Object tracking and steer maneuvers for materials handling vehicles.

(54) Title: OBJECT TRACKING AND DIRECTION MANEUVERS FOR MATERIALS HANDLING VEHICLES. (54) Title: OBJECT TRACKING AND STEER MANEUVERS FOR MATERIALS HANDLING VEHICLES.

(57) Summary

A material handling vehicle automatically implements steering maneuvers when objects enter one or more areas near the vehicle, where the areas are verified by a controller associated with the vehicle. The controller tracks objects in the area through sensor data obtained from at least one obstacle sensor located in the vehicle and through dead reckoning. Objects are tracked by the controller until they are in an environment close to the vehicle. Different zones result in different steering maneuvers being implemented by the controller.

(57) Abstract

A materials handling vehicle automatically implements steer maneuvers when objects enter one or more zones proximate the vehicle, where the zones are monitored by a controller associated with the vehicle. The controller tracks objects in the zones via sensor data obtained from at least one obstacle sensor located on the vehicle and via dead reckoning. The objects are tracked by the controller until they are no longer in an environment proximate the vehicle. Different zones result in different steer maneuvers being implemented by the controller.

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Instltut

Mexican Property

Industrial

I KNOW

PATENT TITLE NO. 339969

Owner (s): CROWN EQUIPMENT CORPORATION

Address: A Corporation of the State of Ohio, 40 South Washington Street, New Bremen,

Ohio, 45869, USA

D nomination: OBJECT TRACKING AND DIRECTION MANEUVERS FOR MATERIALS HANDLING VEHICLES.

Classification: lnt.CI.8: B62D15 / 02; B62D6 / 00; B66F9 / 06; B66F9 / 075; G06F17 / 00; G08C17 / 02

Inventor (s): ANTHONY T, CASTAÑEDA; WILLIAM W. MCCROSKEY; JAMES F.

SCHLOEMER, MARK E. SCHUMACHER; VERNON W. SIEFRING, TIMOTHY A.

Múnioroz

MX / a / 2013/009769

Country:

US

REQUEST

InternadMMta Presentation Date February 2012

PRIORITY

Date:

February 2011

Number:

13/033,169

Validity: Twenty years | Expiration date: February 21, 2032 w &amp; A- 'bí patent of reference sffiptorga based on articles t °, 2 ° fraction V, 6 ° fraction III, and 59 of the Industrial Property Law

CÍB, in accordance with article 23 of the Industrial Property Law, this patent has a validity of twenty years, non-renewable, indented from the fed »of presajtadón of the international application and will be subject to the payment of the fee to maintain the rights of Agents. %. . *. ((If you sign this title, you do so based on the dtawaala by articles 6 ° ^ actions III and 7 ° bis 2 of ffc Industrial Property Law (Official Gazette Federation day (DOF) 2'TWWSf. «Formed on 02.08 / 1994 25/10/1996, 12/26/1997, 05/17/1999,» 01/2004, 06/16/2005, 2®01 / 2006, §6 / 05/2009, 01/06/2010, 06/18/2 (^ WBB¡MlV27 »1/20¿, ¿04/09/2012): articles 1, 3% fraction V ilbso a), 4th and 12th fractions I and III 8bl Regulation of the Mexican Institute of Industrial Property (DOF 12/14/1999, amended on 0W7 ^ o02^,:^£3fwW ¥ 8WW07 / 2004 and ^ WROT): articles 1 ·, 3 “4 ·, íP + acelón WWWWiíWiffiteeiwies ly III and 50 def Sstatuto Orgánica of the Mexican Institute of Industrial Property (DOF 12/27/1999, amended on 10/10 / 2002, 07/29/2004. 08/04/2004 and 09/13/2007); 1, 3 »and 5 a) of the Agreement that delegates powers to the Deputy Directors General, Coordinator, Divisional Directors, Holders of Regional Offices, Divisional Deputy Directors, Departmental Coordinators and other subordinates of the Mexican Institute of Industrial Property. (DOF 12/15/1999, amended on 02/04/2000, 07/29/2004, 08/04/2004 and 09/13/2007).

Issue Date: June 20, 2016

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IMPI ^{, nst}> Mexican tuto OF the industrial PROPERTY

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TRACKING MANEUVERS AND DIRECTION OF OBJECTS FOR

MATERIALS HANDLING VEHICLES

TECHNICAL FIELD

The present invention relates generally to material handling vehicles, and more particularly, object tracking and steering correction schemes for material handling vehicles, such as remotely operated low level order pickup trucks.

BACKGROUND OF THE INVENTION

Low-level order picking trucks are commonly used to collect stock in warehouses and distribution centers. Such order picking trucks typically include forks that carry cargo and a power unit that has a platform on which an operator can pass and drive while controlling the truck. The power unit also has a caster wheel and corresponding steering and traction control mechanisms, for example, a movable steering arm that is coupled to the caster wheel. A control handle attached to the steering arm typically includes the operational controls necessary to drive the truck and operate its cargo handling characteristics.

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In a typical stock picking operation, an operator fills orders for in-stock items disporiiDies that are located in warehousing areas provided along a plurality of aisles in a warehouse or distribution center. In this regard, the operator drives a low-level pickup truck to a first location where the item (s) is selected. In a collection process, the operator typically walks out of the order pickup truck, walks to the appropriate location, and retrieves the ordered item (s) in stock from its associated storage area (s). The operator then returns to the order pickup truck and places the collected stocks on a pallet, pickup box, or other support structure carried by the truck's forks. After completing the pickup process, the operator moves the order pickup truck to the next location where the item (s) is picked up. The above procedure is repeated until all the items in stock in the order have been collected.

It is not very common for an operator to repeat the collection procedure hundreds of times per order. In addition, you may request the operator to collect numerous orders per shift. As such, the operator may be required to spend a considerable amount of time collecting and relocating the order pickup truck, which reduces the available time the operator will spend on stock picking.

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BRIEF DESCRIPTION OF THE INVENTION

In accordance with various aspects of the present invention, methods and systems are provided for a material handling vehicle to automatically perform a steering correction maneuver. Sensor data is received by a controller in a material handling vehicle from at least one sensor device. Based on the received sensor data, a first object that is located in a first zone defined at least partially on a first side is detected, and a second object that is located in a second zone defined at least partially in a second is detected. side of the vehicle, where the second object is closer to a central axis of the vehicle than to the first object. A steering correction maneuver is automatically performed by steering the vehicle toward the first object so as to steer the vehicle past the second object to at least one of: the first object enters a predefined portion of the first zone; and the second object leaves a predefined portion of the second zone.

In accordance with other aspects of the present invention, methods and systems are provided for tracking objects detected by at least one sensor device in a material handling vehicle. Sensor data is received by a controller in a material handling vehicle from at least one sensor device. Sensor data includes: data representative of whether

IMPI

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an object is detected in a scanned area that is scanned by at least one sensor device, the scanned area is a part of an environment in which the objects are tracked; and data representative of a lateral distance at which any of the objects are from an associated reference coordinated with the vehicle. Each detected object is tracked until the object is no longer located in the environment by: assigning the object to at least one cuvette defined within the scanned area by at least one sensor device; and using at least one of the subsequent sensor data and dead reckoning to reassign the object to adjacent cuvettes and to determine an updated lateral distance where the object is from the reference coordinate as the vehicle moves. The controller automatically implements a direction correction maneuver if a tracked object enters a zone beyond the defined direction within the environment.

In accordance with other aspects of the present invention, methods and systems are provided for a material handling vehicle to automatically implement a steering maneuver. The sensor data is received by a controller in a material handling vehicle from at least one sensor device. A selected object is detected in an environment close to the vehicle. A steering maneuver is performed by steering the vehicle so that the vehicle is kept substantially at a desired distance from the selected object.

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BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is an illustration of a material handling vehicle capable of remote wireless operation in accordance with various aspects of the invention;

Figure 2 is a schematic diagram of various components of a material handling vehicle capable of remote wireless operation in accordance with various aspects of the present invention;

Figure 3 is a schematic diagram illustrating detection zones of a material handling vehicle in accordance with various aspects of the present invention;

Figure 4 is a schematic diagram illustrating an illustrative aspect for detecting an object in accordance with various aspects of the present invention;

Figure 5 is a schematic diagram illustrating a plurality of detection zones of a material handling vehicle in accordance with additional aspects of the present invention;

Figure 6 is an illustration of a material handling vehicle having separate obstacle detectors according to various aspects of the present invention;

Figure 7 is an illustration of a material handling vehicle having obstacle detectors in accordance with additional aspects of the present invention;

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IMPI g MEXICAN INSTITUTE

OF INDUSTRIAL PROPERTY

Figure 8 is an illustration of a material handling vehicle having obstacle detectors in accordance with even further aspects of the present invention;

FIG. 9 is a schematic block diagram of a material handling vehicle control system that is coupled to sensors to detect objects in the vehicle's path of travel in accordance with various aspects of the present invention;

Figure 10 is a flow chart of a method of implementing direction correction in accordance with various aspects of the present invention;

Figure 11 is a schematic illustration of a material handling vehicle traveling through a narrow warehouse aisle under remote wireless operation, which automatically implements a direction correction maneuver in accordance with various aspects of the present invention;

FIG. 12 is a graph illustrating an illustrative speed of a material handling vehicle implementing a steering correction maneuver under remote wireless operation in accordance with various aspects of the present invention;

FIG. 13 is a graph illustrating illustrative steering bumper input data for a controller, illustrating whether an object is detected in the left or right steering bumper zones, in accordance with various aspects of the present invention;

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Figure 14 is a graph illustrating corre re cc7on^T* illustrative grade in degrees to illustrate an Ήέ ”ύυιiéfiCIDii Uu“ exemplary and illustrative steering applied to a material handling vehicle under remote wireless operation in accordance with various aspects of the present invention;

Figures 15A-15C are schematic illustrations of an illustrative environment used in connection with object tracking in a material handling vehicle traveling under remote wireless operation in accordance with various aspects of the present invention;

Figures 16A-16C are schematic illustrations of illustrative areas used to implement steering maneuvers in a material handling vehicle traveling under remote wireless operation in accordance with various aspects of the present invention; and

Figures 17A-17C are schematic illustrations of a material handling vehicle traveling under a warehouse aisle under remote wireless operation, which automatically implements steering maneuvers 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 a

MEXICAN INSTITUTE OF INDUSTRIAL PRIVACY

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part thereof, and in which are shown by way of illustration, and not by limitation, specific embodiments in which the invention may be practiced. It will be understood that other embodiments may be used and changes may be made without departing from the spirit and scope of the various embodiments of the present invention.

Low Level Order Pickup Truck:

Referring now to the drawings, and particularly to Figure 1, a material handling vehicle is illustrated as a low level order pickup truck 10, generally including a load handling assembly 12 extending from a power unit 14. Load handling assembly 12 includes a pair of forks 16, each fork 16 has a load bearing wheel assembly 18. The load handling assembly 12 may further include other load handling features, or instead of the illustrated arrangement of the forks 16, such as a load backrest, scissor-type lift forks, rocker arms or height adjustable forks. . Even further, handling assembly 12 may include load handling features such as a mast, loading platform, pickup basket, or other support structure carried by forks 16 or otherwise provided to handle a load supported and carried by truck 10.

The illustrated power unit 14 comprises a station

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operator through passageway dividing a first end section of power unit 14 (opposite forks 16) from a second end section (proximate forks 16). The pass-through operator station provides a platform on which an operator can stand to drive truck 10 and / or to provide a position from which the operator can operate the various features included in truck 10.

Presence sensors 58 may be provided to detect the presence of an operator on truck 10. For example, presence sensors 58 may be located on, on or under the platform floor, or otherwise provided on the operator station. In the illustrative truck of Figure 1, the presence sensors 58 are shown in dotted lines indicating that they are positioned below the platform floor. Under this arrangement, the presence sensors 58 may comprise load sensors, switches, etc. As an alternative, the presence sensors 58 can be implemented above the platform floor, such as using ultrasonic, capacitive, or other suitable sensor technology. The use of the presence sensors 58 will be described in more detail here.

An antenna 66 extends vertically from power unit 14 and is provided to receive control signals from a corresponding wireless remote control device 70. Remote control device 70 may comprise a transmitter

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that is used or otherwise maintained by the operator. Remote control device 70 is manually operated by an operator, for example, by pressing a button or other control, to cause remote control device 70 to wirelessly transmit at least a first of type designating a trip request to truck 10 . The travel request is an order that the corresponding truck 10 requests to travel for a predetermined amount, as will be described in more detail here.

The truck 10 also comprises one or more obstacle sensors 76, which are provided on the truck 10, for example towards the first end section of the power unit 14 and / or to the sides of the power unit 14. The sensors of Obstacle 76 include at least one non-contact obstacle sensor in truck 10, and are operated to define at least one detection zone. For example, at least one detection zone may define an area at least partially opposite a forward direction of travel of truck 10 when truck 10 is traveling in response to a travel request received wirelessly from remote control device 70, such as It will also be described in greater detail here.

Obstacle sensors 76 can comprise any suitable proximity detection technology, such as ultrasonic sensors, optical recognition devices, infrared sensors, laser scanning sensors, etc. that are capable of detecting the presence of objects / obstacles or are capable of

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„IMPI

one MEXICAN INSTITUTE

FROM INDUSTRIAL PROPERTY generate signals that can be analyzed to detect the presence of objects / obstacles within the predefined detection area (s) of the power unit 14.

In practice, the truck can be implemented in other formats, styles, and features, such as an end control pallet truck that includes a steering hand lever arm that is coupled to a hand lever to steer the truck. Similarly, although remote control device 70 is illustrated as a glove-like structure 70, numerous implementations of remote control device 70 can be implemented, including for example, broken finger, bead or mounted band, etc. Furthermore, the truck, remote control system and / or components thereof, including remote control device 70, may comprise any of the additional and / or alternative features or implementations, examples of which are described in the Application for Provisional Patent Series No. 60 / 825,688, filed on September 14, 2006 entitled "SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A

MATERIALS HANDLING VEHICLE ”, US Patent Application Serle No. 11 / 855,310, filed on September 14, 2007 entitled“ SYSTEMS AND METHODS TO CONTROL

REMOTELY A MATERIALS HANDLING VEHICLE ”; US Patent Application Serle No. 11 / 855,324, filed on September 14, 2007 titled "SYSTEMS AND METHODS FOR

REMOTELY CONTROL A DRIVING VEHICLE

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MATERIALS; US Patent Application Serle No. 61 / 222,632, filed on July 2, 2009, titled "APPARATUS FOR REMOTELY CONTROLLING A DRIVING VEHICLE

MATERIALS"; US Patent Application Series No. 12 / 631,007, filed on December 4, 2009, titled "MULTIPLE ZONE SENSOR FOR DRIVING VEHICLES

MATERIALS"; US Patent Application Series No. 61/1 19,952, filed on December 4, 2008, titled “MULTIPLE ZONE SENSOR FOR DRIVING VEHICLES

REMOTELY CONTROLLED MATERIALS ”; and / or US Patent No. 7,017,689, issued on March 28, 2006, titled “ELECTRICAL DIRECTION ASSISTANT FOR VEHICLE OF

MATERIAL HANDLING"; the full descriptions of which are each incorporated herein for reference.

Control System for Remote Operation of a Truck

Low Level Order Pickup:

Referring to Figure 2, a block diagram illustrates a control arrangement for integrating remote control commands with truck 10. Antenna 66 is coupled to receiver 102 to receive commands issued by remote control device 70. The Receiver 102 passes the received control signals to a controller 103, which implements the appropriate response to the received commands and may thus also be referred to herein as a master controller. Regarding this, the controller

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IMPI

103 it is implemented in hardware and can also run software (including firmware, resident software, micro-code, etc.). Furthermore, aspects of the present invention may take the form of a computer program product embedded in one or more computer readable media (s) having a computer readable program code embedded therein. For example, truck 10 may include memory that stores the computer program product, which, when implemented by a processor in controller 103, implements address correction as more fully described herein.

Thus, controller 103 can define, at least in part, a data processing system suitable for storing and / or executing program code and can include at least one processor coupled directly or indirectly to memory elements, for example , through a common system conductor or other suitable connection. Memory items may include local memory used during actual program code execution, memory that is embedded within a microcontroller or application specific integrated circuit (ASIC), a variety of programmable gates, or other reconfigurable processing device, etc.

The response implemented by controller 103 in response to commands received remotely, for example, via wireless transmitter 70 and corresponding antenna 66 and receiver 102, may comprise one or more actions, or Inaction, that

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it depends on the logic that is being implemented. Positive actions may include controlling, adjusting, or otherwise affecting one or more components of the truck 10. Controller 103 may 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 available devices / features of truck 10 to determine appropriate action in response to commands received from remote control device 70. Sensors 58, 76, etc. they can be coupled to controller 103 through inputs 104 or through a suitable truck network, such as a common control area network (CAN) conductor ~ 110.

In an illustrative arrangement, remote control device 70 is operative to wirelessly transmit a control signal representing a first type of signal such as a travel command to receiver 102 in truck 10. The travel command is also referred to herein as a "travel signal", "travel request" or "go to the signal". The travel request is used to initiate a request to the truck 10 to travel by a predetermined amount, for example, by having the truck 10 advance or jog in a first direction for a limited travel distance. The first direction can be defined, for example, by the movement of the truck 10 in a power unit 14 first, that is, forks 16 to the rear direction. However, other travel directions may alternatively be defined. Furthermore, truck 10 can be controlled

IMPI

MEXICAN INSTITUTE IX THE PROPERTY

INDUSTRIAL to travel in a generally straight direction along a predetermined course. Correspondingly, the limited travel distance can be specified by an approximate travel distance, travel time, or other measure.

In this way, a first type of signal received by the receiver

102 it is communicated to controller 103. If controller 103 determines that the travel signal is a valid travel signal and that the current vehicle conditions are adequate (explained in more detail below), controller 103 sends a signal to the configuration of Proper control of private truck 10 when moving forward and then stopping truck 10. Stopping truck 10 can be implemented, for example, either by allowing truck 10 to go to a stop or by initiating a braking operation to cause truck 10 to brake in a stop.

As an example, controller 103 may be communicatively coupled to a traction control system, illustrated as a traction motor controller 106 of truck 10. Traction motor controller 106 is coupled to a traction motor 107 that drives the minus one steered wheel 108 from truck 10. Controller 103 may communicate with traction motor controller 106 in order to accelerate, decelerate, adjust, and / or otherwise limit the speed of truck 10 in response to receiving a ride request from remote control device 70. The Controller 103 can also be communicatively coupled to an address controller 112, which is coupled to a

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Steering 114 directing at least one steered wheel 108 of truck 10. In this regard, truck 10 may be controlled by controller 103 to travel a planned path or maintain a planned course in response to receiving a trip request from the control device. remote 70.

Still as illustrated in another example, controller 103 may be communicatively coupled to a brake controller 116 that controls truck brakes 117 to decelerate, stop, or otherwise control the speed of truck 10 in response to receiving a ride request from the remote control device 70. Furthermore, controller 103 may be communicatively coupled to other vehicle features, such as main contactors 118, and / or other outputs 119 associated with truck 10, where applicable, to implement desired actions in response to implementing remote travel functionality. .

In accordance with various aspects of the present invention, controller 103 can communicate with receiver 102 and traction controller 106 by operating truck 10 under remote control in response to receiving travel commands from associated remote control device 70. Furthermore, controller 103 can be configured to perform a first action if truck 10 is traveling under remote control in response to a travel request and an obstacle is detected in one of the first pre-detection zone (s). Controller 103 may also be configured to perform a second action different from the first action if the

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! N TIT'JTO MEXICANO f> E INDIISTRIAL PROPERTY truck 10 is traveling under remote control in response to a travel request and an obstacle is detected in one of the second detection zones. In this regard, when the path signal is received by the controller 103 of the remote control device 70, any number of factors can be considered by the controller 103 to determine whether the received path signal can be actuated to start and / or maintain the truck movement

10.

Correspondingly, if truck 10 moves in response to a command received by the wireless remote control, controller 103 may dynamically alter, control, adjust, or otherwise affect remote control operation, for example, by stopping truck 10 , by changing the steering angle of truck 10, or by taking other actions. Thus, the characteristics of particular vehicles, the state / condition of one or more of the characteristics of the vehicle, environment of the vehicle, etc. they can influence the way controller 103 responds to travel requests from remote control device 70.

Controller 103 may reject the confirmation of a received travel request depending on the predetermined condition (s), for example, which refers to the environmental or / or operating factor (s). For example, controller 103 may ignore an otherwise valid travel request based on information obtained from one or more of sensors 58, 76. As an illustration, in accordance with various aspects of the present invention, the

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controller 103 can consider optionalme

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as if an operator is on truck 10 when determining whether to respond to a command command from remote control device 70. As noted above, truck 10 may comprise at least a presence sensor 58 to detect if an operator is positioned at truck 10. In this regard, I controller 103 may further be configured to respond to a path request to operate truck 10 under remote control when presence sensor (s) 58 designates that the operator is not on truck 10. Thus In this implementation, truck 10 cannot be operated in response to wireless commands from the transmitter unless the operator is physically outside truck 10. Similarly, if the object sensors 76 detect that an object, including the operator, is adjacent to and / or close to the truck 10, the controller 103 may reject the confirmation of the path request from the transmitter 70. Thus, in an illustrative implementation, an operator must be located within a limited range of truck 10, for example, close enough to truck 10 to be in the range of wireless communication (which can be limited to the group of a maximum distance truck operator 10). Other provisions can be implemented alternatively.

Any other number of reasonable conditions, factors, parameters, or other considerations may also / alternatively be implemented by controller 103 to

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interpret and take action in response to signals received from the transmitter. Other illustrative factors are set forth in greater detail in US Provisional Patent Application Series No. 60 / 825,688 entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE"; US Provisional Patent Application Series No. 1 1 / 855,310 entitled “REMOTELY CONTROL SYSTEMS AND METHODS

A MATERIALS HANDLING VEHICLE ”; the application of

US Provisional Patent Series No. 11 / 855,324, entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A

MATERIALS HANDLING VEHICLE ”; US Provisional Patent Application Series No. 61 / 222,632, titled “APPARATUS

TO REMOTELY CONTROL A MATERIALS HANDLING VEHICLE ”; US Provisional Patent Application Series No. 12 / 631,007, titled "MULTIPLE ZONE SENSOR FOR MATERIALS HANDLING VEHICLES"; and the US Provisional Patent Application Series No. 61/1 19,952 titled "SENSOR OF

MULTIPLE ZONE FOR REMOTELY CONTROLLED MATERIALS HANDLING VEHICLES ”; the descriptions of which are each incorporated for reference here.

After recognition of a path request, controller 130 interacts with traction motor controller 106, for example, directly or indirectly, for example, through a common conductor such as common conductor CAN 110 if used, to advance truck 10 by a limited amount.

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Depending on the particular implementation, controller 103 can interact with traction motor controller 106 and optionally, steering controller 112, by advancing truck 10 by a predetermined distance. Alternatively, controller 103 may interact with traction motor controller 106, and optionally, steering controller 112, by advancing truck 10 over a period of time in response to detection and sustained activation of a path control in the remote 70. As even in another illustrative example, truck 10 can be configured to move as long as a path control signal is received. Even further, controller 103 may be configured to "time out" and stop the path of truck 10 based on a predetermined event, such as exceeding a predetermined period of time or traveling distances with respect to detecting sustained activation of a control. corresponding on remote control device 70.

Remote control device 70 may also be operative to transmit a second type signal, such as a "stop signal," designating that truck 10 must brake and / or otherwise come to rest. The second type signal may also be involved, for example, after implementing a "path command," for example, after truck 10 has traveled a predetermined distance, traveled for a predetermined time, etc., under remote control in response to path command. If controller 103 determines that a received signal

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IMPI “Industrial Tnsasasss wirelessly is a stop signal. Controller 103 sends a signal to traction controller 106, brake controller 116 and / or another component that brings truck 10 to rest. As an alternative to a stop signal, the second type signal may comprise a "shore signal" or a controlled declaration signal designating that the truck 10 must cost, ultimately slowing down to come to rest.

The time it takes to bring truck 10 to full rest can vary, depending for example on the intended application, environmental conditions, the capabilities of the particular truck 10, the load on truck 10 and other similar factors. For example, after completing an appropriate pushing motion, it may be desirable to allow truck 10 "to cost some distance before coming to rest so that truck 10 stops slowly. This can be accomplished by using regenerative braking to slow truck 10 to a stop. Alternatively, a braking operation can be applied after a predetermined delay time to allow a predetermined range of additional path to the truck 10 after the initiation of the stop operation. It may also be desirable to bring truck 10 to a relatively rapid stop, for example, if an object is detected in truck 10's travel path or if an immediate stop is desired after a successful pushing operation. For example, the controller may apply predetermined torque to the braking operation. Under these

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Under conditions, controller 103 can instruct brake controller 116 to apply brakes 117 to stop the truck.

Detection Zones of a Material Handling Vehicle

Referring to Figure 3, in accordance with various aspects of the present invention, one or more obstacle sensors 76 are configured to collectively allow object / obstacle detection within multiple "detection zones". In this regard, controller 103 can be configured to alter one or more truck 10 operating parameters in response to detection of an obstacle in one or more of the detection zones as set forth in greater detail herein. Truck control 10 using detection zones can be implemented when an operator walks / operates truck 10. One or more detection zones can also be disabled or otherwise ignored by controller 103 when an operator is walking in / controlling the truck. 10, for example, to allow the operator to navigate truck 10 in tight spaces. Truck control 10 using detection zones can also be integrated with remote control

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For purposes of clarity of discussion here, any number of obstacle sensors 76 may be used. The number of obstacle sensors 76 will be similarly variable, depending on the

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technology used when implementing the sensor, the size and / or range of detection zones, the number of detection zones, and / or other factors.

In the Illustrative example, a first detection zone 78A is located proximate to the power unit 14 of the truck 10. A second detection zone 78B is defined adjacent to the first detection zone 78A and generally appears to circumscribe the first detection zone 78A. . A third area is also conceptually defined as all the outer areas of 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 defining the first and second detection zones 78A, 78B can be realized. For example, all or certain portions of detection zones 78A, 78B may intersect, overlap, or be mutually exclusive. Furthermore, the particular shape of detection zones 78A, 78B can vary. Furthermore, any number of detection zones can be defined, other examples of which are described in greater detail here.

Furthermore, the detection zones do not need to surround the entire truck 10. Rather, the way the detection zones can depend on the particular implementation as described in greater detail here. For example, if detection zones 78A, 78B are used for speed control while truck 10 is moving without an operator in it, under the control of

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remote travel in a first orientation of — unit laughs power, (forks at the rear), then detection zones 78A, 78B can be oriented at least forward of the truck's direction of travel 10. However, detection zones they can also cover other areas, for example, adjacent to the sides of the truck 10.

In accordance with various aspects of the present invention, the first detection zone 78A may 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, some form of obstacle is detected within the first detection zone 78A, and the material handling vehicle, for example, truck 10, is traveling under remote control in response to a travel request, then controller 103 can be configured to implement an action such as a "stop action" by bringing truck 10 to a stop. In this regard, the path of the truck 10 may continue once the obstacle is cleared, or a second, subsequent trip request from the remote control device 70 may be requested to restart the trip of the truck 10 once the obstacle is cleared. .

If a trip request is received from the remote control device 70 while the truck is idle and an object is detected within the first steering zone 78A, then controller 103 can reject the trip request and maintain the

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truck at rest until the obstacle is cleared outside the detention area.

If an object / obstacle is detected within the second detection zone 78B, and the material handling truck 10 is traveling under remote control in response to a travel request, then controller 103 can be configured to implement different actions. For example, controller 103 may implement a first speed reduction action by reducing the speed of truck 10 to the first predetermined speed, such as when truck 10 is traveling at a higher speed than the first predetermined speed.

Thus, assume that truck 10 is traveling in response by implementing a trip request from the remote control device at a speed V2 as established by a group of operating conditions where obstacle sensors 76 do not detect an obstacle in any detection zone. If the truck is initially at rest, the truck can speed up to speed V2. Detection of an obstacle within the second detection zone 78B (but not the first detection zone 78A) can cause the truck 10, for example, through the controller 103, to alter at least one operating parameter, for example, to decelerate truck 10 to a first predetermined speed V1, which is slower than speed V2. That is, V1 &lt;V2. Once the obstacle is cleared from second detection zone 78B, truck 10 can resume its speed

<img file="MX339969B_D0031.tif" />

V2, or truck 10 can maintain its speed V1 until the truck stops and remote control device 70 initiates another trip request. Furthermore, if the detected object is subsequently detected within the first detection zone 78A, the truck 10 will stop as more fully described herein.

Assume as an illustrative example that truck 10 is configured to travel at a speed of approximately 4 km / h (Km / h) for a predetermined, limited amount, if truck 10 is traveling without an onboard operator and is under the wireless remote control in response to a travel request from a corresponding remote control 70, provided that the object is not detected in a defined detection zone. If an obstacle is detected in the second detection zone 78B, then the controller 103 can adjust the speed of the truck 10 to a speed of about 2.4 km / h or some other speed less than 4 km / h (km / h). If an obstacle is detected in the first detection zone 78A, then controller 103 stops truck 10.

The example above assumes that truck 10 is traveling under remote wireless control in response to a valid signal received from transmitter 70. In this regard, obstacle sensors 76 can be used to adjust the operating conditions of unoccupied truck 10. However , obstacle sensors 76 and corresponding controller logic can

<img file="MX339969B_D0032.tif" />

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY may also be operated when truck 10 is being controlled by an operator, for example, mounted on the platform or other suitable location of truck 10. In this way, in accordance with various aspects of the present invention, controller 103 can stop truck 10 or reject to allow truck 10 to move if an object is detected within stop zone 78A with respect to whether the truck is being controlled by an operator or automatically operates in response to receiving a corresponding wireless transmitted travel request. Correspondingly, depending on the specific implementation, the control / limiting speed capability of controller 103, for example, in response to detecting an object in second detection zone 78B but not in first detection zone 78A, may be implemented regardless of whether truck 10 is traveling in response to receiving a corresponding wireless transmitted travel request, or whether an operator is mounted on truck 10 while controlling it.

However, in accordance with various aspects of the present invention and as briefly noted above, there may be situations where it is desirable to disable one or more of the detection zones when truck 10 is being controlled by an operator. For example, it may be desirable to override / disable obstacle sensors 79 / controller logic while the operator is controlling truck 10 with respect to external conditions. As a further example, you can sr

<img file="MX339969B_D0033.tif" />

(ΜΡΙ Desirable to override / disable the obstacle sensors 76 / controller logic while the operator is controlling the truck 1u to allow the operator to navigate the truck 10 in straight rooms, for example, navigate in straight spaces, travel around corners, etc. this may otherwise activate one or more of the detection zones. As such, activating controller logic, for example, within controller 103 to use object detection in detection zones to help control truck 10 while truck 10 is occupied by an operator, according With various aspects of the present invention, they can be manually controlled, programmatically controlled, or otherwise selectively controlled.

Referring to Figure 4, in accordance with additional aspects of the present invention, one or more of the obstacle sensors 76 may be implemented by ultrasonic technology or other suitable non-contact technology capable of distance measurement and / or position determination. Thus, the distance to an object can be measured, and / or a determination can be made to determine if the detected object is within a detection zone 78A, 78B, for example, by virtue of the object's distance from the truck 10. As an example, an obstacle sensor 76 can be implemented by an ultrasonic sensor or transducer that provides a "sound" signal, such as a high-frequency signal generated by a piezo element. Ultrasonic sensor 76 then rests and listens for a response. About this,

<img file="MX339969B_D0034.tif" />

• h HiT-l MEXICANO I, r¡i. PIETY • A ..-, .... or, AL the flight information time can be determined and used to define each zone. In that way, a controller, for example controller 103 or a controller specifically associated with obstacle sensors 76 can use software that observes the timing of flight information to determine if an object is within a detection zone.

In accordance with additional aspects of the present invention, multiple obstacle sensors 76 can work together to obtain object sensors. For example, a first ultrasonic sensor can send a sound signal. The first ultrasonic sensor and one or more additional ultrasonic sensors can then hear a response. In this way, controller 103 can utilize diversity in identifying the existence of an object within one or more of the detection zones.

Referring to Figure 5, an implementation of multiple speed zone control is illustrated in accordance with even further aspects of the present invention. As illustrated, three detection zones are provided. If an object such as an object is detected in the first detection zone 78A and the truck 10 is traveling in response to receiving a corresponding wirelessly transmitted travel request from the transmitter 70, then a first action may be performed, for example, the truck 10 can be brought to an arrest as more fully described here. IF an object such as an obstacle is detected in the second detection zone 78B and the truck 10 is traveling in

<img file="MX339969B_D0035.tif" />

in response to receiving a wirelessly corresponding “™ fra '' W it 10 v rage request by transmitter 70, then a second action may be performed, eg, 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 truck 10 can be reduced and / or limited to a relatively low first speed, for example, about 2.4 km / h.

If an object such as an obstacle is detected in the third detection zone 78C and the truck 10 is traveling in response to receiving a corresponding wirelessly transmitted travel request from the transmitter 70, then a third action can be performed, for example, the truck 10 may be slowed down or otherwise limited to a second speed, eg, about 4 km / h. In this way, the third detection zone can further designate a second speed zone. If there are no obstacles to be detected in the first, second and third detection zones 78A, 78B, 78C, then truck 10 can be remotely commanded to travel a limited number, for example, at a speed that is greater than the speed of the speed when an obstacle is in the third detection zone, for example, a speed of approximately 6.2 km / h.

As illustrated in Figure 5, detection zones can be defined by different patterns relative to truck 10. Also, in Figure 5, a seventh obstacle sensor is used.

<img file="MX339969B_D0036.tif" />

76, however, any number of -— “rT ??^rTT piioHp be provided, depending on the technology used and / or the features implemented. By way of illustration and not of limitation, the seventh obstacle sensor 76 may be approximately centered, such as on the bumper or other suitable location on the truck 10. In an illustrative truck 10, the third zone 78C may extend approximately 2 meters toward in front of the power unit 14 of the truck 10.

In accordance with various aspects of the present invention, any number of detection zones can be implemented in any way. For example, depending on the desired performance of the truck, many small areas can be defined at various coordinates relative to truck 10. Similarly, some of the large detection areas can be defined based on the desired performance of the truck. As an illustrative example, a table may be configured in controller memory. If the travel speed while operating the remote travel control is an operational parameter of interest, then the table can associate the travel speed with detection zones defined by distance, range, position coordinates, or some other measurement. If truck 10 is traveling in response to receiving a corresponding wirelessly transmitted travel request from transmitter 70 and an obstacle sensor detects an object, then the distance to that detected object can be used as a "key" to observe a corresponding travel speed In the table. The speed of³²^{, NST}dcla ^MtxlCANO trip retrieved from the table can be used by * e £ o ^ Aira «Bíi0 ^ W ^ when setting truck 10, for example, by lowering x? w »i» r.¡riQH ptr.

The areas of each detection zone can be chosen, for example, based on factors such as the desired speed of the truck when the truck 10 is traveling in response to a valid, received travel request from the remote control device 70, the distance of stop required, the anticipated load to be transported by truck 10, if a certain amount of cost is required due to load stability, vehicle reaction time, etc. In addition, factors such as the range of each desired detection zone, etc. can be considered to determine the number of obstacle sensors 76 required. In this regard, such information may be static, or dynamic, for example, based on operator experience, vehicle load, nature of the load, environmental conditions, etc. It is also contemplated that controller 103 can generate a warning or alarm signal if an object or person is detected in a detection zone.

As an illustrative example, in a configuration with multiple detection zones, for example three detection zones, up to seven or more object detectors, for example ultrasonic sensors or laser sensors, can be used to provide a range of coverage desired by an application correspondent. In this regard, the detector (s) may be able to see ahead of the truck 10's direction of travel for a sufficient distance to allow the appropriate response, eg, to go further.

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX339969B_D0037.tif" />

slow. In this regard, at least one sensor may be able to see several meters forward in the direction of the path of the truck 10.

In accordance with various aspects of the present invention, the multiple detection speed zones allow a relatively higher maximum forward path speed while operating in response to wirelessly received path commands. Such an arrangement can unnecessarily prevent early vehicle stop by providing one or more buffer zones where truck 10 slows down before deciding to come to a complete stop.

In accordance with additional aspects of the present invention, the use of multiple detection zones allows a system that rewards the corresponding operator for better alignment of the truck 10 during the harvesting operation. For example, an operator may position truck 10 to not align with a warehouse aisle. In this example, as truck 10 is pushed forward, second detection zone 78B may initially detect an obstacle such as a collection bin or warehouse rack. In response to shelf detection, truck 10 will slow down. If the rack is detected in the first detection zone 78A, then the truck will stand still, even if truck 10 has not been moved over the entire programmed movement distance. Similar to slow speeds or unnecessary stops a congestion and / or corridors can also occur

<img file="MX339969B_D0038.tif" />

messy.

In accordance with various aspects of the present invention, the truck 10 can form speed and braking operation parameters based on the information obtained from the obstacle sensors 76. In addition, the logic implemented by the truck 10 in response to the zones of Detection can change or vary depending on a desired application. As some illustrative examples, the boundaries of each zone in a multi-zone configuration can be programmatically (and / or reprogrammatically) entered into the controller, for example programmed flash. In view of the defined zones, one or more operational parameters can be associated with each zone. Established operating parameters can define a condition, for example, maximum allowable trajectory speed, an action, eg, brake, coast, or otherwise reaching a controlled stop, etc. The action can also be a cancellation action. For example, an action may comprise adjusting a steering angle or heading of truck 10 as will be described in greater detail here.

In accordance with a further embodiment of the present invention, one or more obstacle sensors, such as obstacle sensors 76A, 76B are shown in Figures 6 and 8, can be used to perceive or detect objects within the first, second and third detection zones in front of truck 10 when truck 10 is traveling in response to a path request received wirelessly from transmitter 70. The

<img file="MX339969B_D0039.tif" />

<img file="MX339969B_D0040.tif" />

IMPI controller 103 or other sensor processing device can <img file="MX339969B_D0041.tif" /> also generate an object detected signal and optionally, a distance signal in response to perceive / detect an object in front of the truck 10. As an illustrative example, an additional input 104 within controller 103 may be a sensor generated load signal LS load, as illustrated in Figures 7 and 8, which perceives the combined weight of the forks 16 and any load on the forks 16. The LS load sensor is shown schematically in Figures 7 and 8 near the forks 16, but can be incorporated into a hydraulic system to effect the lifting of the forks 16. By subtracting the load from the forks 16 (a constant value known) of the combined weight defined by the load signal, controller 103 determines the weight of the load on the forks. By using the detected load weight and if an object has been detected in one of the first, second, third detection zones as inputs into a lookup table or appropriate equations, controller 103 generates a suitable vehicle stop or signal to stop. maximum allowable speed.

Values ​​that define vehicle stop and maximum allowable speed signals can be experimentally determined and stored in a lookup table, calculated in real time based on a predetermined formula, etc. In the illustrated mode, controller 103 determines the weight of a load on forks 16 and whether an obstacle has been detected

IMPI

<img file="MX339969B_D0042.tif" />

In one of the first, second, and third detection zones, and using a lookup table, perform a stop command or define a maximum allowable speed for truck 10 and generate a corresponding maximum allowable speed signal for truck 10.

As an example, if there is no load on forks 16 and there is no object detected by obstacle sensors 76A, 76B in any of one of the first, second, or third detection zones, controller 103 allows truck 10 to be operated at any speed e Includes a maximum speed of 7.2 km / hour. If the object has not been detected in any of one of the first, second, or third detection zones, the maximum allowable speed of truck 10 can be configured, for example, to decrease as the load on truck 10 increases. As an illustration, for a load weight of 3632 kilograms, the maximum allowable speed of truck 10 can be 4.02 km / hour. It should be noted that, in some locations, the maximum allowable speed of truck 10, if not occupied by a driver, may be set at a predetermined upper limit, for example, 5.63 km / hour. Accordingly, the maximum speed of the vehicle, if not occupied by a pilot, can be set, for example, by the controller 103, at this maximum allowable speed.

For any loading weight on forks 16, if an object is detected in the first detection zone, controller 103 generates a "stop signal", which designates that truck 10 arrives

IMPI

<img file="MX339969B_D0043.tif" />

to a substantially immediate arrest. For a given load, the maximum allowable speed — tte1 — aiiiiún 10 · is progressively greater than the additional the object is from truck 10. Also for any given load weight, the maximum permissible speed of truck 10 is less if an object is detected. in the second detection zone as compared to when an object is detected in the third detection zone. The maximum allowable vehicle speed for the second and third detection zones is defined for each load weight so that the speed of truck 10 can be reduced in a controlled manner as truck 10 continues to move forward of the object so that the Truck 10 may eventually safely arrive at a stop before the truck reaches the point where the object is located. These speeds can be determined experimentally, based on formulas or a combination thereof, and can vary based on the type of vehicle, size and braking capabilities of the truck.

As an illustrative example, assume the loading weight on forks 16 is 681 kilograms and three detection zones are provided, including a first detection zone closest to the truck, followed by a second detection zone and a third zone detection farthest from the truck. If a detected object is located at a distance within the third detection zone, then the maximum allowable vehicle speed can be set at a speed such as 4.60 km / hour. By

Mexican Institute of Industrial Property

<img file="MX339969B_D0044.tif" />

<img file="MX339969B_D0045.tif" />

Accordingly, if truck 10 is traveling at a speed greater than 4.60 km / hour when the object is detected, controller 103 performs a speed reduction so that the vehicle speed is reduced to 4.60 km / hour.

If the loading weight on truck 10 remains equal to 681 kilograms, and if a detected object is located at a distance from truck 10 within the second detection zone, then the maximum allowable vehicle speed may be, for example, from 3.21 km / hour. Accordingly, if the truck 10 is traveling at a speed greater than 3.21 km / hour when the object is detected in the second detection zone, the controller 103 performs a speed reduction so that the vehicle speed is reduced to

3.21 km / hour.

Keeping the example above, if the load weight on truck 10 equals 681 kilograms and an object is detected in the first detection zone, then a stop signal can be generated by controller 103 upon stopping the truck

10.

Obstacle sensors can comprise ultrasonic transducers. Ultrasonic transducers are known to experience a phenomenon known as transducer "call generation". Essentially "call generation" is the tendency of a transducer to continue to vibrate and transmit signal is ultrasonic after the control signal that is used to initiate a transmitted signal has ceased. This sign of

IMPI

<img file="MX339969B_D0046.tif" />

"Call generation" decreases in magnitude rather rapidly, but during the time it is decreasing to a level below a threshold detection level, each obstacle sensor can respond by ignoring such "call generation" signals if the signals they are above a reference level associated with the listening sensor. As a result, a sensor can miss a target for a "call generation" signal and thus fails to identify a target in a corresponding detection zone. A common technique to avoid this problem is to flush all the signals back. generated by the obstacle sensors for a preselected period of time after the initiation of a transmission. The preselected time is determined based on several factors including the type of transducer being used, but during this preselected time no valid returns are perceived. If obstacle sensors are placed near a front part 10A of truck 10, see obstacle sensors 76A in Figure 7, and if the emptying technique is used, this results in a "dead" or "dead" zone. no detection ”DZ that comes out immediately at the front of the truck 10. Therefore, if an object O is very close to the front of the truck 10, for example, 10 mm or less, and the obstacle sensors 76A are placed on the front of the truck 10, see Figure 7, then the object O pu not detected.

In the mode illustrated in Figures 6 and 8, the first and

IMPI

<img file="MX339969B_D0047.tif" />

second obstacle sensors 76A and 76B, respectively, are spaced from each other along a longitudinal axis L_TO of truck 10, see Figure 8. Obstacle sensors 76A are positioned in front 10A of truck 10 and are capable of detecting objects located in, for example, the first, second and / or third detection zones. To ensure that objects O located in the non-detection zone DZ, which may be inherent in the first obstacle sensors 76A, the second obstacle sensors 76B are located in the truck 10 at a separate distance behind the first sensors 76A , that is, in a direction beyond the front part 10A of the truck 10, as best illustrated in Figure 8. In this regard, the second sensors 76B operate at least to detect objects in the dead zone DZ in Figure 7.

Address Correction

When a truck 10 is traveling in response to receiving a corresponding wireless transmitted path request by the transmitter 70, for example, as long as there is no person operating the truck 10 as fully described in more detail, it is possible for the truck 10 to encounter obstacles they do not require truck 10 to go to sleep. Rather, a steering correction maneuver can be performed so that truck 10 can continue to move forward for the appropriate limited amount without requiring operator intervention.

In accordance with the aspects of the present invention, the

<img file="MX339969B_D0048.tif" />

<img file="MX339969B_D0049.tif" />

MEXICAN INSTITUTE

DE LA MONEDAD, · «*. · '

INDUSTRIAL steering correction allows truck 10 to automatically steer past objects that are detected within the general area of ​​the front of truck 10. This address correction capability allows, for example, truck 10, which may be traveling in response to a wirelessly received path request from transmitter 70, to generally remain in the center of an aisle in a custom warehouse environment. that truck 10 travels in the hallway. For example, this is possible since truck 10 may have some offset in its steering angle due to steering calibration, floor crown, or any number of external factors. However, in accordance with various aspects of the present invention, a truck 10 traveling in response to receiving a corresponding wirelessly transmitted path request by transmitter 70 may implement address corrections, for example, by staying away from or otherwise avoid walls and shelves, other trucks, people, boxes and other obstacles, etc., in that way, relieving the operator of the need to periodically trace truck 10 and the direction of truck 10 manually to the center of the aisle or other desired heading position.

In accordance with various aspects of the present invention, controller 103 collects data from the various sensors, for example 76, 76A, and 76B that provide a landscape / ambient image on the front of truck 10, as will be more fully discussed here. . Controller 103 then uses the data collected from

<img file="MX339969B_D0050.tif" />

<img file="MX339969B_D0051.tif" />

<img file="MX339969B_D0052.tif" />

sensors to determine whether to implement direction correction maneuvers as more fully described here. In this regard, address correction can be implemented in addition to, instead of and / or in combination with the various override techniques more fully described herein. Thus, by way of illustration and not limitation, direction correction can be used in combination with multiple speed zones, a stop detection zone, weight dependent speed zones, etc.

As a further example, the object detection components of truck 10 may still implement an alarm and / or cause truck 10 to stop, reduce or otherwise limit the maximum path speed of truck 10, etc. Still further, truck 10 may issue a first alarm if the truck is attempting an automated steering correction maneuver and the second alarm or signal if truck 10 is slowing and / or stopping in response to an object in an area of corresponding detection if such features are implemented in combination with address correction.

In this regard, as used herein, the term "steering bumper zone" will be used to distinguish a zone used for steering correction from a "detection zone" that is used to limit top speed, stopping the truck 10, etc., as more fully described herein above.

In the illustrative example, two zone inputs are provided

<img file="MX339969B_D0053.tif" />

IMPI

<img file="MX339969B_D0054.tif" />

from steering bumper to controller 10elY *

* left and right orientations relative to uamiúii 10. Sw However, depending on the sensor technology and the way the sensor data is made available, one or more inputs to controller 103 may be required. By way of illustration, and not limitation, truck 10 may be equipped with one or more sensor device (s) 76, 76A, 76B collectively providing a first steering bumper area and a second steering bumper area, which they are close to truck 10. For example, the first bumper zone may be positioned to the left and generally toward the front of the forward direction of truck 10, to the left side of truck 10, etc. Similarly, a second steering bumper zone can be positioned to the right and generally forward of the truck 10's direction of travel, to the right side of truck 10, etc. In this regard, the first and second steering bumper zones of the truck 10 can be used to implement steering correction, which can include steering angle and steered steering components. In this illustrative configuration, the first and second steering bumper zones may be manually exclusive, or portions of the first and second steering bumper zones may overlap, thus essentially providing a third steering bumper zone designated by the overlapping coverage. of the first and second

<img file="MX339969B_D0055.tif" />

<img file="MX339969B_D0056.tif" />

MEXICAN INSTITUTE OF PROPERTY steering bumper areas. 'mxktmal

Furthermore, the first and second steering stop zones may overlap substantially with, partially with or not overlapping one or more detection zones used by other 5 techniques such as speed control, truck trigger brake obstacle 10, etc. For example, the range of the steering bumper zones may be similar to or different from the range of one or more of the detection zones if speed limiting control or other features are also implemented in conjunction with address correction as outlined. described in more detail here.

<img file="MX339969B_D0057.tif" />

Furthermore, the sensor inputs provided to controller 103 can be derived from a variety of similar type sensors or through a mixture of different sensor technologies, for example, ultrasonic sensors and / or laser scanner sensors. In this regard, various sensors and / or types of sensor technology, for example, laser and ultrasonic scanner can be used in conjunction or cooperation with each other, for example, to use one or more sensor (s) or sensor technologies to one or more zones (detection and / or steering bumpers) and to use still others of one or more sensor (s) or sensor technologies for one or more different zones (detection and / or bumpers). As another example, two or more sensors or sensor technologies can provide redundancy, for example, as a fail safe, backup, or data group commit.

MEXICAN INSTITUTE OF PROPERTY

INDUSTRIAL

In accordance with additional aspects of the present invention, controller 103 can be configured to process additional data beyond the two address bumper zone inputs, examples of this may include the object detection angle and data distance, etc. . Thus, the techniques described here are not limited to just two steering bumper zones.

Thus, steering correction in accordance with aspects of the present invention provides an aid to the operator to keep truck 10 off walls, racks, other vehicles, or other obstructions as truck 10 is operated by the remote control device 70.

In accordance with various aspects of the present invention, a control system on a truck 10 provides steering correction control in accordance with various aspects of the present invention. Referring to Figure 9, a partial schematic view of the system control is illustrated. In the illustrated system, a first ultrasonic sensor 76 'is used to generate a first detection zone 78', which is also designated herein as a left detection zone. Correspondingly, a second ultrasonic sensor 76 "is used to generate a second detection zone 78", which is also referred to herein as a right detection zone. Furthermore, although only two ultrasonic detection zones are illustrated, it will be understood that any number of detection zones can be implemented.

<img file="MX339969B_D0058.tif" />

Also, as more fully described here, the .zones .de. Detections implemented can overlap or define mutually exclusive zones of discretion.

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 output to the controller 103. Controller 103 can process the outputs of ultrasonic sensor controller 130 to implement speed control, obstacle avoidance, or other features, examples of which are set forth in greater detail here.

Also illustrated is a sensor 76 "', which is shown as a laser scanning sensor to further illustrate illustrative configurations. In this example, sensor 76 '”is used to generate a first steering bumper zone 132A, also designated as a left-hand steering bumper zone, and a second steering bumper zone 132B, also designated as a bumper zone right direction. For example, the laser scanning sensor 76 '"may scan a laser beam in an area at the front of the truck 10. In this regard, multiple laser systems may be used, or one or more laser beams may be scanned, eg, by tracking the scanning of one or more of the areas in front of the truck 10. In this regard, the laser sensor can independently define and scan the areas of

<img file="MX339969B_D0059.tif" />

left and right steering bumpers, or controller 103 can bypass the left and right steering bumper zones on the laser scan reticle (s). Furthermore, alternate scan patterns can be used, provided that controller 103 can determine if a detected obstacle is to the left or right of truck 10.

As some of the additional examples, although a laser scanner is illustrated for discussion purposes here, other detection technologies can be used, examples of which may include ultrasonic sensors, infrared sensors, etc. For example, the ultrasonic sensors located on the sides of the truck 10 can define the left and right steering bumper zones 132A, 132B, and other ultrasonic sensors can be used to define the detection zones, for example, to limit speed, etc.

As illustrated, the output from laser scanner 76 '”provides two inputs 110 within controller 103. A first signal designates whether an object is detected in the steering bumper area. Correspondingly, a second signal designates whether an object is detected in the right-hand bumper zone. Depending on the sensor and the processing sensor technologies used, the input (s) to the controller 103 that designates an object in the address bumper zones 132A, 132B may be in other formats. As even an additional illustration, the first and second bumper zones of

Λ · -ΙΜ.Λ4Ε £ -Λ-ί

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

<img file="MX339969B_D0060.tif" />

Address 132A, 132B can be defined by both ultrasonic sensors and a scanning laser. In this example, the scanning laser is used as a redundant check to verify that the ultrasonic sensors properly detect an object in either the left or right direction bumper zones 132A, 132B. As a further example, ultrasonic sensors can be used to detect an object in left and right direction bumper zones 132A, 132B, and the scanning laser can be used to distinguish or otherwise locate the object to determine if the object was detected. in the left-hand bumper zone or the right-hand bumper zone. Other provisions and configurations can be implemented alternatively.

Algorithm

In accordance with various aspects of the present invention, an address correction algorithm is implemented, for example, by controller 103. Referring to Figure 10, a address correction algorithm comprises determining whether a steering bumper zone is Detects at 152. A steering bumper warning signal 152 may comprise, for example, detecting the presence of an object within the first and / or second steering bumper zones 132A, 132B. If a steering bumper warning zone is received, a determination is made at 154 whether the bumper zone warning of

<img file="MX339969B_D0061.tif" />

IMPI _ _ '^NST™ TOMEXJ_CTO_NO from PROPERTY • ndustriax the right σ — a49 address indicates that an object is detected to the left of truck 10, for example, if the detected object is used in - the first steering bumper zone 132 or the second steering bumper zone 132B. For example, with brief reference back to Figure 9, a laser scan sensor 76 "'can generate two outputs, a first output signal that designates whether an object is detected in the first steering bumper area (left) 132A , and a second signal that designates whether an object is detected in the second steering bumper area (right) 132B. Alternatively, controller 103 can receive raw data from laser scanner and process / distinguish first and second address bumper zones 132A, 132B using predetermined mapping.

If a steering bumper zone warning designates that an object is detected in the left steering bumper zone 132A, then a steering correction routine is implemented at 156 which includes calculating a steering angle correction to steer the truck 10 on the right according to a first group of parameters. By way of illustration and not limitation, a right steering correction implemented at 156 may include steering truck 10 to the right at a right steering angle. In this regard, the right steering angle can be fixed or variable. For example, I controller 103 may command address controller 112 to ramp up to some desired direction angle,

<img file="MX339969B_D0062.tif" />

for example, 8-10 degrees to the right. By ramping a fixed steering angle jo / ma, sudden changes in the angle of the steering wheel (s) will not occur, resulting in more uniform performance. The algorithm accumulates the distance traveled to the steering correction angle, which can be a function of how much appropriate steering bumper input is coupled.

In accordance with various aspects of the present invention, the steering wheel angular change can be controlled to achieve, for example, a substantially fixed truck angle correction as a function of cumulative path distance. The cumulative path distance while performing a direction 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 truck 10 until the detected object is not within the Left bumper detection zone 132A. The accumulated path distance may also / alternatively comprise, for example, traveling until an expiration time is found, another object is detected in any one of the bumpers or detection zones, a predetermined maximum steering angle is exceeded, etc.

After outputting a right steering correction at 156, for example, when maneuvering truck 10 so that the object is not detected within the steering bumper detection zone 132A, a steering compensation maneuver

<img file="MX339969B_D0063.tif" />

Left is implemented at 158. The left steering maninhrarip r.nmppnsar.LÓ at 158 ​​may comprise, for example, implementing a direction counter to adjust the truck's direction of travel 10 in an appropriate heading. For example, the left steering compensation maneuver may comprise steering the truck 10 to a selected angle or otherwise determined by a distance that is a percentage of the previously accumulated path distance. The left steering angle used by the left steering compensation maneuver can be fixed or variable, and can be the same as, or different from, the steering angle used to implement right steering correction at 156.

By way of illustration and not limitation, the distance used by the direction offset maneuver at 158 ​​may be approximately one-quarter to one-half the cumulative path distance while implementing right-hand direction correction at 156. Similarly, the left steering angle to implement the left steering offset maneuver can be approximately one half of the angle used to implement the right steering correction at 156. Thus, assume that the right steering angle is 8 degrees and the cumulative direction correction path distance is 1 meter. In this example, the left direction offset can be about one half of the right direction offset, or -4 degrees, and the iiviri000 offset. _n

INSTITUTO MEXICANO DE LA PROPIEDAD left direction will occur for a distance of^INtf^and§Yfectorracae approximately% meters to ¹Λ meters.

The particular distance and / or angle associated with the left steering offset maneuver at 158 ​​can be selected, for example, to dampen the "bounce" of truck 10 as truck 10 moves along its course to correct the direction beyond the detected obstacles. As an illustration, if truck 10 corrects the steering to a fixed degree per distance traveled, controller 103 may be able to determine how much the corresponding truck angle has changed, and thus adjust the left steering offset maneuver to 158 to correct to the original or other suitable heading. In that way, truck 10 will avoid "plng ponging" under a corridor and rather, cover a course substantially straight down the center of the corridor without tedious manual repositioning required by the truck operator. Furthermore, the Left direction offset maneuver at 158 ​​can vary depending on the particular parameters used to implement the Right direction correction at 156.

Correspondingly, if a steering bumper zone warning designates that an object is detected in the right steering bumper zone 132B, then the steering correction routine is implemented at 160 which includes calculating a steering angle correction to steer the truck 10 left according to a second group of parameters. By way

<img file="MX339969B_D0064.tif" />

For illustration and not limitation, a left-hand steering correction implemented at 160 may include steering truck 10 to the left at a left-hand steering angle. In this regard, the left direction correction maneuver at 160 can be implemented in a manner analogous to that described above at 156, except that the correction is to the right at 156 and to the left at 160.

Similarly, after taking out a left steering correction at 160, for example, by maneuvering truck 10 so that the object is not detected within the bumper detection zone 132B, a right steering compensation maneuver is implemented at 162. The right direction offsetting maneuver at 162 may comprise, for example, implementing a counting direction to adjust the path direction of the truck 10 to an appropriate heading in a manner analogous to that described in 158, except that the offsetting maneuver of The direction at 158 ​​is on the Left and the direction offset maneuver at 162 is on the right.

After implementing the steering offset maneuver at 158 ​​or 162, the truck can return to a substantially straight course, for example, 0 degrees at 164, and the procedure returns to the beginning to await detection of another object in any of the Steering bumpers 132A, 132B.

The algorithm can also be modified to follow various

---- 1 J ^ S

MEXICAN INSTITUTE Jl

DE LA MONEDAD, &lt;and logical implementations of control and / or machines d ^^ STádo ^ pl + Ér facilitate various anticipated circumstances. For example, this is oo - possible since a second object will not move within either the steering bumper zone 132A or 132B while it is in the process of implementing a steering offset maneuver. In this regard, truck 10 may iteratively attempt to correct the direction around the second object. As another illustrative example, if the object (s) is simultaneously detected in both the left and right steering bumper zones 132A, 132B, controller 103 can be programmed to keep truck 10 on its actual heading, (e.g., angle of zero degree steering), until either one or more steering bumper zones 132A, 132B are cleared or the associated detection zones cause truck 10 to stop.

In accordance with other additional aspects of the present invention, a representative user and / or service may be able to customize the response of the steering angle correction algorithm parameters. For example, a representative service may have access to programming tools to load the custom variables, for example, into controller 103, to implement address correction. As an alternative, a truck operator may have controls that allow the operator to enter custom parameters within the controller, for example, via potentiometers, encoders, a

<img file="MX339969B_D0065.tif" />

IMPI software user, etc. industrial -The algorithm output illustrated in^,day^,'t^sig^,OTg^,,t0 ·· may comprise, for example, an output defining a directional correction value that can be coupled from controller 103 to a suitable truck 10 control mechanism. For example, the steering correction value may comprise a steering correction value +/-, for example, which corresponds to the left or right direction, which is coupled to a vehicle control module, the steering controller. 112, for example, as illustrated in Figure 2, or another suitable controller, even further, additional parameters that can be edited, for example, to adjust the operational perception can comprise the steering correction angle, a steering correction angle ramp speed, a bumper detection zone size / range for each steering bumper zone, truck speed while correcting the address etc.

Referring to Figure 11, assume in the illustrative example that truck 10 is traveling in response to receiving a wireless remote path request and that before truck 10 can travel a predetermined moving distance, truck 10 travels toward a position where a shelf leg 172 and a corresponding pallet 174 are in the path of the left-hand bumper zone 132A. Maintaining with the illustrative algorithm of Figure 10, truck 10, for example through controller 103, can implement a maneuver of

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<img file="MX339969B_D0066.tif" />

obstacle avoidance by entering a steering correction algorithm to steer the truck to the right. For example, controller 103 may calculate or otherwise observe or retrieve a steering correction angle that is communicated to a steering controller 112 by rotating truck control wheel (s) 1 0.

Truck 10 maintains directional correction until an event occurs, such as deactivation of the object, for example, when the scanning laser or other implemented sensor technology no longer detects an object in the left steering bumper area. 132. Assume that truck 10 accumulated a half-meter path distance during the steering correction maneuver, which was set at 8 degrees. Upon detecting that the left steering bumper zone has been disabled, a count steering compensation is implemented to compensate for the change in heading caused by the steering correction. As an example, steering compensation can steer truck 10 to the left for approximately a quarter of a meter of cumulative path distance, at 4 degrees. For multiple narrow aisles, the Left / Right direction of the sensor bumper zone can provide several frequent entries / short time between detections compared to relatively wide aisles.

Various direction angle corrections and direction offsets of corresponding meters

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<img file="MX339969B_D0067.tif" />

can be empirically determined, or angles, ramp speeds, cumulative distances, etc. they can be calculated, molded or otherwise derived.

In the illustrative arrangement, the system will attempt to keep the truck 10 centered in the aisle as the truck 10 moves in response to receiving a corresponding wirelessly transmitted path request from the transmitter 70. In addition, the bounce, for example, according to measured by the distance from the center line of a warehouse aisle, it is damped. Even further, there may be certain conditions where the truck 10 may still require some operator intervention in order to maneuver around certain objects in the line of the path.

Referring to Figure 12, a graph of a truck 10 speed measurement during an obstacle avoidance maneuver is illustrated. The graph in Figure 13 illustrates a direction correction to the predetermined direction angle to illustrate a total correction applied by the algorithm. And a graph in Figure 14 illustrates the movement of the truck 10 as a function of when the steering correction is activated and when an object is detected in the left and / or right bumper detection zones.

In accordance with additional aspects of the present invention, the address correction algorithm can be configured to hug a wall / shelf, against remaining beyond the wall and / or shelf. For example, adding a small offset to

<img file="MX339969B_D0068.tif" />

MEXICAN INSTITUTE OF PROPERTY truck 10 will allow truck 10 to maintain a small amount of wave in relation to the fixed wall / shelf control errsxrtii &amp; lan &amp; ia'a ta.

Although left and right steering bumper zones 132A, 132B are illustrated at least partially at the front of the forward direction of travel of truck 10, other arrangements may be alternately and / or additionally implemented. For example, the left and right steering bumper zones could alternatively be positioned to the sides of the truck 10, for example, as illustrated by the left and right side steering bumper zones 132C, 132D. Also, truck 10 may utilize a first pair of left and right steering bumper zones toward the forward path direction of truck 10, for example, left and right steering bumper zones 132A, 132B, and a second pair of Left and right steering bumper zones 132C, 132D towards the sides of the truck 10. In this regard, the particular algorithm used to implement the address correction may be the same or different for each pair of address bumper zones.

As an example, the side steering bumper zones 132C, 132D can be used to keep truck 10 generally adjacent to a shelf, wall, or other bearing. In this regard, a multi-zone steering bumper can be used, for example, to establish a hysteresis, for example

IMPI

<img file="MX339969B_D0069.tif" />

MEXICAN INSTITUTE OF INDUSTRIAL MONEDAD

<img file="MX339969B_D0070.tif" />

keeping the wall, shelf or other structure between a first, outside steering bumper limit and a second, inside steering bumper limit. Even as another illustrative alternative, assume that the truck is standing just to the right of a rack or other structure, which is to the left of truck 10. Truck 10 can automatically steer left by a small amount in order of heading towards the structure. In this regard, when the left steering bumper zone 132C is divided by the frame, the steering correction more fully described here will lead from the frame. However, because the guide is configured to steer just slightly to the left, truck 10 will eventually travel to the structure until the steering correction again repositions truck 10. Even as another illustrative example, steering compensation, for example 158 in Figure 10, could be deliberately over-compensated, thereby keeping truck 10 adjacent to the structure.

In yet another illustrative example, the steering bumper zones may be comprised of multiple steering bumper sub-zones, where each sub-zone may be associated with different parameters for steering correction, for example, by allowing correction of subtle steering for objects detected beyond truck 10 than objects detected closer to truck 10. As an example, the

IMPI

<img file="MX339969B_D0071.tif" />

Address correction can be an example rantidari mnnnr pnr. 2 degrees, when an object is detected in the additional screed or sub-zone of the vehicle; an intermediate amount, for example 4 degrees, when an object is detected in a mid region; and an amount greater than, for example, 8 degrees, when an object is detected in an interior region of a steering bumper zone. As additional alternatives, the distance measurement to the detected object can be used to dynamically adjust the steering algorithm to make the appropriate steering correction maneuvers.

Even as another illustrative example, it may be desirable to apply a first, higher amount of directional correction, for example, 10 degrees, if certain predefined conditions are known, and to apply a second, lesser amount of directional correction, for example, 7 degrees, under all other circumstances. For example, assume that an operator is controlling truck 10 and comes to the end of a hallway or row. The operator then maneuvers truck 10 by making a 180 degree turn and enters an adjacent hallway. Perhaps the operator oversteers or understeers after entering the adjacent aisle, so that the course of truck 10 cannot straighten under the aisle with the second minor amount of steering correction. In this situation, this may be desirable to apply a greater amount of steering correction than is normally used to allow the truck 10 to achieve a straight course under the aisle.

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<img file="MX339969B_D0072.tif" />

The conditions that must occur before applying the greatest amount of steering correction may vary, but in the example above, they may comprise the following: A first condition may be that of a preselected steering speed, such as, for example, 4.82 km / hour, must be reached or exceeded. A second condition may be that a minimum right angle, such as 45 degrees, must be satisfied or exceeded. A third condition may be that an operator must appear on truck 10 during the occurrences of the first and second conditions. In the example above, if each of these three conditions is known, controller 103 performs a particular instance of the largest amount of direction correction, for example, 10 degrees, if an object is detected in one of the bumper zones of address after the occurrence of all three conditions. Subsequent address corrections applied could be the smallest amount, for example 7 degrees, until all three conditions are satisfied once again, in which case another particular instance of the largest amount of the address correction will be applied by controller 103.

Referring to Figures 15A-15C, a scanned environment 200 is illustrated, also referred to as a landscape. Environment 200 can be derived by controller 103 based on sensor data obtained by controller 103 from an obstacle sensor 76, such as a laser scanning device. In this embodiment, a particular obstacle sensor 76 is used to

IMPI

<img file="MX339969B_D0073.tif" />

provide the sensor data, although additional sensors could be used as desired. In a modal id acTÍlustrátlva;the obstacle sensor 76 can be located at a distance from the floor on which the truck 10 is traveling, where the obstacle sensor 76 scans in a scanning plane that is oriented at an angle from the sensor 76 down from the floor.

Illustrative environment 200 illustrated in Figures 15A-15C extends in an axial direction, i.e. parallel to a central axis C_TOof truck 10, from a front edge 200A of room 200 to a back edge 200B of room 200. The front edge 200A travels a predefined distance D_F from the front of the truck 10. Distance D_F it can be any suitable distance and in a preferred embodiment it is from about 1 meter to about 5 meters. Trailing edge 200B is located at a predetermined location Li associated with truck 10. As some non-limiting examples, the location L! it can be defined to a load wheel of the truck 10, at a rear end of the estimated position of a typical load carried by the truck 10, or at the tips of the forks 16, as illustrated in Figures 15A-15C.

The illustrative environment 200 in the modality shown in the

Figures 15A-15C extends in a lateral direction, that is, perpendicular to the central axis C_TO of truck 10, from a left edge 200C of environment 200 to a right edge 200D of environment 200. Left edge 200C moves laterally to

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<img file="MX339969B_D0074.tif" />

a predefined distance D_L to the left d-the central axis C_TO of truck 10. Right edge 200D moves laterally at a preset distance D_R to the right of the central axis C_TO of truck 10. Distances D_L and D_R it can comprise any of the appropriate distances and in a preferred embodiment are each from about 2 meters to about 5 meters. It should be noted that the distances D_L and D_R They could be measured from the sides of the truck 10 or any other suitable location, either from the central axis C_TO. It is also noted that the edges 200A200D of environment 200 can comprise a shape and do not need to define straight edges. For example, the edges 200A-200D could be curved or could comprise uneven or jagged positions.

Illustrative environment 200 illustrated in Figures 15A-15C comprises a scanned area 202 and a history area 204. Scanned area 202 is actively scanned by obstacle sensor 76 during operation of truck 10. History area 204 is not actively scanned by obstacle sensor 76, but objects that are detected in scanned area 202 are capable of being tracked as they pass through history area 204 during truck movement

10, as will be described here. History area 204 comprises a first portion 2040A comprising laterally unscanned areas outside of scanned area 202 and also comprises a second portion 2040B that comprises an area that is located rearward of scanned area 202, as shown

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<img file="MX339969B_D0075.tif" />

in Figures 15A-15C.

Scanned area 202 extends from the front edge

200A from environment 200 to a predetermined axial location L₂, said location L₂ in the embodiment shown it is defined near the front end of the truck 10 but can be defined in other areas. The scanned area 202 extends in the lateral direction between the predetermined lateral locations L₃ and L₄, the locations L₃ and L₄ they are laterally offset from the respective sides of truck 10 and are located between the sides of truck 10 and the left and right edges 200C and 200D of environment 200, as shown in Figures 15A-15C.

The first portion 2040A of history area 204 extends laterally from both sides of scanned area 202, i.e., from respective locations L₃ and L₄, towards the left and right edges 200C and 200D of environment 200. The second portion 2040B of history area 204 extends rearward from scanned area 202, ie from location L₂ to the lateral edge 200B of environment 200. The second portion 2040B of history zone 204 extends laterally between the left and right edges 200C and 200D of environment 200.

Scanned area 202 and history area 204 each comprise corresponding left and right sections 202A, 202B, and 204A, 204B. The left section 202A of scanned area 202 in the shown mode comprises four scan zones 202A !, 202A₂, 202A₃, 202A₄ (collectively called the Mexican Institute and

OF PROPERTY ”* -« M industrial later as scanning areas 202A₁.₄) 'and the right section

202B of scanned area 202 in the shown mode comprises when scan areas, 202B !, 202B₂, 202B₃, 202B₄ (collectively referred to later as scan zones 202B₁.₄). Scanning zones 202A!₄ - 202Β ,.₄ illustrated in Figures 15A-15C are substantially the same size and are generally rectangular in shape, with the exception of scanning areas 202A₄ and 202B₄ located closer to truck 10 having angled lower corner portions. However, it is noted that scanned areas 202A₁.₄ - 202Bí.₄ They could be of adequate size and shape. Also, although 202A scan zones₄ and 202B₄ located closer to truck 10 in the embodiment shown they extend slightly outward from the front of truck 10, i.e. to location L₂, scanning areas 202A₄ and 202B₄ Located closer to truck 10 they could be extended to other locations without departing from the spirit and scope of the invention. Also, although each section 202A, 202B of scanned area 202 in the embodiment shown comprises four scan areas 202Ai.₄-202Bi.₄, some additional scanning zones may be provided in each section 202A, 202B.

Obstacle sensor 76 scans scan zones

202A₁.₄- 202Bv₄ and sends the sensor data to the controller 103 regarding the objects detected in the scan zones 202Ai.₄ 202BT.4. Included in the sensor data sent by obstacle sensor 76 is the data for each scan zone 202At.₄₆₆ IMPI

MEXICAN INSTITUTE »AND INDUSTRIAL PROPERTY

202B₁₄ that are representative of whether an object is detected in scan zone 202A_V4 - 202Bv₄ correspondent. Also, if an object is detected in a 202As scan zone.₄ - 202B !.₄, the data sensor includes data representative of the distance that the detected object is from a reference coordinate Re associated with the vehicle. The reference coordinate R_c it can be a predetermined location on truck 10, such as a bumper, wheel, fork, obstacle sensor 76, etc., or the reference coordinate R_c can be on an axis or plane associated with the truck

10. In the mode shown, the reference coordinate R_c is the central axis C_TO truck 10.

As shown in Figures 15A-15C, each scanning area 202Aí.₄ - 202B !.₄ it comprises a plurality of cuvettes 220. Cuvettes 220 are used to track objects in a plane generally parallel to the floor and detected in scanning areas 202Af.₄ - 202B₁.₄ as will be discussed here. In a preferred embodiment, each scanning area 202Ai.₄ - 202Β · ι_₄ comprises between four and eleven cuvettes 220 (six cuvettes 220 are included in each scanning zone 202A_V4 - 202B_V4 in the mode shown), although some additional cuvettes 220 could be included in each scan zone 202A !.₄ - 202Β !.₄.

History zone 204 also comprises a plurality of cuvettes 222. Cells 222 in the first potion 2040A of history zone 204 may be continuations of cuvettes 220 of scan zones 202Av₄ - 202B₁.₄. Cuvettes 222 are used

<img file="MX339969B_D0076.tif" />

IMPI

<img file="MX339969B_D0077.tif" />

to track objects entering into hctctr zone 204 from scan zones 202Av4 - 20213 ^ 4 as will be discussed here.

The first and second objects 272, 274 are illustrated in environment 200 in Figures 15A-15C. These objects 272, 274 are detected by the obstacle sensor 76 during operation, and the obstacle sensor 76 sends the sensor data to the controller 103 for approximately objects 272, 274. The controller 103 uses the sensor data to assign the objects 272, 274 to the trays

220 defined within scanned area 202 based on sensor data from obstacle sensor 76. Once objects 272, 274 exit scanned area 202 and enter history area 204, objects 272, 274 are assigned to the cuvettes 222 in history area 204.

Buckets 220, 222 are used to track objects 272, 274 in environment 200 as truck 10 moves. That is, as truck 10 moves, controller 103 tracks objects 272, 274 by using subsequent sensor data from obstacle sensor 76 to reassign objects 272, 274 to adjacent buckets 220, and / or by using navigation estimated to reassign objects 272, 274 to adjacent buckets 220, 222. By reassigning objects 272, 274 to adjacent cuvettes 220, 222, controller 103 is able to determine an updated axial distance that objects 272, 274 are from truck 10. Controller 103 is also capable of determining an updated lateral distance that objects 272, 274 are from truck 10

IMPI

<img file="MX339969B_D0078.tif" />

INSTITUTO MEXICANO O £ LA MONEDAD INDUSTRIAL using subsequent sensor data and / or navigation estimates a preferred modality, objects 272, 274 are tracked by controller 103 until it is no longer determined that they are in environment 200.

It is noted that, if the obstacle sensor 76 scans in a scanning plane that is oriented at an angle from the sensor 76 down towards the floor, some objects are detected in one or more of the scanning areas 202Ai.₄ - 202Β !.₄ they cannot be detected in an adjacent scan zone, even through the object that is located within the axial dimension of the adjacent scan zone. For example, shorter objects may be detected by obstacle sensor 76 in scan zone 202Ai, but may not be detected by obstacle sensor 76 after entering the axial dimensions of adjacent zone 202A.₂. While the sensor data provided by obstacle sensor 76 may not indicate that the object is in zone 202A₂That is, since the object is located below the scanning plane of sensor 76, the object is still tracked in environment 200 through dead reckoning.

Referring to Figures 16A-16C, illustrative defined action zones 280 are illustrated within environment 200. Action zones 280 can be used to implement various steering maneuvers as will be described herein. The areas of action

280 in the modality shown they are divided into zones of left and right action 282, 274, where the zone of left action

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<img file="MX339969B_D0079.tif" />

282 is located to the left of the central axis C_TO of truck 10, and the right action zone 274 is located to the right of the central axis C_TO truck 10.

Illustrative action zones 280 shown in Figures 16A-16C comprise left and right stop zones 300, 302, left and right non-direction zones 304, 306, left and right direction zones 308, 310, and left clamp zones and rights 312, 314.

Left and right stopping zones 300, 302 are located in front of and immediately to the sides of truck 10. If an object is detected in any of stopping zones 300, 302, controller 103 will initiate a braking operation. to cause truck 10 to stop.

Laterally outward from the stop zones 300, 302 are the left and right non-direction zones 304, 306. The left and right non-direction zones 304, 306 comprise front and rear portions 304A, 306A and 304B, 306B. The forward positions 304A, 306A of the undirected zones 304, 306 may comprise scanned portions of the undirected zones 304, 306, i.e., the portions of the undirected zones 304, 306 corresponding to the scanned zone 202, while the rear portions 304B, 306B of undirected zones 304, 306 may comprise unscanned portions of undirected zones 304, 306, i.e., portions of undirected zones 304, 306 corresponding to the second 2040B portion of the history zone

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<img file="MX339969B_D0080.tif" />

204. If an object is detected in one of the ^ nno na d^irig^iHqs 304. 306, controller 103 does not allow the vehicle to turn into the undirected zones 304, 306 where the object was detected until the object moves out of the respective undirected zone 304, 306.

Laterally outward from the non-directed zones 304, 306 are the Left and right direction zones of 308, 310. The left and right direction zones 308, 310 comprise front and rear portions 308A, 310A and 308B, 310B. The front portions 308A, 310A of the address areas 308, 310 may comprise scanned portions of the address areas 308, 310, i.e. portions of the address areas 308, 310 corresponding to the scanned area 202, while the portions The rear 308B, 310B of the steering zones 308, 310 may comprise unscanned portions of the steering zones 308, 310, i.e., the portions of the steering zones 308, 310 corresponding to the second portion 2040B of history area 204. If an object is detected in one of the rear portions 308B, 310B of the steering zones 308, 310, the controller 103 allows the vehicle to turn toward the steering zone 308, 310 in which the object was detected, i.e. until that the detected object enters the adjacent undirected zone 304, 306, at which point the controller 103 does not allow additional turning of the truck 10 towards the respective undirected zone 304, 306, and at which point the controller 103 can implement another steering maneuver as will be described here. It is observed that, in the preferred embodiment, the

<img file="MX339969B_D0081.tif" />

IMPI ^{, NST}™ TOM «JCANO

Df THE FROFIEDAD &lt;** - ^ ¡r &lt;l controller 103 does not implement a steering maneuver W'El π to truck 10 towards a steering zone 30ΪΓ A IU ¿I Uli object as detected in the front portion 308A, 310A thereof although I controller 103 could be programmed to implement such a steering maneuver.

Laterally out of the steering zones 308, 310 are in the left and right clamp zones 312, 314, the clamp zones 312, 314 are used by the controller 103 to steer the truck 10 relative to the selected objects in a manner that the truck can be kept substantially at a desired distance from the selected object, as will be described herein with reference to Figures 17A-17C. Laterally internal limits of clamp zones 312, 314 are defined by clamp lines 312A, 314A, as illustrated in Figures 16A-16C and

17A-17C.

The selection of one of the action zones 280, or portions thereof, can be used by controller 103 to implement additional steering maneuvers. For example, undirected zones 304, 306 and all or portions of address zones 308, 310 may respectively define zones beyond left and right direction 316, 318. For example, the zones beyond the address 316, 318 can be defined by the non-directed zones 304, 306 and the front portions 308A, 310A but not the rear portions 308B, 310B of the address zones 308, 310. If detected an object in or otherwise is determined to be located, by

<img file="MX339969B_D0082.tif" />

<img file="MX339969B_D0083.tif" />

For example, through dead reckoning, in one of the areas beyond address 316, 318, the truck 10 can return beyond the object, provided that another object is not located in the detention zone 302, 304, the zone non-steered 304, 306, or the front portion 308A, 310A of the steering zone 308, 310 on the opposite side of the truck 10. It is noted that the zones beyond direction 316, 318 described and illustrated herein could be defined by other zones of action 280 or portions thereof.

Controller 103 can implement various steering maneuvers after certain predefined conditions occur. A first illustrative event occurs when an object is detected within the scanned area 202 by the obstacle sensor 76 and determined to be within the left or right clamp line 312A, 314A. If an object is detected within scanned area 202 and within the left or right clamp line 312A, 314A, controller 103 will attempt to steer truck 10 beyond the detected object, as long as a steering maneuver is allowed, it is that is, as long as a second object is not detected within the stop zone 302, 304, the undirected zone 304, 306, or the front portion 308A, 310A of the steering zone 308, 310 on the opposite side of the truck 10.

A second illustrative event occurs when an object is detected or is otherwise determined to be located, for example, via dead reckoning, within an undirected zone 304, 306 and the object is located between the front edge 200A of the environment.

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200 and a predetermined axial location L₅ associated with the truck

10, see Figures 16A-16C. The default location L₅ associated with truck 10 can be defined, for example, at the axial location where the forks 16 extend from the truck 10. The predetermined axial location L_s it can alternatively be defined with respect to a predetermined distance from the front edge 200A of the environment 200. After the event occurs in accordance with this example, controller 103 will attempt to steer past the detected object, as long as a steering maneuver is allowed, i.e. as long as a second object is not detected within the stopping zone 302, 304, the undirected zone 304, 304, or the front portion 308A, 310A of the steering zone 308, 310 on the opposite side of the truck 10.

A third illustrative event occurs when a first object is detected by obstacle sensor 76 within left clamp line 312A and a second object is detected by obstacle sensor 76 within right clamp line.

314A. In this case, controller 103 will implement a steering maneuver by keeping truck 10 on a straight course until one of the following occurs: one of the objects moves out of clamp line 312A, 314A; one of the objects enters a rear portion 308B, 310B of an address zone 308, 310; one of the objects leaves environment 200; or one of the objects enters a detention area 300, 302. After the occurrence of one of these cases, controller 103 may implement another maneuver of

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<img file="MX339969B_D0085.tif" />

Direction or initiating a braking operation — qxie — depends on the location of the object (s).

A fourth illustrative event occurs when a "clamp" maneuver is implemented by controller 103. Additional details in connection with the clamp maneuver will be described below with reference to Figures 17A-17C.

Referring to Figures 16A-16C in succession, illustrative steering maneuvers implemented by controller 103 will be described during truck 10 movement. Truck 10 may be traveling in response to receiving a wirelessly remote path request, i.e., from a wireless transmitter, as discussed in detail here. Alternatively, truck 10 may cost an arrest or it may be manually steered by a pilot or walker who is walking next to truck 10.

In Figure 16A, obstacle sensor 76 detects the first and second objects 272, 274 in scanned area 202. Obstacle sensor 76 sends sensor data to controller 103 including information about the first and second objects 272, 274 The sensor data comprises representative data of which of the scanning areas 202_A1._TO2, 202_Bi-b2 (see Figures 15A15C) objects 272, 274 are located. Sensor data also includes data representative of a lateral distance that objects 272, 274 are from the reference coordinate Re, i.e., the central axis C_TO of truck 10 in the mode shown.

<img file="MX339969B_D0086.tif" />

In Figure 16A, the innermost portion of first object 272 is determined to be in the scanned area 2U2 and located outside of the left clamp line 312A in the clamp area 312, and the most laterally inner portion of second object 274 is determined to be in the scanned area 202 and be located within the right clamp line 314A in the front portion 310A of the right direction area 310. It is noted that, while a portion of the first object 272 is located outside the left clamp area 312 and a portion of the second object 274 is located in the left clamp area 314, the controller 103 may be primarily concerned with the portion of either of detected objects that are closest to the side of the truck 10. Based on the object location information from the sensor data, the laterally innermost portion of the second object 274 is determined to be closer than the laterally innermost portion of the first object 272 to the central axis C_TO of truck 10. Based on the locations of the first and second objects 272, 274 in Figure 16A, controller 103 will automatically implement a steering maneuver to steer truck 10 toward first object 272, in order to steer truck 10 beyond the second object 274.

Truck 10 is continuously directed toward first object 272 and past second object 274 until one of the two conditions occurs. The first condition is that the first object 272 (or another object determined to be in environment 200) enters

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a predefined portion of the left action zone 282. The predefined portion of the action zone 282 comprises a portion of the left action zone 282 where the truck 10 is further directed towards the first object 272 determined to be disallowed. The predefined portion of the left action zone 282 in the illustrative embodiment shown is either the front portion 308A of the left steering zone 308 or the rear portion 304B of the left undirected zone 304, but could be another of the left action 282 or portions thereof. The second condition is that the second object 272 (and any of the other objects determined to be in the right action zone 284) completely exits a predefined portion of the right action zone 284. The predefined portion of the right action zone 284 comprises a portion of the right action zone 284 where the additional direction of the truck 10 away from the second object 274 is determined as not being required. The predefined portion of the right action zone 284 in the embodiment shown is the front portion 310A of the right direction zone 310 if the second object 274 is in the second scanned zone 202, that is, so that the second object 274 is completely outside the right clamp line 314A, or the rear portion 306B of the front right-hand zone 306 of location L₅ if the second object 274 is in the second portion 2040B of the history area 204, but could be another of the right action areas 274 or portions thereof.

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In Figure 16B, the first condition is illustrated as known, that is, the first object 272 enters the front portion 308A of the left direction zone 308. While the first and second objects 272 and 274 are both in the second zone 202 so that they are actively detected by the obstacle sensor 76, and while the most laterally internal portion of the first object 272 is in the front portion 308A of the zone left direction 308 and the laterally innermost portion of the second object is in the front portion 310A of the right direction zone 310, Controller 103 will implement a steering maneuver so that truck 10 will maintain a straight course. As noted above, truck 10 will maintain a straight course until one of the following occurs; the laterally innermost portion of one of the objects 272, 274 s moves out of the clamp line 312A, 314A; the laterally innermost portion of one of the objects 272, 274 enters a rear portion 308B, 310B of a steering zone 308, 310; or one of the objects leaves the environment 200.

In Figure 16C, the laterally innermost portion of the second object 274 is illustrated as having moved within the rear portion 310B of the right steering zone 310. In this scenario, the second object 274 has gone from being scanned by a sensor from obstacle 76 in scanned area 202 to not be scanned in second portion 2040B of history area 204, and thus being tracked by dead reckoning. From the

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laterally innermost portion of the first object 272 is in the front portion 308A of the left steering zone 308 and the second object 274 is in the rear portion 310B of the right steering zone 310, the controller 103 automatically implements a steering maneuver to directing truck 10 past first object 272 in order to direct truck 10 toward second object 274. Truck 10 will continue to steer past first object 274 and toward second object 274 until one of the following illustrative conditions occurs: the most laterally inner portion of first object 272 enters rear portion 308B of left steering zone 308. ; the first object 272 is located completely outside the clamp line 312A; or until an object is determined to be in the right undirected zone 306 or the front portion 310A of the right steering zone 310. If one of these events occurs, controller 103 may implement a subsequent steering maneuver as described herein. .

If at any time during operation the first and / or second object 272, 274 enters one of the stop zones 300, 302, controller 103 will initiate a braking operation by causing truck 10 to stop, as discussed previously.

Figures 17A-17C are successive views of a truck 10 performing steering maneuvers in accordance with another aspect of the invention. Figures 17A-17C will be discussed in terms of action zones 280 discussed above with reference to the

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Figures 16A-16C. Truck 10 may be traveling in response to receiving a remote wireless path request, i.e. from a wireless transmitter, as discussed in detail here. Alternatively, truck 10 may be costed to a stop or it may be manually steered by a pilot or walker who is walking alongside truck 10.

In Figure 17A, obstacle sensor 76 detects a selected object 276 in scanned area 202. Obstacle sensor 76 sends sensor data to controller 103 that includes information about selected object 276. The sensor data comprises data that are representative of which areas are scanned 202_A1. _A4, 202_Bi-b4 (see Figures 15A-15C) where the selected object 276 is located. The sensor data also includes data representative of the lateral distance that the selected object 276 is from the reference coordinate Re, that is, the central axis. C_TO of truck 10 in the mode shown. The selected item 276 may be a shelf or a stacked product face having a generally axial laterally extended inner edge portion 276A, although it will be understood that the selected item 276 could be other items.

In environment 200 illustrated in Figure 17A, based on sensor data from obstacle sensor 76, edge portion 276A of selected object 276 is determined to be in the right direction zone 310. Based on the detected location of the object selected 276 illustrated in Figure 17A, the controller

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103 automatically "" ⁸⁰

INDUSTRIAL implements a steering maneuver to steer truck 10 past selected object 276 with the intent to steer truck 10 so that truck 10 is maintained at a substantially desired distance from edge portion 276A of selected object 276, is that is, so that the truck 10 embraces ”the edge portion 276A of the selected object 276. In one embodiment, the intent of the steering maneuver may be such that the selected object 276 is held at least partially in the right clamp zone 314. Additionally or alternatively, the intent of the steering maneuver may be such that a portion of the Selected object 276, for example, edge portion 276A thereof, is held substantially on the right clamp line 314A that is associated with the right clamp region 314.

In the illustrative embodiment shown, the intent of the steering maneuver is to continuously steer the truck 10 past the selected object 276 until the selected object 276 is at least partially held in the right clamp zone 314 and until the edge portion 276A of the selected object 276 remains substantially on the right clamp line 314A.

Referring to Figure 17B, an illustrative condition is illustrated where the truck 10 "overshoots" the right clamp line 314A, such that the edge portion 276A of the selected object 276 goes beyond the clamp line

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right 314A. In this case, controller 103 automatically implements a steering maneuver to steer truck 10 toward selected object 276 until edge portion 276A of selected object 276 remains on the right clamp line 314A. It is noted that since there is no portion of the selected object 276 that is located in the right-hand unguided zone 306 or in the front portion 310A of the right-hand steering zone 310 in Figure 17B, truck 10 is allowed to rotate toward the selected object 276.

In Figure 17C, after the steering maneuver is implemented that directs truck 10 toward selected object 276 such that edge portion 276A of selected object 276 is located on right clamp line 314A, controller 103 implements a steering maneuver to achieve a straight course of the truck 10 in the axial direction, i.e. parallel to the central axis C_TO, so that the edge portion 276A of the selected object 276 is maintained on the right clamp line 314A. Truck 10 continues toward the straight path until selected object 276 is not determined to be in environment 200, or until edge portion 276A of selected object 276 is not determined to be located on right clamp line 314A, in said At this point the controller 103 could implement a steering maneuver so that the right clamp line 314A matches the edge portion 276A of the selected object 276.

According to one modality, if multiple objects are

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Located within environment 200, the selected object 276 may be an object that is determined to be located closer to the left clamp line 312A or the right clamp line 314A. Alternatively, the selected object 276 may be the first object that is detected in the scanned area 202 by the obstacle sensor 76, or it may be the first object that is determined to be in at least one of the address zones 308, 310 and undirected zones 304, 306. As another example, the selected object 276 may be an object that is determined to be the object closest to the truck 10 within environment 200, as measured in the lateral direction.

Furthermore, controller 103 may be programmable to only perform a steering maneuver to "hug" a selected object if the object is detected in a selection of the left and right clamp zones 312, 314. For example, it may be desired that the truck 10 only hug the objects located on the right side of the truck 10. Under this arrangement, truck 10 can travel in a controller mode under the right side of one aisle, while the other truck travels in the opposite direction on the other side of the aisle. As another example, if an operator will collect only items located on the right side of an aisle, truck 10 may only hug a shelf or face of product stacked on the right side of truck 10, in order to minimize the distance the operator has to walk from rack to truck 10.

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Even further, the clamping maneuver described herein can be implemented by controller 103 in an embodiment only after authorization to do so. For example, an operator can press a button, which can be located on truck 10 or on a remote control device as described here. Upon receiving authorization to implement a clamp maneuver, controller 103 enters a clamp acquisition mode, "where controller 103 observes the objects in scanned area 203 to hug them. Additionally, the operator can designate clamp preferences, so that if anyone who grasps an object on the left or right side of truck 10, the first object detected in scanned area 202, the object that is determined to be located closest to the axis central C_TO of truck 10, etc. Additionally, once an object being hugged is no longer located within environment 200, the truck can continue forward on a straight course until a new hugging object is detected by obstacle sensor 76. If a new object is detected by an obstacle sensor 76 within environment 200, controller 103 may be automatically programmed to hug the new object, or controller 103 may need to be authorized to do so by the operator.

Furthermore, the clamp maneuvers used in connection with the clamp zones 312, 314 herein described with reference to Figures 17A-17C may be used in combination with the other action zones 280 described above with reference to

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Figures 16A-16C. ---- -

Thus, the invention of the present application has been described in detail and by reference to the embodiments thereof, it will be appreciated that modifications and variations are possible without departing from the scope of the invention defined in the appended claims.

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