DE102024001757A1 - Method and system for delivering freight to a loading area of a vehicle - Google Patents

Abstract

The invention relates to a method for delivering goods (60) to a loading area (15) of a vehicle (10) moving along a planned route (R) by means of an autonomous delivery device (50). At least one distribution center (41, 42) ready for delivery is identified where the goods (60) are available. For each distribution center (41, 42) ready for delivery, at least one potential transfer point (71, 72) located at a distance (D1, D2) from it along the route (R) is identified. Based on the route (R), the distance (D1, D2), the predicted arrival of the vehicle (10), and the earliest possible arrival of the autonomous delivery device (50), a transfer point (71, 72) is selected. The autonomous delivery device (50) transports the goods (60) from the distribution center (41, 42) assigned to the selected transfer point (71, 72) to the transfer point (71, 72) in such a way that the transfer point (71, 72) is reached immediately before the predicted arrival of the vehicle (10). The vehicle (10) is then directed to open the loading area (15) at the transfer point (71, 72), and the goods (60) are delivered to the opened loading area (15). The invention further relates to a system (100) for carrying out the method.

Description

The invention relates to a method and a system for delivering cargo to a loading area of a vehicle.

Increasingly, goods are ordered electronically, for example via e-commerce, independently of a physical retail infrastructure, and delivered individually as freight. Methods for delivering such freight to a vehicle's loading area, such as a trunk or a section of the vehicle interior, using autonomous delivery devices are known.

The document US 2020/0286392 A1 This describes a vehicle equipped with a control unit configured to receive delivery requests from an assigned drone. The control unit regularly transmits the vehicle's current position, route information, and acceleration data to navigate the drone to a delivery point. When the control unit receives an approach notification from the assigned drone, it opens a delivery hatch on the vehicle.

Conventional methods of delivery to moving vehicles using drones require the drone to track the vehicle, as the vehicle's planned or anticipated trajectory is unknown to the drone. This limits the applicability of drones, which are restricted, for example, in their speed and range. Therefore, there is a need for an improved method of delivery to moving vehicles using drones or other autonomous transport devices.

The invention is based on the objective of providing an improved method and an improved system for delivering goods to a loading area of a vehicle. This objective is achieved according to the invention by a method with the features of claim 1 and by a system with the features of claim 9.

Advantageous embodiments of the invention are the subject of the dependent claims.

Goods ordered via non-stationary distribution channels, particularly e-commerce, are shipped from a distribution center (logistics center) to an individually agreed delivery location. This delivery location can also be a vehicle with a loading area. The loading area can be the trunk. Alternatively, an area of the vehicle interior accessible via a sunroof, side window, or open door can serve as the loading area.

Delivery can be carried out using an autonomous delivery device that transports one or more items automatically or with partial supervision, but in any case without an accompanying driver, from a distribution center to a delivery location. Autonomous delivery devices are known, for example, as driverless ground-based transport systems, but especially as drones.

According to a first aspect of the invention, in a method for delivering goods to a loading area of a vehicle moving along a planned route by means of an autonomous delivery device, at least one distribution center ready for delivery is identified. A distribution center is defined as one in which the goods to be delivered are in stock and ready for delivery.

Depending on the length of the planned route, several delivery-ready distribution centers can be identified. For each delivery-ready distribution center, at least one transfer point is determined, located at a distance from the respective distribution center along the route of the vehicle designated as the delivery point for the goods.

Preferably, a transfer point is chosen that is as close as possible to the distribution center, so that the transport route is minimal or almost minimal. However, other parameters can also be taken into account, such as the typical driving speed at such a transfer point, the accessibility for an autonomous delivery device (e.g., taking into account geofences for drones), or the possibility of slowing down or stopping the vehicle at the transfer point.

The quality or suitability of a handover point can be evaluated using a metric, such as a cost or penalty function, based on a multitude of parameters that include, but are not limited to, the distance to the distribution center. Furthermore, each potential handover point is assigned a predicted arrival time of the vehicle based on its route, and an earliest possible arrival time of the autonomous delivery device based on its transport speed and distance to the distribution center. The earliest possible arrival time of the autonomous delivery device also takes into account the time required to prepare the goods for transport.

Thus, several potential handover points are typically identified for the planned route. Based on its assigned quality or suitability score, one handover point is selected and assigned to a distribution center. For example, during the selection process, all potential handover points where the earliest possible arrival time of the autonomous delivery device is after the predicted arrival time of the vehicle can first be eliminated. From the remaining potential handover points, the one with the shortest distance from the assigned distribution center to the route is selected. This minimizes transport distances.

The autonomous delivery device transports the goods from the distribution center assigned to the selected handover point to that point in such a way that it is reached immediately before the vehicle's predicted arrival. This eliminates or minimizes the waiting time for the vehicle to receive the goods, and the flow of traffic is not disrupted. Furthermore, the delivery device's waiting time is kept to a minimum.

Once the vehicle has reached the selected delivery point, it is directed to open the loading area upon approaching the autonomous delivery device, for example, by opening the trunk, a sliding window, or a side window. The delivery device then delivers the goods to the now open and accessible delivery area.

By taking the planned route into account, the method enables the selection of a distribution center and a handover point in such a way that the transport route for delivery is minimized. Furthermore, the method allows for the selection of particularly suitable handover points with good vehicle accessibility and minimal disruption to other road users. Knowing the route also makes it possible to select handover points in such a way that the requirements for the autonomous delivery device (for example, regarding its maximum speed and/or range) are particularly low, because tracking a vehicle with an unknown route is no longer necessary.

Furthermore, the method enables a particularly flexible and efficient deployment of a fleet of autonomous delivery devices operating from various distribution centers. In addition, the method requires exceptionally short waiting times for both the delivery device and the vehicle before a delivery.

In one embodiment of the method, a transfer point is selected at a location along the route that the vehicle is expected to pass at a lower speed or where the vehicle is expected to stop. Such locations can be identified, for example, using a high-definition (HD) map – road segments with speed limits. Similarly, road segments where slow driving is not possible (e.g., highways or expressways) can be avoided when selecting transfer points. Charging stations or gas stations along the route can also be preferably selected as transfer points.

This design enables a particularly reliable and low-friction transfer of the delivered goods.

In a further development of this embodiment, the selection of a transfer point is continuously adjusted based on traffic flow information. For example, a transfer point can be slightly relocated (relative to the total distance traveled by the delivery device) so that delivery takes place in a section of road with congestion, slow-moving traffic, or traffic control-related stops (traffic lights, level crossings). This eliminates the need for additional stops to transfer the goods. Furthermore, the waiting time of the transport device can be reduced if the vehicle's arrival at the transfer point is delayed due to a traffic disruption, by having the autonomous transport device move towards the vehicle (away from the originally intended transfer point).

Traffic flow information can also include data on the switching of traffic control systems (traffic lights, barriers) to enable a proactive determination of the handover point and the time of handover.

In one embodiment of the method, the loading area is made accessible for the transfer of the goods by opening a trunk lid, sunroof, or side window as the autonomous delivery device approaches. This enables a particularly easy and automated transfer.

In one embodiment of the method, the approach of the autonomous delivery device by the vehicle is controlled by means of telemetry, for example by means of V2X (“Vehicle-to-X”) communication between the vehicle and the delivery device, and/or by means of a vehicle Camera detected. This improves the security and reliability of the delivery process.

In one embodiment of the method, the autonomous delivery device verifies the identity of the vehicle specified as the delivery location using a license plate number and/or external vehicle characteristics derived from the vehicle series, and/or a telemetrically transmitted vehicle identification number. This improves the reliability of the delivery.

In one embodiment of the method, the authenticity of a vehicle claiming to make a delivery and/or an autonomous delivery device intending to make a delivery is verified by querying a digital certificate. This enables a particularly high level of security for the delivery of the goods, in particular a qualified digital confirmation of receipt.

In one embodiment of the method, the autonomous delivery device examines the vehicle's surroundings at the selected delivery point before delivery for potential disruptions or risks to a successful delivery. For example, the vehicle's surroundings can be examined using a camera on the autonomous delivery device. Faces detected within the camera's field of view are assigned to individuals using artificial intelligence. Individuals known to the vehicle (for example, a registered vehicle owner or other individuals registered with such a vehicle) are classified as trustworthy. Unknown individuals are classified as untrustworthy and trigger a warning or abort the delivery attempt if they are detected in the vicinity of the vehicle immediately before an intended delivery.

According to a second aspect of the invention, a system for delivering goods to a vehicle's loading area along a planned route comprises at least one distribution center. Each distribution center is assigned at least one autonomous delivery device that operates from this distribution center and transports goods.

Furthermore, the system includes at least one vehicle with a loading area and at least one server.

The server is configured to receive a planned route for a vehicle to which a delivery is to be made. For example, a vehicle can register with the server using a telecommunications control unit (TCU) and transmit its currently planned route. Preferably, the vehicle and the server are also configured for continuous updates of the vehicle's position along the planned route, for example, by the vehicle using a global positioning system (GPS) to determine its position and transmit it to the server.

Furthermore, the server is configured to identify at least one distribution center ready for delivery that lies along the planned route and where a delivery item to be delivered to the vehicle is readily available. The server is also configured to determine, for each identified distribution center ready for delivery, at least one potential handover point along the route that is reachable from an autonomous delivery device of the distribution center at a distance also determined by the server.

Furthermore, the server is configured to select a handover point from the set of potential handover points thus determined, based on the route and the distance (between the respective handover point and the assigned distribution center). The server is configured to consider the predicted arrival of the vehicle and the earliest possible arrival of the autonomous delivery device at the respective potential handover point. Preferably, the server is configured to select a handover point that can be reached by the autonomous delivery device before the predicted arrival of the vehicle.

The at least one autonomous delivery device is set up for transporting the delivery goods from an assigned distribution center (from which it operates) to a selected transfer point.

The at least one vehicle is equipped to open the loading area upon request from an autonomous delivery device. For example, a vehicle and an autonomous delivery device each have a telecommunications unit configured for V2X communication.

The proposed system enables the efficient, fast, and transport-saving delivery of goods to vehicles that do not require any special technical specifications, but merely need to be equipped for standardized V2X communication. Furthermore, the system allows the use of autonomous delivery devices with particularly low technical requirements. For example, with regard to transport speed and range of movement. Further advantages correspond to the advantages of the method according to the first aspect of the invention.

Preferably, the at least one vehicle and/or the at least one autonomous transport device each have a secure storage area protected against manipulation and unauthorized reading, which is set up for storing identifying characteristics (for example, vehicle identification number, vehicle registration number string or a similar identifier) and a digital certificate that is assigned to the respective identifying characteristics.

Exchanging such digital certificates can improve the security and traceability of delivery.

In one embodiment of the system, at least one autonomous transport device is designed as a drone. Drones are suitable for flexible, road-independent, and rapid delivery. This increases flexibility in selecting a delivery point.

Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

• 1 schematisch ein System zur Zustellung von Liefergütern,
• 2 schematisch eine geplante Fahrtroute eines Fahrzeugs,
• 3 schematisch einen Ablaufplan für ein Verfahren zur Navigation einer Drohne zu einem Fahrzeug sowie
• 4 schematisch einen Ablaufplan für einen Zustellvorgang.

This shows:

• 1 schematically a system for the delivery of goods,
• 2 schematically a planned route of a vehicle,
• 3 schematically a flow chart for a procedure for navigating a drone to a vehicle as well as
• 4 schematically a flowchart for a delivery process.

1 Figure 100 schematically shows a system comprising a vehicle 10, a cloud 20, and a drone 50. The drone 50 is equipped to transport a delivery item 60 from a distribution center 41 to the vehicle 10.

The vehicle 10 has a head unit 12, a control unit 13 (also referred to as an electronic control unit, ECU), and a vehicle camera 14, which is set up to monitor the vehicle's surroundings. Furthermore, the vehicle 10 has a loading area 15, in this case a trunk 15.

The vehicle 10 communicates with the drone 50 via a V2X connection using a telecommunications control unit (TCU) 11. V2X connections can be established, for example, via a wireless local area network (WLAN) protocol according to the IEEE 802.11p standard and are then limited to the WLAN's range. V2X connections can also be established as cellular V2C connections (C-V2X) over mobile networks.

In addition, the drone 50 and the vehicle 10 are each connected to the Cloud 20 via an “over-the-air” connection (OTA).

The order for a delivery item 60 is initiated via a smartphone 80. Vehicle 10 is specified as the desired delivery location. The order is recorded via at least one server 21 of the cloud 20. Typically, the cloud 20 has multiple servers 21, whose services are provided via a backend 22.

After the order is recorded, a distribution center 41, a drone stationed there 50, and a handover point 71 are determined for the delivery of the goods 60, as shown below. 2 will be explained in more detail.

The diagram schematically depicts a planned route R for vehicle 10. Each point on route R is assigned not only a geolocation but also a predicted time at which vehicle 10 is expected to reach that point.

Along route R are a first distribution center 41 and a second distribution center 42, which hold the delivery item 60 ready for delivery. Drones 50 are stationed at distribution centers 41 and 42, which can pick up the delivery item 60 and transport it to route R.

Potential handover points 71, 72, where the goods 60 can be delivered to the vehicle 10, are determined based on the distance D1, D2 of the delivery center 41, 42 from the route R, however, in addition to the distance D1, D2, further criteria can be used for the selection of a handover point 71, 72.

It is thus possible to first select the set of all points on route R that lie within the range of the respective drone 50 (taking into account the return route to distribution center 41, 42). For each of these points, it is determined, based on the respective distance D1, D2 and the flight speed of drone 50, whether it can be reached by drone 50 in time (i.e., before the predicted arrival of vehicle 10). Points that cannot be reached in time are eliminated.

In addition, points are removed where a handover is not possible due to the characteristics of route R, for example points in tunnel sections or underpasses, or points on motorways or expressways that do not allow a reduction in vehicle speed.

The remaining points are assigned a quality criterion, which is determined depending on the distance D1, D2 and/or characteristics of the route R. For example, a first quality component can be determined inversely proportional to the distance D1, D2. A second quality component can assign a higher value to road sections where stopping is possible than to road sections where only slow driving is possible. A third quality component can assign a higher value to points where a vehicle stop is particularly advantageous (for example, a gas station, an electric vehicle charging station, or a rest area) than, for example, paid parking spaces. In particular, this allows transfer points 71, 72 to be preferentially selected where stopping points are already planned along the route R, for example, at planned charging stops for battery-electric vehicles.

Similarly, further quality sub-values can be determined. Preferably, features of an HD map are also evaluated for this purpose. From the totality of the quality sub-values, a quality value is determined (for example, by weighted summation), and each distribution center 41, 42 is assigned the point on route R that exhibits the highest quality value.

In this case, a first transfer point 71, assigned to the first distribution center 41, and a second transfer point 72, assigned to the second distribution center 42, were identified. Due to the smaller initial distance D1 from the route R, the first transfer point 71 has a higher quality than the second transfer point 72. Therefore, the first distribution center 41 is selected. A [device/system] located there, in 1 The drone 50, shown in more detail, is also in 1 The goods 60 shown in more detail are loaded and set in motion in such a way that they reach the first transfer point 71 in good time, as close as possible to the predicted arrival of vehicle 10.

In one embodiment of the method, a selected transfer point 71, 72 can be dynamically adjusted by evaluating the movement of the vehicle 10 as well as vehicle-independent data, in particular traffic flow data. For example, a transfer point 71, 72 can be moved to a section of route R with congestion or slow-moving traffic. Furthermore, if a selected transfer point 71, 72 is located near a traffic light, a barrier, or a similar traffic control device, a foreseeable short-term stop for a delivery can be used.

An intelligent traffic infrastructure can transmit such traffic control data (time and duration of traffic light phases, barrier closures, and similar) directly to the drone 50 via a V2X connection. This enables the drone 50 to be pre-positioned at a handover point 71, 72 with a foreseeable traffic-related stop of the vehicle 10 (for example, during a red light phase). This minimizes the time loss associated with delivery and also avoids or reduces disruption to traffic flow.

The procedure for selecting a handover point 71, 72 and for navigating a drone 50 there is based on the in 3 The process is explained in more detail in the illustrated flowchart. In an initial first step S1, the user (typically the driver of vehicle 10) plans the route R. At this point, the user may have already ordered the delivery item 60 and specified vehicle 10 as the desired delivery location. It is also possible for the user to purchase the delivery item 60 while driving along route R, for example, using software installed on the head unit 12 or another control unit 13, or using a vehicle-independent smartphone 80.

In a second step S2, the delivery-ready distribution centers 41 and 42 along the planned route R are determined. For this purpose, the route R can be transmitted from the Head Unit 12 via the TCU 11 to a server 21, which then searches for delivery-ready distribution centers 41 and 42. Alternatively, the Head Unit 12 can itself initiate queries regarding the availability of distribution centers 41 and 42 and the delivery item 60, typically using multiple dedicated servers 21.

In a third step S3, the best possible transfer point 71, 72 is determined for each delivery-ready distribution center 41, 42. This can be the nearest point on the route R, but in addition to the distance D1, D2, other parameters, in particular characteristics of the route R, can also be included in the determination of the best possible transfer point 71, 72, as shown by 2 As already explained, potential handover points 71 and 72 are eliminated because they cannot be reached by a drone 50 in time before the predicted arrival of vehicle 10. Furthermore, potential handover points are... 71, 72 eliminated, where delivery is not possible or only possible with difficulty.

In a fourth step S4, the distribution center 41, 42 to which a transfer point 71, 72 with the highest (best) quality value is assigned is determined and selected.

In a fifth step S5, the drone 50 is loaded with the delivery item 60 and set in motion in such a way that it reaches the assigned transfer point 71, 72 shortly before the predicted arrival of the vehicle 10 (based on the route R). Preferably, before the drone 50 is launched, the current position of the vehicle 10 is continuously queried or transmitted by the vehicle 10, so that the arrival of the vehicle 10 at the transfer point 71, 72 can be predicted with particular reliability and the waiting time of the drone 50 there can be kept to a minimum.

In a sixth step S6, the drone 50 reaches the assigned handover point 71, 72, ideally immediately before the arrival of the vehicle 10. In the sixth step S6, the handover point 71, 72 can be dynamically adjusted depending on the actual speed of the drone 50, the actual progress of the vehicle 10 along the route R, and depending on information about traffic flow (congestion, slow-moving traffic) and/or traffic control (traffic light phases, block clearances, level crossings, or similar) in order to reduce the waiting time of the drone 50 and/or the vehicle 10.

Upon visual contact or direct radio contact (e.g., via a WLAN-mediated V2X connection) between the drone 50 and the vehicle 10, the delivery process is started in a seventh step S7, which is based on 4 will be explained in more detail.

As vehicle 10 approaches the waiting drone 50, in a first step S7.1 the latter sends a message to TCU 11 via the V2X connection V2X, which includes at least a vehicle identification (e.g. a vehicle identification number, VIN), optionally a GPS position and metadata of vehicle 10.

Preferably, this and further communication between the drone 50 and the vehicle 10 is secured via digital certificates issued by a certificate authority (CA). Such certificates can include directly verifiable, immutable identifying characteristics (for example, a vehicle identification number, a registration number, or similar identifiers) that can be verified by the communication partner. Additionally or alternatively, such certificates can include public digital keys that can be used to verify the authenticity of a message signed by the communication partner. In this way, mutable identifying characteristics (for example, a current GPS position) can be transmitted.

This ensures that the digital identity of a vehicle 10 claiming delivery of the goods 60 is identical to the digital identity of a vehicle 10 specified as the delivery location. Similarly, it ensures that the delivery is carried out by a drone 50 actually commissioned by the selected distribution center 41, 42.

In a subsequent second step, S7.2, the TCU 11 receives the message. The vehicle camera 14 scans the vehicle's surroundings and uses an object recognition method to locate the drone 50. Such object recognition methods can be simple, as the external shape of the drone 50 is known or can be transmitted as a visual signature via the V2X connection. Object recognition methods based on machine learning or artificial intelligence are preferred.

When the drone 50 is detected and is within a predetermined radius around the vehicle 10, the vehicle 10 sends a request to open the loading area 15 (trunk 15) to the cloud 20.

In a third sub-step, S7.3, this request is forwarded from the cloud 20 (typically via a backend 22) to the customer's smartphone 80. The request can, for example, include a text message and/or a video stream depicting the vehicle's surroundings from the perspective of the vehicle's camera 14.

In a fourth sub-step, S7.4, the customer confirms the request via smartphone 80 or another mobile device. Alternatively, consent to open the charging area 15 can also be given in advance.

The TCU 11 receives confirmation of delivery. Subsequently, a control unit 13, which controls the trunk lid 15, unlocks and opens the trunk 15.

In a fifth sub-step S7.5, the drone 50 identifies the vehicle 10, to which the delivery item 60 is to be delivered, based on its GPS position (transmitted via the TCU 11). Additionally, the vehicle 10 can be identified based on external characteristics. These are features that can be detected by a camera on the drone 50, such as a license plate number, color and/or model-specific vehicle shape, equipment features (sunroof), or similar visually recognizable characteristics. Such features and metadata can be transmitted to the drone 50, for example, via the V2X connection, to facilitate the identification of the vehicle 10.

Furthermore, metadata can be transmitted that identifies access to loading area 15 (trunk lid, sunroof, open side window, or similar). Delivery preferences can also be recorded in the metadata, for example, "delivery via the right side of the vehicle".

In a sixth sub-step S7.6, at least one vehicle camera 14 captures the vehicle's surroundings. Preferably, the vehicle's surroundings are captured by a plurality of vehicle cameras 14 in the form of a 360-degree panorama. People captured in the vehicle's surroundings are identified based on their faces and/or biometric features and compared with features of trusted individuals assigned to the vehicle 10. The assignment of trusted individuals can be done, for example, via a vehicle profile stored on the vehicle 10 (e.g., in a memory area of the head unit 12) and/or on a server 21.

If persons are detected in the vicinity of the vehicle who cannot be identified as trustworthy, the delivery process in the sixth sub-step S7.6 is stopped or interrupted. This can be achieved, for example, by sending a signal to drone 50 via the V2X connection and/or by re-closing access to loading area 15.

The inspection of the vehicle's surroundings by one or more vehicle cameras 14 can be supported by an inspection by cameras (not shown) on the delivering drone 50. For example, the drone 50 can provide images from its cameras to the vehicle 10 via the V2X connection.

If the inspection of the vehicle's surroundings reveals no obstacles to safe delivery, in a seventh step (S7.7), the delivery item 60 is placed by the drone 50 in the loading area 15 (in this case: in the trunk 15). Successful placement can be detected via a weight sensor and/or an interior camera of the vehicle 10. Additionally or alternatively, successful placement can be detected via sensors (camera, weight sensor, pressure sensor, or similar) on the drone 50. Preferably, the drone 50 and the vehicle 10 communicate with each other via the V2X connection to verify successful placement. This enables particularly safe and reliable delivery.

After the unloading of the delivery item 60 has been verified, the loading area 15 is automatically closed, in the present embodiment by closing the trunk lid.

Reference symbol list

10

vehicle

11

Telecommunication control unit (TCU)

12

Head Unit

13

Electronic control unit (ECU)

14

Vehicle camera

15

Loading area, trunk

20

Cloud

21

server

22

Backend

41, 42

first, second distribution center

50

Drone, autonomous delivery device

60

Goods delivered

71, 72

first, second handover point

80

Smartphone

100

system

R

Route

D1, D2

first, second distance

S1 to S7

first to seventh step

S7.1 to S7.7

first to seventh sub-step

OTA

"Over-the-air" connection

V2X

"Vehicle-to-X" connection, V2X connection

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• US 2020/0286392 A1 [0003]

Claims (10)

A method for delivering a delivery item (60) to a loading area (15) of a vehicle (10) moving along a planned route (R) by means of an autonomous delivery device (50), characterized in that : - at least one delivery-ready distribution center (41, 42) is determined in which the delivery item (60) is available, - for each delivery-ready distribution center (41, 42), at least one potential transfer point (71, 72) located at a distance (D1, D2) from it along the route (R) is determined, - a transfer point (71, 72) is selected based on the route (R), the distance (D1, D2), the predicted arrival of the vehicle (10), and the earliest possible arrival of the autonomous delivery device (50), - the autonomous delivery device (50) delivers the delivery item (60) from the distribution center (41, 42) that corresponds to the selected The goods (60) are assigned to the transfer point (71, 72) and are transported to the transfer point (71, 72) in such a way that the transfer point (71, 72) is reached immediately before the predicted arrival of the vehicle (10) and the vehicle (10) is directed to open the loading area (15) at the transfer point (71, 72) and the goods (60) are delivered in the opened loading area (15). Procedure according to Claim 1 , characterized in that a transfer point (71, 72) is selected at a location on the route (R) which the vehicle (10) is expected to pass at low speed or at which the vehicle (10) is expected to stop. Procedure according to Claim 2 , characterized in that the selected transfer point (71, 72) is continuously adjusted taking into account traffic flow information. Method according to one of the preceding claims, characterized in that the loading area (15) is made accessible for the transfer of the goods (60) by opening a trunk lid, a sunroof or a side window. Method according to one of the preceding claims, characterized in that the approach of the autonomous delivery device (50) by the vehicle (10) is detected by means of telemetry and/or by means of a vehicle camera (14). Method according to one of the preceding claims, characterized in that the identity of the vehicle (10) is checked using a license plate number and/or a vehicle identification number and/or a vehicle series type. Method according to one of the preceding claims, characterized in that the authenticity of the vehicle (10) and/or the autonomous delivery device (50) is verified by querying a digital certificate. Method of one of the preceding claims, characterized in that the autonomous delivery device (50) examines the vehicle environment before delivery for a possible disturbance or risk to a successful delivery. System (100) for delivering a delivery item (60) to a loading area (15) of a vehicle (10) along a planned route (R) by means of an autonomous delivery device (50), characterized in that the system (100) comprises at least one distribution center (41, 42) with at least one associated autonomous delivery device (50), at least one vehicle (10) with a loading area (15), and at least one server (21), wherein the server (21) is configured: - to receive a planned route (R) of a vehicle (10) to which a delivery item (60) is to be delivered, - to determine at least one delivery-ready distribution center (41, 42) along the route (R) in which the delivery item (60) is available, - to determine at least one transfer point (71) assigned to each delivery-ready distribution center (41, 42) at a distance (D1, D2) therefrom along the route (R). 72), - to select a transfer point (71, 72) based on the route (R) as well as the distance (D1, D2), the predicted arrival of the vehicle (10) and the earliest possible arrival of the autonomous delivery device (50), wherein the autonomous delivery device (50) is configured to transport the goods (60) from an assigned distribution center (41, 42) to a selected transfer point (71, 72) and wherein the vehicle (10) is configured to open the loading area (15) upon a request from an autonomous delivery device (50). System (100) according to Claim 9 , characterized in that the autonomous delivery device (50) is designed as a drone (50).