method to automatically apply a steering correction maneuver to a material handling vehicle, and, ma

专利摘要:
METHOD FOR AUTOMATICALLY APPLYING A STEERING CORRECTION MANEUVER IN A MATERIAL HANDLING VEHICLE, AND, MATERIAL HANDLING VEHICLEA material handling vehicle (10) automatically applies a steering correction maneuver if an object (172) is detected in a steering stop zone (132) in front of the vehicle. A controller detects whether an object is in front of the material handling vehicle and automatically determines whether a correction maneuver should be to the right or left of the material handling vehicle's direction of travel. The material handling vehicle automatically corrects the vehicle's direction, for example, by a certain steering angle, which is opposite to the direction of the position of the detected object, and accumulates the distance traveled by the vehicle, while a steering correction is performed . The vehicle then automatically counteracts the vehicle, for example, by a certain amount, in the opposite direction, as a correction of direction, by a percentage of the accumulated distance traveled in the direction. After performing the counter-steering maneuver, the vehicle can, for example, resume a substantially straight orientation.
公开号:BR112012003579A2
申请号:R112012003579-7
申请日:2009-12-30
公开日:2020-08-11
发明作者:Anthony T. Castaneda；William N. Mccroskey；James F. Schloemer；Mark E. Schumacher；Vernon W. Siefring；Timothy A. Wellman
申请人:Crown Equipment Corporation；
IPC主号:

专利说明:

“METHOD FOR AUTOMATICALLY APPLYING A MANEUVER DIRECTION CORRECTION IN A MATERIAL HANDLING VEHICLE, AND, MATERIAL HANDLING VEHICLE ”
TECHNICAL FIELD 5 This application claims the benefit of US Provisional Patent Application Serial No. 61 / 234,866, filed on August 8, 2009, entitled “STEER CORRECTION FOR A REMOTELY OPERATED MATERIALS HANDLING VEHICLE,” the full description of which is incorporated by reference here. This application is an International Patent Application Serial No. PCT / US09 / 66789, filed on December 4, 2009, entitled “MULTIPLE ZONE SENSING FOR MATERIALS HANDLING VEHICLES” and is a US Patent Application CIP 12 / 631,007, filed on December 4, 2009, the full descriptions of each of which are incorporated by reference here. This order is related to International Order No. PCT / US09 / 69833, filed on December 30, 2009, entitled “STEER CORRECTION FOR A REMOTALY OPERATED MATERIALS HANDLING VEHICLE”, the total description of which is incorporated by reference.
TECHNICAL BASICS Collection carts in low order are normally used to collect materials from warehouses and distribution centers. These collection carts typically include loading forks and a power unit, having a platform on which the operator can step and mount while controlling the cart. The power unit also has a steering wheel and corresponding traction and steering control mechanisms, such as, for example, a steering arm that is coupled with the steering wheel. A handle attached to the steering arm typically includes the operational controls required to drive or follows page 1a
1st cart and operate its handling characteristics.
In a typical material collection operation, an operator fulfills orders from the available material items, which are located in the storage areas, provided along a plurality of 5 aisles in the warehouse or distribution center.
In this sense, the operator drives a collection cart in order at low height, to a first location where the item (s) must be picked up.
In the picking process, the operator typically steps out of the collection cart in order, walks over the appropriate location, and retrieves the stock item (s) ordered in his / her storage area (s) associated (s). The operator returns to the collection cart in order and places the material picked up on a pallet,
page 2 follows a collection box or other support structure carried by the cart forks. Upon completing the collection process, the operator advances the collection cart in order to the next location where the item (s) must be picked up. 5 It is not uncommon for an operator to repeat the process of collecting several hundred times in order. In addition, the operator may be asked to collect several orders per shift. Therefore, the operator may be required to spend a considerable amount of time relocating and repositioning the collection cart in order, which reduces the operator's available time to be spent picking up material.
DESCRIPTION OF THE INVENTION In accordance with various aspects of the present invention, computer program systems, methods and products are provided to automatically apply a steering correction maneuver to a material handling vehicle. A controller in a material handling vehicle receives data from a first sensor, from at least one sensing device, in which the data received from the first sensor defines a first direction stop zone that is proximal to the material handling vehicle. The controller also receives data from a second sensor, from at least one sensing device, in which the data received from the second sensor defines a second steering stop zone, which is also proximal to the material handling vehicle. The controller also detects when an object is within at least one of the first and second direction stop zones, based on the received sensor data. If an object is detected in one of the first and second steering stop zones, a steering correction maneuver is performed to avoid the object. The steering correction maneuver may comprise the determination, by the controller, of whether the steering correction maneuver should be to the right or left of the direction of travel of the material handling vehicle, based on the received sensor data, defining at least a first and a second steering stop zone.
The material handling vehicle performs a first steering correction maneuver, if the controller determines that the object is to the left of the material handling vehicle, by means of an automatic correction of the vehicle direction to the right, for example, by correcting the vehicle's direction to the right by a known correction angle, accumulating the distance traveled by the material handling vehicle, while automatically correcting the vehicle's direction to the right; and, against automatically directing the material handling vehicle to the left, for example, by means of a corresponding angle of counter steering, for a percentage of the accumulated distance traveled in the steering.
Correspondingly, the material handling vehicle performs a second steering correction maneuver, if the controller determines that the object is to the right of the material handling vehicle, by automatically correcting the vehicle's direction to the left, for example, by correcting the vehicle's direction to the left, by a known correction angle, accumulating the distance traveled by the material handling vehicle, while automatically correcting the vehicle's direction to the left, and automatically counter directing the handling vehicle of materials to the right, for example, by a corresponding angle of counter-correction, by a percentage of the accumulated distance traveled in the direction.
Suitably, the step of accumulating the distance traveled by the vehicle while correcting the steering comprises accumulating the distance traveled by the vehicle until the detected object is no longer, neither in the first nor in the second direction stop zone.
In a suitable embodiment, the counter-steering of the material handling vehicle is carried out for an amount of up to half the accumulated distance; and / or by an angle that is up to half the corresponding steering angle used to correct the vehicle's steering.
Direction correction may involve increasing the steering angle to a fixed fixed value.
The at least one remote sensing device can be at least one laser scanning device, at least one ultrasonic sensor, or a combination of at least one laser scanning device and at least one ultrasonic sensor.
For example, at least one laser scanning device can be used to verify the results of at least one ultrasonic sensor.
Remote sensing devices can have at least two outputs that designate whether the object was detected in the first direction stop zone or in the second direction stop zone.
The controller conveniently analyzes the outputs to determine in which zone the object was detected.
According to some embodiments of the invention, carrying out the steering correction maneuver may include automatic correction of the vehicle's steering by a predetermined angle of the driven wheel, so that the angle of the cart changes depending on the accumulated distance traveled and fixed.
The steering angle can, for example, be fixed approximately between 5 and 10 degrees.
At least one remote sensing device can also be used to define one or more detection zones (as described elsewhere) to detect an object located along the displacement path of the aforementioned power unit, generating said detector a signal distance, when detecting an object corresponding to a distance between the detected object and the vehicle.
The vehicle can also comprise a load sensor (as described elsewhere) to generate a weight signal for the controller, indicating a weight of a load on said handling set. In this way, the controller can also receive signals from at least one sensing device, comprising a distance signal and a weight signal, and, generating a corresponding vehicle stop, or a maximum allowed speed signal, based on in the mentioned signs of distance and weight. In another aspect, the invention provides a method for automatically applying a steering correction maneuver to a material handling vehicle of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS Fig.1 is an illustration of a material handling vehicle capable of wireless remote operation in accordance with various aspects of the present invention. Fig.2 is a schematic diagram of various components of the material handling vehicle capable of wireless remote operation in accordance with various aspects of the present invention. Fig.3 is a schematic diagram illustrating detection zones for a material handling vehicle according to various aspects of the present invention. Fig. 4 is a schematic diagram illustrating an exemplary approach to the detection of an object according to various aspects of the present invention. Fig.5 is a schematic diagram illustrating a plurality of detection zones for a material handling vehicle according to additional aspects of the present invention. Fig. 6 is an illustration of a material handling vehicle having obstacle detectors apart from each other according to various aspects of the present invention. Fig. 7 is an illustration of a material handling vehicle, having obstacle detectors in accordance with additional aspects of the present invention.
Fig. 8 is an illustration of a material handling vehicle, having obstacle detectors in accordance with other additional aspects of the present invention.
Fig. 9 is a block diagram of a material handling vehicle control system, which is coupled with sensors, to detect objects in the vehicle's travel path according to various aspects of the present invention.
Fig. 10 is a flow chart of a method for implementing a direction correction according to various aspects of the present invention.
Fig. 11 is a schematic illustration of a material handling vehicle, traveling along a narrow aisle of a warehouse, under a wireless remote operation, which is an automatic implementation of a steering correction maneuver according to various aspects of the present invention.
Fig. 12 is a graph illustrating an exemplary speed of a material handling vehicle, implementing a steering correction maneuver, under a wireless remote operation in accordance with various aspects of the present invention.
Fig. 13 is a graph illustrating input data from the example steering stop for a controller, which illustrates whether the object is captured in the left or right zone according to various aspects of the present invention.
Fig. 14 is a graph illustrating an exemplary direction correction, in degrees, to illustrate an exemplary and illustrative direction correction maneuver applied to the material handling vehicle, under a wireless remote operation in accordance with various aspects of the present invention.
WAYS TO CARRY OUT THE INVENTION In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings, which form part of it and are shown by way of illustration, and not as a means of limiting the modes specific embodiments by which the invention can be put into practice. It should be understood that other embodiments can be used and that changes can be made without departing from the spirit and scope of the various embodiments of the present invention. In particular, unless otherwise stated, the features described in relation to a specific figure should not be considered as limited only to the specific embodiment, but can be incorporated into or exchanged with the features described in relation to other modes specific performance targets, as will be clear to experts. Low-height collection cart Referring now to the drawings and, in particular, Fig. 1, a material handling vehicle, which is illustrated as a low-height collection cart 10 generally includes a load handling assembly 12 extending from the power unit 14. The load handling assembly 12 includes a pair of forks 16, with each fork having a set of wheels to support the loads 18. The cargo handling assembly 12 may include other loading characteristics, in addition to, or in place of, the illustrated fork arrangement 16, such as load stop, scissor lift forks), external carriers or independent height adjustable forks. (In addition, the load handling assembly 12 may include load characteristics such as a mast, a loading platform, a collecting box or other support structures loaded by the forks 16, or, further, provided to handle a supported load and loaded by the cart.
The illustrated power unit 14 comprises an operator passing station, dividing a first final section of the power unit 14 (opposite the forks 16) from the second final section (proximal to the 5 forks 16). The operator's crossing station provides a platform on which the operator can operate the various features included in the cart 10. Presence sensors 58 can be provided to detect the presence of an operator in the cart 10. For example, presence sensors may be located on, above, or under the platform floor, or provided on the operator's station.
In an exemplary cart in Fig. 1, presence sensors 58 are shown in dotted lines indicating that they are positioned under the platform floor.
Under this arrangement, presence sensors 58 may comprise load sensors, switches, etc.
As an alternative, presence sensors 58 can be implemented above the platform floor, for example, using ultrasonic, capacitive or other sensing technologies.
The use of presence sensors 58 will be described in more detail here.
An antenna 66 extends vertically from the power unit 14 and is provided to receive control signals from the corresponding wireless remote control device 70. The remote control device 70 can comprise a transmitter that is used or even maintained by the operator.
The remote control device 70 can be operated manually by an operator, for example, by pressing a button or other control, to cause the remote control device 70 to wirelessly transmit at least one type of signal designating a travel request to the cart 10. The travel request is a command that requests that the corresponding cart 10 travel by a certain amount, as will be described in more detail here.
The cart 10 further comprises one or more obstacle sensors 76, which are provided on the cart 10, for example, in the direction of the section of the first end of the power unit 14 and / or the sides of the power unit 14. obstacles 76 include at least one non-contact obstacle sensor in cart 10, and are operable to define at least one detection zone.
For example, the at least one detection zone can define an area at least partially in front of a forward direction of cart 10, when cart 10 is moving, in response to a move request received from the device remote control 70, as will also be described in more detail here.
The obstacle sensors 76 can comprise any proximity detection technology that is suitable, such as, for example, ultrasonic sensors, optical recognition devices, infrared sensors, laser scanning sensors, etc., that is capable of detecting the presence of objects / obstacles, that is, capable of generating signals that can be analyzed to detect the presence of objects / obstacles within a predefined detection zone (s) of the power unit 14. In practice, the cart 10 can be implemented in other shapes, styles and with other aspects, such as a tip control platform cart that includes a steering frame arm that is coupled with a handle to direct the cart.
Likewise, although the remote control device 70 is illustrated as a glove-shaped structure 70, several implementations of the remote control device 70 can be implemented, including, for example, a finger vest, a strap or a shaped mount strap, etc. In addition, the cart, the remote control system and / or its components, including the remote control device 70, may comprise any additional and / or alternative aspects or implementations, examples of which are disclosed in the Order Provisional Patent Registration No. Serial No. 60 / 825,688, filed on September 14, 2006, called “SYSTEMS AND
METHODS OF REMOTELY CONTROLLING A MATERIALS 5 HANDLING VEHICLE ”; Patent Registration Application Serial No. 11 / 855,310, filed on September 14, 2007, called “SYSTEMS
AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE ”; Patent Registration Application Serial No. 11 / 855,324, filed on September 14, 2007, called “SYSTEMS
AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE ”; Provisional Patent Registration Application Serial No. 61 / 222,632, filed on July 2, 2009, called “APPARATUS FOR REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”; Patent Registration Application Serial No. 12 / 631,007, filed on December 4, 2009, called “MULTIPLE ZONE SENSING FOR MATERIALS HANDLING VEHICLES”; Provisional Patent Registration Application Serial No. 61 / 119,952, filed on December 4, 2008, called “MULTIPLE ZONE SENSING FOR REMOTELY CONTROLLED MATERIALS HANDLING VEHICLES”, and / or US Patent No. 7,017,689, issued on March 28, 2006, called “ELECTRICAL STEERING ASSIST FOR MATERIAL HANDLING VEHICLE”, whose full descriptions are hereby incorporated by reference. Control system for remote operation of a low-height collection cart With respect to Fig. 2, a block diagram illustrates an arrangement for controlling the remote control commands integrated with cart 10. Antenna 66 is coupled with a receiver 102 to receive commands issued by the remote control device 70. The receiver 102 passes the received control signals to a controller 102, which implements the appropriate response to the received commands, and can thus be called the master controller.
In this sense, controller 103 is implemented in hardware and can also run software 5 (including firmware, resident software, microcodes, etc.). Furthermore, aspects of the present invention may take the form of a computer program incorporated in one or more computer-readable media, having a human-readable program code incorporated therein.
For example, cart 10 may include a memory that stores the product of the computer program which, when implemented by a processor of controller 103, implements a direction correction, as described more fully here.
In this way, controller 103 may define, 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 the memory elements, for example, through a system bus or other suitable connection.
The memory elements can include local memory, used during the actual execution of the program code, memory that is integrated with an application-specific micro controller or integrated circuit (ASIC), a series of programmable ports, or other processing device reconfigurable, etc.
The response implemented by controller 103, in response to wireless commands received, for example, via a wireless transmitter 70 and a corresponding antenna 66 and receiver 102, may comprise one or more actions, or inactions, depending on the logic that is being implemented.
Positive actions may include controlling, adjusting or even affecting one or more components of the cart 10. Controller 103 can also receive information from other inputs
104, for example, from sources such as presence sensors 58, obstacle sensors 76, switches, load sensors, encoders and other devices / features available for cart 10, to determine the appropriate action in response to commands received at 5 from remote control device 70. Sensors 58, 76, etc. can be coupled to controller 103 via inputs 10, or via a trolley network, such as a control area network (CAN) bus 110. In an example arrangement, the remote control device 70 it is operative to transmit a control signal wirelessly, which represents a first type of signal, such as a displacement signal for receiver 102 in cart 10. The command signal is also called "displacement signal", " displacement request ”, or“ go signal ”. The displacement signal is used to initiate a request for the cart 10 to move by a predetermined amount; for example, making cart 10 advance or advance slowly in a first direction over a limited distance.
The first direction can be defined, for example, by moving the cart 10 first in a force unit 14, i.e., load handling assembly 12 (e.g., forks 16) for the rear direction.
However, other travel directions can alternatively be defined, and in this way, obstacle detectors can be positioned in the vehicle appropriately.
Furthermore, the cart 10 can be controlled to move in a direction, generally straight, or along a predetermined orientation.
Correspondingly, the travel distance, which is limited, can be specified by means of travel distance, travel time and other approximate measures.
In this way, the type of signal that is received by receiver 102 is communicated to controller 103. If controller 102 determines that the displacement signal is a valid displacement signal, and that the current vehicle conditions are appropriate (explained in greater detail). details below), controller 103 sends a signal to the appropriate control setting of the specific cart 10 to advance and then stop cart 10. Stop 5 of the cart can be implemented, for example, or by allowing cart 10 to coast a stop, or applying a brake to stop the cart
10. As an example, controller 103 can be connected in a communicating way with a traction system, illustrated as traction motor controller 106 of the trolley 10. Traction motor controller 16 is coupled with a traction motor 107, which drives at least one driven wheel 108 of the cart 10. The controller 103 can communicate with the traction motor controller 106 in order to accelerate, slow down, adjust and / or even limit the speed of the cart 10 in response to reception of a travel request from the remote control device
70. Controller 103 may also be coupled in a communicating manner with direction controller 112, which is coupled with a steering motor 114, which drives at least one driven wheel 108 of cart 10. In this sense, cart 10 can be controlled by controller 102, to travel on a desired path, or to maintain a desired orientation, in response to receiving a travel request from remote control device 70. Still as another illustrative example, controller 103 can be communicated with the brake controller 116, which controls the brakes of the cart 117 to slow down, or even to control the speed of the cart 10, in response to the receipt of a travel request from the remote control device 70. In addition hence, controller 103 can be coupled in a communicating manner with other vehicle characteristics, such as contactors 118, and / or other outputs
119 associated with cart 10, when applicable, to implement the desired actions, in response to the remote implementation of the displacement functionality.
According to various aspects of the present invention, the controller 103 can communicate with the receiver 102 and the traction controller 106 to operate the cart 10, under a remote control, in response to the receipt of the displacement commands, from the device remote control 70 associated.
In addition, controller 103 can be configured to perform a first action, if cart 10 is moving, for example, under a remote control in response to a travel request, and if an obstacle is detected in one of the zones detection points previously detected.
Controller 103 can also be configured to perform a second action, different from the first action, if cart 10 is moving (for example, under a remote control, in response to a travel request) and an obstacle is detected on Monday. detection zones.
In this regard, when the shift signal is received by controller 103, from remote control device 70, any number of factors can be considered by controller 102 to determine whether the received shift signal should be triggered to initiate and / or support the movement of the cart 10. Correspondingly, if the cart 10 is moving, in response to a command received by the wireless remote control, controller 103 can dynamically change, control, adjust or even affect the remote control operation. , for example, by stopping cart 10, changing the cart's steering angle, or by taking other actions.
In this way, the particular characteristics of the vehicle, the state / condition of one or more characteristics of the vehicle, the environment of the vehicle, etc. can influence the way in which controller 103 responds to travel requests, from remote control device 70.
Controller 103 may refuse to recognize a travel request signal, depending on predetermined conditions; for example, related to environmental factors, or operational.
For example, controller 103 may disregard or, on the other hand, validate a displacement request, by obtaining information from one or more sensors 58, 76. As an illustration according to various aspects of the present invention, controller 103 may optionally consider factors such as whether the operator on cart 10, when determined, responds to a travel command from a remote control device 70. As noted above, cart 10 can comprise at least one presence sensor 58 , to detect if an operator is positioned in the cart 10. In this sense, the controller 103 can also be configured to respond to a travel request, to operate the cart 10 under remote control when the sensor (s) of presence 58 designate (in) that there is no operator on the cart 10. Thus, in this implementation, the cart 10 cannot be operated in response to wireless commands from a transmitter, unless the o operator is physically out of the cart 10. Similarly, if the object sensor 76 detects that an object, including the operator, is adjacent and / or proximal to the cart 10, controller 103 may refuse to acknowledge a travel request to from transmitter 70. Thus, in an exemplary implementation, an operator must be located within a limited range of cart 10, for example, sufficiently close to cart 10, to be in the wireless communication range (which can be limited, to configure a maximum distance from the cart operator 10). Other arrangements can alternatively be implemented.
Any other reasonable number of conditions, factors, parameters or other considerations can also alternatively be implemented by the controller 103, to interpret and take an action, in response to the reception of signals from the transmitter.
Other exemplary factors are set out in more detail in the U.S. Provisional Patent Application.
Serial number 60 / 825,688, called “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A 5 MATERIALS HANDLING VEHICLE”; US Patent Registration Application Serial No. 11 / 855,310, called “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”; Patent Registration Application Serial No. 11 / 855,324, called “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”; Provisional Patent Registration Application Serial No. 61 / 222,632, called “APPARATUS FOR REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE;”; Patent Registration Application Serial No. 12 / 631.007, called “MULTIPLE ZONE SENSING FOR MATERIALS HANDLING VEHICLES”; Provisional Patent Registration Application Serial No. 61 / 119,952, called “MULTIPLE ZONE SENSING FOR REMOTELY CONTROLLED MATERIALS HANDLING VEHICLES”, whose descriptions are here, each of which has already been incorporated by reference.
Upon recognizing a travel request, controller 103 interacts with traction motor controller 106, for example, directly or indirectly, for example, by means of a bus, such as the CAN 110 bus used, to advance cart 10, for example a limited amount.
Depending on the specific implementation, the controller 102 can interact with the traction motor controller 106 and, optionally, with the direction controller 112, to advance the cart 10 by a predetermined distance.
Alternatively, controller 103 can interact with traction motor controller 106 and, optionally, with steering controller 112, to advance cart 10 for a period of time, in response to a detection and a drive maintained by the drive control. remote displacement 70. Still, as another additional illustrative example, the cart 10 can be configured to move slowly, during the duration of the reception of the displacement control signal.
In addition, controller 103 can be configured 5 to "end" the time and interrupt the movement of the cart 10, based on a predetermined event, such as, for example, exceeding a predetermined period of time, or a distance of movement, independently of the detection of the drive, maintained by a corresponding control of the remote control device 70. The remote control device 70 can also be operative to transmit a second type of signal, such as the “stop signal”, designating that the cart 10 must brake and / or, on the other hand, be at rest.
The second type of signal can also be involved, for example, after the implementation of a “move” command, for example, after the cart has moved a predetermined distance, moved for a predetermined period of time, etc., under control remote in response to a move command.
If controller 103 determines that a signal, received wirelessly, is a stop signal, controller 103 sends a signal to traction controller 106, brake controller 116 and / or another component of the cart, to take cart 10 to rest.
As an alternative to the stop signal, the second type of signal may comprise a "coasting signal", or a "controlled deceleration signal", designating that the cart 10 must coast, eventually reducing the speed to rest.
The time it takes to take the cart 10 to a complete rest can vary depending, for example, on the intended application, on the conditions of the environment, the capacities of the specific cart 10, the load on the cart 10 and other similar factors.
For example, after completing an appropriate movement by walking slowly, it may be desirable to allow stroller 10 to “coast” for a distance before entering rest, so that stroller 10 stops slowly.
This can be achieved using regenerative braking to slow the cart 10 to a stop.
Alternatively, a braking operation can be applied, after a predetermined time delay, to allow an additional predetermined travel range for the cart 10, after the start of the stop operation.
It may also be desirable to take the cart 10 to a relatively faster stop, for example, if an object is detected in the path of the cart 10 travel, or, an immediate stop may be desirable, after a successful slow walk operation. .
For example, controller 103 can apply a predetermined torque to the braking operation.
Under these conditions, controller 102 can instruct brake controller 116 to apply brakes 117 to stop cart 10. Detection zones for a material handling vehicle With respect to Fig. 3 according to various aspects of the present invention, one or more obstacle sensors 6 are configured, so as to collectively allow the detection of objects / obstacles within multiple “detection zones”. In this sense, controller 103 can be configured to change one or more operational parameters of the cart 10, in response to the detection of an obstacle in one or more detection zones, as shown in greater detail.
The control of the cart 10, using the detection zones, can be implemented when the operator is mounted / driving the cart 10. One or more detection zones can also be disabled, or even ignored by the controller 103, when the operator is mounted on the , or driving cart 10; for example, to allow the operator to navigate the cart in tight spaces.
The functions can be disabled by the operator, or automatically, based on the presence of the operator.
The control of the cart 10 using the detection zones can also be integrated with an additional remote control,
as is shown and described here more fully.
Although six obstacle sensors 76 are shown for the sake of clarity of the discussion here, any number of obstacle sensors 76 can be used, for example, 2, 3, 4, 5, 6, 7 or more.
The number of obstacle sensors 76 will likely vary depending on the technology used to implement the sensor, the size and / or range of detection zones, the number of detection zones, and / or other factors.
In an illustrative example, the first detection zone 78A is located proximal to the force unit 14 of the cart 10. A second detection zone 78B, which is defined adjacent to the first detection zone 78A, appears to generally circumscribe the first detection zone 78A detection.
A third area is also conceptually defined as the total area outside the first and second detection zones 78A, 78B.
Although the second detection zone 78B is illustrated as substantially circumscribing the first detection zone 78A, any other practical arrangement that defines the first and second detection zone 78A, 78B can be performed.
For example, all or some portions of detection zones 78A, 78B may intersect, overlap or be mutually exclusive.
Furthermore, the specific shape of the detection zones 78A, 78B may vary.
Furthermore, any number of detection zones can be defined, of which additional examples are described in more detail here.
In addition, the detection zones do not need to surround the entire cart 10. On the contrary, the shape of the detection zones may be dependent on a specific implementation, as shown in more detail here.
For example, detection zones 78A, 78B should be used to control speed while the cart is moving, without an operator mounted on it, under a remote control shift, in a first orientation of a power unit (with forks) back); then, the detection zones 78A, 78B can be oriented at least in front of the direction of travel of the cart 10. However, the detection zones can also cover other areas, for example, adjacent to the sides of the cart 10. According to various aspects of the present invention, the first detection zone 78A can further designate a "stop zone". Correspondingly, the second detection zone 78B may further designate a "first speed zone". Under this arrangement, if an object, for example, an obstacle is detected within the first detection zone 78A, the material handling vehicle, for example, cart 10, is moving, for example, under remote control, in response to a travel request, then controller 102 can be configured to implement an action, such as, for example, a “stop action” to bring cart 10 to a stop.
In this regard, the movement of the cart 10 can continue, as long as the obstacle is eliminated; or in a second subsequent movement request, from the remote control device70, it may be requested to restart the movement of the cart 10, once the obstacle has been eliminated.
If a travel request is received from a remote control device 70 while the cart is at rest, and an object is detected within the first detection zone 78A, then controller 103 can refuse the travel request and keep the stand at rest until the obstacle has been removed from the stop zone.
If an object / obstacle is detected within the second detection zone 78B, and the material handling vehicle 10 is traveling, for example, under remote control, in response to a request for displacement; then, controller 102 can be configured to implement a different action.
For example, controller 103 may implement a first speed reduction action, to slow cart 10 to a first predetermined speed; such as when the cart 10 is traveling at a speed greater than the first predetermined speed.
Thus, suppose that cart 10 is moving, 5 in response to the implementation of a travel request, from a remote control device V2, as established by a set of operating conditions, where obstacle sensors 76 do not detect an obstacle in the detection zone.
If the cart 10 is initially at rest, the cart can be accelerated to speed V2. The detection of an obstacle within the second detection zone 78B (but not in the first detection zone 78A) can cause the cart 10, by means of, for example, controller 103, to change at least one operational parameter, for example, to reduce the speed of the cart 10 to a first predetermined speed V1, which is lower than the speed V2. That is, V1 <V2. Once the obstacle is removed from the second detection zone 78B, the cart 10 can resume its speed V2, or the cart 10 can maintain its speed V1, until the cart stops and the remote control device 70 starts. another travel request.
In addition, if the detected object is subsequently detected within the first detection zone 78A, the cart 10 will be stopped, as is more fully described here.
Suppose, as an illustrative example, that cart 10 is configured to travel at a speed of approximately 4 kilometers per hour (km / h) for a predetermined limited amount, if cart 10 is traveling without an operator on board and is under wireless remote control, in response to a corresponding move request from remote control 70, as long as there are no objects detected in a defined detection zone.
If an object is detected in the second detection zone 78B, then controller 103 can adjust the speed of the cart 10, to a speed of approximately 24 km / h, or to some other speed, less than 4 km per hour - (km / h). If an obstacle is detected in the first detection zone 78A, then controller 102 for cart 10. 5 The above example assumes that cart 10 is moving, under a wireless remote control, in response to a valid signal received from a transmitter 10. In this regard, obstacle sensors 76 can be used to adjust the operating conditions of an unoccupied cart 10. However, obstacle sensors 76 and the corresponding logic controls may also be operational when cart 10 is being operated. driven by an operator, for example, mounted on the platform or in another suitable location of the cart 10. In this way, according to various aspects of the present invention, the controller 103 can stop the cart 10, or refuse to allow the cart 10 move, if an object is detected within the stop zone 78A, regardless of whether the cart is being driven by an operator, or is operating automatically, in response to receiving a corresponding travel request transmitted wirelessly.
Correspondingly, depending on the specific implementation, the ability to control / limit the speed of controller 102, for example, in response to the detection of an object in the second object detection zone 78B, but not in the first object detection zone 78A, may be implemented, regardless of whether the cart 10 is moving, in response to receiving a corresponding wireless travel request, or whether an operator is mounted on a cart 10 while driving it.
However, according to various aspects of the present invention, and as briefly noted above, situations can occur in which it is desirable to disable one or more detection zones, when the cart 10 is being driven by an operator.
For example, it may be desirable to override / disable obstacle sensors 76 / logic controllers, while the operator is driving cart 10, regardless of external conditions.
As an additional example, it may be desirable to bypass / disable obstacle sensors / logic controllers 5, while the operator is driving cart 10, to allow the operator to navigate cart 10 in tight blocks, for example, navigate in tight spaces, move around corners, etc., which could otherwise trigger one or more detection zones.
Therefore, the actuation of the logic controller, for example, as controller 103, to use object detection in the detection zones, to help control the cart 10, while the cart 10 is occupied by an operator according to various aspects of the present invention, can be controlled manually, program controlled or selectively controlled.
With respect to Fig. 4 in accordance with additional aspects of the present invention, one or more obstacle sensors 76 can be implemented by ultrasonic technology, or by other non-contact technologies, capable of measuring and / or determining a position from a distance.
In this way, the distance to an object can be measured, and / or a determination can be made to ensure that the detected object is within the detection zone 78A, 78B, for example, due to the distance from the cart object 10 As an example, an obstacle sensor 76 can be implemented by an ultrasonic sensor or transducer, which provides a “ping” signal, such as, for example, a high frequency signal generated by a piezo element.
The ultrasonic sensor 76 then rests and listens to respond.
In this sense, the travel time of the information can be determined and used to define each zone.
In this way, the controller, for example, controller 103, or a specific controller associated with object sensors 76 can use software that searches for a travel time of the information, to determine whether an object is within the detection zone.
In accordance with additional aspects of the present invention, multiple obstacle sensors 76 can work together to achieve object sensing.
For example, a first ultrasonic sensor can send a "ping" signal. The first ultrasonic sensor and one or more ultrasonic sensors can then listen for an answer.
In this way, controller 103 can use diversity to identify the existence of an object within one or more detection zones.
With reference to Fig. 5, the implementation of multiple speed zone control is illustrated in accordance with an additional aspect of the present invention.
It should be understood that these examples are provided as illustrations and that their use is not restricted to the control of a wireless vehicle.
As illustrated, three detection zones are provided.
If an object, such as an obstacle, is detected in the first detection zone 78A, and if cart 10 is traveling in response to receiving a corresponding travel request, transmitted wirelessly by transmitter 70, then a first action can be taken carried out, for example, the trolley can be taken back to a stop, as described more fully here.
If an object, such as an obstacle, is detected in the second detection zone 78B and the cart is moving in response to receiving a corresponding wirelessly transmitted travel request, then a second action can be performed, for example. example, vehicle speed may be limited, reduced, etc.
In this way, the second detection zone 78B can further designate a first speed zone.
For example, the speed of the cart 10 can be reduced and / or limited to a relatively lower first speed, for example, approximately 4 km / h). If an object, such as an obstacle is detected in a third detection zone 78C and cart 10 is moving,
in response to a corresponding travel request transmitted wirelessly by transmitter 70, then a third action can be performed; for example, the cart 10 may have its speed reduced, or even limited to a second speed; for example, approximately 45 km / h.
In this way, the third detection zone can also designate a second speed zone.
If objects are not detected in the first, second and third detection zones 78A, 78B, 78C, then cart 10 can be remotely controlled to move for a limited amount, for example, at a rate that is greater than the speed rate when an obstacle is in a third detection zone, for example, a speed of approximately 6.2 km / h.
As shown in Fig. 5, the detection zones can be defined by different standards in relation to the cart 10. In addition, in Fig. 5, a seventh obstacle sensor 76 is used; however, any number of sensors can be provided, depending on the technology used and / or the characteristics to be implemented.
By way of illustration and not by way of limitation, the seventh obstacle sensor 76 can be approximately centered, for example, at the stop, or at a suitable location of the cart 10. In an example cart 10, the third zone 78C may extend approximately 6.5 feet (2 meters) in front of the power unit 14 of the cart 10. According to various aspects and embodiments of the present invention, any number of detection zones in any way can be implemented.
For example, depending on the performance you want for the cart, several small zones can be defined, in several coordinates in relation to the cart 10. Likewise, a few large detection zones can be defined, based on the desired performance for the cart.
As an illustrative example, a database, an equation, a function and other means of comparing data,
as for example, a lookup table can be established in the memory of a controller.
If the travel speed, while operating under a remote control, is an operational parameter of interest, then the table can associate the travel speed with the detection zones 5 defined by the distance, by a range, by the position coordinates and by some other measure.
If cart 10 is traveling in response to receiving a corresponding travel request, transmitted wirelessly by transmitter 70, and an obstacle sensor detects an object, then the distance to that object can be used as a “key” to search corresponding travel speed in the table.
The travel speed retrieved from the table can be used by controller 103 to adjust cart 10, to reduce speed, etc.
The areas of each detection zone can be chosen, for example, based on factors such as the desired speed of the cart, when cart 10 is traveling in response to a valid travel request, which was received from the tracking device. remote control 70; the required stopping distance; the expected load to be transported by the cart 10; whether a given amount of coasting is required for cargo stability; the vehicle's reaction time; etc.
Furthermore, factors such as, for example, the range of each detection zone, etc., must be taken into account to determine the required number of obstacle sensors 76. In this way, this information can be static, or dynamic, for example , based on the operator's experience, the vehicle load, the nature of the load, environmental conditions, etc.
It is also contemplated that controller 103 may generate a warning or alarm signal, if an object or person is detected in the detection zone.
As an illustrative example, in a configuration with multiple detection zones, at least three, for example, a number that can reach seven or more object detectors, (for example, ultrasonic sensors or laser sensors) can be used to provide a desired coverage range for a corresponding application.
In this sense, the detectors may be able to look ahead, in the direction of travel of the cart 10, by a sufficient distance to allow an appropriate response 5, for example, to reduce speed.
In this sense, at least one sensor may be able to look several meters ahead in the direction of the travel of the cart 10. According to various aspects of the present invention, the multiple speed detection zones allow a relatively high maximum speed of forward travel, when operating in response to received wireless travel commands.
Such an arrangement can prevent unnecessary premature vehicle stops by providing one or more intermediate zones in which cart 10 slows down before deciding to reach a complete stop.
In accordance with additional aspects of the present invention, the use of multiple detection zones allows the system to reward the corresponding operator, with a better alignment of the cart 10 during the collection operations.
For example, an operator can position the cart 10 so that it is not aligned with the warehouse aisle.
In this example, as the cart is moved slowly forward, a second detection zone 78B may initially detect an obstacle such as a collection box or a storage shelf.
In response to the detection of the shelf, cart 10 will slow down.
If the shelf is picked up in the first detection zone 78A, then cart 10 will come to rest, even if cart 10 has not moved slowly over its programmed total slow travel distance.
Similar unnecessary speed reductions, or stops, can also occur in congested or disorganized corridors.
According to various aspects of the present invention, the cart 10 can format the speed and braking parameters based on information obtained from obstacle sensors 76. Furthermore, the logic implemented by the cart 10 in response to the detection zones , can be modified or varied, depending on the desired application.
As 5 illustrative examples, the borders of each zone in a multiple zone configuration can be programmatically (and / or reprogrammable) inserted into the controller, for example, programmed in flash.
Taking into account the defined zones, one or more operational parameters can be associated with each zone.
The operational parameters established can define conditions, for example, a maximum allowed travel speed; an action, for example, braking, coasting or even going to a controlled stop, etc.
The action may also be an action for annulment.
For example, the action may comprise an adjustment of a steering angle or an orientation of the cart 10, as will be described in more detail here.
In some embodiments, the action may be a combination of a maximum travel speed, an angle of direction or orientation.
According to a further embodiment of the present invention, one or more obstacle sensors, such as, for example, obstacle sensors 76A and 76B, shown in Figs. 6 and 8, can be used to capture objects within the first, second and third detection zones in front of cart 10, when cart 10 is traveling in response to a travel request received wirelessly from transmitter 70 Controller 102, or another sensing processing device, can also generate a detected object signal and, optionally, a distance signal in response to the capture / detection of an object in front of the cart 10. As an illustrative example, an additional input 104 into controller 103 can be a weight signal generated by the load sensor LF, as illustrated in Figs. 7 and 8, which captures the combined weight of the load handling assembly 12 (for example, forks 16) and any load in the assembly 12 or forks 16. The LS load sensor is shown schematically in Figs, 7 and 8, close to the forks 16, but, alternatively, can be incorporated in a hydraulic system, to suspend the forks 16. By subtracting the weight of the forks 16, for example, (a known constant value) from the combined weight, defined by weight signal, controller 103 determines the weight of the load on the forks.
Using the weight of the captured load and if an object was detected in one of the first, second and third detection zones, as inputs, in a look-up table or in appropriate equations, controller 102 can generate an appropriate stop signal vehicle, or a maximum allowed speed signal.
The values defining the vehicle stop signals and the maximum allowed speed can be determined experimentally and stored in a query table, computed in real time based on a predetermined formula, etc.
In the illustrated embodiment, controller 103 determines the weight of the load on the forks 16, and whether an object has been detected in one of the first, second and third detection zones, and, using a look-up table, for example, it performs a stop command, or sets a corresponding maximum allowed speed for cart 10, and generates a corresponding maximum allowed speed signal for cart 10. It can still, or alternatively, generate a required steering angle to avoid a collision with a detected object.
As an example, if there is no load on the forks 16 and no object is detected by the obstacle sensors 76A, 76B in any of the first, second and third detection zones, controller 102 allows cart 10 to be operated at any speed, up to and including the maximum permitted speed of 4.5 MPH.
If no object is detected in the first, second and third detection zones, the maximum permitted speed of the cart 10 can be configured, for example, to decrease, as the load on the cart 10 increases.
As an illustration, for each load weight of 8,000 pounds (approximately 3,630 5 kg), the maximum permitted speed for the cart can be 4 km / h.
It should be noted that, in some places, the maximum speed allowed for vehicle 10, when not occupied by a driver, can be set at a predetermined upper limit, for example, 5.8 km / h.
In this way, a maximum vehicle speed, when not occupied by a driver, can be established, for example, by controller 103, at this maximum permitted speed.
For any load weight on the forks 16, if an object is detected in the first detection zone, controller 103 generates a "stop signal", designating that cart 10 goes to a substantially immediate stop.
For any given load weight, the maximum allowed speed of the cart 10 is progressively higher, the further away the object from the cart 10 is. Furthermore, for any given load weight, the maximum allowed speed of the cart 10 is lower, if the object is detected in the second detection zone, when compared to when the object is detected in the third detection zone.
The maximum permitted vehicle speeds for the second and third detection zones are conveniently defined for each load weight so that the speed of the cart 10 can be reduced in a controlled manner, while the cart 10 continues to move in the direction of the object, so that the cart 10 can eventually be brought to a stop before reaching the point where the object is located.
These speeds can be determined experimentally, based on formulas or a combination of them, and can vary based on the type of vehicle, size and the braking capacity of the cart.
As an illustrative example, suppose that the weight of the load on the forks 16 is 1,500 pounds (680 kg) and that three detection zones are provided; including a first detection zone closest to the cart, followed by a second detection zone, and a third detection zone 5 furthest from the cart.
If a captured object is located at a distance within the third detection zone, then the maximum permitted vehicle speed can be set to 3 MPH.
Thus, if cart 10 is moving at a speed greater than 3 MPH, when the object is detected, controller 103 performs a speed reduction, so that the vehicle speed is reduced to 3.0 MPH (or another predetermined speed). If the weight of the load on cart 10 remains equal to 1,500 pounds (680 kg), and, if a captured object is located at a distance from cart 10, within the second detection zone, then the maximum permitted speed of the vehicle can be , for example, 2 MPH.
In this way, if the cart 10 is moving at a speed greater than s MPHG, when the object is detected in the second detection zone, the controller 103 performs a speed reduction, so that the vehicle speed is reduced, for example example, for 2 MPH.
Bearing in mind the example above, if the load weight of a cart 10 is equal to 1,500 pounds (680 kg) and if an object is caught in the first detection zone, then a stop signal can be generated by the controller 102 , to stop the cart 10. The obstacle sensors can comprise ultrasonic transducers.
Ultrasonic transducers are known to experience a phenomenon known as “ring down”. Essentially “ring down” is a tendency for a transducer to continue to vibrate and transmit ultrasonic signals after the control signal that is used to start a transmitted signal has ceased.
This "ring down" signal decreases in magnitude quite quickly, but, during the time it is reducing, to a level below the detection level threshold, the sensor can respond to each obstacle by ignoring this "ring down" signal , if the signals above the reference level associated with that sensor are listening to the sensor.
Consequently, the sensor can mistake an object for a ring down signal and thus fail to identify the object in a corresponding detection zone.
A common technique to avoid this problem is to clear all the feedback signals, generated by the obstacle sensors for a pre-selected period of time, after the start of a transmission.
The pre-selected time is determined based on several factors, including the type of transducer that is used, but during this pre-selected time period, valid returns cannot be captured.
If the obstacle sensors are positioned close to the front 10A of the cart 10, see obstacle sensors 76A in Fig. 7, and if the cleaning technique is used, this can result in a “dead” or “non-detection” zone DZ, existing immediately in front of (or on one side of, as appropriate) cart 10, especially in embodiments in which the obstacle sensors are positioned on or near the front edge of the vehicle.
Thus, if an object O is very close to the front of the cart 10, for example, 10 mm or less, and the obstacle sensors 76A are positioned in front of the cart 10, see Fig. 7, then the object O can not be detected.
In the embodiment illustrated in Figs. 6 and 8, a first and a second obstacle sensors 76A and 76B, respectively, are spaced apart from each other, along the longitudinal axis LA of the cart 10, see Fig. 8. The first obstacle sensors 76A are positioned at the front 10A of the cart 10 and are capable of capturing objects located, for example, in the first, second and / or third detection zone.
In order to ensure that objects O located in a non-detection zone DZ, which may be inherent in the first obstacle sensors 76A, the second obstacle sensors 76B are positioned on the cart 10, a distance away behind the first sensors 76A; that is, in a direction away from the front 10A of the cart 10, as shown in Fig. 8. In this sense, the 5 second sensors 76B work at least to capture objects in the dead zone DZ in Fig. 7. Direction correction When a cart 10 is moving, in response to the receipt of a corresponding travel request transmitted wirelessly by transmitter 70, for example, when no one is mounted on cart 10, as described more fully here, cart 10 may find obstacles that do not require cart 10 to go to rest. On the contrary, a steering correction maneuver can be performed, so that the cart 10 can continue to move slowly forward, by an appropriate and limited amount, without requiring operator intervention. According to aspects of the present invention, the correction of the direction allows the cart 10 to automatically direct itself away from the objects that were captured, to be in the general area in front of the cart
10. This steering correction capability allows, for example, cart 10, which may be traveling in response to a travel request received wirelessly from a transmitter 70, to be generally in the center of a corridor in a warehouse environment while cart 10 moves along the aisle. For example, it is possible that the cart 10 may have some fluctuation in its steering angle due to the calibration of the steering, a bulging of the floor, or any number of external factors. However, according to various aspects of the present invention, a moving cart 10, in response to a corresponding travel request transmitted wirelessly by transmitter 70, can implement direction corrections, for example, to stay away from, or even to avoid walls. and shelves, other trolleys, people, boxes, and other obstacles, etc., thus releasing the operator from the need to periodically reassemble the trolley 10, and direct the trolley 10 manually to the center of the aisle or to another position or desired orientation.
According to various aspects of the present invention, controller 102 collects data from the various sensors, for example 76, 76A, 76B, which provide an image of the landscape / environment in front of cart 10. Controller 103 then uses , the data collected from the sensors to determine if the direction correction maneuvers will be implemented, as described here is a more complete way.
In this sense, the direction correction can be implemented, additionally, or in place of, and / or in combination with other techniques to avoid, described here more fully.
In this way, by means of illustrations, and not by means of limitations, direction correction can be used, in combination with multiple speed zones, with a stop zone, with weight dependent zones, etc.
As an additional example, the object detection components of the cart 10 can also implement an alarm and / or cause the cart 10 to stop, reduce, or even limit the maximum travel speed of the cart 10, etc.
In addition, cart 10 can emit a first alarm if the cart attempts an automated speed correction maneuver, and a second alarm or signal if cart 10 is slowing and / or stopping in response to an object , in a corresponding detection zone, if these characteristics have been implemented in combination with speed correction.
In this sense, as used here, the term “direction stop zone” will be used to differentiate the zone used to correct the direction from the “detection zone”, which is used to limit the maximum speed, the stop of the cart 10, etc., as described more fully above.
In an illustrative example, two direction stop zones 5 are provided for controller 103, to differentiate the directions on the left and right, in relation to the cart 10. However, depending on the sensor technology and the way in which the data from the sensor are available, one or more inputs for controller 102 may be required.
By way of illustration, and not by way of limitation, the cart 10 can be equipped with one or more sensing devices 76, 76A, 76B, which collectively provide a first steering stop zone and a second stop zone direction, which are proximal to the cart 10. For example, the first steering stop zone may be positioned on the left and, in general, in the direction ahead of the forward direction of the cart 10, to the left side cart 10, etc.
Likewise, a second steering stop zone can be positioned on the right and, in general, in the direction of the forward direction of the cart 10, on the right side of the cart 10, etc.
In this sense, the first and second steering stop zones of the cart 10 can be used to implement a steering correction, which may include a steering angle and a steering steering component.
In this illustrative configuration, the first and second steering stop zones can be mutually exclusive, or portions of the first and second steering stop zones can overlap, thereby essentially providing a third steering stop zone designated by cover overlapping the first and second steering stop zones.
Furthermore, a first and a second steering stop zone can substantially overlap, partially or not overlap with one or more detection zones, used by other techniques such as speed control, threat of breakage by obstacle and cart 10 stop, etc.
For example, the range of the steering stop zones may be similar to or different from the range of one or more detection zones, if speed limiting control or other characteristics are also implemented, along with the direction correction. , as described in more detail here.
In addition, the sensor inputs provided for controller 102 can be derived from a variety of similar sensor types, or through a mixture of different technologies, for example, ultrasonic sensors and / or laser scanning sensors.
In this sense, several sensors and / or types of sensor technologies, for example, laser or ultrasonic scanning, can be used together, or in cooperation with each other; for example, using one or more sensors or sensor technologies for one or more zones (for detection and / or steering stop), and also using one or more sensors or sensor technologies for one or more different zones ( detection and / or stop). In another example, two or more sensors or sensor technologies can provide redundancy, for example, as failure protection, backup, or for confirming a data set.
In accordance with additional aspects of the present invention, controller 103 can be configured to process additional data in addition to the inputs of the two steering stop zones, examples of which may include an angle of detection of an object, distance data, etc.
Thus, the techniques described here are not limited to just the two steering stop zones.
In this way, corrections according to aspects of the present invention, provide assistance to the operator, by keeping the cart 10 away from walls, shelves, other vehicles or other obstructions, particularly when the cart 10 is operated by the operator. wireless remote control device 70. In accordance with various aspects of the present invention, a cart 10 control system provides direction correction control in accordance with various aspects of the present invention.
With reference to Fig. 9, a partial schematic view of the control system is illustrated.
In the illustrated system, a first ultrasonic sensor 76 'is used to generate a first detection zone 78', which is also referred to here as the left detection zone.
Likewise, a second ultrasonic sensor 76 ”is used to generate a second detection zone 78”, which is also referred to here as the right detection zone.
Furthermore, although only two detection zones are illustrated, it should be understood that any number of detection zones can be implemented.
Furthermore, as described more fully here, the implemented detection zones can overlap or define discrete and mutually exclusive zones.
The output of each ultrasonic sensor 76 ’, 76” is coupled to an ultrasonic controller 130, which is used, when required by specific ultrasonic technology, to process the output of the ultrasonic sensors 76 ’, 76”. The output of the ultrasonic controller 130 is coupled, for example, as an input to the controller 103. The controller 103 can process the outputs of the ultrasonic sensor controller 130, to implement speed control, to avoid obstacles, or for other characteristics, whose examples are shown here in more detail.
A 76 ”sensor is also illustrated, which is illustrated as a laser scanning sensor, to illustrate additional exemplary configurations.
In this example, a 76 ”sensor is used to generate a first direction stop zone 132A, also called left direction stop zone, and a second direction stop zone 132B, also called right direction stop zone, for example , the 76 ”laser scanning sensor can scan an area in front of the cart with a laser beam. In this sense, multiple laser systems can be used, or one or more laser beams can scan, for example, to track one or more areas in front of the cart 10. In this sense, the laser sensor can independently define and scan the left and right direction 5 stop zones, or controller 103 can derive a left and right stop zone right, based on a scan of the laser (s). In addition, alternate scanning patterns can be used, as long as controller 103 can determine whether the detected obstacle is on the left or right of the cart 10. As some additional examples, although a laser scan is illustrated here for discussion purposes, other sensing technologies can be used, examples of which may include ultrasonic sensors, infrared sensors, etc.
For example, ultrasonic sensors located on the sides of the cart 10 can define the left and right direction stop zones 132A, 132B, and other ultrasonic sensors can be used to define detection zones, for example, for speed limitation, etc. .
As shown, the 76 ”laser scanner output provides two inputs 110 into controller 103. A first signal designates whether a detected object is in the left-hand stop zone.
Correspondingly, a second signal designates whether an object is detected in the right stop zone.
Depending on the sensor and sensor processing technology being used, the input (s) of controller 103 designating an object in the direction stop zones 132A, 132B can be in other formats.
Also, in an additional illustration, the first and second laser direction stop zones 132A, 132B can be defined, both by ultrasonic sensors and by laser scanning.
In this example, a laser scan is used as a redundant check to verify that the ultrasonic sensors properly detect an object, either in the left or right direction stop area 132A, 132B.
As another example, ultrasonic sensors can be used to detect an object in the left and right stop zones 132A, 132B, and a laser scan 5 can be used to differentiate, or even to locate the object, to determine whether the object was detected in the left-hand stop zone or in the right-hand stop zone.
Other arrangements and configurations can alternatively be implemented.
Algorithm In accordance with various aspects of the present invention a direction correction algorithm is implemented, for example, by controller 103. With respect to Fig. 10, a direction correction algorithm comprises the determination of whether a warning of the stop zone of direction is detected at 152. A directional stop signal 152 may comprise, for example, the detection of the presence of an object within the first or second directional stop detection zone 132A, 132B.
If the warning of a steering stop zone is received, a determination is made at 154, if the warning of the steering stop zone indicates that an object is detected on the right or left of the cart 10. For example, in a brief reference back to Fig. 9, a 76 '”laser scanning sensor can generate two outputs, a first output signal designating whether the object was detected in the first (left) direction stop zone 132A, and, a second signal exit designating whether the object was detected in the second (right) stop zone 132B.
Alternatively, controller 103 can receive raw laser scanning data and process / differentiate the first and second direction stop zones 132A, 132B using a predetermined mapping.
If a warning in the direction stop zone designates that the object was detected in the left direction stop zone 132A, then
a routine steering correction is implemented in 156, which includes computing a cart 10 steering angle to the right according to a first set of parameters.
By way of illustration and not by way of limitation, the steering correction implemented in 156 may include steering the cart 10 to the right, at a right steering angle.
In this sense, the right correction angle can be fixed or variable.
For example, controller 103 can command direction controller 112 to increase to a desired desired steering angle, for example, 8-10 degrees to the right.
When increasing to a certain fixed angle, sudden changes in the steering angle of a steering wheel (s) will not occur, resulting in smoother performance.
However, any suitable steering angle can be used (for example, up to 30, up to 20, up to 10 or up to 5 degrees), depending on the type of vehicle, the speed and the location of the object in relation to the vehicle.
The algorithm accumulates the distance covered in the direction correction angle, which can be a function of the duration time in which the appropriate direction stop is fitted.
According to various aspects of the present invention, the change of angle of the steering wheel can be controlled to achieve, for example, a fixed angle of correction of the trolley, as a function of the accumulated distance in the displacement.
The travel distance, accumulated while performing a speed correction maneuver, can be determined based on any number of parameters.
For example, the distance traveled during steering correction may comprise the distance traveled by cart 10 until the detected object is no longer within the detection zone of the associated left steering stop 132A.
The accumulated travel distance may alternatively also comprise, for example, a travel until a closure is found, until another object is detected in any of the detection stops or zones, a maximum predetermined angle of direction is exceeded, etc.
When exiting a right-hand correction at 156, for example, maneuvering the vehicle 10 so that no objects are detected within the detection zone of the left steering stop 132A, a left-hand compensation compensation maneuver is implemented in 158 The steering compensation left maneuver 158 may comprise, for example, the implementation of a counter steering to adjust the direction of travel of the cart 10, for an appropriate orientation.
For example, the left direction compensation maneuver may comprise steering the cart 10 at a selected angle or even determined by a distance that is a percentage of the previously accumulated travel distance.
The left steering angle, used for the left steering compensation maneuver, can be fixed, or it can be variable, and, it can be the same as, or different from the steering angle used to implement the right steering correction. at 156. As an illustration and not as a limitation, the distance used by the left-hand compensation maneuver at 158 can be, at any suitable distance, such as, for example, from approximately a quarter to half the distance of cumulative displacement when implementing a right-hand steering correction at 156. Likewise, the left-hand steering angle, to implement a left-hand compensation maneuver, can be approximately half the angle used to implement the right-hand correction. right-hand direction at 156. Therefore, suppose that the right-hand steering angle is 8 degrees and that the distance accumulated in the offset in the direction correction is 1 meter.
In this example, left-hand compensation can be approximately half the right-hand correction, or -4 degrees, and left-hand compensation will occur over a travel distance of approximately aproximadamente meter to 1 / 2 meter.
The specific distance and / or the angle associated with the left direction compensation maneuver at 158 (or, alternatively, the right direction compensation 162, as appropriate), can be selected, for example, in order to cushion a “jump” of the cart 10, while the cart 10 moves along its course, to correct the direction away from the detected obstacles.
As an illustration, if the cart 10 corrects the direction in a fixed degree for distance traveled, controller 103 may be able to determine how much the corresponding cart angle has changed, and thus adjust the direction compensation maneuver to the left at 158, to correct back to the original, or to another suitable orientation.
This way, cart 10 will avoid “ping-pong” along a corridor and, instead, will converge to a substantially straight orientation, along the center of the corridor, without the tedious manual repositioning required cart operator.
In addition, the left direction compensation maneuver at 158 may vary depending on the specific parameters used to implement the right direction correction at 156. Correspondingly, if a direction stop zone warning designates that an object has been detected in a right-hand stop zone 132B, then a steering correction routine is implemented in 160, which includes computing the steering angle correction, to direct the cart 10 to the left according to a second set of parameters.
By way of illustration, and not by way of limitation, the left direction correction, implemented in 160, may include the direction of the cart 10 to the left, through a left steering angle.
In this sense, the left direction correction maneuver in 160 can be implemented in a similar way to the one described above in 156, except that the correction is to the right in 156 and not to the left in 160. similarly, when leaving the left direction correction at 160, for example, by maneuvering the cart 10 so that the object is detected within the right stop detection zone 132B, a right compensation maneuver is implemented in 162. The right-hand compensation maneuver 162 may comprise, for example, the implementation of a counter-steering, to adjust the direction of travel of the cart 10 for an appropriate orientation, in a manner analogous to that described in 158, except for the fact that the steering compensation maneuver at 158 is to the left and the steering compensation maneuver at 162 is to the right.
After implementing a steering compensation maneuver in 158 or 162, the cart can return to a substantially straight orientation, for example, 0 degrees in 164, and the process goes back to the beginning, to wait for the detection of another object , in any of the direction stop zones 132A, 132B.
The algorithm can also be modified to comply with various implementations of logic controls and / or established mechanisms, to facilitate various circumstances that can be anticipated.
For example, it is possible for a second object to move in one of the steering stop zones 132A, 132B, during the process of implementing a steering compensation maneuver.
In this sense, the cart 10 can, iteratively, try to correct the direction around the second object.
In another illustrative example, if the object (s) is simultaneously detected in both the left and right stop zones 132A, 132B, controller 103 can be programmed to keep cart 10 in its current orientation (for example, zero degree steering angle), until one or more steering stop zones 132A, 132B are released, or until the associated detection zones 78 ', 78 ”cause the cart 10 to come to a stop.
According to additional aspects of the present invention, a user and / or a service representative may be able to customize the response of the parameters of a steering angle correction algorithm. 5 For example, a service representative may have access to programming tools to load customized variables, for example, on controller 103 to implement the correction.
Alternatively, the cart operator can have controls that allow the operator to enter customized parameters in the controller, for example, via potentiometers, encoders, user interface software, etc.
The output of the algorithm illustrated in Fig. 10 can comprise, for example, an output that defines a direction correction value, which can be coupled, from the controller 103, with an appropriate control mechanism of the cart 10. The value of a direction correction can comprise a +/- direction correction value; for example, corresponding to a left direction or a right direction, which is coupled to a vehicle control module, to a steering controller 112, for example, as illustrated in Fig.2, or to another suitable controller.
Furthermore, additional parameters that can be edited, for example, to adjust an operating direction, may comprise a steering correction angle, a steering correction angle growth rate, a stop detection zone size / range for each steering stop zone, cart speed while correcting the direction, etc.
With respect to Fig. 11, suppose, in the illustrative example, that cart 10 is moving in response to receiving a wireless travel request, and that cart 10 could travel slowly over a predetermined distance, cart 10 moves to a position where a shelf leg 172 and a corresponding pallet 174 are in the path of the left-hand stop zone 132A.
Taking into account the exemplary algorithm of Fig. 10, the cart 10, for example, by means of controller 103, can implement a maneuver to avoid an obstacle, entering the direction correction algorithm, to direct the cart to the right.
For example, controller 103 can compute, or even query, or retrieve a steering correction angle, which is communicated to a steering controller 112, to turn the steering wheel (s) of the cart 10. O The cart maintains direction correction until an event occurs, such as the object being disengaged, for example, when laser scanning, or other sensor technology no longer detects the object from the left-hand stop zone 132. Suppose the cart 10 accumulated a displacement distance of half a meter, during the steering correction maneuver, which was fixed at 8 degrees.
Upon detecting that the signal that the left steering stop has disengaged, counter steering compensation is implemented to compensate for the change in orientation caused by the steering correction.
As an example, the steering compensation can direct the cart 10 to the left, for approximately a quarter of a meter of the accumulated travel distance, by 14 degrees.
For very narrow corridors, the sensors in the Left / Right direction stop zones can provide very frequent / very short entrances between the sensing, when compared to relatively wider corridors.
The various steering angle corrections and the corresponding counter-steering compensations can be determined empirically, or the angles, rates of increase, accumulated distances, etc., can be computed, modeled or even derived.
In an illustrative arrangement, the system will try to keep the cart centered in the corridor, as the cart moves forward, in response to the receipt of a corresponding travel request, transmitted wirelessly by transmitter 70. In addition, one more jump, for example , as measured by the distance from the center line of a warehouse aisle, is cushioned.
Furthermore, there may be certain conditions in which the cart 10 may still require some operator intervention to maneuver around 5 of certain objects in the travel line.
With reference to Fig. 12, a graph illustrates the measurement of the speed of the cart 10 during a maneuver to avoid an obstacle.
The graph in Fig. 13 illustrates the direction correction, by a predetermined direction angle, to illustrate the total correction applied by the algorithm.
And, a graph in Fig. 14 illustrates the movement of the cart 10 depending on when the direction correction is active and when an object is captured in the detection zones of the left and / or right direction stop.
According to additional aspects of the present invention, the steering correction algorithm can be configured to allow the vehicle to hug a wall / shelf, versus being away from a wall / shelf, for example.
For example, adding a small fluctuation (in the selected direction on the left or right) to cart 10 will allow cart 10 to maintain a distance to the wall or the shelf, with a small amount of relative control of a ripple. , at its fixed distance to the wall / shelf.
Although the left and right direction stop zones 132A, 132B are illustrated, at least partially in front of the forward direction of the cart 10, other arrangements can be implemented alternatively and / or additionally.
For example, the left and right steering stop zones can alternatively be positioned towards the sides of the cart 10, for example, as illustrated by the left and right steering stop zones 132C and 132D, in Fig. 11. In addition hence, the cart 10 can use a first pair of left and right direction stop zones in the direction of forward direction of the cart 10, for example, the left and right stop zones 132A and 132B; and, a second pair of left and right stop zones 132C and 132D, towards the sides of the cart 10. In this sense, a specific algorithm, used to implement a direction correction, can be the same, or different, for each pair of steering stop zones.
The steering stop zones 132C, 132D may also, or alternatively, include stop zones 78 ’, 78” as previously described.
For example, the side steering stop zones 132C, 132D can be used to hold the cart 10, in general, adjacent to a shelf, wall or other orientation.
In this sense, a zone of multiple directional stops can be used, for example, to establish a hysteresis, for example, like that of controller 102, maintaining an orientation, by maintaining the wall, shelf or other structure, between a first and external steering stop limit, and a second and internal steering stop limit.
Also, as an additional illustrative alternative, suppose that the cart should be just to the right of the shelf or another structure, which is to the left of cart 10. The cart can automatically move to the left, for a small amount, in a way to move towards the structure.
In this sense, when the left directional stop 132C is violated by the structure, the direction correction, described here more fully, will direct away from the structure.
However, since the steering is configured to drive only slightly to the left, cart 10 will eventually move in the direction of the structure, until the direction correction repositiones cart 10 again. Still as an illustrative example additionally, the steering compensation, for example, 18 in Fig. 10, can be done to automatically overcompensate, thus keeping the cart adjacent to the structure.
In addition, as an additional illustrative example, the steering stop zones can be comprised of multiple steering stop sub-areas, extending concentrically (or laterally) away from the vehicle, in which each sub-area can be associated with different 5 steering parameters. direction correction; for example, to allow a sudden direction correction for objects captured further away from cart 10, than objects captured closer to cart 10. For example, the direction correction can be in a smaller amount, for example 2 degrees, when the object is detected in a medium region; and, of a greater value, for example, 8 degrees, when the object is detected in an internal region of a direction stop zone.
As additional alternatives, measuring the distance to the detected object, for example, as determined by an obstacle sensor detection zone, can be used to dynamically adjust the steering algorithm (and, optionally, also the vehicle speed) to perform the appropriate steering correction maneuvers.
A database or table can be used to allow controller 103 to select and implement the appropriate direction and / or speed correction.
As yet another illustrative example, it may be desirable to apply a first major increase in direction correction, for example, 10 degrees, if certain predefined conditions are met, and to apply a second amount of minor direction correction, 7 degrees, under all circumstances.
For example, suppose an operator is driving a vehicle and checks at the end of a corridor or row.
The operator then manages cart 10 to make a 180 degree turn and enters an adjacent corridor.
Perhaps the operator on or under the directions, when entering the adjacent corridor, such as, for example, the orientation of the cart 10, cannot rectify, along the corridor, with a second smaller amount of speed correction.
In this situation, it may be desirable to apply a greater amount of direction correction than is normally used to allow the cart 10 to achieve a straight orientation along the corridor.
The conditions that must occur before applying a greater amount of steering correction may vary, but in example 5 above, you can understand the following: a first condition may be that a preselected steering speed, such as, for example, example, 3MPH, must be reached or exceeded.
A second condition may be that a minimum steering angle, such as, for example, 45 degrees, must be reached or exceeded.
A third condition may be that the operator must be present in the cart during the occurrence of the first and second conditions.
In the example above, if each of these three conditions is met, controller 103 performs, at a single time, a greater amount of direction correction, for example, 10 degrees, if an object is detected in one of the beater zones. direction after the occurrence of the three conditions.
The direction corrections subsequently applied would be of a smaller amount, for example, 7 degrees, until all three conditions are met again, in which case in a single time a greater amount of direction correction is applied by the controller 103. Thus, having described the invention of the present application for registration in detail, and with reference to the ways in which it is carried out, it will be clear that modifications and variations can be made without departing from the scope of the invention, defined by the appended claims. .

权利要求:
Claims (23)
[1]
1. Method for automatically applying a steering correction maneuver in a material handling vehicle (10) having a controller (103) and at least one remote sensing device 5 (76 ', 76 ”, 76'”), characterized by understanding: data reception from a first sensor, from at least one remote sensing device (76 ', 76 ”, 76'”), by a controller (103), in the material handling vehicle (10 ), in which the data received from the first sensor defines a first direction stop zone (132A, 132C), which is proximal to the material handling vehicle (10); receiving data from a second sensor, from at least one remote sensing device (76 ', 76 ”, 76'”), by the controller (103), in the material handling vehicle (10), where the data received from the second sensor define a second direction stop zone (132B, 132D), which is proximal to the material handling vehicle (10); detection, by the controller (103), of whether an object is in at least one of the first and second stop zones (132A, 132B, 132C, 132D), based on the received sensor data; and carrying out a steering correction maneuver, if the controller (103) detects an object in one of the first and second steering stop zones (132A, 132B, 132C, A32D) by: determining, by the controller (103), of whether the steering correction maneuver should be to the right or to the left of the direction of travel of the material handling vehicle (10), based on the sensor data received, defining a first and a second steering stop zone ( 132A, 132B, 132C, A32D); and (i) carrying out a first steering correction maneuver, if the controller (103) determines that the object is to the left of the material handling vehicle (10), by means of: automatic correction of the vehicle direction (10), to the right, by a determined amount of correction; 5 accumulation of the distance traveled by the material handling vehicle (10), while automatically correcting the vehicle's direction (10) to the right; and against automatic steering of the material handling vehicle (10), to the left, by a determined amount of counter steering, by a percentage of the accumulated distance traveled in the steering; and / or (ii) performing a second direction correction maneuver, if the controller (103) determines that the object is to the right of the material handling vehicle (10), by means of: automatic correction of the vehicle direction ( 10) to the left by a determined amount; accumulation of the distance displaced by the material handling vehicle (10), while automatically correcting the vehicle's direction (10) to the left; and against automatic steering of the material handling vehicle (10) to the right, by the determined amount of counter steering, by a percentage of the accumulated distance traveled in the steering.
[2]
2. Method according to claim 1, characterized by the fact that it additionally comprises a steering correction maneuver, while the material handling vehicle (10) is traveling, in response to receiving a travel request, transmitted wirelessly , by a corresponding wireless transmitter (70).
[3]
3. Method according to claim 1 or claim 2, characterized in that the reception of data from the first sensor, from at least one remote sensing device (76 ', 76' ', 76' '' ), and, the reception of data from the second sensor, from at least one remote sensing device (76 ', 76' ', 76' '') 5 comprises: the reception of data from a first and a second sensor from a laser scanning device (76 '”).
[4]
4. Method according to claim 1, characterized by the fact that the laser scanning device (76 '' ') has at least two outputs (110), configured so that the first output designates whether an object was detected in the first steering stop zone (132A, 132C), and a second signal designates whether an object has been detected in the second steering stop zone (132B, 132D).
[5]
5. Method according to claim 3, characterized by the fact that the laser scanning device (76 '' ') generates laser data, which the controller (103) analyzes to determine whether an object has been detected in the first scanning zone. steering stop (132A, 132C), or, in the second steering stop zone (132B, 132D).
[6]
6. Method according to claim 1, characterized by the fact that the reception of data from a first sensor, from at least one remote sensing device (76 ', 76 ”, 76”'), and the reception data from a second sensor, from at least one remote sensing device (76 ', 76 ”, 76”') comprises: receiving data from a first sensor from at least one ultrasonic sensor (76 ', 76 ”); and receiving data from a second sensor from at least one additional ultrasonic sensor (76 ’, 76”).
[7]
7. Method according to claim 1, characterized in that the reception of data from the first sensor from at least one remote sensing device (76 ', 76 ”, 76' '') and the reception of data from the second sensor from at least one remote sensing device (76 ', 76' ', 76' '') comprises: the use of ultrasonic sensors (76 ', 76' '), to detect 5 if an object is present in a first and a second steering stop zone (132A, 132B, 132C, 132D); and the use of at least one laser scanning device (76 ”’), to verify the results of the ultrasonic sensors (76 ’, 76”).
[8]
8. Method according to any of the preceding claims, characterized by the fact that: performing a steering correction maneuver comprises automatic correction of the vehicle's steering (10), by a predetermined angle of steering of the wheel, so that the cart angle changes depending on the distance accumulated in the displacement that is fixed.
[9]
Method according to claim 8, characterized in that it additionally comprises fixing the angle of a trolley at approximately 5 to 10 degrees.
[10]
10. Method according to any of the preceding claims, characterized by the fact that the accumulation of the distance traveled by the material handling vehicle (10), while automatically accumulating the correction of the vehicle's direction, comprises: the accumulation of the distance traveled by the vehicle (10), until the detected object is no longer in the first or in the second steering stop zone (132A, 132B, 132C, 132D).
[11]
11. Method according to any of the preceding claims, characterized by the fact that the automatic counter-steering of the material handling vehicle (10), by a predetermined amount of counter-steering, by a percentage of the accumulated distance traveled in the steering comprises a against steering the material handling vehicle (10), for a certain amount of up to half the accumulated distance.
[12]
Method according to any one of the preceding claims 5, characterized in that the automatic counter-targeting of the material handling vehicle (10) comprises the counter-targeting of the material handling vehicle (10), at a steering angle which is up to half the corresponding steering angle, used to correct the vehicle's steering (10).
[13]
13. Method according to any of the preceding claims, characterized by the fact that the automatic correction of the vehicle's steering (10), by a determined amount of correction, comprises an increase of the steering angle, to a determined fixed value.
[14]
14. Method according to any of the preceding claims, characterized by the fact that the automatic correction of the vehicle's steering (10), by a determined amount of correction, comprises the automatic correction of the vehicle's steering (10), by a first determined amount of correction, if at least one predefined condition is met, and, automatic correction of the vehicle direction (10), by a second determined amount of correction, different from the first determined amount of correction, under all other circumstances where the vehicle (10) must have the direction corrected.
[15]
15. Material handling vehicle (10), characterized by the fact that it comprises: a power unit (14); a load handling assembly (12) coupled with said power unit (14); one at least one non-contact sensor (76, 76A, 76B, 76C, 76 ', 76 ”, 76' ''), mounted on the power unit (14), to detect an object located along the displacement path of the mentioned power unit (14), and a steering controller (112), coupled with at least one steering wheel (108) of the vehicle (10), to control the direction of driving the vehicle (10); a traction controller (106), coupled with a traction motor (107), which drives at least one steering wheel (108) of the vehicle (10); and a master controller (103), coupled with at least one non-contact sensor (76, 76A, 76B, 76C, 76 ', 76 ”, 76' ''), with the traction controller (106) and with the directed wheel (112); where the master controller (103) is configured to receive data from a first sensor, from at least one non-contact sensor (76 ', 76 ”, 76' ''), which defines a first direction stop zone (132A , 132C), which is proximal to the material handling vehicle (10) receiving data from a second sensor, from at least one non-contact sensor (76 ', 76 ”, 76' ''), which defines a second zone steering stop (132B, 132D), which is proximal to the material handling vehicle (10); detect whether the object is in at least one of the first and second direction stop zones (132A, 132B, 132C 132D), based on the received sensor data; and perform the steering correction maneuver, if the master controller (103) detects an object in at least one of the first and second steering stop zones (132A, 132B, 132C, 132D), by automatically determining whether the maneuver steering correction must be to the right or to the left of the direction of travel of the material handling vehicle (10), based on the sensor data received, defining the first and second steering stop zones (132A, 132B , 132C, 132d); and performing a first steering correction maneuver, if the master controller (103) determines that the object is to the left 5 of the material handling vehicle (10), by automatic correction of the vehicle direction (10) to the right , for a certain amount of correction; accumulation of the distance displaced by the material handling vehicle (10), while automatically correcting the direction of the vehicle (10) to the right; and against automatic steering of the material handling vehicle (10) to the left, by a determined amount of direction correction, by a percentage of the accumulated distance covered in the steering; and / or a second direction correction maneuver, if the master controller (103) determines that the object is to the right of the material handling vehicle (10), by: automatic correction of the vehicle direction (10) to the left, by a determined amount; accumulation of the distance displaced by the material handling vehicle (10) while automatically correcting the vehicle's direction (10) to the left; and against automatic steering of the material handling vehicle (10) to the right, by the determined amount of counter steering, by a percentage of the accumulated distance traveled in the steering.
[16]
16. Material handling vehicle (10) according to claim 15, characterized by the fact that at least one non-contact sensor (76 ', 76' ', 76' '') comprises an ultrasonic sensor (76 ', 76 ”).
[17]
17. Material handling vehicle (10) according to claim 15, characterized in that it additionally comprises at least one additional non-contact sensor (76, 76A, 76 *, 76C), which defines at least one detection zone ( 78A, 78B, 78C), where at least one sensor 5 without additional contact (76, 76A, 76B, 76C) is also coupled with a master controller (103), so that the detection zone (78A, 78B. 78C ) define a speed restriction or vehicle stop zone (10), if the steering correction does not remove the detected obstacle, starting from the first and second steering stop zones (132A, 132B, 132C, 132D).
[18]
18. Material handling vehicle (10) according to claim 15, characterized in that it comprises automatically correcting the vehicle by a determined amount of correction automatically comprises the correction of the vehicle's direction by a first determined amount of correction if at least a predefined condition is satisfied, and automatically correct the vehicle's direction by a second amount different from the first correction amount determined under all circumstances in which the vehicle is to be corrected.
[19]
19. Method according to claim 1, characterized in that the size and range parameters of the first and second steering stop zones can be edited as desired.
[20]
20. Material handling vehicle (10) according to claim 15, characterized in that the size and range parameters of the first and second steering stop zones can be edited as desired.
[21]
21. Method for automatically implementing a steering maneuver for a material handling vehicle (10), characterized by the fact that it comprises: receipt of sensor data from at least one sensing device by a controller in a material handling vehicle ( 10); detection, based on sensor data, that an object is in an environment close to the vehicle; and carrying out a steering maneuver to catch the detected object 5 so that the detected object is kept between an external limit when the vehicle travels.
[22]
22. Method according to claim 21, characterized by the fact that it performs the steering maneuver to catch the detected object comprises one of: direction of the vehicle towards the detected object if the object is detected outside the external limit; and direction of the vehicle in the opposite direction of the detected object is detected within the internal limit.
[23]
23. Method according to claim 21, characterized by the fact that each of the outer and inner limits is defined on the right or left side of the vehicle.

类似技术:

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公开号 | 公开日 | 专利标题

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BR112012003579A2|2020-08-11|method to automatically apply a steering correction maneuver to a material handling vehicle, and, material handling vehicle

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AU2015207833B9|2017-02-02|Steer control maneuvers for materials handling vehicles

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US8452464B2|2013-05-28|Steer correction for a remotely operated materials handling vehicle

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US9493184B2|2016-11-15|Steer maneuvers for materials handling vehicles

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AU2014277717B2|2015-08-27|Steer correction for a remotely operated materials handling vehicle

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AU2014268190B2|2015-11-19|Object tracking and steer maneuvers for materials handling vehicles

同族专利:

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公开号 | 公开日

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CN102549514A|2012-07-04|

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KR101464955B1|2014-11-25|

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AU2009351340A1|2012-04-12|

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KR20120052393A|2012-05-23|

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CN102549514B|2015-08-19|

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EP2467761B1|2017-02-08|

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AU2009351340A2|2012-05-03|

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CN103645737A|2014-03-19|

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MX2012002126A|2012-04-11|

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EP2685337B1|2019-02-27|

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CA2770139A1|2011-02-24|

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EP2467761A1|2012-06-27|

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AU2009351340B2|2015-06-18|

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CA2770139C|2014-12-16|

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RU2550560C2|2015-05-10|

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WO2011022026A1|2011-02-24|

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EP2685337A1|2014-01-15|

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RU2012105577A|2013-09-27|

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US11124401B1|2019-03-31|2021-09-21|Staples, Inc.|Automated loading of delivery vehicles|

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CN112299334A|2020-10-29|2021-02-02|红点定位科技有限公司|Forklift anti-collision method and device, computer equipment and storage medium|

法律状态:
2020-08-25| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2020-09-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-12-15| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|

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2021-11-03| B350| Update of information on the portal [chapter 15.35 patent gazette]|

优先权:

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申请号 | 申请日 | 专利标题

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US23486609P| true| 2009-08-18|2009-08-18|

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US61/234866|2009-08-18|

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US12/631007|2009-12-04|

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US12/631,007|US9645968B2|2006-09-14|2009-12-04|Multiple zone sensing for materials handling vehicles|

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PCT/US2009/066789|WO2010065864A2|2008-12-04|2009-12-04|Multiple zone sensing for materials handling vehicles|

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USPCT/US2009/066789|2009-12-04|

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PCT/US2009/069833|WO2011022026A1|2009-08-18|2009-12-30|Steer correction for a remotely operated materials handling vehicle|

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