SE1551078A1

SE1551078A1 - Method of warning of loose cargo and vehicle, particularly truck

Info

Publication number: SE1551078A1
Application number: SE1551078A
Authority: SE
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: 2015-08-19
Also published as: DE102013101880A1; SE538591C2; WO2014133436A1

Abstract

23 AbstractMethod for warning of loose cargo and vehicle, particularly truckVarious embodiments concerning techniques for warning of loose cargo (120) in amobile cargo space (110). The time course of a position (201) of the center of gravity ofthe 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. (Pig. 2)

Description

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 techniquescomprising acquiring a time course of a position of a center of gravity of a cargo spaceloaded with the cargo and evaluatíng 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 cargospace or stowage space. The mobile cargo space can be one of the following, forexample: a shipping container, a truck cargo space, a railway cargo space. In such fashionthe 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 thecargo in the mobile cargo space. It is typically necessary to avoid having the cargo bepartially or completely loose in the cargo space. Loose cargo can cause a significantpotential hazard. For instance, loose cargo during transport can cause moments ofacceleration and/or inertia that are impossible to control or can be controlled only to alimited extent. In the wake of certain maneuvers during the transport of the cargo, thiscan 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 besubjected 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 authorizedindividual, 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 statedoes not occur until transport is in progress; this means that cargo Which Was initiallyproperly fastened and secured passes into a loose cargo state, for example due to forcesexerted during transport. Such a transition to the loose cargo state can typically remaínundetected 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 inspectionWhether a loose cargo state exists. It is often the case that numerous fastening means areused 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. Inparticular, there is a need for such techniques that serve to Warn of a loose cargo stateautomatically 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 loosecargo in a mobile cargo space. The method comprises acquiring a time course of aposition 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 thecargo can be defined by at least one of the following: a horizontal component in thehorizontal plane, and/or another horizontal component in the horizontal plane that isperpendicular 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, referto 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 eliminatethe 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 inan unloaded state. If, for example, only a position change of the center of gravity isconsidered, 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 definedin one or two or three dimensions, particularly spatial directions. For example, theposition of the center of gravity can be determined in a reference coordinate system. Inparticular, the position of the center of gravity can be defined in relation to a referencecoordinate system that is fixed With respect to the mobile cargo space. For example, theposition 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 inrelation to Which the position of the center of gravity is deterrnined. The cargo space itself can, in tum, be movable Within an overall coordinate system.

The person skilled in the art is, in general, aware of techniques that can be used todetermine the time course of the position of the center of gravity. In this regard, see, forexample, EP 0 918 003 Bl and US 4,639,872 and DE 10 2008 042 433 Al and EP 2 508405 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, forexample, be performed repeatedly and continuously, for instance with a set rate ofrepetition. 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 characteristiceffect on the time course of the position of the center of gravity of the cargo space loadedwith cargo, e. g., particularly on the first time derivative of the time course of the positionof the center of gravity. For example, the loose cargo may move slowly through the cargospace as a result of acceleration forces acting on the reference system of the mobile cargospace with cargo during transport. This can be the case particularly when the staticfriction of the loose cargo is low. Although this type of scenario itself may not represent acritical situation from the standpoint of inadequate fastening and securing of the load, itcan nevertheless be indicative of a loose cargo state. Accordingly, the evaluation of theacquired time course of the position of the center of gravity can be performed withreference 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 waming can, for example, include at least one of the following: a visual warning, ahaptic warning, an audio waming. Furthermore, the emission of the waming cancomprise: sending a message that includes indicators indicative of the loose cargo state toan extemal server, e. g. via a radio interface, For example, the external server can belongto a control center which, for example, monitors a ﬂeet of vehicles and/or is responsiblefor 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. Forexample, 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 techniquesaccording to the invention for Waming of loose cargo. For example, it can be possible toperform continuous and repeated and automatic monitoring of the safety status of thecargo. In particular, it can be possible during transport of the cargo in the mobile cargospace, for example When a truck carrying the cargo space is in transit, to evaluate theacquired time course and thus Warn of any loose cargo. In particular, should the fasteningand/or securing means of the cargo loosen, this can make it possible at an early stage todetect a loose cargo state and Wam about it. Moreover, the techniques according to theinvention, in various embodiments, make it possible to perform particularly sensitive andprecise monitoring of the securing of the load. For example, it can be possible to detectthe position of the center of gravity With high precision over time. The evaluation of theacquired time course can also be performed With a high precision or a high selectivitythat is able to identify the loose cargo state With relatively high probability and/or loWerror probability. In this Way, it can be possible, for example, to Warn of loose cargostates in Which the cargo is still partially fastened and secured, but already has a slightdegree of freedom of movement. An early Waming of loose cargo can take place, thus reducin g the potential for danger.

It is possible for the evaluation of the time course to comprise: determining a positionchange of the center of gravity and performing a threshold value comparison of theposition change of the center of gravity With a predefined corresponding threshold value.The emission of the Waming 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 positionof 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 valuecomparison of the position change of the center of gravity With the predefinedcorresponding threshold value can make it possible to identify significant and/orparticularly large position changes of the center of gravity. For example, if the position ofthe center of gravity of the cargo space loaded With cargo changes particularly sharplyover time, then a loose cargo state can be inferred With especially high probability. Theposition change of the center of gravity can occur, for example, as a result of a movementof the cargo inside the cargo space. Correspondingly, the emission of the Waming canthen 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. Inparticular, 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 canbe 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: detennininga position change of the center of gravity and correlating the deterrnined position changeof the center of gravity With an external acceleration of the cargo space to obtain acorrelation value. It is then possible for the evaluation of the time course to compriseperforming a threshold value comparison of the correlation value With a predefinedcorresponding 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 amovement of the cargo resulting from extemal acceleration/force action. In a typicalscenario, 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 bepossible for the method further to comprise: measuring the external acceleration of thecargo 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 canbe possible to draw conclusions about forces acting on the cargo inside the moving cargospace, In particular, the position change of the center of gravity due to a movement of theloose cargo can occur when an external acceleration acts on the cargo space -- this acts asforce on the cargo in the cargo space. Correlating the determined position change of thecenter of gravity with the external acceleration of the cargo space can make it possible toselectively and specifically consider a position change of the center of gravity that isattributable 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 centerof gravity is attributable to the external acceleration of the cargo space. For example, alarge (small) correlation value can mean a close (weak) match between a time course ofthe extemal 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 tothe extemal acceleration of the cargo space and leave them out of, or give them lessconsideration 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 orientedin different directions. For example, it would be possible for "extemal acceleration of thecargo space" to describe at least one of the following: acceleration of the cargo space inthe 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 freedomin Which the loose cargo is moving. In the typical scenario, in Which the mobile cargospace is a truck trailer, for example the acceleration of the cargo space in the horizontalplane 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 thecargo 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 changeof the center of gravity With the external acceleration to be performed selectively for oneor more of the above-cited components of external acceleration of the cargo space. If thecorrelation of the determined position change of the center of gravity is performed formore than one of the above-cited components of extemal acceleration, then thecorrelation can be performed individually and discretely for each of these components. Inother Words, both the external acceleration and the change in the position of the center ofgravity can be determined resolved in different spatial directions. It is then possible, forexample, to perform the correlation separately for each of the deterrnined 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: astatistical position change of the center of gravity over time; a position change of thecenter of gravity that occurs during a time period When the vehicle is at rest; a positionchange of the center of gravity over time that occurs on a characteristic time scale that issmaller than a time scale on Which an acceleration of the mobile cargo space occurs; aposition change of the center of gravity over time that occurs on a characteristic timescale 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 priorto the evaluation of the acquired time course. In such fashion it can, for example, bepossible to suppress, prior to the evaluation, those contributions to the time course thathave or are assumed to have little or no effect on a movement of loose cargo in themobile cargo space. Specifically, if the mobile cargo space is at rest, for example, then achange 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 significantWith 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 ofgravity, 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 relativelyshort characteristic time scale, i.e., particularly quickly. In particular, such a positionchange of the center of gravity due to the sloshing back and forth of the liquid in acontainer 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 theposition of the center of gravity by means of a multiplicity of sensors. Alternatively oradditionally, 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 timecourse of the position of the center of gravity to measure a gravitational force Which thecargo space With cargo exerts on the various Wheels of a tractor unit to Which the cargospace With cargo is attached. In such fashion, the position of the center of gravity can bedeterrnined 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 spacecan, for example, be controlled, read out and evaluated by conventional methods.Typically, corresponding systems for determining external acceleration can already bepresent 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, havinga cargo space. The vehicle comprises at least one sensor adapted to detect a time courseof a position of the center of gravity of the cargo space loaded with a cargo. ln addition,the vehicle comprises at least one computer unit adapted to evaluate the time course so asto 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 discussedaspect 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, inprinciple, be combined with one another unless otherwise noted. The features and aspectsof the present invention will be better understood in connection with the exemplary embodiments discussed in relation to the figures. Therein: Fig. l is a schematic view of a device for warning of loose cargo according to various embodiments of the present invention. 11 Pig. 2 is a schematic view of a truck carrying a cargo space with cargo in which the cargo is loose in the cargo space.

Pig. 3 schematically illustrates wamings 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 preferredembodiments and with reference to the drawings. In the figures, like reference numeralsdenote like or similar elements. The following description of embodiments with referenceto the figures should not be construed as limitative. The figures are purely illustrative. Anumber 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 andgeneral purpose comprehensible to those skilled in the art. Connections and couplingsdepicted in the figures between functional units and elements can also be implemented asindirect 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. 12 Techniques for waming of loose cargo in a mobile cargo space according to variousembodiments of the present invention Will be discussed below. Such techniques can, inparticular, 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 cargostate it does not remain stationary relative to the cargo space. The cargo is able to moveinside the cargo space. This movement of loose cargo inside the cargo space causes achange 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 ofthe 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 variousembodiments 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 cargospace 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 extemal acceleration sensor 302 adapted tomeasure an extemal acceleration of the mobile cargo space. Alternatively, thecorresponding 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 evaluatethe 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 atleast 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. 13 The device 300 also comprises an electronic stability program (ESP) 305, which, basedon various operating parameters, supports the stability of the truck carrying the cargospace with cargo. It is possible, for example, for these operating parameters of the ESP305 to be adjusted as a function of the evaluated time course in order to detect the loosecargo state. If, for example, a loose cargo state is detected by the computer unit 303, thenthe 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 sufficientlyfastened and secured, i.e., if the cargo is loose, then this results in a movement 120 of thecargo inside the cargo space 110. Such a movement is indicated in Fig. 2 by the arrowsalong the three spatial directions A, B, C. For example, spatial direction A can beoriented along a longitudinal axis of the cargo space 110, spatial direction C can beoriented parallel to a height of the cargo space 110 and direction B can be orientedparallel 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 bya change in the position 201 of the center of gravity of the cargo space 110 with cargo120 over time. By means of the sensor 301 of the device 300, it is possible to detect theposition 201 of the center of gravity of the cargo space 110 loaded with cargo 120 as afunction 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 interface304. 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). Altematively or additionally, 14 the warning can include audio components, such as the emission of a voice warningand/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 andto warn of the detected loose cargo state according to various embodiments of the presentinvention, in the ﬂow chart of Fig. 4A [sentence sic]. The method begins at step S1. First,in step S2, the time course of the position 201 of the center of gravity of the cargo spacewith 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 isevaluated. Step S3 makes it possible to discriminate between properly fastened andsecured cargo 120 in the mobile cargo space 110 and the loose cargo state. In step S4 acheck is performed, as appropriate, to determine whether the loose cargo state is beingdetected. lf 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 ofthe center of gravity of the cargo space 110 loaded with cargo 120 over time t. Forexample, in Fig. 5 the position 201 can be plotted with respect to any one of the spatialdirections A, B, C (see Fig. 2). In particular, it is possible for the position 201 of thecenter of gravity of the cargo space 110 with cargo 120 to be determined with respect to areference coordinate system defined in the reference system of the cargo space 110. lnother words, the position 201 can be defined in such a reference coordinate system thatmoves 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 t1. At that instant t1, a position change 20lb occurs. After the first instant t1, the position 201 of the center of gravity of the cargo space 110 with cargo 120 does notchange or changes only slightly. The position change 20lb can, for example, beindicative of a movement of the cargo 120 inside the cargo space 110; this movement ofthe cargo 120 in the cargo space 110 can, in particular, occur because the cargo is loose,i.e., not sufficiently well fastened and secured. lf a position change 201b of the center ofgravity is determined during the evaluation of the time course of the position 201, then athreshold value comparison can be performed between the determined position change201b and a predefined corresponding threshold value. lf the determined position change201b 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 ofempirical historical data such that, on the one hand, it is chosen to be sufficiently high tosuppress false warnings, and, on the other hand, it is chosen to be sufficiently low to allow a sufficiently sensitive waming 400 of the loose cargo state.

It would be possible, for example, for the position change 201b not to be caused by anaccidental loose cargo state, but instead, for example, by the loading or unloading of thetruck 100. With the techniques described below, it would be possible to detect such anintentional position change 201b and not issue a waming 400 under those circumstances.Referring again to Pig. 4A, a particularly reliable and sensitive waming 400 of the loosecargo state can be made possible by means of additional techniques performed in thecontext 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, whichrepresents steps that can be performed in the context of step S3 of Pig. 4A. First, in stepTl, the acquired time course of the position 201 of the center of gravity is filtered. Thefiltering performed in step Tl makes it possible to suppress certain contributions to theacquired 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 16 suppress in it those position changes 201b of the position 201 of the center of gravity thatwith high probability are not caused by a movement of the loose cargo 120. For example,in the context of step T1, a random or statistical position change 201b of the center ofgravity over time can be filtered out. Such action is illustrated with reference to Fi g. 6.Figure 6 again shows the position 201 of the center of gravity of the cargo space 110 withcargo 120 over time t. There is a statistical variation of position 201 around a referencevalue of the position of the center of gravity (indicated in Fig. 6 by a dashed horizontalline). Correspondingly, the position change 201b of the position 200 of the center ofgravity 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 ofthe position 201 of the center of gravity occurs. In connection with the filteringperformed in step T1 of Fig. 4B, it is possible to also perform high-pass or low-passfiltering that suppresses those contributions to the time course of position 201 whichoccur on a characteristic time scale that is substantially larger or smaller than apredefined characteristic time scale and/or than such a characteristic time scale on whichthe acceleration of the mobile cargo space 110 occurs. To elaborate, the acceleration ofthe mobile cargo space 110 can typically be predefined by the acceleration anddeceleration of the truck 100. A characteristic time scale on which the acceleration anddeceleration of the truck 100 occurs can be, for example, in the range of several secondsor minutes. By contrast, the characteristic time scale 210 of the sloshing back and forth ofa liquid cargo (see Fig. 6) can be on a time scale of a few seconds or less than onesecond. In this way, it can be possible to use high-pass and/or low-pass filtering of thetime course of the position 201 of the center of gravity to eliminate from the time courseor suppress in it those contributions which are only slightly or not at all índicative of a movement of the cargo 120 inside the cargo space 110. 17 Turning once again to Fig. 4B, step T2 comprises determining the position change 201bof the time course of the position of the center of gravity of the cargo space 110 withcargo 120. For example, step T2 can comprise taking a derivative of position 201 as afunction of time. This makes it possible to quantify, for example, the change 201b (seeFig. 5).

Step T3 comprises correlating the determined position change 201b with the externalacceleration of the cargo space. Referring to Fig. 2, the external acceleration 202 of thecargo space 110 can include, for example, the following components: acceleration of thecargo 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 andthe position 201 of the center of gravity by comparison of like variables. It would also bepossible 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 positionchange 201b and an external acceleration 202 of the cargo space 110. It can therefore bepossible to conclude that the external acceleration 202 is causative of the position change201b 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 bemoved by the forces acting on it as a result of the external acceleration 202. Bycorrelating the determined position change 201b with the external acceleration 202, it ispossible to obtain a correlation value that is proportional to a match between the externalacceleration 202 and position 201. A threshold value comparison can, in turn, beperformed between the determined correlation Value and a corresponding predefinedthreshold value, and the waming 400 can be emitted as a function of the threshold value comparison (steps T4, T5, T6 in Fig. 4B). 18 The features of the previously described embodiments and aspects of the invention cannaturally be combined With one another. In particular, the features can be used not only inthe described combinations, but also in other combinations or in isolation, Without departing from the field of the invention. 100110120 n-r ÛUÜD> 20120225020 lb 300301302303304305400 19 List of Reference Characters Vehicle, truckCargo sp ace Cargo TimeFirst horizontal directionSecond horizontal direction Vertical direction Position of center of gravityExternal accelerationCharacteristic time scale Position change Device for warning of loose cargoSensor Acceleration sensor Computer unit User interface ESP Warning

Claims

1. A method for Waming of loose cargo (120) in a mobile cargo space (110), saidmethod comprising: - acquiring a time course of a position (201) of a center of gravity of the cargospace (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 theevaluation, 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 intervalin Which the cargo space (110) is at rest, - a position change (201b) of the center of gravity over time Which occurs on acharacteristic time scale that is smaller than a time scale on Which an externalacceleration (202) of the mobile cargo space (110) occurs, - a position change (201b) of the center of gravity over time Which occurs on acharacteristic time scale that is larger than a time scale on Which an external acceleration (202) of the mobile cargo space (110) occurs.

2. The method according to claim 1, characterízed 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 thecenter of gravity With a predefined corresponding threshold value, Wherein the emission of the Waming (400) takes place as a function of this threshold value comparison. 21

3. The method according to either claim 1 or claim 2, characterized in that the evaluation of the time course comprises: - deterrnining a position change (201b) of the center of gravity, - correlating the determined position change (201b) of the center of gravity Withan external acceleration (202) of the cargo space (110) to obtain a correlation value, - performing a threshold value comparison of the correlation value With apredefined corresponding threshold value, Wherein the emission of the Waming (400) takes place as a function of said threshold value comparison.

4. The method according to claim 3, characterízed in that the correlation Value is indicative of Whether the determined position change(201b) of the center of gravity is attributable to the extemal acceleration (202) of the cargo space (110).

5. The method according to either claim 3 or claim 4,characterized in thatexternal acceleration (202) of the cargo space (110) describes at least one of thefollowing:- 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 position (201) of the center of gravity of the cargo space (110) loaded Withcargo (120) is defined by at least one of the following: - a horizontal component in the horizontal plane, 22 - another horizontal component in the horizontal plane that is perpendicular tosaid horizontal component, - a vertical component that is parallel to the vertical direction.

7. 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 bymeans of a multiplicity of sensors (301), and/or - measuring an extemal acceleration (202) of the mobile cargo space (110) by means of at least one acceleration sensor.

8. A vehicle (100), particularly a truck, having a cargo space (110), Wherein saidvehicle (100) comprises: - at least one sensor (301) adapted to acquire a time course of a position (201) of acenter 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 todetect a loose cargo (120) state, and - a user interface (304) adapted to emit a Waming (400) if the loose cargo (120) state is detected during the evaluation.

9. The vehicle (100) according to claim 8,characterized in that the vehicle (100) is adapted to carry out a method according to one of claims 1-5.