the shovel width to the loading area width along the unloading area. If the ratio is greater than a certain value, for example 1:3, an unloading line centered over the loading area is selected with local unloading points beginning near the first side wall, also referred to as the baffle plate, and lying thereon. For example, the center of the surface of the open shovel or, alternatively, the Tool Center Point (TCP) of the non-open or completely open shovel can be selected as the unloading point. A final stripping process along the unloading line, for example, evens out any remaining unevenness. If, on the other hand, the ratio is smaller than a certain value, two adjacent unloading lines and one unloading line lying centrally above them are selected, each with unloading points beginning in the vicinity of the impact plate and lying thereon. The position of the two adjacent unloading lines results from a uniform distribution of, for example, two shovel widths and gaps across the width of the loading area. Two final stripping processes over the two parallel unloading lines level out any remaining unevenness. According to this exemplary embodiment, the exemplary value of 1:3 results from a limited variance of excavator shovel sizes and/or widths and a value determined in practice by the width of the loading area, which may not be wider than 2.55 m in road traffic, for example. In general, however, this known width is also variable, for example in the case of transporters in mining and/or opencast mining, in which case correspondingly larger and/or wider blades are then used again.

According to this exemplary embodiment, a set of unloading points corresponds to a number of shovel loads of the loading element being unloaded on the loading area. Both a permissible load mass and a permissible load volume of the vehicle are known, for example, so that the number of blades is calculated with regard to both variables and the smaller resulting number of blades with regard to mass or volume is selected, otherwise overloading would occur or material would fall. To determine the number of blades using the permissible loading mass, the calculated values are only optionally rounded to the nearest number as long as a tolerance range of 10%, for example, is observed. To determine the number of shovels using the loading volume, a cuboid with the loading floor area and permissible side height is optionally calculated. The background to this is that an accumulation, for example in the form of a blunt wedge, is not permitted, since material could be lost when cornering, which is avoided by the approach presented here.

If this is permissible, such as in non-public transport, the maximum permissible volume is determined as follows. A geometric body, for example a cuboid with a blunt wedge attached, is determined from the base area of the loading area, the height of the side of the vehicle and a bulk material angle. The width of the top surface of the blunt wedge corresponds to one or two blade widths. Furthermore, a maximum permissible bulk material height is included in the calculation of the maximum volume, whereby in such a case the width of the upper surface of the blunt wedge results from the side wall height and the bulk material angle. For reasons of efficiency and the limited variance of excavator bucket sizes or - It is generally assumed that this width does not exceed two blade widths, which also means two stripping processes.

Also optionally, the number of excavator shovel unloadings per unloading line results from the number of unloading lines over which the excavator shovel unloadings are to be distributed equally in number. In the case of the three unloading lines, if they are not equal, the remainder, i.e. a numerical remainder after dividing by 3, i.e. the one or two remaining blade unloadings, are given via the third, i.e. the middle unloading line, preferably above the vehicle’s center of gravity. A sequence of blade discharges across the discharge lines results, for example, with the rules justified below:

Basically, the loading area is first filled starting at the baffle plate, which is also referred to as the first side wall, so that excess material flows in the direction of one end of the loading area and to the side. Subsequent shovel unloading follows immediately on from the previous one with respect to the unloading point, in order to exploit and/or encourage the flow and distribution of the bulk material before it further settles and/or compacts on the loading surface. In the case of unloading lines running parallel to one another, the shovels are emptied alternately on these lines so that a meandering line is driven along. This strategy provides the best even distribution of material. If you were to fill first along one and then along the other unloading line, as shown in FIG. 9, there would be a one-sided load during the loading process and there would be a risk of the vehicle tipping over sideways or being damaged. In such a case, the uneven loading can no longer be corrected by the final central unloading line.

If one were to alternately jump from track to track with each shovel discharge, as shown in Fig. 4, there would be no risk of tipping over, but the even distribution of the material would still be worse, albeit slightly in the example, than with the meandering line method, as shown in Fig. 3 was described. In addition, with two next to each other and always on the For example, if the shovel is emptied from the right at the beginning of the same unloading line, there is always a right-hand bed on top of a left-hand one, so that loading on the right-hand side occurs, for example, if the bulk goods flow poorly. The preferred meandering method avoids this, since with regard to the two adjacent blade discharges, there is always a switch between discharge starting on the right and left (left - right, right - left, left - right). In the case of more than one, i.e. in the case of three unloading lines, if the distribution is unequal, the remaining, i.e. the one or two remaining blade unloadings are unloaded above or next to each other above the vehicle’s center of gravity.

If the method is carried out for a single, centrally arranged unloading line, a first unloading takes place, for example, in the vicinity of the baffle plate, i.e. in the vicinity of the rear wall of the cabin, and each further bucket emptying progresses with its unloading point on the unloading line towards the end of the loading area. With two adjacent unloading lines and one unloading line in the middle above, the first bucket emptying takes place near the impact plate, optionally in the direction of travel on the left unloading line. A second bucket emptying also takes place near the impact plate in the direction of travel on the right-hand unloading line. A third bucket unloading continues in the direction of travel on the right-hand unloading line after the second unloading. This model continues until the number of calculated bucket emptyings in the two parallel unloading lines has taken place and the bulk material has reached the end of the loading area (snaking line method). The unloading then takes place in the third central unloading line near the baffle plate, for example starting with a ninth shovel unloading, which is followed by a tenth shovel unloading in the direction of the end of the loading area, so that the beginning of the loading area is filled. According to this exemplary embodiment, an eleventh shovel discharge also takes place first at the end of the loading area, which is followed by a twelfth shovel unloading back in the direction of the baffle plate, so that the end of the loading area is well filled. At the beginning and end of the loading area, two consecutive shovel discharges are therefore set, since depending on the angle of the slope, the possibility there is that the bulk material of the second subsequent discharge, for example the tenth and / or twelfth, still flows to the ship's side.

The further shovel discharges follow the previous ones in the direction of travel on the central unloading line until, for example, the twelfth shovel discharge follows the tenth and/or flows together with it. A 13th bucket dump and/or the numerical remainder after dividing the total number of bucket dumps by 3, preferably takes place above the vehicle's center of gravity in the center unloading line. To determine the exact unloading points with the correspondingly described sequence rules on the corresponding unloading lines for a bulk material that is distributed as evenly as possible on the loading area, a search method and/or finite element method (FEM) is only optionally calculated.

With a simulated flow behavior, for example, in the case of a selective unloading, the charge is distributed evenly over an area of the length and width of the excavator shovel used. For example, a shovel measuring 130cm x 80cm is used. The center of the surface of the opened shovel corresponds, for example, to the respective unloading point. Furthermore, there is a discharge height of at least 40 cm. For example, on the basis of a discretization of a base area and/or a loading area in columns with a side area of, for example, 10×10 cm, it is checked whether neighboring columns have a height difference that is greater than tan(alpha)*10 cm. If so, material will flow from one element to the other due to exceeding the angle of repose alpha. In this case, for example, 1 cm of material height is shifted from one element to the other until the height difference is sufficiently reduced after n steps. Material is first moved up, to the left, to the right, down. This is iterated through until there are no more flows. There is no flow towards the wall on the side walls of the loading area. For example, the parameters can be set more precisely depending on the available computing capacity. The material-dependent slope angle alpha is determined in advance and/or is determined with the first and/or with each subsequent blade emptying, for example by means of optical sensors. For a search for the unloading points on an unloading line in the middle of the loading area, the unloading points are distributed equidistantly over the middle unloading line, except for the first and last unloading point. Initial values, such as half the equidistant distance, are used for the first and last unloading point to the boundary of the loading area, and the simulation is then calculated. A bulk material topology resulting from the simulation is analyzed in the beginning and end areas to determine whether there have been over- or under-elevations compared to a reference height. A reference height with regard to the determination of an elevation results from an imaginary uniform distribution of the first shovel over the loading area, which means that there are still sufficient possibilities for filling up by the subsequent final removal process. If, for example, the topology of the bulk material is too high at the beginning of the unloading line, the first unloading point is removed one increment from the impact plate and vice versa. Here, only the first discharge is simulated. In principle, all discharges cause the material to flow towards the tail lift. This means that the simulation is aborted as soon as no material flows to the impact plate. The same optionally applies to the bulk material topology at the end of the unloading line in relation to the last unloading point, whereby the exemplary 10 cm below the loading flap should be selected here, since the final removal process should advantageously have sufficient material to distribute. The other unloading points are again distributed and/or calculated equidistantly over the middle unloading line. With the unloading points found, the process is carried out automatically, for example by the excavator.

When searching for the discharge points on two adjacent discharge lines and a discharge line located centrally above them, only the discharges in the two parallel discharge lines are initially simulated. With the exception of the first two and the last two unloading points, the others are distributed equidistantly across the unloading lines. Initial values, for example half the equidistant distance, are used for the first two and last two unloading points to limit the loading area, and the simulation is calculated as already described above. The resulting bulk material topology is also analyzed here in the beginning and end areas to determine whether there were over- or under-elevations compared to a reference height. the The reference height for the superelevation results from the equal distribution of the first two shovels over the loading area, which means that there are still sufficient possibilities for filling up through the final scraping process. If, for example, the topology of the bulk material is too high at the beginning of the unloading line, the first two unloading points are moved one increment away from the impact plate and vice versa. Here, only the first discharges are simulated, i.e. all discharges that cause the material to flow to the tail lift. Consequently, the simulation is aborted as soon as no material flows to the impact plate.

The same applies to the bulk material topology at the end of the unloading line in relation to the last two unloading points, whereby the exemplary 10 cm below the loading flap should be selected here, since the final stripping process should have enough material to distribute. The other unloading points are again distributed equidistantly over the middle unloading lines and the simulation is calculated using one of the sequences explained above. Then the discharges of the third discharge line lying in the middle above are simulated and the next discharge point is always determined. According to this exemplary embodiment, the progressive unloading points are sought and/or selected on the unloading lines in such a way that the deepest points in the previous bulk material topology are filled. The unloading points of the blade unloading are set on the third central unloading line in such a way that the valleys are filled from the previous blade unloadings of the two adjacent unloading lines and subsequently consecutively already performed blade unloadings of the third unloading line. According to this exemplary embodiment, the lowest bulk material topology point of the previous simulation under the third unloading line in the area between adjacent unloading points of the two parallel unloading lines is first searched for and used as the starting value for the simulation of the first unloading point for the central unloading line. Thereafter, the above sequence for a discharge with the lowest bulk material topology point is followed.

The rearmost unloading point, ie an unloading point closest to the second side wall, is incrementally shifted in such a way that the rear area of the loading area is well filled, ie to just below the Side wall limit of the loading area. The procedure then follows the sequence described above. The remaining, ie the one or two remaining blade discharges above or next to each other above a vehicle center of gravity are then also simulated. Likewise, the final stripping process or processes are optionally simulated. The shovel position along the at least one unloading track is optionally adjusted evenly over the unloading line with an opening angle of 20° to 90° in order to avoid compression of the material. The height of the shovel cutting edge is 10 cm below the hull. If it turns out that too much material is being pushed against the baffle plate, which means that material is piling up over the 10 cm under the ship's side, the shovel discharges above the vehicle's center of gravity are gradually shifted in the direction of the loading flap and the simulation with the discharge of the remaining shovel discharges continues for that long repeated until the permitted material height remains below 10 cm tail lift. If as much material as possible were to be unloaded in the direction of the loading flap from the outset, the power and fuel requirements would be higher.

If an embodiment includes an "and/or" link between a first feature and a second feature, this should be read in such a way that the embodiment according to one embodiment includes both the first feature and the second feature and according to a further embodiment either only that having the first feature or only the second feature.

Claims

- 23 -

Expectations

1. Method (1000) for operating a loading element (105) for a vehicle (200) with a loading area (205), the method (1000) comprising the following steps:

Determining (1005) a position of at least one unloading line (210) on the loading area (205) and a plurality of unloading points (220) arranged on the at least one unloading line (210) using at least one vehicle parameter (1110) and/ or a threshold (1115); and

Controlling (1010) a movement of the loading element (105) at at least one of the plurality of unloading points (220) and unloading a load (215) located in the loading element (105) at at least the unloading point (220) around the loading area (205) to be loaded with the cargo (215).

2. The method (1000) according to claim 1, wherein the actuation step (1010) comprises a sub-step (1015) of actuation of pulling the loading element (105) along the at least one unloading line (210) in order to transport the load (215) after the level and/or distribute loading of the loading area (205).

3. The method (1000) according to claim 2, wherein in the sub-step (1015) of pulling the step (1010) of controlling a movement of the loading element (105) between 5 cm and 15 cm below a loading area edge of the loading area (205) along the unloading line ( 210) is controlled.

4. The method (1000) according to any one of the preceding claims, wherein in step (1005) of determining a position of at least one further unloading line (300) through the loading area (205) is determined, the unloading line (210) and the further unloading line (300 ) parallel are arranged relative to each other and/or run along the loading area (205), and wherein a plurality of further unloading points (310) are determined, which are arranged on the further unloading line (300), wherein in step (1010) of controlling a movement of the loading element (105) is controlled at at least one of the plurality of further unloading points (310) using the control signal (125) in order to load the loading area (205) with the load (215) at the further unloading points (310). Method (1000) according to Claim 4, in which, in the step (1010) of driving, the discharge points (220) and the further discharge points (300) are driven in a meandering manner. Method (1000) according to one of the preceding claims, wherein in step (1005) of determining the plurality of unloading points (220) for the at least one unloading line (210) and/or for the further unloading line (300) a position of a first of the unloading points ( 220; 310) of the unloading line (210) and/or the further unloading line (300) taking into account a position of a first side wall (225) of the loading area (205) adjoining a driver's cab (230) of the vehicle (200), and wherein a position of a last of the unloading points (220; 310) of the unloading line (210) and/or the further unloading line (300) is determined taking into account a position of a second side wall (235) of the loading area (205) opposite the first side wall (225). Method (1000) according to claim 6, wherein in the step (1010) of driving the majority of the discharge points (220) and/or further discharge points (310) lying between the first discharge point (220; 310) and the last discharge point (220; 310) are controlled starting from the first unloading point, and/or wherein each unloading point (220; 310) already controlled represents a reference point for the respective next unloading point (220; 310) to be controlled. Method (1000) according to any one of claims 4 to 7, wherein in step (1005) of determining the position of the unloading line (210), the further unloading line (300), the unloading points (220) and / or further unloading points (310) of the under Use of the vehicle parameter (1110) is determined, which is a loading area width of the loading area (205), a charge mass permissible for the loading area (205), a charge volume for the loading area (205) and/or a shovel width of the loading element (105), a shovel volume, represents a mass of the load (215) that can be accommodated in the loading element (105). Method (1000) according to one of Claims 4 to 8, wherein in the step (1005) of determining a position of at least one third unloading line (305) through the loading area (205) is determined, the unloading line (210), the further unloading line (300 ) and the third unloading line (305) are arranged parallel to each other and/or run along the loading surface (205), and wherein a plurality of third unloading points (315) is determined, which is arranged on the third unloading line (305), wherein in step (1010) of controlling a movement of the loading element (105) at at least one of the plurality of third unloading points (315) (105) using the control signal (125) is controlled when the unloading points (220) of the unloading line (210) and the others Unloading points (310) of the further unloading line (300) were controlled. Method (1000) according to one of the preceding claims, wherein in step (1005) of determining the position of the unloading line (210) and/or further unloading line (300) is determined such that it runs centrally through the loading area (205). Method (1000) according to one of the preceding claims, wherein the steps (1005, 1010) of the method (1000) are carried out in a highly automated manner. Control unit (120), which is set up to carry out the steps (1005, 1010) of the method (1000) according to one of the preceding claims in - 26 - corresponding units (1100, 1105) to execute and/or control.

13. Computer program comprising instructions which, when the program is executed by a computer and/or a control unit (120), cause the latter to carry out the steps (1005, 1010) of the method (1000) according to one of claims 1 to 11 and/or to control. 14. Machine-readable storage medium on which the computer program according to claim 13 is stored.