[go: up one dir, main page]

EP4021841B1 - Accélération adaptative pour véhicule de manutention de matériaux - Google Patents

Accélération adaptative pour véhicule de manutention de matériaux Download PDF

Info

Publication number
EP4021841B1
EP4021841B1 EP20758021.8A EP20758021A EP4021841B1 EP 4021841 B1 EP4021841 B1 EP 4021841B1 EP 20758021 A EP20758021 A EP 20758021A EP 4021841 B1 EP4021841 B1 EP 4021841B1
Authority
EP
European Patent Office
Prior art keywords
truck
vehicle
acceleration
controller
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20758021.8A
Other languages
German (de)
English (en)
Other versions
EP4021841A1 (fr
Inventor
Andreas Simon
Sebastian Theos
Johannes NACHTIGAL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Crown Equipment Corp
Original Assignee
Crown Equipment Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Crown Equipment Corp filed Critical Crown Equipment Corp
Priority to EP24196012.9A priority Critical patent/EP4442634B1/fr
Publication of EP4021841A1 publication Critical patent/EP4021841A1/fr
Application granted granted Critical
Publication of EP4021841B1 publication Critical patent/EP4021841B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/063—Automatically guided

Definitions

  • Materials handling vehicles are commonly used for picking stock in warehouses and distribution centers. Such vehicles typically include a power unit and a load handling assembly, which may include load carrying forks. The vehicle also has control structures for controlling operation and movement of the vehicle.
  • an operator fills orders from available stock items that are located in storage areas provided along one or more aisles of a warehouse or distribution center.
  • a method for operating a materials handling vehicle comprising monitoring by a controller of a first vehicle drive parameter corresponding to a first direction of travel of the vehicle is known from US 10 119272 .
  • This document also discloses a system for operating a materials handling vehicle comprising a memory storing executable instructions, a processor in communication with the memory, wherein the processor when executing the executable instructions, monitors a first vehicle drive parameter corresponding to a first direction of travel of the vehicle.
  • the operator drives the vehicle between various pick locations where item(s) are to be picked.
  • the operator may drive the vehicle either by using the control structures on the vehicle, or via a wireless remote control device that is associated with the vehicle, such as the remote control device disclosed in commonly owned U.S. Patent No. 9,082,293 .
  • a method for operating a materials handling vehicle comprising: monitoring, by a controller, a first vehicle drive parameter corresponding to a first direction of travel of the vehicle during a first manual operation of the vehicle by an operator; concurrently monitoring, by the controller, a second vehicle drive parameter corresponding to a second direction different from the first direction of travel during the first manual operation of the vehicle by an operator; receiving, by the controller after the first manual operation of the vehicle, a request to implement a first semi-automated driving operation; and based on the first and second monitored vehicle drive parameters during the first manual operation, controlling, by the controller, implementation of the first semi-automated driving operation.
  • the first and second directions may be substantially orthogonal to each other.
  • Controlling implementation of the first semi-automated driving operation may comprise limiting a maximum acceleration of the vehicle.
  • the individual values may be grouped into a plurality of subsets of values, each subset comprising a same predetermined number of adjacent individual values; and for each of the plurality of subsets, calculating a respective arithmetic or weighted average associated with that subset based at least in part on the individual values in that subset.
  • controlling implementation of the semi-automated driving operation may comprise limiting a maximum acceleration of the vehicle.
  • the first vehicle drive parameter may comprise acceleration in the first direction and the second vehicle drive parameter may comprise acceleration in the second direction.
  • the first and second directions may be substantially orthogonal to each other.
  • the processor when executing the executable instructions: may calculate a first value indicative of acceleration in the first direction; may calculate a second value indicative of acceleration in the second direction; and may modify the first value based on the second value if the second value falls outside of a predefined mid-range.
  • Controlling implementation of the first semi-automated driving operation may comprise limiting a maximum acceleration of the vehicle.
  • a system for operating a materials handling vehicle comprising: a memory storing executable instructions; a processor in communication with the memory, the processor when executing the executable instructions: monitors a vehicle drive parameter during a most recent manual operation of the vehicle by an operator; replaces any stored first data regarding the monitored vehicle drive parameter associated with a previous manual operation of the vehicle by the operator with second data regarding the monitored vehicle drive parameter during the most recent manual operation of the vehicle, the second data not being based on the first data; receives a request to implement a semi-automated driving operation; and controls implementation of the semi-automated driving operation based on the second data regarding the monitored vehicle drive parameter corresponding to the most recent manual operation.
  • the second data may comprise sequential individual values associated with the vehicle drive parameter.
  • the processor when executing the executable instructions: may group the individual values into a plurality of subsets of values, each subset comprising a same predetermined number of adjacent individual values; and for each of the plurality of subsets, may calculate a respective arithmetic or weighted average associated with that subset based at least in part on the individual values in that subset.
  • the processor when executing the executable instructions: may select a particular one of the respective arithmetic or weighted averages; and may control implementation of the semi-automated driving operation based on the particular one of the arithmetic or weighted averages.
  • Controlling implementation of the semi-automated driving operation may comprise limiting a maximum acceleration of the vehicle.
  • a materials handling vehicle which is illustrated as a low level order picking truck 10, includes in general a load handling assembly 12 that extends from a power unit 14.
  • the load handling assembly 12 includes a pair of forks 16, each fork 16 having a load supporting wheel assembly 18.
  • the load handling assembly 12 may include other load handling features in addition to, or in lieu of the illustrated arrangement of the forks 16, such as a load backrest, scissors-type elevating forks, outriggers or separate height adjustable forks.
  • the load handling assembly 12 may include load handling features such as a mast, a load platform, collection cage or other support structure carried by the forks 16 or otherwise provided for handling a load supported and carried by the truck 10 or pushed or pulled by the truck, i.e., such as by a tugger vehicle.
  • load handling features such as a mast, a load platform, collection cage or other support structure carried by the forks 16 or otherwise provided for handling a load supported and carried by the truck 10 or pushed or pulled by the truck, i.e., such as by a tugger vehicle.
  • the illustrated power unit 14 comprises a step-through operator's station 30 dividing a first end section 14A of the power unit 14 (opposite the forks 16) from a second end section 14B (proximate the forks 16).
  • the step-through operator's station 30 provides a platform 32 upon which an operator may stand to drive the truck 10 and/or to provide a position from which the operator may operate the various included features of the truck 10.
  • the control area 40 comprises a handle 52 for steering the truck 10, which may include controls such as grips, butterfly switches, thumbwheels, rocker switches, a hand wheel, a steering tiller, etc., for controlling the acceleration/braking and travel direction of the truck 10.
  • a control such as a switch grip 54 may be provided on the handle 52, which is spring biased to a center neutral position. Rotating the switch grip 54 forward and upward will cause the truck 10 to move forward, e.g., power unit first, at an acceleration proportional to the amount of rotation of the switch grip 54 until the truck 10 reaches a predefined maximum speed, at which point the truck 10 is no longer permitted to accelerate to a higher speed.
  • the truck when the grip 54 is rotated 50% of the maximum angle capable for the grip 54, the truck will accelerate at a corresponding acceleration value stored in the acceleration map to a maximum velocity value stored in the velocity map corresponding to the grip angle of 50% of the maximum angle.
  • rotating the switch grip 54 toward the rear and downward of the truck 10 will cause the truck 10 to move in reverse, e.g., forks first, at an acceleration proportional to the amount of rotation of the switch grip 54 until the truck 10 reaches a predefined maximum speed, at which point the truck 10 is no longer permitted to accelerate to a higher speed.
  • Presence sensors 58 may be provided to detect the presence of an operator on the truck 10.
  • presence sensors 58 may be located on, above or under the platform floor, or otherwise provided about the operator's station 30.
  • the presence sensors 58 are shown in dashed lines indicating that they are positioned under the platform floor.
  • the presence sensors 58 may comprise load sensors, switches, etc.
  • the presence sensors 58 may be implemented above the platform floor, such as by using ultrasonic, capacitive or other suitable sensing technology. The utilization of presence sensors 58 will be described in greater detail herein.
  • An antenna 66 extends vertically from the power unit 14 and is provided for receiving control signals from a corresponding wireless remote control device 70. It is also contemplated that the antenna 66 may be provided within the compartment 48 of the power unit 14 or elsewhere on the truck 10.
  • the remote control device 70 may comprise a transmitter that is worn or otherwise maintained by the operator.
  • the remote control device 70 is manually operable by an operator, e.g., by pressing a button or other control, to cause the remote control device 70 to wirelessly transmit at least a first type of signal designating a travel request to the truck 10.
  • the travel request is a command that requests the corresponding truck 10 to travel by a predetermined amount, as will be described in greater detail herein.
  • the truck 10 also comprises one or more obstacle sensors 76, which are provided about the truck 10, e.g., towards the first end section of the power unit 14 and/or to the sides of the power unit 14.
  • the obstacle sensors 76 include at least one contactless obstacle sensor on the truck 10, and are operable to define at least one detection zone.
  • at least one detection zone may define an area at least partially in front of a forward traveling direction of the truck 10 when the truck 10 is traveling in response to a wirelessly received travel request from the remote control device 70.
  • the obstacle sensors 76 may comprise any suitable proximity detection technology, such as ultrasonic sensors, optical recognition devices, infrared sensors, laser scanner sensors, etc., which are capable of detecting the presence of objects/obstacles or are capable of generating signals that can be analyzed to detect the presence of objects/obstacles within the predefined detection zone(s) of the power unit 14.
  • suitable proximity detection technology such as ultrasonic sensors, optical recognition devices, infrared sensors, laser scanner sensors, etc.
  • the truck 10 may be implemented in other formats, styles and features, such as an end control pallet truck that includes a steering tiller arm that is coupled to a tiller handle for steering the truck.
  • the remote control device 70 is illustrated as a glove-like structure 70, numerous implementations of the remote control device 70 may be implemented, including for example, finger worn, lanyard or sash mounted, etc.
  • the truck, remote control system and/or components thereof, including the remote control device 70 may comprise any additional and/or alternative features or implementations, examples of which are disclosed in any one or more of the following commonly owned patents/published patent applications: U.S. Provisional Patent Application Serial No.
  • a block diagram illustrates a control arrangement for integrating remote control commands with the truck 10.
  • the antenna 66 is coupled to a receiver 102 for receiving commands issued by the remote control device 70.
  • the receiver 102 passes the received control signals to the controller 103, which implements the appropriate response to the received commands and may thus also be referred to herein as a master controller.
  • the controller 103 is implemented in hardware and may also execute software (including firmware, resident software, micro-code, etc.).
  • aspects of the present invention may take the form of a computer program product embodied in one or more computer readable medium(s) having computer readable program code embodied thereon.
  • the controller 103 may comprise an electronic controller defining, at least in part, a data processing system suitable for storing and/or executing program code and may include at least one processor coupled directly or indirectly to memory elements, e.g., through a system bus or other suitable connection.
  • the memory elements can include local memory employed during actual execution of the program code, memory that is integrated into a microcontroller or application specific integrated circuit (ASIC), a programmable gate array or other reconfigurable processing device, etc.
  • the at least one processor may include any processing component operable to receive and execute executable instructions (such as program code from one or more memory elements).
  • the at least one processor may comprise any kind of a device which receives input data, processes that data through computer instructions, and generates output data.
  • Such a processor can be a microcontroller, a hand-held device, laptop or notebook computer, desktop computer, microcomputer, digital signal processor (DSP), mainframe, server, cell phone, personal digital assistant, other programmable computer devices, or any combination thereof.
  • processors can also be implemented using programmable logic devices such as field programmable gate arrays (FPGAs) or, alternatively, realized as application specific integrated circuits (ASICs) or similar devices.
  • FPGAs field programmable gate arrays
  • ASICs application specific integrated circuits
  • the term "processor” is also intended to encompass a combination of two or more of the above recited devices, e.g., two or more microcontrollers.
  • the controller 103 may comprise an accelerometer which may measure physical acceleration of the truck 10 along three axes. It is also contemplated that the accelerometer 1103 may be separate from the controller 103 but coupled to and in communication with the controller 103 for generating and transmitting to the controller 103 acceleration signals, see Fig. 2 .
  • the accelerometer 1103 may measure the acceleration of the truck 10 in a direction of travel DT (also referred to herein as a first direction of travel) of the truck 10, which, in the Fig. 1 embodiment, is collinear with an axis X.
  • the direction of travel DT or first direction of travel may be defined as the direction in which the truck 10 is moving, either in a forward or power unit first direction or a reverse or forks first direction.
  • the accelerometer 1103 may further measure the acceleration of the truck 10 along a transverse direction TR (also referred to herein as a second direction) generally 90 degrees to the direction of travel DT of the truck 10, which transverse direction TR, in the Fig. 1 embodiment, is collinear with an axis Y.
  • the accelerometer 1103 may also measure the acceleration of the truck 10 in a further direction transverse to both the direction of travel DT and the transverse direction TR, which further direction is generally collinear with a Z axis.
  • the remote control device 70 is operative to wirelessly transmit a control signal that represents a first type signal such as a travel command to the receiver 102 on the truck 10.
  • the travel command is also referred to herein as a "travel signal", “travel request” or “go signal”.
  • the travel request is used to initiate a request to the truck 10 to travel by a predetermined amount, e.g., to cause the truck 10 to advance or jog, typically only in the power unit first direction, by a limited travel distance.
  • the limited travel distance may be defined by an approximate travel distance, travel time or other measure.
  • the truck may be driven continuously as long as an operator provides a travel request not lasting longer than a predetermined time amount, e.g., 20 seconds.
  • the controller 103 may be communicably coupled to a traction control system, illustrated as a traction motor controller 106 of the truck 10.
  • the traction motor controller 106 is coupled to a traction motor 107 that drives at least one driven wheel 108 of the truck 10.
  • the controller 103 may communicate with the traction motor controller 106 so as to accelerate, decelerate, adjust and/or otherwise limit the speed of the truck 10 in response to receiving a travel request from the remote control device 70.
  • the controller 103 may also be communicably coupled to a steer controller 112, which is coupled to a steer motor 114 that steers at least one steered wheel 108 of the truck 10.
  • the truck 10 may be controlled by the controller 103 to travel an intended path or maintain an intended heading in response to receiving a travel request from the remote control device 70.
  • the controller 103 may be communicably coupled to a brake controller 116 that controls truck brakes 117 to decelerate, stop or otherwise control the speed of the truck 10 in response to receiving a travel request from the remote control device 70. Still further, the controller 103 may be communicably coupled to other vehicle features, such as main contactors 118, and/or other outputs 119 associated with the truck 10, where applicable, to implement desired actions in response to implementing remote travel functionality.
  • a brake controller 116 that controls truck brakes 117 to decelerate, stop or otherwise control the speed of the truck 10 in response to receiving a travel request from the remote control device 70.
  • the controller 103 may be communicably coupled to other vehicle features, such as main contactors 118, and/or other outputs 119 associated with the truck 10, where applicable, to implement desired actions in response to implementing remote travel functionality.
  • the controller 103 may communicate with the receiver 102 and with the traction controller 106 to operate the truck 10 under remote control in response to receiving travel commands from the associated remote control device 70.
  • the controller 103 may dynamically alter, control, adjust or otherwise affect the remote control operation, e.g., by stopping the truck 10, changing the steer angle of the truck 10, or taking other actions.
  • the particular vehicle features, the state/condition of one or more vehicle features, vehicle environment, etc. may influence the manner in which the controller 103 responds to travel requests from the remote control device 70.
  • the controller 103 may refuse to acknowledge a received travel request depending upon predetermined condition(s), e.g., that relate to environmental or operational factor(s). For example, the controller 103 may disregard an otherwise valid travel request based upon information obtained from one or more of the sensors 58, 76. As an illustration, according to various aspects of the present invention, the controller 103 may optionally consider factors such as whether an operator is on the truck 10 when determining whether to respond to a travel command from the remote control device 70. As noted above, the truck 10 may comprise at least one presence sensor 58 for detecting whether an operator is positioned on the truck 10.
  • the controller 103 may be further configured to respond to a travel request to operate the truck 10 under remote control when the presence sensor(s) 58 designate that no operator is on the truck 10.
  • the truck 10 cannot be operated in response to wireless commands from the transmitter unless the operator is physically off of the truck 10.
  • the controller 103 may refuse to acknowledge a travel request from the transmitter 70.
  • an operator must be located within a limited range of the truck 10, e.g., close enough to the truck 10 to be in wireless communication range (which may be limited to set a maximum distance of the operator from the truck 10).
  • Other arrangements may alternatively be implemented.
  • the controller 103 Upon acknowledgement of a travel request, the controller 103 interacts with the traction motor controller 106, e.g., directly or indirectly, e.g., via a bus such as the CAN bus 110 if utilized, to advance the truck 10 by a limited amount. Depending upon the particular implementation, the controller 103 may interact with the traction motor controller 106 and optionally, the steer controller 112, to advance the truck 10 by a predetermined distance. Alternatively, the controller 103 may interact with the traction motor controller 106 and optionally, the steer controller 112, to advance the truck 10 for a period of time in response to the detection and maintained actuation of a travel control on the remote 70.
  • the controller 103 may interact with the traction motor controller 106 and optionally, the steer controller 112, to advance the truck 10 for a period of time in response to the detection and maintained actuation of a travel control on the remote 70.
  • the truck 10 may be configured to jog for as long as a travel control signal is received. Still further, the controller 103 may be configured to "time out" and stop the travel of the truck 10 based upon a predetermined event, such as exceeding a predetermined time period or travel distance regardless of the detection of maintained actuation of a corresponding control on the remote control device 70.
  • the controller may apply predetermined torque to the braking operation. Under such conditions, the controller 103 may instruct the brake controller 116 to apply the brakes 117 to stop the truck 10.
  • an operator may stand on the platform 32 within the operator's station 30 to manually operate the truck 10, i.e., operate the truck in a manual mode.
  • the operator may steer the truck 10 via the handle 52 and, further, may cause the truck 10 to accelerate via rotation of the switch grip 54.
  • rotation of the switch grip 54 forward and upward will cause the truck 10 to move forward, e.g., power unit first, at an acceleration that may be proportional to the amount of rotation of the switch grip 54.
  • rotating the switch grip 54 toward the rear and downward of the truck 10 will cause the truck 10 to move in reverse, e.g., forks first, at an acceleration that may be proportional to the amount of rotation of the switch grip 54.
  • the controller 103 may communicate with the receiver 102 and with the traction controller 106 to operate the truck 10 under remote control in response to receiving travel commands from the associated remote control device 70.
  • the travel request is used to initiate a request to the truck 10 to travel by a predetermined amount, e.g., to cause the truck 10 to advance or jog in the first direction of travel, i.e., in the power unit first direction, by a limited travel distance.
  • the operator may operate the truck 10 in a remote control mode when the operator is not physically present on the truck but is walking near the truck 10 such as during a picking operation, i.e., when the operator is located off the truck 10 and picking or gathering pick items from warehouse storage areas to be loaded on the truck 10.
  • Operating the truck 10 in the remote control mode is also referred to herein as "semi-automated" operation of the truck 10.
  • the operator When an operator is using the truck 10, such as during a picking operation within a warehouse, the operator typically uses the truck 10 in both the manual mode and the remote control mode.
  • a vehicle controller stored a predefined, fixed vehicle parameter, e.g., a maximum acceleration, to limit the maximum acceleration of the vehicle during operation of the vehicle in the remote control mode.
  • This predefined maximum acceleration limit was sometimes too high, e.g., if the truck was being loaded with a tall stack of articles/packages defining loads that were unstable, and too low if the truck was being loaded with a short stack of articles/packages defining loads that were stable.
  • the present invention more accurately and appropriately defines the one or more drive parameters to be used during a next remote control operation of the truck 10 such that the one or more drive parameters more closely match to the most recent driving behavior of the operator.
  • FIG. 3 An example control algorithm, or process, for the controller 103 is illustrated in Fig. 3 for monitoring first and second drive parameters, e.g., acceleration in first and second directions, during a most recent manual operation of the truck 10 to calculate a corresponding adaptive drive parameter, e.g., a maximum acceleration, to be used by the controller 103 when the truck 10 is next operated in the remote control mode.
  • first and second drive parameters e.g., acceleration in first and second directions
  • a corresponding adaptive drive parameter e.g., a maximum acceleration
  • the controller 103 replaces any stored data, i.e., first stored data, regarding the monitored first and second vehicle drive parameters corresponding to the previous manual operation of the vehicle by the operator with recent data, i.e., second data, regarding the monitored first and second vehicle drive parameters during the most recent manual operation of the vehicle, wherein the recent data is not calculated using or based on the previously stored data from the previous manual operation of the vehicle.
  • the vehicle may have been operated in a remote control mode after the previous manual operation of the vehicle and before the most recent manual operation of the vehicle.
  • An operator may vary acceleration of the truck 10 based on factors such as the curvature of the path along which the truck 10 is being driven, the turning angle of the truck 10, the current floor conditions, e.g., a wet/slippery floor surface or a dry/non-slippery floor surface, and/or the weight and height of any load being carried by the truck 10. For example, if the truck 10 is being driven without a load or with a stable load, e.g., the load has a low height, over a long, straight path, on a dry/non-slippery floor surface, then values for the first acceleration may be high.
  • values for the first acceleration may be low.
  • values for the first acceleration may be high and values for the second acceleration may also be high.
  • the controller 103 receives, after the most recent manual operation of the vehicle or truck 10, a request to implement a semi-automated driving operation, i.e., a request to operate the truck 10 in the remote control mode.
  • a semi-automated driving operation i.e., a request to operate the truck 10 in the remote control mode.
  • the controller 103 may receive a travel request from the remote control device 70. Such a travel request may define a request to implement a first semi-automated driving operation.
  • step 205 the controller 103, based on the first and second monitored vehicle drive parameters during the most recent manual operation of the truck 10, implements the semi-automated driving operation of the truck 10.
  • the controller 103 based on the recent data regarding the monitored first and second vehicle drive parameters during the most recent manual operation of the vehicle, calculates a first value indicative of acceleration of the truck 10 in the first direction and a second value indicative of acceleration of the truck 10 in the second direction.
  • the controller 103 modifies the first value indicative of acceleration in the first direction based on the second value indicative of acceleration in the second direction if the second value falls outside of a pre-defined range.
  • the first value whether modified or not based on whether the second value falls outside or within the pre-defined range, defines a maximum acceleration that cannot be exceeded during the semi-automated driving operation of the truck 10.
  • FIG. 4 An example control algorithm, or process, for the controller 103 is illustrated in Fig. 4 for calculating a first value indicative of acceleration of the truck 10 in the first direction during the most recent manual operation of the truck 10.
  • step 301 a sequence of positive acceleration values in the first direction from the accelerometer 1103 are collected during the most recent manual operation of the vehicle, wherein the first direction is defined by the direction of travel DT of the truck 10, and stored in memory by the controller 103.
  • Rotation of the switch grip 54 forward and upward will cause the truck 10 to move forward, e.g., power unit first, at a positive acceleration in the power unit first direction proportional to the amount of rotation of the switch grip 54.
  • step 303 the acceleration values in the first direction collected during the most recent manual operation of the truck 10 are filtered with a weighted average equation so as to make maximum outliers less weighted and effect smoothing.
  • Example equation 1 set out below, may be used to filter the collected acceleration values in the first direction to calculate weighted average values based on the collected acceleration values in the first direction from the most recent manual operation of the truck 10.
  • wa x ⁇ i + 1 wa x ⁇ i ⁇ g 1 + a x _ i ⁇ m + 1 ⁇ g 2 + a x + i ⁇ m + 2 ⁇ g 3 + a x _ i ⁇ m + 3 ⁇ g 4 ⁇ g s
  • the values a x_[(i*m)+1] , a x_[(i*m)+2] , and a x_[(i*m)+3] are used in the calculation of a weighted average value wa x- ( i+ 1) .
  • "i" can range from 1 to 9, but for purposes of Equation 1, "i” ranges from 1 to 8.
  • the table of Fig. 5 can be arranged as 9 distinct subsets each having 3 elements.
  • a weighted average is calculated according to Equation 1.
  • the example initial arithmetic average and the example 8 weighted averages are shown in Fig. 6 .
  • the subset size of 3 values is merely an example and that utilizing 9 subsets is an example amount as well.
  • a x-wa-max may be selected from any number of initial arithmetic and weighted average values (wa x- i ) calculated.
  • the average values (wa x- i ) calculated during a predetermined time period, e.g., the last ten seconds, may be considered.
  • a predetermined number of initial arithmetic and weighted average values (wa x- i ) calculated, e.g., 25 average values, without taking time into account may be considered.
  • all of the initial arithmetic and weighted average values (wa x- i ) calculated during the entirety of the most recent manual operation of the truck 10 may be considered.
  • the maximum acceleration in the first direction (a x-wa-max ) defines the first value indicative of acceleration of the vehicle in the first direction during the most recent manual operation of the vehicle.
  • a second or a third highest value of the initial arithmetic and weighted average values (wa x- i ) considered may be selected as the maximum acceleration in the first direction a x-wa-max .
  • the set of initial arithmetic and weighted average values (wa x- i ) considered may be averaged to determine the maximum acceleration in the first direction a x-wa-max .
  • Fig. 7 An example control algorithm, or process, for the controller 103 is illustrated in Fig. 7 for calculating a second value indicative of acceleration of the truck 10 in the second direction during the most recent manual operation of the truck 10.
  • step 401 a sequence of acceleration values in the second direction from the accelerometer 1103 are collected, wherein the second direction is defined by the transverse direction TR, see Fig. 1 , and stored in memory by the controller 103.
  • step 403 the collected acceleration values in the second direction collected during the most recent manual operation of the truck 10 are filtered with a weighted average equation so as to make maximum outliers less weighted and effect smoothing.
  • Example equation 3, set out below, may be used to filter the collected acceleration values in the second direction from the most recent manual operation of the truck 10.
  • a y-wa-max may be selected from the initial arithmetic average or any number of weighted averages (wa y-(i+1) ) calculated.
  • the initial arithmetic and weighted average values (wa y- i ) calculated during a predetermined time period, e.g., the last ten seconds, may be considered.
  • a predetermined number of the initial arithmetic and weighted average values (wa y- i ) calculated e.g., 25 average values, without taking time into account, may be considered.
  • all of the initial arithmetic and weighted average values (wa y- i ) calculated during the entirety of the most recent manual operation of the truck 10 may be considered.
  • three (3) values of the initial arithmetic and weighted averages (wa y- j ) were considered.
  • the maximum acceleration of the vehicle in the second direction (a y-wa-max ) defines the second value indicative of acceleration of the vehicle in the second direction during the most recent manual operation of the vehicle.
  • step 501 the controller 103 compares the maximum acceleration in the second direction (a y-wa-max ) to empirically determined ranges set out in a lookup table stored in memory to determine if a correction to the maximum acceleration in the first direction (a x-wa-max ) is appropriate.
  • the maximum acceleration in the second direction is less than a second empirically derived value or falls within an empirically defined "low acceleration" range, then that can indicate the operator believes the load could be unstable even though the calculated maximum acceleration in the first direction is relatively high. Thus, in this second instance, the maximum acceleration for the next semi-automated driving operation can be decreased. If the maximum acceleration in the second direction is in-between the first and the second empirically derived values or within an empirically defined medium range, then no correction, or adjustment, of the maximum acceleration for the next semi-automated driving operation is made.
  • the controller 103 communicates with the traction motor controller 106 so as to limit the maximum acceleration of the truck 10 in the first direction during a next semi-automated or remote control operation to 4.01 m/s 2 .
  • acceleration values in the first and second directions can be calculated in alternative manners.
  • acceleration in the direction of travel DT or first direction can be determined using a velocity sensor, wherein a velocity sensor may be provided on a traction motor controller.
  • the controller 103 may differentiate the velocity or speed values to calculate acceleration values.
  • Acceleration may also be derived from the angular position of the switch grip 54 relative to a home position, which grip 54, as noted above, controls the acceleration/braking of the truck 10.
  • a truck acceleration is chosen from the lookup table which corresponds specific grip angular position values with specific acceleration values. Maximum velocity values may also be provided by the lookup table based on grip angular positions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Manipulator (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (7)

  1. Procédé d'actionnement d'un véhicule de manutention (10) comprenant :
    surveiller, par le biais d'un dispositif de commande (103), un premier paramètre de conduite de véhicule correspondant à une première direction de déplacement du véhicule (10) durant un premier actionnement manuel du véhicule (10) par un opérateur ;
    surveiller, simultanément, par le biais du dispositif de commande (103), un second paramètre de conduite de véhicule correspondant à une seconde direction différente de la première direction de déplacement durant le premier actionnement manuel du véhicule (10) par un opérateur ;
    recevoir, par le biais du dispositif de commande (103) après le premier actionnement manuel du véhicule (10), une demande d'exécution d'un premier actionnement de conduite semi-automatisée ; et
    en fonction des premier et second paramètres de conduite de véhicule surveillés durant le premier actionnement manuel, commander, par le biais du dispositif de commande (103), l'exécution du premier actionnement de conduite semi-automatisée.
  2. Système d'actionnement d'un véhicule de manutention (10) comprenant :
    une mémoire contenant des instructions exécutables ;
    un processeur en communication avec la mémoire, le processeur, lorsqu'il exécute les instructions exécutables :
    surveillant un premier paramètre de conduite de véhicule correspondant à une première direction de déplacement du véhicule (10) durant un premier actionnement manuel du véhicule (10) par un opérateur ;
    surveillant, simultanément, un second paramètre de conduite de véhicule correspondant à une seconde direction différente de la première direction de déplacement durant le premier actionnement manuel du véhicule (10) par un opérateur ;
    recevant, après le premier actionnement manuel du véhicule (10), une demande d'exécution d'un premier actionnement de conduite semi-automatisée ; et
    commandant l'exécution du premier actionnement de conduite semi-automatisée en fonction des premier et second paramètres de conduite de véhicule surveillés durant le premier actionnement manuel.
  3. Procédé selon la revendication 1 ou système selon la revendication 2, dans lequel le premier paramètre de conduite de véhicule comprend une accélération dans la première direction et le second paramètre de conduite de véhicule comprend une accélération dans la seconde direction.
  4. Procédé selon la revendication 1 ou 3 ou système selon la revendication 2 ou 3, dans lequel les première et seconde directions sont sensiblement orthogonales l'une à l'autre.
  5. Procédé selon la revendication 3 ou 4, comprenant en outre :
    calculer une première valeur indiquant une accélération dans la première direction ;
    calculer une seconde valeur indiquant une accélération dans la seconde direction ; et
    modifier la première valeur en fonction de la seconde valeur si la seconde valeur se trouve en dehors d'une plage médiane prédéfinie ; ou
    système selon la revendication 3 ou 4, dans lequel le processeur, lorsqu'il exécute les instructions exécutables :
    calcule une première valeur indiquant une accélération dans la première direction ;
    calcule une seconde valeur indiquant une accélération dans la seconde direction ; et
    modifie la première valeur en fonction de la seconde valeur si la seconde valeur se trouve en dehors d'une plage médiane prédéfinie.
  6. Procédé selon la revendication 5, comprenant en outre :
    en fonction de la valeur modifiée, commander, par le biais du dispositif de commande (103), l'exécution du premier actionnement de conduite semi-automatisée ; ou
    système selon la revendication 5, dans lequel le processeur, lorsqu'il exécute les instructions exécutables :
    commande l'exécution du premier actionnement de conduite semi-automatisée en fonction de la valeur modifiée.
  7. Procédé selon l'une quelconque des revendications 1 ou 3 à 6, ou système selon l'une quelconque des revendications 2 à 6, dans lequel le fait de commander l'exécution du premier actionnement de conduite semi-automatisée comprend le fait de limiter une accélération maximale du véhicule (10).
EP20758021.8A 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manutention de matériaux Active EP4021841B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP24196012.9A EP4442634B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manipulation de matériaux

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201962892213P 2019-08-27 2019-08-27
PCT/US2020/044262 WO2021040959A1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manutention de matériaux

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP24196012.9A Division EP4442634B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manipulation de matériaux
EP24196012.9A Division-Into EP4442634B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manipulation de matériaux

Publications (2)

Publication Number Publication Date
EP4021841A1 EP4021841A1 (fr) 2022-07-06
EP4021841B1 true EP4021841B1 (fr) 2025-04-09

Family

ID=72145486

Family Applications (2)

Application Number Title Priority Date Filing Date
EP24196012.9A Active EP4442634B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manipulation de matériaux
EP20758021.8A Active EP4021841B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manutention de matériaux

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP24196012.9A Active EP4442634B1 (fr) 2019-08-27 2020-07-30 Accélération adaptative pour véhicule de manipulation de matériaux

Country Status (7)

Country Link
EP (2) EP4442634B1 (fr)
KR (1) KR20220051186A (fr)
CN (1) CN114286796B (fr)
AU (1) AU2020336166A1 (fr)
CA (1) CA3147988A1 (fr)
MX (1) MX2022002334A (fr)
WO (1) WO2021040959A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022141995A (ja) * 2021-03-16 2022-09-30 本田技研工業株式会社 台車貸出システム

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3136720B2 (ja) * 1991-12-27 2001-02-19 日産自動車株式会社 車両用トラクション制御装置
JPH07187323A (ja) * 1993-12-28 1995-07-25 Komatsu Forklift Co Ltd 自動倉庫におけるスタッカクレーンの走行移動加減速制御方法
US7017689B2 (en) 2004-05-06 2006-03-28 Crown Equipment Corporation Electrical steering assist for material handling vehicles
US8392049B2 (en) * 2006-07-17 2013-03-05 Nmhg Oregon, Llc Multi-direction vehicle control sensing
CN104991554A (zh) 2006-09-14 2015-10-21 克朗设备公司 用于远程控制物资处理车辆的系统和方法
EP2533121B1 (fr) * 2009-07-02 2018-06-13 Crown Equipment Corporation Véhicule manipulateur des matériaux
BR112014016883A8 (pt) * 2012-01-25 2017-07-04 Crown Equip Corp método para monitorar de maneira dinâmica um ou mais sistemas de tração de um veículo industrial, e, veículo industrial
CN104755339B (zh) * 2012-08-16 2017-06-06 捷豹路虎有限公司 用于控制车辆速度的系统和方法
AU2014277738B2 (en) * 2013-12-19 2020-04-30 The Raymond Corporation Integrated touch screen display with multi-mode functionality
GB2525840B (en) * 2014-02-18 2016-09-07 Jaguar Land Rover Ltd Autonomous driving system and method for same
CN205740199U (zh) * 2016-07-06 2016-11-30 苏州罗伯特木牛流马物流技术有限公司 一种半自动自运行物流叉车
US10435023B2 (en) * 2016-12-19 2019-10-08 Continental Automotive Systems, Inc. Predictive powertrain limits strategy for autonomous/automated driving vehicle
US10459450B2 (en) * 2017-05-12 2019-10-29 Autonomy Squared Llc Robot delivery system
US10119272B1 (en) * 2017-06-12 2018-11-06 Amazon Technologies, Inc. Interference frames

Also Published As

Publication number Publication date
CN114286796A (zh) 2022-04-05
MX2022002334A (es) 2022-04-06
WO2021040959A1 (fr) 2021-03-04
EP4442634B1 (fr) 2025-10-15
AU2020336166A1 (en) 2022-03-03
CA3147988A1 (fr) 2021-03-04
EP4442634A2 (fr) 2024-10-09
CN114286796B (zh) 2024-01-02
EP4021841A1 (fr) 2022-07-06
EP4442634A3 (fr) 2025-01-01
KR20220051186A (ko) 2022-04-26

Similar Documents

Publication Publication Date Title
US20250060745A1 (en) Adaptive acceleration for semi-automated driving operation of a materials handling vehicle
US11827503B2 (en) Adaptive acceleration for materials handling vehicle
US9207673B2 (en) Finger-mounted apparatus for remotely controlling a materials handling vehicle
KR20160028508A (ko) 물류 취급 차량용 조향 제어 조작들
US12411505B2 (en) Adaptive acceleration for materials handling vehicle
EP4021841B1 (fr) Accélération adaptative pour véhicule de manutention de matériaux
EP4121386B1 (fr) Réinitialisation de données stockées associées à un paramètre d'entraînement surveillé sur la base d'un début détecté d'opération de prise de livraison
CN114730190B (zh) 物料搬运车辆的自适应加速度
KR102901521B1 (ko) 자재 취급 차량을 위한 적응형 가속
JPH1153002A (ja) マンマシン制御系の知的制御装置

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20220328

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230529

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20240123

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20241202

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602020049133

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20250409

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1783413

Country of ref document: AT

Kind code of ref document: T

Effective date: 20250409

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250811

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20250722

Year of fee payment: 6

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250710

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250709

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20250724

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20250725

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250709

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250809

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250409