ENERGY SAVINGS FOR REMOTE CONTROL DEVICE

Abstract

A method is provided for Bluetooth Low Energy (BLE) communication between a remote control device comprising a peripheral BLE device and a material handling vehicle controller comprising a central BLE device. The method comprises polling by means of a plurality of connection requests from the central BLE device, communicated to the peripheral BLE device with which the central BLE device is paired. The peripheral BLE device comprises one or more on-device switches. Based on the state of one or more on-device switches, the peripheral BLE device sends response messages to at least a portion of the plurality of connection requests according to at least one first or second communication operating mode.When operating in the first communication operating mode, the peripheral BLE device responds only to a portion of the plurality of connection requests, where each response message is indicative of the status of one or more switchable switches.

Description

ENERGY SAVING FOR REMOTE CONTROL DEVICE Background of the invention Material handling vehicles are commonly used to pick stock in warehouses and distribution centers. These vehicles typically include a power unit and a cargo handling assembly, which may include cargo carrying forks. The vehicle also has control structures to control the operation and movement of the vehicle. In a typical stock picking operation, an operator fills orders for available stock items that are placed in storage areas provided along one or more aisles of a warehouse or distribution center. The operator drives the vehicle between several picking locations where the item(s) must be selected. The operator may drive the vehicle either by using control structures in the vehicle, or through a wireless remote control device that is associated with the vehicle, such as the remote control device described in commonly owned US Patent No. 9,082,293, the entire description of which is incorporated herein by reference herein. Brief description of the invention According to a first aspect, a method is provided for wireless communication between a wireless remote control device comprising a peripheral device and a controller in a material handling vehicle comprising a central device. The method may comprise: polling through a plurality of connection event requests, by the central device, communicated with the peripheral device with which the central device is paired, the peripheral device comprising one or more activatable switches. Based on the state of one or more activated switches, the peripheral device sends response messages to at least a portion of the plurality of connection requests according to at least one of a first or second mode of operation. When operating in the first mode of communication operation, the peripheral device responds to only a portion of the plurality of connection requests, where each response message is indicative of the state of one or more active switches. The at least one mode of communication operation comprises the first mode of communication operation determined based on none of the one or more active switches being activated. The first mode of communication operation may be further determined based on the expiration of a hysteresis time interval, the hysteresis time interval occurring after the state of the one or more switches activating them has changed from at least one of the one or more active switches that are activated until none of the one or more of the active switches is activated. The central device sends one of the plurality of connection event requests to the peripheral device each connection interval and where the amount of latency defines a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device does not respond to connection event requests from the central device. The latency amount corresponds to a first predetermined time interval comprising a peripheral latency period defined by the latency amount and the connection interval. The at least one additional communication mode of operation comprises a second communication mode of operation determined based on at least one or more of the active switches being activated. In the second mode of communication operation, the central device sends one of the plurality of connection event requests to the peripheral device each connection interval. In the second mode of communication operation, the peripheral device responds to each connection event request sent from the central device with status information about whether at least one of the one or more active switches remains activated. The peripheral device, during a hysteresis time interval, may respond to each connection event request sent from the central device after the state of the at least one of the one or more active switches has changed of the at least one or more active switches. that are activated until none of the one or more active input switches are activated. The first mode of communication operation for the peripheral device is determined based on the expiration of the hysteresis time interval. In the first mode of communication operation, the central device sends a connection event request to the peripheral device every connection interval. In the first mode of communication operation, an amount of latency is defined by a number of connection event requests sent, greater than one, by which it is permissible for the peripheral device to not respond to the connection event requests of the central device. The one or more active switches may comprise a scroll button of the remote control device. The one or more activatable switches may comprise a button related to one of the vehicle's horns or a vehicle brake. The central device may send one of the plurality of connection event requests to the peripheral device each connection interval and wherein a latency amount defines a number of connection event requests sent, greater than one, for which it is permissible for The peripheral device does not respond to connection event requests from the central device. According to a second aspect, there is provided a system for wireless communication, comprising: a remote control peripheral device comprising a first microcontroller and an activatable switch; and a central device comprising a second microcontroller in a vehicle, wherein the peripheral device is wirelessly coupled to the central device via a communications link. The first microcontroller may be in communication with a memory that stores executable instructions and upon executing the executable instructions: receives from the central device a plurality of connection event requests; and based on the state of the activatable switch, sends response messages to at least a part of the plurality of connection requests according to at least one of the first or second communication operation modes. When operating in the first mode of communication operation, the peripheral device responds to only a portion of the plurality of connection requests, where each response message is indicative of an activated switch state. The peripheral device operates in the first mode of communication operation based on none of the one or more active switches being activated. The peripheral device further operates in the first communication mode of operation upon expiration of a hysteresis time interval, the hysteresis time interval that occurs after the state of one or more switches activating them has passed from at least one of the one or more active switches is activated or none of the one or more active switches is activated. When operating in the first mode of communication operation, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval and wherein an amount of latency defines a number of connection event requests sent , greater than one, for which it is permissible for the peripheral device not to respond to connection event requests from the central device. The amount of latency may correspond to a first predetermined time interval comprising a peripheral latency period defined by the amount of latency and the connection interval. The peripheral device operates in the second mode of communication operation based on at least one of the one or more active switches being activated. In the second mode of communication operation, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval. In the second mode of communication operation, the peripheral device sends to the central device a response to each connection event request sent with status information about whether the at least one of the one or more activatable switches remains activated. The central device that receives in addition to the peripheral device, during a hysteresis time interval, a response to each request sent for the connection event of the central device after the state of the at least one of the one or more activatable switches has been made a transition from at least one of the one or more activatable switches that are activated to none of the one or more activatable switches that are activated. The first mode of communication operation for the peripheral device is determined based on the expiration of the hysteresis time interval. In the first mode of communication operation, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval. In the first mode of communication operation, a latency amount is defined by a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to connection event requests sent from the device Central QQQRnn / cznz / R / vi. The one or more activatable switches may comprise a scroll button of the remote control device. The one or more activatable switches may comprise a button related to one of the vehicle's horns or the vehicle's brake. When operating in the first mode of communication operation, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval and wherein an amount of latency defines a number of connection event requests sent , greater than one, for which it is permissible for the peripheral device not to respond to connection event requests from the central device. The remote control peripheral device comprises a Bluetooth Low Energy (BLE) peripheral device and the central device comprises a BLE central device. Brief description of the drawings FIGS 1 and 2 are side and top views of a materials handling vehicle capable of remote wireless operation in accordance with various aspects of the present invention. FIG 2A is a side view of another material handling vehicle capable of remote wireless operation in accordance with various aspects of the present invention. FIG 3 is a schematic diagram of various components of a materials handling vehicle capable of remote wireless operation in accordance with various aspects of the present invention. FIGS 4-7 are views of a remote control device in accordance with various aspects of the present invention. FIGS 8A and 8B are cutaway views showing a remote control device engaging with a charging station in accordance with various aspects of the present invention. FIGS 9 and 10 are views of another remote control device in accordance with various aspects of the present invention. FIG 11 is a schematic diagram of various components of a charging station in accordance with various aspects of the present invention. FIGS 12-14 are views showing a remote control device and a charging station in accordance with various aspects of the present invention. FIG 15 is a schematic diagram of various components of a remote control device in accordance with various aspects of the present invention. FIG 16 represents a method according to various aspects of the present invention. FIG 17 represents a pairing method according to various aspects of the present invention. FIG 18 depicts another pairing method in accordance with various aspects of the present invention. FIG 19 depicts a method for re-pairing a vehicle and a remote pQQRnn / cznz / e / YiAi control device in accordance with various aspects of the present invention. FIG 20 depicts a method for reestablishing communication between a vehicle and a remote control device in accordance with various aspects of the present invention. FIG 21 depicts a method of charging a remote control device in accordance with various aspects of the present invention. FIG 22 represents another method of charging a remote control device in accordance with various aspects of the present invention. FIG 23 is a schematic diagram of various components of a kit in accordance with various aspects of the present invention. FIG 24 is a view of another remote control device in accordance with various aspects of the present invention. FIG 25 is a schematic diagram illustrating various aspects of the present invention. FIGS 26 and 27 illustrate a remote control device and a charging station constructed according to a further embodiment. FIGS 28A-28I illustrate various states for the first and second visual indicators of the charging station of FIGS 26 and 27. FIGS 29A-29C illustrate various states for the first and second visual indicators of the charging station of FIGS 26 and 27. FIG 30 illustrates a flowchart corresponding to a peripheral BLE device operating according to at least one mode of communication operation. FIG 31 illustrates a flowchart corresponding to a central BLE device calculating a number of lost messages from a peripheral BLE device. FIGS 32-35 provide exemplary response messages generated by a peripheral BLE device in response to connection requests generated by a central BLE device. Detailed description of the invention Best way to carry out the invention In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings which form a part thereof, and which show by way of illustration, and not by way of limitation, specific embodiments in which the invention It can be practiced. It should be understood that other embodiments may be used and that changes may be made without departing from the spirit and scope of the various embodiments of the present invention. Low Level Order Picking Truck Referring now to the figures, and particularly to FIGS 1 and 2, a materials handling vehicle 10, illustrated as a low level order picking truck, includes a load handling assembly 12 extending from a power unit 14. The vehicle 10 forms part of a system 8 according to aspects of the invention, which system 8 will be described more fully below. The load handling assembly 12 includes a pair of forks 16, each fork 16 having a load support wheel assembly 18. The load handling assembly 12 may include other load handling features in addition to, or instead of. the illustrated arrangement of the forks 16, such as a load backrest, scissor lift forks, stabilizers or separate height adjustable forks, as some examples. Still further, the load handling assembly 12 may include load handling features such as a mast, a loading platform, a collection cage or other support structure carried by the forks 16 or otherwise provided for the handling of a supported load carried by the vehicle 10. Although the present description is made with reference to the illustrated vehicle 10, it will be apparent to those skilled in the art that the vehicle 10 may comprise a variety of other industrial vehicles, such as a forklift, a reach truck, etc., and that the following description of the invention with reference to the figures should not be limited to an order picking truck unless otherwise specified. Additionally, the vehicle 10 may be implemented in other formats, styles and features, including a vehicle 10 that does not include a cargo handling assembly, such as a tow vehicle, etc. The illustrated power unit 14 comprising an operator step station 20 dividing a first end section of the power unit 14 (opposite to the forks 16) from a second end section (proximate to the forks 16). The operator station 20 includes a platform 21 on which an operator can stand to drive the vehicle 10 and / or to provide a position from which the operator can operate various included features of the vehicle 10. Presence sensors 22 (see FIG 2) may be provided to detect the presence of an operator in the vehicle 10. For example, presence sensors 22 may be located on, above or below the platform 21, or otherwise provide around the operator station 20. In the exemplary vehicle 10 of FIG 2, the presence sensors 22 are shown in dotted lines indicating that they are positioned below the platform 21. Under this arrangement, the presence sensors 22 can understand load sensors, switches, etc. As an alternative, presence sensors 22 can be implemented above the platform 21, such as using ultrasonic, capacitive or other suitable sensing technology. The use of presence sensors 22 will be described in more detail herein. According to an embodiment shown in FIG 2, the vehicle 10 may include a pole that extends vertically from the power unit 14 and includes an antenna 30 that is provided to receive control signals from a corresponding wireless remote control device 32. The pole may include a light 33 at the top, as shown in FIGS 1 and 2. According to another embodiment as shown in FIG 2A, the antenna may be located within other components of the vehicle, as such. so that the control signals from the remote control device 32 are received anywhere in the vehicle 10, as will be discussed below. The remote control device 32 comprises an additional system component 8 which is described in more detail below. The remote control device 32 is manually operable by an operator, for example, by pressing a button or other control, to cause the remote control device 32 to wirelessly transmit at least a first signal of a type designating a ride request. to a vehicle 10 that is paired with the remote control device 32. The trip request is a command that pQQRnn / cznz / e / Yi requests that the vehicle 10 travel, as will be described in more detail herein. Although the remote control device 32 is illustrated in FIGS. 1 and 2 as a finger-mounted structure, numerous implementations of the remote control device 32 can be implemented, including, for example, a glove structure, a lanyard-mounted structure, or sash, etc. Still further, the vehicle 10 and the remote control device 32 may comprise any of additional and / or alternative features or implementations, examples of which are described in US Provisional Patent Application Serial No. 60 / 825,688, filed on September 14, 2006, titled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE;” US Patent Application Serial No. 11 / 855,310, filed September 14, 2007, entitled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE” now US Patent No. 9,082,293; US Patent Application Serial No. 11 / 855,324, filed September 14, 2007, titled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE” now US Patent No. 8,072,309; U.S. Provisional Patent Application Serial No. 61 / 222,632, filed July 2, 2009, titled “APPARATUS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE;” U.S. Patent Application Serial No. 12 / 631,007, filed December 4, 2009, titled “MULTI-ZONE DETECTION FOR MATERIAL HANDLING VEHICLES” now U.S. Patent No. 9,645,968; U.S. Provisional Patent Application Serial No. 61 / 119,952, filed December 4, 2008, entitled “MULTI-ZONE SENSING FOR REMOTELY CONTROLLED MATERIAL HANDLING VEHICLES;” and / or United States Patent No. 7,017,689, issued March 28, 2006, entitled “ELECTRIC DRIVING ASSISTANCE FOR MATERIAL HANDLING VEHICLE;” the full descriptions of which are each incorporated herein by reference not present. Additional details regarding the remote control device 32 will be discussed in detail below. The vehicle 10 also comprises one or more non-contact obstacle sensors 40, which are provided around the vehicle 10, for example, towards the first end section of the power unit 14 as shown in FIGS 1 and 2. The sensors of obstacles are 40 are operable to define at least one detection zone. For example, at least one detection zone may define an area at least partially in front of a forward travel direction of the vehicle 10 when the vehicle 10 is traveling in response to a travel request wirelessly received from the remote control device 32, as will also be described in greater detail herein. The obstacle sensors 40 may comprise any suitable proximity detection technology, such as ultrasonic sensors, image capture devices, infrared sensors, laser scanner detector sensors, etc., which are capable of detecting the presence of objects / obstacles. or are capable of generating signals that can be analyzed to detect the presence of objects / obstacles within the predefined detection zone(s). In the exemplary embodiment pQQ«nn / cznz / e / Yi illustrated in FIGS 1 and 2, the vehicle 10 includes a first obstacle detector 42 and a pair of second obstacle detectors 44A and 44B mounted on the power unit 14 The first obstacle detector 42 is separated from the second obstacle detectors 44A and 44B along a vertical axis Va of the vehicle 10 that defines a vertical direction, that is, the second obstacle detectors 44A and 44B are located below. (closer to the ground than) the first obstacle detector 42, see FIG 1. The second obstacle detectors 44A and 44B are separated from each other along a horizontal axis Ha of the vehicle 10 that defines a horizontal direction, see FIG 2 . The first obstacle detector 42 may comprise a scanning laser sensor capable of detecting objects, for example, in the first, second, and third zones Z1, Z2, Z3 (also referred to herein as scanning zones or detection zones). , which first, second and third zones Z1, Z2, Z3 may comprise flat zones, see FIGS 1 and 2. The second zone Z2 may comprise a "top zone", and the first and third zones Z1 and Z3 may comprise "zones "STEERING CORRECTION FOR A REMOTELY OPERATED MATERIAL HANDLING”, the full description of which is incorporated by reference herein, it is noted that the first obstacle detector 42 may be capable of detecting objects in additional zones or fewer zones than the three zones Z1, Z2, Z3 illustrated. In an exemplary detection zone configuration, any or all of the detection zones can be used as described in U.S. Patent No. 9,002,581 issued April 7, 2015 and titled “OBJECT TRACKING AND STEERING MANEUVERS FOR HIGH QUALITY VEHICLES.” MATERIALS HANDLING”, the full description of which is incorporated by reference herein. The second obstacle detectors 44A and 44B may comprise point laser sensors that are capable of detecting objects when one or more of the zones Z1, Z2, Z3 of the first obstacle detector 42 and the vehicle 10, that is, below a or more than zones Z1, Z2, Z3, as illustrated in FIG 1, and / or beyond zones Z1, Z2, Z3, and are preferably capable of detecting at least objects below the second Z2 zone. The second obstacle detectors 44A and 44B are thus capable of detecting objects located in a non-detection zone DZ of the first obstacle detector 42, see FIG 1, that is, whose non-detection zone DZ is defined as an area by below the zones Z1, Z2, Z3 and is thus not detected by the first obstacle detector 42. Accordingly, the first obstacle detector 42 functions to detect objects located along a travel path of the detection unit. energy 14 beyond the non-detection zone DZ, while the second obstacle detectors 44A and 44B operate to detect objects along the travel path of the power unit 14 in the non-detection zone DZ, which is located right in front of vehicle 10, as shown in FIG 1. Additional sensor configurations and / or detection zones may be used, as set forth in the various patents and patent applications incorporated by reference herein. The vehicle 10 shown in FIGS 1 and 2 additionally includes a charging station 50 that QQQRnn / C7n7 / R / VI comprises an additional system component 8 and is provided for charging a rechargeable power source of the remote control device 32. Additional details in relation to the charging station 50 will be described below. Control system for remote operation of a low level order picking truck Referring to FIG 3, a block diagram illustrates a control arrangement for integrating remote control commands with the vehicle 10. A receiver 102, which may be a Bluetooth low energy (BLE) radio, for example, is provided. to receive commands issued by the remote control device 32. The receiver 102 passes the received control signals to a controller 103 (for example, a microcontroller), which implements the appropriate response to the received commands and in this way can also be referred to herein as a master controller. In this aspect, the controller 103 is implemented in hardware and may also execute software (including firmware, resident software, micro-code, etc.). Additionally, aspects of the present invention may take the form of a computer program product incorporated into one or more computer readable media having computer readable program code incorporated therein. For example, vehicle 10 may include memory that stores computer program output that, when implemented by a processor of controller 103, implements steering correction as more fully described herein. In this way, the controller 103 may define, at least in part, a data processing system suitable for storing and / or executing program code and may include at least one processor coupled directly or indirectly to memory elements, e.g. , via a system bus or other suitable connection. Memory elements may include local memory used during the current execution of the program code, memory that is integrated into a microcontroller or application-specific integrated circuit (ASIO), a programmable gate array or other reconfigurable processing device, etc. The response implemented by the controller 103 in response to commands wirelessly received, for example, through a wireless transmitter 178 of the remote control device 32 (to be discussed below) and sent to the receiver 102 in the vehicle 10, may comprise one or more actions, or inaction, depending on the logic being implemented. The positive sections may comprise controlling, adjusting or otherwise affecting one or more components of the vehicle 10. The controller 103 may also receive information from other inputs 104, for example, from sources such as presence sensors 22, obstacle sensors 40, switches, load sensors, encoders and other devices / features available to the vehicle 10 to determine the appropriate action in response to commands received from the remote control device 32. Sensors 22, 40, etc., may be coupled to the controller 103 through inputs 104 or through a suitable bus network, such as a control area network (CAN) bus 110. In an exemplary arrangement, the remote control device 32 is operative to wirelessly transmit a control signal representing a first type signal such as a shift command to the receiver 102 in the vehicle 10. The shift command is also referred to as herein as a “shift signal,” “shift request,” or “exit signal.” The shift request is used to initiate a request for the vehicle 10 to shift, for example, as long as the shift signal is received by the receiver 102 and / or sent by the remote control device 32, by a predetermined amount, for For example, to cause the vehicle 10 to advance or jog in a first direction for a limited travel distance, or for a limited time. The first direction can be defined, for example, by the movement of the vehicle 10 in a power unit 14 in first, i.e. forks 16 to the rear direction. However, other scrolling directions can be defined alternatively. Furthermore, the vehicle 10 can be controlled to travel in a generally straight direction or along a predetermined course. Correspondingly, the limited travel distance may be specified by an approximate travel distance, travel time or other measurement. In this way, a first type signal received by the receiver 102 is communicated to the controller 103. IF the controller 103 determines that the displacement signal is a valid displacement signal and that the current vehicle conditions are appropriate (explained in more detail in US Patent No. 9,082,293, which is already incorporated by reference herein), the controller 103 sends a signal to the appropriate control configuration of the vehicle 10 to advance and then stop the vehicle 10. Detection of the vehicle 10 is may be implemented, for example, by either allowing the vehicle 10 to coast to a stop or by initiating a braking operation to cause the vehicle 10 to brake to a stop. As an example, the controller 103 can be communicatively coupled with a traction control system illustrated as a traction motor controller 106 of the vehicle 10. The traction motor controller 106 is coupled to a traction motor 107 that drives at least one steering wheel 108 of the vehicle 10. The controller 103 may communicate with the traction motor controller 106 to accelerate, decelerate, adjust and / or otherwise limit the speed of the vehicle 10 in response to the receiving a travel request from the remote control device 32. The controller 103 may also be communicatively coupled with a steering controller 112, which is coupled to a steering motor 114 that steers at least one steered wheel 108 of the vehicle 10. In this aspect, the vehicle 10 may be controlled by the controller 103 to travel to a proposed route or maintain a proposed destination in response to receiving a travel request from the remote control device 32. As yet another illustrative example, the controller 103 may be communicatively coupled with a braking controller 116 that controls the brakes of the vehicle 117 to decelerate, stop, or otherwise control the speed of the vehicle 10 in response to receipt of a travel request. of the remote control device 32. Still additionally, the controller 103 may be communicatively coupled with other features of the vehicle, such as main contactors 118, and / or other outputs 119 associated with the vehicle 10, where applicable, to implement desired actions in response to implementing remote scrolling functionality. In accordance with various aspects of the present invention, the controller 103 can communicate QQQRnn / cznz / R / Yi with the receiver 102 and with the traction motor controller 106 to operate the vehicle 10 under remote control in response to receiving travel command from the remote control device 32. On the other hand, the controller 103 can be configured to perform various actions and the vehicle 10 is traveling under remote control in response to a travel request and an obstacle is detected in one or more of the detection zones Zi, Z2, Z3. In this aspect, when a displacement signal is received by the controller 103 of the remote control device 32, any variety of factors may be considered by the controller 103 to determine whether the received displacement signal should be acted upon to start and / or maintain vehicle movement 10. Correspondingly, if the vehicle 10 is moving in response to a command received by the remote control device 32, the controller 103 may dynamically alter, control, adjust or otherwise affect the remote control operation, for example, by stopping the vehicle. 10, by changing the steering angle of the vehicle 10, or taking other actions. In this way, the characteristics of the particular vehicle, the state / condition of one or more of the vehicle characteristics, vehicle environment, etc., can influence the way in which the controller 103 responds to the movement requests of the device. remote control 32. The controller 103 may refuse to recognize a received displacement request depending on the predetermined condition(s), for example, that relate to the environmental or operational factor(s). For example, the controller 103 may dismiss an otherwise valid scroll request based on information obtained from one or more of the sensors 22, 40. As an illustration, in accordance with various aspects of the present invention, the controller 103 may optionally consider factors such as whether an operator is in the vehicle 10 when determining whether it responds to a travel command from the remote control device 32. As seen from the above, the vehicle 10 may comprise at least one presence sensor 22. to detect whether an operator is positioned in the vehicle 10. In this aspect, the controller 103 can be further configured to respond to a travel request to operate the vehicle 10 under remote control when the presence sensor(s) 22 designate that the operator is not on the vehicle 10. Thus, in this implementation, the vehicle 10 cannot be operated in response to wireless commands from the remote control device 32 unless the operator is physically outside the vehicle 10. Similarly, if the sensors obstacle 40 detect that an object, including the operator, is adjacent and / or close to the vehicle 10, the controller 103 may refuse to recognize a travel request from the remote control device 32. Thus, in an exemplary implementation, an The operator must be located within a limited range of the vehicle 10, for example, sufficiently close to the vehicle 10 that is in the wireless communication range (which can be limited to establish a maximum distance from the operator of the vehicle 10). Other provisions may alternatively be implemented. Any other number of conditions, factors, parameters, or other reasonable considerations may also / alternatively be implemented by controller 103 to interpret and take action in response to signals received from transmitter 178. Other exemplary factors are set forth QQQRnn / cznz / R / vi in ​​greater detail in US Provisional Patent Application Serial No. 60 / 825,688, entitled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE”; US Patent Application Serial No. 11 / 855,310, entitled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE” now US Patent No. 9,082,293; US Patent Application Serial No. 11 / 855,324, entitled “SYSTEMS AND METHODS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE” now US Patent No. 8,072,309; U.S. Provisional Patent Application Serial No. 61 / 222,632, titled “APPARATUS FOR REMOTELY CONTROLLING A MATERIAL HANDLING VEHICLE;” U.S. Patent Application Serial No. 12 / 631,007, titled “MULTI-ZONE DETECTION FOR MATERIAL HANDLING VEHICLES” now U.S. Patent No. 9,645,968; and US Provisional Patent Application Serial No. 61 / 119,952, entitled “MULTI-ZONE SENSING FOR REMOTELY CONTROLLED MATERIAL HANDLING VEHICLES”; the descriptions of which are each incorporated by reference herein. Upon recognition of a travel request, the controller 103 interacts with the traction motor controller 106, for example, directly or indirectly, for example, through a bus such as the CAN bus 110 if used, to advance the vehicle 10. Depending on the particular implementation, the controller 103 may interact with the traction motor controller 106 and optionally, the steering controller 112, to advance the vehicle 10 so that a driving control signal is received. displacement. Alternatively, the controller 103 may interact with the traction motor controller 106 and optionally, the steering controller 112, to advance the vehicle 10 for a period of time or for a predetermined distance in response to the detection and sustained actuation of a displacement control on the remote control device 32. Still additionally, the controller 103 can be configured to "time out" and stop the displacement of the vehicle 10 based on a predetermined event, such as exceeding a predetermined period of time or distance. of displacement without considering the detection of the sustained operation of a corresponding control on the remote control device 32. The remote control device 32 may also be operative to transmit a signal of a second type, such as a "stop signal", designating that the vehicle 10 should brake and / or otherwise stop. The second type signal can also be implemented, for example, after implementing a "shift" command, for example, after the vehicle 10 has moved a predetermined distance, has moved for a predetermined time, etc., under remote control in response to scroll command. If the controller 103 determines that a wirelessly received signal is a detection signal, the controller 103 sends a signal to the traction motor controller 106, the braking controller 116, and / or another truck component that puts the vehicle 10 at rest. As an alternative to a detection signal, the second type signal may comprise a “coasting signal” or a “controlled deceleration signal” designating that the vehicle 10 should coast, eventually decelerating to a stop. QQQRnn / C7nz / R / vi The time taken to bring the vehicle 10 to complete rest may vary, depending, for example, on the proposed application, environmental conditions, the capabilities of the particular vehicle 10, the load on the vehicle 10, and other similar factors. For example, after completing an appropriate jogging movement, it may be desirable to allow the vehicle 10 to “coastalize” some distance before stopping so that the vehicle 10 comes to a slow stop. This can be achieved by using regenerative braking to decelerate the vehicle 10 to a stop. Alternatively, a braking operation may be applied after a predetermined delay time to allow a predetermined range of additional travel of the vehicle 10 after the start of the stopping operation. It may also be desirable to bring the vehicle 10 to a relatively quicker stop, for example, if an object is detected in the path of travel of the vehicle 10 or if immediate detection is desired after a successful crawl operation. For example, the controller 103 may apply a predetermined torque to the braking operation. Under these conditions, the controller 103 may instruct the controller 116 to apply the brakes 117 to stop the vehicle 10. Also shown in FIG 3 is the in-vehicle charging station 50 that can communicate with the controller 103. As will be explained in more detail below, the charging station 50 can be used to charge a rechargeable power source 180 of the device. wireless remote control device 32. The charging station 50 can be located on a side portion of the vehicle 10, for example, next to the operator station 20 near the manual driving controls of the vehicle 10 as shown in FIGS. 1 and 2, or a side panel of the power unit 14. A pairing system 34 can use a close range system to communicate wirelessly with a compatible close range system on the wireless remote control device 32. Using the pairing system 34, a vehicle 10 and the wireless remote control device 32 can be “paired” such that a vehicle 10 will transmit and receive messages only from its paired wireless remote control device 32. In addition to, or as an alternative to, near range other types of wireless communications, such as near field communication (NFC), the pairing system 34 may also use physical contacts that allow electrical communication between the remote control device 32 and the vehicle 10, at least for the initial pairing procedure. For example, the allergy contacts of the charging station 50 used to charge the remote control device 32 could be used to pair the vehicle 10 to the remote control device 32, as will be described in more detail herein. The pairing system 34 includes components that physically implement the communication method (e.g., Bluetooth, NFC, BLE, Wi-Fi, etc.) used to send messages and includes components that programmatically exchange information in an agreement after the protocol for establishing and maintaining a pairing. Thus, the pairing system 34 includes a device that can execute programmable instructions to implement a predetermined algorithm and protocol to achieve pairing operations. In FIG 3, the charging station 50, the receiver 102, and the pairing system 34 are represented as different functional blocks. However, one of ordinary experience will recognize pQQRnn / cznz / e / Yi that two or more of these components can be combined into a single element to provide a multi-function device. System As seen from the above, the vehicle 10 (including the charging station 50) and the remote control device 32 form the system 8 according to one aspect of the present invention. The remote control device 32 and the charging station 50 will now be described in turn. Referring to FIGS 4-8B, the remote control device 32 according to this embodiment is a finger-mounted device, although the remote control device 32 could take other forms, such as a glove-mounted device, a wrist-mounted device, a lanyard-mounted device, etc. The remote control device 32 can be mounted on one finger, two fingers, or more than two fingers of the operator. The remote control device 32 illustrated in FIGS 4-8B comprises a rigid polymeric base 172 (see FIG 6) and a rigid polymeric upper housing 174. The base 172 and the upper housing 174 are coupled together through any suitable way and define an internal area 176 for receiving internal components of the remote control device 32, including a wireless communication system 456 that includes a wireless transmitter 178, such as the wireless transmitter 178 described above with reference to FIG 3, and a source of rechargeable power 180. In an exemplary embodiment, the wireless transmitter 178 comprises a model BGM121 manufactured by SiLabs. It is noted that the terms “transmitter” and “receiver” as used herein are intended to propose a device capable of one-way communication, that is, the device only transmits or receives signals, or a device capable of two-way communication. , such as a transceiver, which both transmits and receives signals. The rechargeable power source 180 may be a supercapacitor, a high capacity battery, etc. For example, you can use an AVX supercapacitor, model SCCR20E335PRB which has a nominal voltage of 3V and a capacitance of 3.3F. The rechargeable power source 180 is small enough to fit within the internal area 176 while also having sufficient capacity on a substantially full charge to produce a usage period of the remote control device 32 of at least two hours, at least four hours, at least eight hours or more. A wear period of up to eight hours may be preferable to correspond with an eight-hour job change for an operator. A supercapacitor (also called a supercap or ultracapacitor) is a high-capacity capacitor with valves of much higher capacitance than other capacitors but, typically with lower voltage limits that bridge the gap between electrolytic capacitors and rechargeable batteries. They typically store 10 to 100 times more energy per unit volume or mass than electrolytic capacitors, can accept and deliver charge much faster than batteries, and endure many more charge and discharge cycles than rechargeable batteries. Because supercapacitors can be used in applications that require many fast pQQ«nn / C7nz / e / Yi charge / discharge cycles, some embodiments of the remote control device 32 may include a supercapacitor as the rechargeable power source 180. In In embodiments of the present invention, the current supplied to the supercapacitor can be limited to about 2A and can achieve charging to a full charge in about 2 seconds or less. Without considering the specific type of rechargeable power source 180 used, embodiments of the present invention contemplate recharging the rechargeable power source 180 to a desired amount, such as for a full state of charge, or to a state of charge less than a state of charge. of substantially complete charging (as will be discussed in detail herein) through the charging station 50 within a desired charging period. The power supplied to the rechargeable power source 180 by the charging station 50 may be varied according to the capacity of the rechargeable power source 180, the desired charging amount, and / or the desired charging period, as will be discussed below. greater detail herein. Referring to FIG 6, the remote control device 32 further comprises the security structure 188 for securing the remote control device 32 to one or more of the fingers of the operator's hand. The security structure 188 in the embodiment shown in FIG 6 comprises a fastening strap 190 including, for example, hook and loop tape fasteners 191 for securing the fastening strap 190 to a finger, for example, the index finger. , operator. The remote control device 32 is provided with first and second slots 192A and 192B located at opposite ends of the remote control device 32 to receive the tether strap 190. The holding strap 190 shown in FIG 6 defines a first finger receiving area 194 for receiving an Of finger (see FIGS 1 and 2) from an operator using the remote control device 32. Both handheld versions can be created either right and left of the remote control device 32. The remote control device 32 is releasably attached to the operator's index finger through the holding strap 190. In an exemplary embodiment, a first end 190A of the holding strap 190 is threaded through the first slot 192A and a second end 190B of the fastening strap 190 is threaded through the second slot 192B. The first end 190A of the fastening strap 190 can be permanently attached to the rigid base 172, for example, through stitches or glue, while the second end 190B of the fastening strap 190 can be releasably inserted through of the second slot 192B and fold back such that the hook and loop tape fasteners 191 engage each other to secure the fastening strap 190 to the operator's finger. The fastening strap 190 can be adjusted to accommodate fingers of different sizes or such that the remote control device 32 could be worn over a glove (not shown). It is noted that other types of fastening straps 190 can be used. The remote control device 32 further comprises at least one control, shown in FIGS 4-8B as first, second and third controls 196A-C. The controls 196A-C each comprise a button 197A-C and a two-state switch 198A-C located below the corresponding button 197A-C. The switches 198A-C are communicatively coupled to the wireless communication system 456, such that actuation of each of the controls 196A-C causes the wireless transmitter 178 to wirelessly transmit a respective request to the QQQRnn / cznz / R / vi vehicle 10. In the exemplary remote control device 32 shown in FIGS 4-8: the first control 196A comprises a scroll button 197A which, when pressed, causes the wireless transmitter 178 to transmit wirelessly a request for the vehicle 10 to move across a floor surface; the second control 196B comprises a horn button 197B that, when pressed, causes the wireless transmitter 178 to wirelessly transmit a request for the vehicle 10 to sound a horn / audible alarm; and the third control 196C comprises a brake button 197C which, when pressed, causes the wireless transmitter 178 to wirelessly transmit a request for the vehicle to stop (if it is moving under the wireless control) and, optionally, to stop. turn off. The remote control device 32 is compact, and substantially the entire remote control device 32 is mountable and is placed directly over the operator's index finger. Consequently, interference to the operator carrying out work tasks caused by using the remote control device 32 is minimal or non-existent. The remote control device 32 is durable and long lasting since the rigid base 172 and upper housing 174 are preferably formed of a durable and rigid polymeric material, such as acrylonitrile butadiene styrene (ABS), polycarbonate or nylon. The rigid base 172 and upper housing 174 define a durable, generally non-flexible and rigid structure. An operator can easily operate the scroll button 197A manually through his or her thumb to cause the wireless transmitter 178 to wirelessly transmit at least one first type signal designating a scroll request or command to the vehicle 10. It is contemplated that The move request may result in the vehicle 10 moving as long as the operator holds down the move button 197A, either for a predetermined distance or for a predetermined amount of time. The horn button 197B and the brake button 197C can be operated by the operator's opposite hand, for example. As shown in FIGS 4 and 5, the remote control device 32 further comprises one or more charging contacts 210, it is noted that additional charging contacts 210 or less than the four shown can be used, for example, it can be used one charging contact 210 or two or more charging contacts 210. Additionally, the remote control device 32 further includes one or more sensors in the form of first presence contacts 212, illustrated in FIGS 4 and 5 as a single first presence contact 212 located between the four load contacts 210. The load contacts and first presence contacts 210, 212 can be arranged within the openings 214 formed in an outer surface of the upper housing 174 of the remote control device 32. The Top portions of the charging contacts and first presence contacts 210, 212 may be positioned below the outer surface of the upper housing, i.e., the charging contacts and first presence contacts 210, 212 may be recessed within the openings. 214, which can prevent damage to the charging contacts and first presence contacts 210, 212 due to accidental contact. It is noted that other configurations for the number, orientation, and placement of the charging contacts 210 and the first presence contacts 212 could be used without departing from the QQQRnn / C7n7 / R / VI scope and spirit of the invention. In embodiments, the charging contacts 210 join or couple with the elements, for example, electrical contacts or charging elements 220 of the charging station in the vehicle 50 (posed below), and the first contact of Presence 212 joins or couples with a second complementary sensor in the form of a second presence contact 222, such as a switch, pogo pin or pressure pin, for example, from the charging station in the vehicle 50, as shown. shown in FIGS 8A and 8B and will be described in more detail herein. It is noted that one or more of the charging contacts 210 and corresponding charging elements 220 may be provided for redundancy. In an example, the four load contacts 210 illustrated in FIGS 4-7 and four load elements 220 illustrated in FIGS 12-14 could be established as two pairs of redundant contacts / elements 210 / 220, where the load of The rechargeable power source 180 (as discussed below) is enabled as long as one charging contact 210 of each pair is coupled with and in electrical communication with its corresponding charging element 220. Embodiments of the present invention also contemplate contactless, or induction, charging, wherein the rechargeable power source 180 of the remote control device 32 can be charged by the remote control device 32 that is in close proximity to, or on the surface of, a compatible induction charging station (not shown). This induction charging station can be located, for example, in a drive or steering control of the vehicle 10 such that the rechargeable power source 180 can be charged while the operator is manually driving the vehicle 10 from the operator station. twenty. FIGS 9 and 10 illustrate another exemplary remote control device 32, where like reference numerals correspond to components similar to those listed above for FIGS 4-8B. The remote control device 32 according to this embodiment is intended as a two-finger design, that is, the security structure 188 in the embodiment shown in FIGS 9 and 10 comprises a fastening strap 190 defining the first and second finger receiving areas 194, 195 for receiving the index and middle fingers of an operator using the remote control device 32. The remote control device 32 according to FIGS 9 and 10 includes two charging contacts 210 instead of four contacts of charging 210 in the remote control device 32 of FIGS 4-8. The remaining components of the remote control device 32 of FIGS 9 and 10 may be generally the same as the remote control device 32 of FIGS 4-8B and thus will not be described in detail herein. FIG 11 provides a functional block level diagram of a vehicle charging station 50 in accordance with the principles of the present invention in which the pairing system 34 is incorporated into the charging station 50. As explained further In detail below, the charging station 50 may include the receiver 102, for example, a Bluetooth Low Energy (BLE) radio 402 that may communicate with the vehicle controller 103. Although not shown, the communication may be via the bus. vehicle CAN and thus the charging station 50 may include a CAN bus interface. The charging station 50 may also include one or more pQQRnn / cznz / e / Yi light-emitting diodes (LEDs) 404 or other visual indicators that help convey information to an operator. For example, an LED may be used to indicate that a remote control device 32 is currently docking with the charging station 50. Other LEDs may indicate a charging current status of the rechargeable power source of the remote control device 180. A current limiter 406 or other protection circuit may be provided that helps ensure that a remote control device 32 is safely recharged as the current limiter 406 allows voltage from the vehicle's power source to be provided to the devices. charging elements 220 of the charging station 50 for charging the rechargeable power source of the remote control device 180. These charging elements 220 interact with the charging contacts 210 of the remote control device 32 and provide the electrical connection between the source of vehicle power and the rechargeable power source 180 of the remote control device 32. The second presence contact 222 couples with the first presence contact 212 to detect when a remote control device 32 is physically connected to the charging station 50 in such a way that the charging contacts 210 are coupled with the charging elements 220. According to the embodiments, in the second presence contact 222 that is coupled by the first presence contact 212, the pairing process begins. It is noted that the first and second presence contacts 212, 222 may be provided respectively on either the remote control device 32 or the charging station 50. That is, although the second presence contact 222 is illustrated on the charging station charge 50 and the first presence contact 212 in the remote control device 32, the second presence contact 222 could be located in the remote control device 32 and the first presence contact 212 could be located in the charging station 50. The relationship between the second presence contact 222 and the charging elements 220 is such that the charging contacts 210 of the remote control device 32 and the charging elements 220 of the charging station 50 are in contact with each other before that the second presence contact 222 engages with the first presence contact 212 when a charging procedure is being initiated, see FIG 8A, which shows that the height of the second presence contact 222 is less than the height of the charging elements 220, the heights measured with respect to the upper surface of the element housings 220A and a housing of the second presence contact 222A from which the respective load elements 220 and the second presence contact 222 extend. The power supply from the charging station 50 to the remote control device 32 through the charging elements / charging contacts 220 / 210 is initiated only after the second presence contact 222 engages with the first presence contact. 212. During a charging procedure, the charging contacts 210 of the remote control device 32 couple with the charging elements 220 of the charging station 50, and the second presence contact 222 couples with the first presence contact 212 , thus enabling the power supply from the charging station 50 to the remote control device 32 through the charging elements / charging contacts 220 / 210, see FIG 8B. After the rechargeable power source 180 is charged to the desired amount, for example, it is fully charged or charged to a desired amount less than fully charged as shown. QQQRnn / C7n7 / R / VI describes herein, the power supply from the charging station 50 to the remote control device 32 through the charging elements / charging contacts 220 / 210 is turned off. In the case where the remote control device 32 is removed from the charging station 50 before the rechargeable power source 180 is charged to the desired amount, as the remote control device 32 is removed from the charging station 50, the second presence contact 222 is disengaged from the first presence contact 212 before the charging elements 220 are disengaged from the charging contacts 210. The power supply from the charging station 50 to the rechargeable power source 180 of the charging device remote control 32 through the load elements / load contacts 220 / 210 is cut off when the second presence contact 222 is disengaged from the first presence contact 212. This arrangement is intended to prevent arcing between the load elements 220 and the load contacts 210. Using the first presence contact 212 and the second presence contact 222 in the form of a pogo pin provides the following advantages: precise control of the relative heights of the second presence contact 222 and the load elements 220; a small footprint, a good seal, for example, to prevent moisture from entering the housing of a second presence contact 222A around the second presence contact 222; and allows differentiation between the first presence contact 212 and a foreign object, such as a piece of metal, which prevents electrical current from flowing in this foreign object if it had come into contact with the second presence contact 222 and one or more than 220 load elements. As an alternative to the presence contacts 212, 222 that are used to initiate the power supply from the charging station 50 to the remote control device 32, a separate switch may be present that the operator engages to begin a charging operation. In a specific embodiment using induction charging, this switch can be incorporated into the steering control of the vehicle, such that the operator's grip on the steering control is detected and charging is subsequently enabled. The controls 414 for providing control signals to operate the LEDs 404 may be from various sources. Although the remote control device 32 is operated within the range of the charging station 50, the controller 103 may receive information about the charging status of the rechargeable power source 180 and operates the LED display 404 to display this information. using a CAN bus interface, for example. When the remote control device 32 is coupled with the charging station 50, the LEDs 404 can be used to convey a) that a remote control device 32 is physically connected to the charging station 50, b) that a remote control device 32 exists remote control 32 currently paired with the vehicle controller 103, c) the charging progress / status of a current charging operation, and / or d) the charging status of the rechargeable power source 180. The information for items c ) and d) can be sent to the charging station 50 by the remote control device 32, for example, over a Bluetooth Low Energy (BLE) connection, which BLE connection will be discussed in more detail below. According to one aspect, since the pairing and charging processes are carried out very quickly, the charging progress / status of a current charging operation may not be displayed by the LEDs 404. The remote control device 32 pQQ «nn / cznz / e / Yi can store its charging profile and then send the charging profile to the charging station 50, for example, over the BLE connection, after the remote control device 32 is removed from the station charging station 50, wherein the charging profile can be evaluated, for example, by the controller 103, to determine whether an appropriate charge of the rechargeable power source 180 has occurred. The second presence contact 222 can also send control signals to controls 414 that indicate whether the charging contacts 210 of the remote control device 32 properly engage with the corresponding charging elements 220 of the charging station 50. FIGS 12-14 illustrate other features of the charging station 50 located in the vehicle 10. The charging station 50 may include one or more physical guide projections or structures 420 that help guide the remote control device 32 into alignment. correct so that the charging elements of the station 220 align with the charging contacts 210 of the remote control device 32, that is, the guide structure(s) 420 align the remote control device 32 in the appropriate orientation for charging the rechargeable power source 180. In FIG 12, a single guide structure 420 is shown that includes a plurality of guide surfaces. The guide structure(s) 420 may be positioned around the location of the load members 220 and may be shaped or tilted so that the remote control device 32 is physically guided into proper alignment as the operator positions the remote control device 32. at charging station 50. In FIG 13, the LEDs 404 include a visual indicator 424 that indicates that a remote control device 32 is attached to the charging station 50. The visual indicator 424 can be illuminated, flashed, or progressively filled as a first color to indicate that the remote control device 32 is attached to the charging station 50, and as a second color or a fully filled first color to indicate that the remote control device 32 has been paired with the vehicle controller 103, i.e. The visual indicator 424 may use the second color or the fully filled first color to serve as a pairing indicator confirming the establishment of communication between the remote control device 32 and the vehicle 10. Additionally, according to an optional aspect of In the invention, the LEDs 404 may flash, illuminate as a second color, or provide some other visual indication after the establishment of communication between the remote control device 32 and the vehicle 10 as a cue for the operator to perform a action as a test to confirm that the remote control device 32 is functional and can communicate with the vehicle 10, such as by pressing the horn button 197B and brake button 197C concurrently. It is understood that separate indicators may be used for the purposes of indicating that a remote control device 32 is attached to the charging station 50 and to indicate that the remote control device 32 has been paired with the vehicle 10, as opposed to a single indicator that can serve both functions. The LEDs 404 may additionally serve as an indicator to identify the progress of a recharging operation when the remote control device 32 is attached. When the remote control device 32 is not attached to the charging station 50, the LEDs 404 may serve as an indicator to indicate the present state of charge of the rechargeable power source 180 of the remote control device 32. In this way, the LEDs 404 can indicate the state of charge of the rechargeable power source 180 QQQRnn / C7n7 / R / VI both when charging the rechargeable power source 180 at the charging station 50 and during use of the remote control device 32, that is, while the operator is using the remote control device 32 to assist in carrying out work operations. In an exemplary embodiment, the LEDs 404 may comprise a series of lights, each light representing a level of the state of charge of the rechargeable power source 180. In FIGS 12 and 14, an exemplary location of the second presence contact 222 is shown within the charging station 50. It is noted that the remote control device 32 illustrated in FIGS 12-14 is the single finger mode. FIGS 4-7. It is also noted that the charging contacts 210 and the first presence contact 212 of the single-finger and two-finger modalities could be arranged to mirror each other. In this way, the same charging station 50 can be used for single-finger or two-finger remote control devices 32. The charging station 50 may be located at various locations on the vehicle 10. Its location should be such that it does not interfere with the normal operation of the vehicle 10, but where it is accessible and convenient to the operator. In the embodiments the charging station 50 is located at the operator station 20 (see FIGS 1 and 2, where the charging station 50 is located at the operator station 20 but is also accessible from the outside of the vehicle 10), above a surface of one of the sides of the vehicle 10, or, for the induction charging mode, within the steering control of the vehicle 10. The charging station 50 may include a voltage regulator (not shown) that transforms power from the vehicle 10 received by the charging station 50 into a regulated direct current (DC) voltage signal selected based on the charging characteristics of the vehicle. the rechargeable power source 180. For example, in an embodiment where the rechargeable power source 180 is an AVX supercapacitor described above or equivalent device, a supply voltage of 3V DC (1%) could be provided to the limiter current 406. It is noted that the remote control device 32 is described herein as having an exemplary configuration and can be structurally modified without departing from the spirit and scope of the invention. For example, one or more components of the remote control device 32 may be combined into an integral component, or the components may be replaced with alternate components that perform a similar / identical purpose. In one embodiment, charging of the rechargeable power source 180 through the charging station 50 occurs when one or more charging contacts 210 engage a corresponding charging element 220 of the charging station 50. In some embodiments, at At least two charging contacts 210 or at least four charging contacts 210 and the corresponding charging elements 220 are present. In some embodiments, one or more pairs of charging contacts 210 are provided, where at least one charging contact 210 of each pair must engage a corresponding charging element 220 for charging to occur. As described above, at least one of the remote control device 32 and the charging station 50 may include a second presence contact 222, such as a switch, for example. The second presence contact 222 detects whether or not pQQRnn / cznz / e / Yi the at least one charging contact 210 correctly couples with the at least one corresponding charging element 220 to charge the rechargeable energy source 180, where if If a correct coupling is detected, the power transfer to the rechargeable power source 180 is enabled by the charging station 50, and if a correct coupling is not detected, the power transfer to the rechargeable power source 180 is not enabled by charging station 50. Additionally, the arrangement of the remote control device 32 and the charging station 50 is configured such that the second presence contact 222 indicates the removal of the remote control device 32 from the charging station 50, which ceases the transfer of energy. to the rechargeable power source 180 of the charging station 50, before at least one charging contact 210 is decoupled from the at least one corresponding charging element 220. Accordingly, the transfer of power from the charging station 50 to The rechargeable power source 180 is stopped before at least one charging contact 210 is disengaged from the at least one corresponding charging element 220. This can be accomplished, for example, by setting the heights of the charging elements 220 and the second presence contact 222 as shown in FIG 8A, wherein the load elements 220 are pushed down into the respective element housings 220A before the second presence contact 222 engages with the first presence contact 212 , as the remote control device 32 is inserted into the charging station 50. FIG 15 is a block level functional diagram of the portions 450 of the remote control device 32 that relate to recharging the rechargeable power source 180. The other portions of the remote control device 32 such as, for example, those that relate to the mechanical actuators are not depicted in FIG 15. As seen from the above, the remote control device 32 may include one or more charging contacts 210 that are configured to engage a corresponding charging element. In some embodiments, the charging elements may be the charging elements 220 of the charging station 50. In other embodiments, the charging elements may be those of an adapter that connects to a power source to recharge the power source. rechargeable 180. The remote control device 32 may include protection circuitry 452 that limits electrical parameters such as voltage and / or current that are within expected operating ranges. The charge controller and disconnect circuit 454 can monitor the voltage that is received from the protection circuit 452 as well as monitor the present state of charge of the rechargeable power source 180 in order to determine when to stop charging the rechargeable power source 180. For example, according to an exemplary embodiment, when the charge on the rechargeable power source 180 reaches 3V, the charge controller and disconnect circuitry 454 may not operate to stop further charging. The charge controller and disconnect circuit 454 may include temperature sensing capabilities or be connected to a temperature sensor so that the rechargeable power source 180 can be charged (or discharged) at different charge levels. In some embodiments, the rechargeable power source 180 is discharged to a high charging temperature state, for example, unless the fully charged state, if a temperature is determined QQQRnn / cznz / R / Yi detected to be above a predetermined set point temperature. In an exemplary aspect of the invention, the detected temperature is an ambient temperature. In an alternative aspect, the detected temperature is a battery temperature. In some embodiments, the rechargeable power source 180 is charged at the charging station 50 to a predetermined charge level less than a 100% charge level if a detected temperature is determined to be above a predetermined threshold temperature. This can help prevent damage to or degradation of the rechargeable power source 180. As shown in FIG 15, the remote control device 32 may include the wireless communication system 456 such as, for example, a first microcontroller 32A that defines a BLE radio that can communicate with the BLE radio 402 of the station. charge 50 over a BLE connection. The wireless communication system 456 and / or the BLE radio 402 of the charging station 50 can be configured, for example, to enter a low power mode when the remote control device 32 is being paired with the vehicle 10 and / or the rechargeable power source 180 of the remote control device 32 is being charged at the charging station 50, for example, to ensure that only a remote control device 32 that is within a minimum distance, for example, less than 12.7 cm (five inches) or less than 7.62 cm (three inches) corresponding to the signal resistance of the communications received from the remote control device 32, from the charging station 50 that is recognized as the remote control device 32 for pair with it. Additionally, if the BLE radio 402 of the charging station 50 identified two or more remote control devices 32 available for pairing and could not determine the correct one for pairing, the charging station 50 may not pair with any of the control devices. There are 32 available remotes and may require the operator to repeat the pairing process. Association / pairing a remote control device with a vehicle FIGS 16-18 illustrate details of exemplary pairing processes in accordance with aspects of the invention. The remote control device 32 and vehicle 10 described above will be used in describing the pairing processes of FIGS 16-18, but it is understood that other configurations / styles of the remote control device and vehicle may be paired together in any way. according to the invention. Referring to FIG 16, method 500 begins when the vehicle operator retrieves a remote control device 32 at 502. If the remote control device 32 is a portable device as in the embodiments of FIGS 4-8B and 9- 10, the remote control device 32 also positions itself as the operator, for example, by securing the holding strap 190 to the operator's fingers. The vehicle operator then initiates a sequence to allow operation of the vehicle 10 for operation, that is, the operator turns on the vehicle 10 at 504. Upon turning on the vehicle 10, the operator may be prompted to provide login information to the vehicle 10. This information may be provided, for example, by entering a personal identification number (PIN) into a control panel of the vehicle 10, by using a key fob to provide the start ID to the vehicle 10, or the operator's PIN. It may be encoded into a memory device, such as a radio frequency identification (RFID) chip that is integrated into the remote control device 32. The operator then initiates a pairing operation with the vehicle 10 at 506, and the pairing system 34 then pairs the remote control device 32 used by the operator to the vehicle 10 at 508. The details of two exemplary pairing operations will be described with detail below with reference to FIGS 17 and 18. Once paired, the system 8 may provide a visual indication such as, for example, displaying a message on the vehicle 10, illuminating the LED 424 in a predetermined color, making an audible or visual queue, etc., indicating that the pairing is complete. According to one aspect of the invention, the remote control device 32 can be unpaired from the vehicle 10 by turning off the vehicle 10. Other exemplary methods for unpairing the remote control device 32 from the vehicle 10 are described below in the use cases exemplars. The operation of the two exemplary pairing systems 34 are described in relation to FIGS 17 and 18, respectively, which are flow charts of exemplary methods 550 and 600 for pairing a vehicle 10 and a remote control device 32 using a system pairing device 34 that is part of the charging station 50 on board the vehicle 10. The descriptions of methods 550 and 600 of FIGS 17 and 18 begin as the remote control device 32 that is inserted into the charging station 50, which corresponds to step 506 of FIG 16. Referring to FIG 17 and method 550, at 552, when the second presence contact 222 is coupled by the first presence contact 212 as the remote control device 32 is inserted into the charging station 50, the BLE radio 402 of the charging station 50 is enabled to begin scanning or listening to nearby BLE transmissions. As stated above, coupling of the second presence contact 222 by the first presence contact 212 may also cause the current limiter 406 to be enabled so that power from the vehicle 10 can be provided to the charging contacts 210. of the charging elements 220, which will cause the rechargeable power source 180 of the remote control device 32 to be recharged. Accordingly, pairing and charging operations are initiated by the sole action of coupling the remote control device 32 with the charging station 50. Instead of using BLE transmissions to pair the remote control device 32 to the vehicle controller 103, the remote control device 32 can be paired to the vehicle controller 103 by direct physical contact between, for example, the charging contacts 210 and the charging elements 220. Alternatively, dedicated pairing contacts (not shown) can be provide on the remote control device 32 and the vehicle 10, for example, on the charging station 50, to pair the remote control device 32 to the vehicle controller 103 through direct physical contact. These pairing contacts on the remote control device 32 and the vehicle 10 could be coupled to each other in any manner concurrent with the coupling of the charging contacts 210 to the charging elements 220, such that the pairing process could be present at the same time as the loading process. These pairing contacts could only be used to carry out and exchange messages for coQpnn / cznz / e / Yi pairing operations. According to one aspect of the invention, where the pairing process is accomplished wirelessly, at 554, the remote control device 32 detects that a voltage is present on its charging contacts 210 and begins transmitting BLE advertisements through the wireless transmitter. 178 indicating that the remote control device 32 is available to communicate with nearby devices. In response, the BLE radio 402 of the charging station 50 may receive one of the transmitted advertisements and, at 556, issue a BLE scan request directed to the specific remote control device 32 associated with the received advertisement. If the BLE radio 402 of the charging station 50 did not identify two or more remote control devices 32 available for pairing, that is, by receiving BLE advertisements from two or more remote control devices 32 while scanning or listening to the transmissions nearby BLE, the vehicle 10 may not pair with any of the available remote control devices 32 and may require the operator to repeat the pairing process by removing the remote control device 32 from the charging station 50 and then reinserting the remote control device 32 on charging station 50. At 558, remote control device 32 responds to the scan request with a unique identification code, which is received by BLE radio 402. At 560, the vehicle 10 verifies the code and instructs the BLE radio 402 to open a BLE connection and begin communicating with the remote control device 32. At 562, once a communication session is established between the remote control device 32 and the charging station 50, a predetermined pairing algorithm may be implemented between the remote control device 32 and the charging station 50 to complete the pairing operation at 564. Once paired, the vehicle 10 communicates wirelessly with the remote control device 32, and the controller 103 of the vehicle 10 is capable of implementing wireless requests received from the remote control device 32. In the exemplary flowchart described above with respect to FIG 17, a similar method can be carried out to pair the remote control device 32 to the vehicle 10 using, for example, one or more of the charging elements 220 of the charging station 50 and the charging contacts 210 of the remote control device 32, or the dedicated pairing contacts not noted above. Instead of messages being transmitted and received via wireless / BLE radios, the same or equivalent types of messages can be communicated via the 220 / 210 elements / contacts via various protocols. Messages can be modulated and transmitted over one of the 220 / 210 elements / contacts providing the voltage. In any case, the pairing of the vehicle 10 and the remote control device 32 may occur concurrently with the charging of the rechargeable power source 180 of the remote control device 32. Referring to FIG 18 and method 600, at 602, when the second presence contact 222 is coupled with the first presence contact 212 as the remote control device 32 is inserted into the charging station 50, the BLE radio 402 of the charging station 50 is enabled with a predetermined time pQQ«nn / C7n7 / e / Yi, for example, 1500 ms, to begin scanning or listening to nearby BLE transmissions from the remote control devices 32. As stated in above, coupling of the second presence contact 222 by the first presence contact 212 may also cause the current limiter 406 to be enabled so that power from the vehicle 10 can be provided to the charging contacts 210 of the charging elements 220 , which will cause the rechargeable power source 180 of the remote control device 32 to recharge. Accordingly, the pairing and charging operations are initiated by the sole action of coupling the remote control device 32 with the charging station 50 such that a component of the remote control device 32 physically contacts an element of the station. charging station 50. Instead of using BLE transmissions to pair the remote control device 32 to the vehicle controller 103, the remote control device 32 can be paired with the vehicle controller 103 by direct physical contact between, for example, the charging contacts 210 and charging elements 220. Alternatively, dedicated pairing contacts (not shown) may be provided on the remote control device 32 and the vehicle 10, for example, on the charging station 50, to pair the remote control device 32 to vehicle controller 103 through direct physical contact. These pairing contacts on the remote control device 32 and the vehicle 10 could be coupled to each other concurrently with the coupling of the charging contacts 210 to the charging elements 220, such that the pairing process would occur at the same time. like the charging process. These pairing contacts could only be used to carry out message exchanges for pairing operations. At 604, the signal resistance of the BLE transmissions between the wireless transmitter 178 and the BLE radio 402 may be reduced during the pairing process to help prevent any of the other nearby vehicles 10 from receiving the BLE transmissions from the remote control device. 32. According to one aspect of the invention, where the pairing process is accomplished wirelessly, at 606, the remote control device 32 detects that a voltage is present on its charging contacts 210 and begins transmitting BLE advertisements through the transmitter. wireless 178 at a predetermined speed, for example, a speed of 20ms with a predetermined timeout, for example, timeout of 2000ms, indicating that the remote control device 32 is available to communicate with nearby vehicles 10. If the BLE radio 402 of the charging station 50 identified two or more remote control devices 32 available for pairing, that is, upon receiving BLE advertisements from two or more remote control devices 32 while scanning or listening to the BLE transmissions, the vehicle 10 does not can be paired with any of the available remote control devices 32 and may require the operator to repeat the pairing process by removing the remote control device 32 from the charging station 50 and then reinserting the remote control device 32 into the charging station 50. The charging station 50 may provide power to charge the rechargeable power source 180 for up to approximately, for example, 1000 ms before BLE advertisements are sent from the pQQ«nn / cznz / e / Yi wireless transmitter 178. Charging the Rechargeable power source 180 by charging station 50 will be discussed in detail below. In response to receiving the BLE advertisements from the wireless transmitter 178, the BLE radio 402 of the charging station 50 may, at 608, issue a BLE scan request. At 610, the remote control device 32 receives the scan request from the BLE radio 402 and uses the address of the BLE radio 402 to create a unique identification code, which the remote control device 32 sends back to the BLE radio. 402 in 612. At 614, the vehicle 10 verifies the code and instructs the BLE radio 402 to open a BLE connection and begin communicating with the remote control device 32. It is noted that if the vehicle 10 receives more than one valid identification code during the step 614, for example, if the vehicle 10 receives identification codes from two different remote control devices 32, the pairing will fail, the vehicle 10 may issue an error message or other warning, and the operator will be required to repeat the pairing process. by removing the remote control device 32 from the charging station 50 and then reinserting the remote control device 32 into the charging station 50. At 616, once a communication session is established between the remote control device 32 and the charging station 50, the pairing operation can be completed, and the signal resistance of the BLE transmissions between the wireless transmitter 178 and The BLE 402 radio can be increased back to normal levels at 618. The operator may be required to perform an action at 620 as a test to confirm that the remote control device 32 is functional and can communicate with the charging station 50, such as by pressing a button sequence on the control device. remote 32, for example, by pressing the horn button 197B and the brake button 197C concurrently. Once paired, vehicle 10 communicates wirelessly with remote control device 32, and controller 103 of vehicle 10 is capable of implementing wireless requests received from remote control device 32. According to aspects of the invention, a pairing period (which is a period of time taken to establish communication between the remote control device 32 and the vehicle 10 and begins with steps 552 / 602 and ends with steps 564 / 616) may be less than the charging period (which is the time it takes to charge the rechargeable power source 180 to a desired state of charge at the charging station 50), wherein the charge of the rechargeable power source 180 will be raised below in relation to FIGS 21 and 22. Referring to FIG 19, according to a further aspect of the invention, after carrying out work operations, the vehicle operator may need to temporarily leave the vehicle 10, for example, to take a break. An exemplary method 700 is illustrated for turning off, on, and re-pairing the vehicle 10 to the remote control device 32 used by the operator. The operator turns off the vehicle 10 at 702, thus taking a break, etc. After a time, the vehicle operator turns the vehicle 10 back on. During that rest time, the remote control device 32 may continue to be paired with the vehicle 10 for QQQRnn / cznz / R / vi until a predetermined period of time. This maintained pairing state between the vehicle 10 and the remote control device 32 may be indicated, for example, on a touch screen (not shown) provided on the vehicle 10, by illuminating the LED 424 in a predetermined color, pattern, etc. . In this way, if the operator turns on the vehicle 10 again before the predefined time period expires at 704, the vehicle 10 can detect the remote control device 32 at 706, where the remote control device 32 remains paired with the vehicle 10. In this aspect, the operator may or may not take some type of action at 708, such as by pressing a button on the vehicle 10, for example, on the charging station 50, on the touch screen, etc. , or by pressing a button sequence on the remote control device 32. A successful operator action at 708 results in a confirmation of the pairing between the remote control device 32 and the vehicle 10 at 710. A visual queue may be displayed on the indicator (the LED 424) to signify the pairing, e.g. by illuminating LED 424 in the second color observed above. Alternatively, according to this aspect of the invention, if the operator restarts the vehicle 10 after the predefined time period expires at 712, the operator may be required to re-pair the remote control device 32 to the vehicle 10 as with initial pairing, for example, by inserting the remote control device 32 into the charging station 50 at 714. Referring to FIG 20, an exemplary method 800 is illustrated for reestablishing communication between the remote control device 32 and the vehicle 10 after a period of an activity not related to the vehicle being carried out. At 802, the controller 103 in the vehicle 10 detects that non-vehicle related activity has been carried out for a given period of time after communication between the remote control device 32 and the vehicle 10 has been established. Exemplary vehicle-related activities include driving vehicle 10 (either manually using manual controls at operator station 20, other manual controls, for example, on the side of vehicle 10, or via remote control device 32). , standing on the platform 21, moving or placing an item on the load handling assembly 12, etc. At 804, if no activity related to the vehicle is carried out for more than a first predetermined amount of time after communication between the remote control device 32 and the vehicle 10 is established, the communication between the control device remote control 32 and the vehicle 10 is terminated and must be reestablished using the pairing system 34 in 806, that is, by inserting the remote control device 32 into the charging station 50 on the vehicle 10. This pairing state terminated between the vehicle 10 and the remote control device 32 may be indicated, for example, on the touch screen, by illuminating the LED 424 in a predetermined color, pattern, etc. At 808, if a non-vehicle-related activity is carried out for less than one second, a predetermined amount of time is established after communication between the remote control device 32 and the vehicle 10, the second predetermined amount of time equal to or less than the first predetermined amount of time, the communication between the remote control device 32 and the vehicle 10 is terminated but can be reestablished without the pairing system 34, for example, pQQRnn / cznz / e / Yi by carrying perform a confirmation method using the remote control device 32 at 810. The confirmation method may comprise, for example, the operator performing a sequence of buttons on the remote control device 32, such as by long pressing one or more of the buttons 197A-C. This pairing status between the vehicle 10 and the remote control device 32 may be indicated, for example, on the touch screen, by illuminating the LED 424 in the predetermined color, pattern, etc. FIG 21 is a flow chart of an exemplary method 900 for charging a remote control device in accordance with the principles of the present invention. In particular, the remote control device may be the same as or similar to the remote control device 32 posed herein, and may include a wireless communication system 456 that includes a wireless transmitter 178 (e.g., capable of wireless communication). one or two-way), a rechargeable power source 180, and at least one control (e.g., controls 196A-C) that causes the wireless transmitter 178 to wirelessly transmit a request to a controller of a material handling vehicle 10. The method 900 for charging a remote control device 32 begins at 902 by initiating contact between a component of the remote control device 32 and an element of a charging station 50, the charging station 50 being located in the vehicle 10, and then detect the contact between the remote control device component and the charging station element. As described above, the remote control device 32 may include one or more charging contacts 210 that are each arranged to engage the corresponding charging element 220 of the charging station 50, such that when engaged, A second presence contact 222 or a similar device couples a corresponding first presence contact 212 to detect or perceive that the charging contact(s) 210 and the charging elements 220 are in contact with each other. However, other components of the remote control device 32 and other elements of the charging station 50 can be used to detect / perceive the initiation of contact. Then, at 904, a charging period is initiated, where power is supplied from the charging station 50 to the rechargeable power source 180. As described above, as an example, the station circuit is configured charging station 50 in such a way that detecting the contact between the charging contact(s) 210 and the charging elements 220, power is supplied from the charging station 50 to the charging contacts 210 of the remote control device 32 to charge the rechargeable power source 180. Once the rechargeable power source 180 is substantially fully charged (or charged to the desired amount less than a substantially full state of charge), the remote control device 32 can be removed from the charging station 50. In this way, the method of FIG 21 continues, at 906, to interrupt the contact between the remote control device component and the charging station element, and detect the interruption of contact between the remote control device component and the charging station element. charging station element. As described above, the charging contact(s) 210 of the remote control device 32 and the charging elements 220 of the charging station 50 are arranged such that QQQRnn / C7n7 / R / VI As the two systems decouple, that state can be detected or perceived. An example is the second presence contact 222 that can be detected when the remote control device 32 is being removed from the charging station 50. Finally, upon detection of this interruption at 906, the charging station 50 may stop supplying power from the charging station 50 to the rechargeable power source 180 at 908, thereby ending the charging period. It is noted that the second presence contact 222 may be located on the remote control device 32 and its disengagement may result in the cessation of supply of power from the charging station 50 to the rechargeable power source 180. The supply of Power from the charging station 50 to the rechargeable power source 180 may also cease when the rechargeable power source 180 is charged to the desired amount (either fully charged or charged to a desired amount less than fully charged), as shown. described herein. Method 900 may include other optional steps shown in FIG 21. For example, method 900 may also include confirming the establishment of communication between the remote control device 32 and the vehicle 10 at 910, for example, with at least one of an audible or visual queue. The method 900 may further include, while the remote control device component is in contact with the charging station element, establishing communication between the remote control device 32 and the vehicle 10 (e.g., pairing) for a period pairing at 912, such that the controller 103 receives transmissions from the remote control device 32 and is capable of incrementing wireless requests from the remote control device 32. This communication between the remote control device 32 and the vehicle 10 can be established concurrently during charging of the rechargeable power source 180 at the charging station 50, such that the pairing period and the charging period overlap. In at least some embodiments the pairing period is less than or equal to the charging period. Additionally, the method 900 may include, at 914, displaying a state of charge of the rechargeable power source 180 in the vehicle 10, for example, at the charging station 50, wherein the state of charge of the rechargeable power source 180 may be demonstrated on the vehicle 10 both when charging on the rechargeable power source 180 and during use of the remote control device 32. The charging status of the rechargeable power source 180 may be displayed, for example, through of a series of lights, each light represents a level of a state of charge of the rechargeable power source 180. FIG 22 is a flow chart of another exemplary method 950 for charging a remote control device in accordance with the principles of the present invention, such as the remote control device 32 set forth herein, which comprises a wireless communication system 456 that includes a wireless transmitter 178 (e.g., capable of one-way or two-way communication), a rechargeable power source 180, and at least one control (e.g., controls 196A-C) that causes the wireless transmitter 178 to transmit wirelessly a request to a controller of a material handling vehicle 10. As used herein, the term “control”, when used pQQ«nn / C7nz / e / Yi to describe a control of the control device remote 32, is intended to include any structure capable of providing the desired function, including but not limited to, buttons, switches, selectors, etc. The method 950 for charging a remote control device 32 begins at 952 by initiating contact between a component of the remote control device 32 and an element of a charging station 50, the charging station 50 being located in the vehicle 10, and then detect the contact between the remote control device component and the charging station element. As described above, the remote control device 32 may include one or more charging contacts 210, which are each arranged to engage a corresponding charging element 220 of the charging station 50, such that when engaged , a second presence contact 222 or a similar device engages a corresponding presence contact 212 to detect or sense that the charging contact(s) 210 and the charging element(s) 220 are in contact with each other. However, other components of the remote control device 32 and other elements of the charging station 50 can be used to detect / perceive the initiation of contact. At 954, the state of charge current of the rechargeable power source 180 is determined. Step 954 may be carried out before or after step 952, that is, the state of charge of the rechargeable power source 180 can communicate with the charging station 50 both when the remote control device 32 is coupled to the charging station 50, and during use of the remote control device 32 by the operator, as proposed herein. Based on the state of the charging current of the rechargeable power source 180 and after step 952 is carried out, at 956, a charging period is initiated, wherein power is supplied from the charging station. charges 50 to the rechargeable power source 180. In an exemplary embodiment, in step 958A, if the voltage of the rechargeable power source 180 is below a voltage threshold VT, the charging station 50 charges the power source rechargeable 180 at first higher power level PL1. According to this embodiment, in step 958B, if the voltage of the rechargeable power source 180 is above the threshold voltage VT, the charging station 50 charges the rechargeable power source 180 at a second lower power level. PL2. The resulting charging period in either case, i.e., at step 958A or step 958B, may be around the same, i.e., charging the rechargeable power source 180 to the desired amount above or below the threshold voltage VT. can take around at the same time. Although only two power levels PL1, PL2 associated with a single voltage threshold VT are proposed herein, additional voltage thresholds and power levels could be used, where the charging period can always be approximately the same time, without Consider the charge level of the rechargeable power source 180 when it is inserted into the charging station 50. Additionally, an equation could be used to dynamically set the power level according to the charging current state of the power source. rechargeable energy 180. Once the charging period is completed, that is, once the rechargeable power source 180 is charged to the desired amount, that is, substantially fully charged or QQQRnn / C7n7 / R / VI charged to an amount less than a substantially full state of charge, for example, in view of the detected temperature if that technology is present in the system 8, or if it is less than a desired full charge, the Remote control device 32 can be removed from the charging station 50. In this way, the method of FIG 22 continues, at 960, with the interruption of contact between the remote control device component and the charging station element, and the interruption of contact between the control device component is detected remote and charging station element. As described above, the charging contact(s) 210 of the remote control device 32 and the charging element(s) 220 of the charging station 50 are arranged in such a way that the two systems are decoupled, that state can be detect or perceive. An example is the second presence contact 222 that can detect when the remote control device 32 is being removed from the charging station 50. Finally, upon detection of this interruption at 960, or at the rechargeable power source 180 being charged to the desired amount, the charging station 50 may stop supplying power from the charging station 50 to the rechargeable power source 180. in 962, thus ending the charging period. Method 950 may include other optional steps shown in FIG 22. For example, method 950 may also include confirming the establishment of communication between the remote control device 32 and the vehicle 10 at 964, for example, with at least one of an audible or visual queue. The method 950 may further include, while the remote control device component is in contact with the charging station element, establishing communication between the remote control device 32 and the vehicle 10 (e.g., pairing) for a period pairing to 966, such that the controller 103 receives the transmissions from the remote control device 32 and is capable of implementing wireless requests from the remote control device 32. This communication between the remote control device 32 and the vehicle 10 can be set concurrently during charging of the rechargeable power source 180 at the charging station 50, such that the pairing period and the charging period overlap. In at least some embodiments, the pairing period is less than or equal to the charging period, although the pairing period may be greater than the charging period, as will be discussed in more detail below. Additionally, the method 950 may include, at 968, displaying a state of charge of the rechargeable power source 180 in the vehicle 10, for example, at the charging station 50, wherein the state of charge of the rechargeable power source 180 may be displayed on the vehicle 10 both when charging the rechargeable power source 180 and during use of the remote control device 32. The charging status of the rechargeable power source 180 may be displayed, for example, via a series of lights, each light represents a level of a state of charge of the rechargeable power source 180. According to one aspect of the invention, the charging period may depend on the capacity of the rechargeable power source 180, the charging rate / power level supplied by the charging station 50, and / or the state of charge of the rechargeable power source 180 when inserted into the charging station 50. In this way, a desired charging period could be achieved without considering the charging current status of the rechargeable power source 180 when the remote control device 32 is placed on the charging station 50. For example, the current state of charge of the rechargeable power source 180 can be known by the vehicle 10, for example, the state of charge of The rechargeable power source 180 may be communicated to the charging station 50, as contemplated herein. The charging station 50 can be instructed, for example, by the controller 103, to supply power to the rechargeable power source 180 at different rates or levels based on the state of charge of the rechargeable power source 180 when the charging device remote control 32 is placed on the charging station 50, so that the charging period is generally around the same time without considering the charging state of the rechargeable power source 180 when the remote control device 32 is placed on the charging station 50. For example, as stated above with reference to steps 958A / B of FIG 22, if the state of charge of the rechargeable power source 180 is a lower first state of charge, then A first higher rate / level of energy from the charging station 50 may be supplied to the rechargeable power source 180. If the state of charge of the rechargeable power source 180 is a second higher state of charge, then it may be supplied a second lower speed / level of energy from the charging station 50 to the rechargeable power source 180. The resulting charging period in both cases could be about the same time, for example, within about 0.5 seconds of the charging period. desired load. Any number of charging rechargeable power source states and corresponding power rates / levels can be implemented such that the time required to charge the rechargeable power 180 is within the desired charging period. Additionally, the life of the rechargeable power source 180 can be increased when charged at a lower power level. Accordingly, an additional advantage of a consistent charging period as with the present invention is that the rechargeable power source 180 is sometimes charged at a lower energy level, for example, when the state of charge of the power source rechargeable 180 when inserted into the charging station 50 is the second highest state of charge stated above. Accordingly, charging the rechargeable power source 180 at different energy levels as contemplated herein may increase the use life of the rechargeable power source 180, as opposed to if the rechargeable power source 180 was charged at a higher energy level, consistent with each charge. Additionally, although the pairing period, which is described herein as the period of time taken to establish communication between the remote control device 32 and the vehicle 10, may be less than or equal to the charging period, the period Charging time may also be less than the pairing period. As an example, it can be determined that the rechargeable power source 180 does not need to be fully charged in order to operate for a desired period of use. For example, a completed charge of the rechargeable power source 180 may provide an operation time that is greater than a desired period of use (e.g., a change of operator) such that the rechargeable power source 180 does not need to be charged. completely in order to QQQRnn / C7n7 / R / VI be operable for the desired period of use. In this case, the charging station 50 can be programmed to charge the rechargeable power source 180 to a less than full state of charge, which may still be sufficient to make the remote control device operable for the entire desired period of use. . The time it takes to charge the rechargeable power source 180 to this less than fully charged state may be less than the pairing period. Other situations may also arise where the charging period may be less than the pairing period. Referring to FIG 23, the principles of the present invention can also be implemented as a kit 1000 to adapt to a materials handling vehicle 10'. In FIG 23, elements similar to or identical to those described above with reference to FIGS 1-22 include the same reference number followed by a prime symbol ('). An element described with respect to FIG 23 but not specifically shown in FIG 23 are equivalent to the element having the same reference symbol as described above, but without the prime symbol. The vehicle 10' may include a vehicle controller 103' that responds to wireless requests from an associated remote control device 32' that is used by an operator interacting with the vehicle 10' similar to those types of vehicles 10 and the control device. remote control 32 described above. An exemplary kit 1000 would include a charging station 50' on the vehicle 10', the charging station 50' for charging a rechargeable power source 180' of the remote control device 32', wherein the charging station 50' is attached electrically to a vehicle power source, and a receiver 102' such as a BLE radio communicatively coupled to the controller 103' of the vehicle 10'. In particular, the charging station 50' is configured such that the rechargeable power source 180' is charged to a desired amount (a full charge or a less than full charge as proposed herein) at the charging station. 50' within a desired charging period. The kit 1000 may additionally include a pairing system 34' for establishing communication between the remote control device 32' and the vehicle 10', such that the controller 103' is capable of implementing wireless requests from the remote control device 32'. . The pairing system 34' may, for example, be similar to the pairing system 34 and may implement the pairing algorithm(s) detailed in FIG 17 and / or FIG 18. In this way, the kit 1000 may also include an indicator pairing, for example, visual indicator 424', which confirms the establishment of communication between the remote control device 32' and the vehicle 10'. Additionally, the pairing system 34' may be configured such that the pairing period (a period of time taken to establish communication between the remote control device 32' and the vehicle 10') may be less than or equal to to the charging period (a period of time it takes to charge the rechargeable power source 180' to the desired amount). The pairing period may also be longer than the charging period. The pairing system 34' may be incorporated into the charging station 50' or may be a separate element. It is contemplated that communication between the remote control device 32' and the vehicle 10' is established concurrently during charging of the rechargeable power source 180' at the charging station. QQQRnn / cznz / R / vi charges 50', that is, the pairing period and the charging period can overlap. Additionally, in some embodiments, communication between the remote control device 32' and the vehicle 10', and the charging of the rechargeable power source 180' at the charging station 50' are initiated with a single action. For example, the sole action may comprise physically contacting a component of the remote control device, for example, one or more charging contacts 210 as described above, with an element of the charging station, for example, one or more corresponding load elements 220 as described above. The remote control device 32' used in combination with the kit 1000 may be the same as the remote control devices 32 described herein. Accordingly, a remote control device manufactured for use with a vehicle 10 that includes an integrated charging station 50 and related components could also be used with a kit 1000 for use with an existing vehicle 10'. As described above with respect to the charging station 50, the charging station 50' of the kit 1000 may also include a guide structure 420' for aligning the remote control device 32' in the appropriate orientation for charging the power source. rechargeable power 180'. The kit 1000 may also include an indicator (e.g., LED 404', light, or similar structure) configurable to be attached to the vehicle 10' to indicate a state of charge of the rechargeable power source 180'. The indicator may indicate the charging status of the rechargeable power source 180' both when charging the rechargeable power source 180' at the charging station 50' and during use of the remote control device 32'. In some embodiments, the indicator comprises a series of lights, each light representing a level of the state of charge of the rechargeable power source 180'. The kit 1000 includes at least one charging element 220' in the charging station 50' that couples at least one corresponding charging contact 210' of the remote control device 32'. Additionally, at least one of the remote control device 32' or the charging station 50' includes a presence contact 212' or 222' that detects whether or not at least one corresponding charging contact 210' and at least one charging element 220' fit together correctly. If a correct coupling is detected, the transfer of power to the rechargeable power source 180' of the remote control device 32' is enabled by the charging station 50', and if a correct coupling is not detected, the transfer of power to The 180' rechargeable power source is not enabled by the 50' charging station. In at least some embodiments, the remote control device 32' comprises at least two charging contacts 210' or at least four charging contacts 210' that are positioned to engage corresponding charging elements 220' in the charging station 50'. The arrangement of the remote control device 32' and the charging station 50' of the kit 1000 is configured such that the presence contact 212' or 222' indicates the removal of the remote control device 32' from the charging station 50 ', which stops transferring power to the rechargeable power source 180' of the charging station 50', before the last charging contact 210' is disengaged from the at least one corresponding charging element 220'. Accordingly, the transfer of power from the charging station 50' to the rechargeable power source 180' stops before at least one charging contact 210' is disengaged from the at least one corresponding load element 220'. The kit 1000 can also be used without contact, or induction, charging in which the rechargeable power source 180' of the remote control device 32' can be charged by being in close proximity to, or on the surface of, a station. induction charging compatible (not shown). This induction charging station can be located, for example, in a driving or steering control of the vehicle 10' such that the rechargeable power source 180' can be charged while the operator is manually driving the vehicle 10' from the operator's station 20'. The kit 1000 in accordance with this aspect of the invention may be located at least partially in the vehicle steering control or other vehicle component that facilitates contactless / induction charging of the rechargeable power source 180', e.g., the 180' rechargeable power source can be charged by operator taking driving / steering control. The kit 1000 may utilize any of the other features and / or functions of the remote control device 32' and the charging station 50' described above for FIGS 1-22. It is noted that if the vehicle 10' used with the kit 1000 was previously configured to interact with a wireless remote control device, the controller logic in the vehicle controller 103' may need to be updated for use with the kit 1000, and a receiver that was already provided on the vehicle 10', that is, to receive wireless requests from a remote control device that was used with the vehicle 10' before the kit 1000 was installed on the vehicle 10', can be power off in place of the receiver 102' of the kit 1000, that is, for use with the remote control device 32' associated with the kit 1000. Referring now to FIG 24, a remote control device 32 according to one embodiment of the invention can be incorporated into a glove item 1100. Use of the glove item 1100 eliminates the need for the fastening strap 190, and the first control 196A may be provided on a finger of the glove garment 1100 as opposed to being a part of the upper housing 174, but the remaining components of the remote control device 32 illustrated in FIG 24 may be the same or similar to those of the remote control device 32 of FIGS. 4-7, including a form of the portion of the upper housing 174 that engages the charging station 50 in the vehicle 10. Accordingly, the charging station 50 in the vehicle 10 may be the same as the charging station 50 described above, that is, since the docking portion in the charging station of the upper housing 174 of the remote control device 32 incorporated in the glove item 1100 may have the same dimensions as the charging station docking portion of the upper housing 174 of the remote control device 32 in the embodiment of FIGS 4-7, the same charging station 50 could be used with either the remote control device 32 mounted on the fingers of FIGS 4-7, or the remote control device 32 incorporated in the glove item 1100 of FIG 24. If the remote control device 32 incorporated into the glove item 1100 was used in combination with the inductive charging technology described herein, the inductive charging structures may be incorporated, for example, into the palm of the glove item 1100. These pQQRnn / cznz / e / Yi charging structures in the glove garment 1100 could be used with the built-in charging elements, for example, in a steering control of a vehicle paired with the remote control device 32, in which case a rechargeable power source of the remote control device 32 could be charged while the operator is taking steering control. In accordance with additional aspects of the present invention, there may be conditions and / or events that cause the vehicle 10 to unpair from the remote control device 32, wherein a complete pairing process using the pairing system 34, as described herein, may be required to re-pair the vehicle 10 with the remote control device 32. There may be other conditions or events that cause the vehicle 10 to unpair from the remote control device 32, where something other than a A complete pairing process using the pairing system 34, as described herein, may be required to re-pair the vehicle 10 with the remote control device 32. Several exemplary use cases will now be described with respect to unpairing and re-pairing. pairing. A first exemplary use case may be presented by turning off the vehicle 10. According to this first use case, the remote control device 32 is unpaired from the controller 103 and requires a complete pairing process that uses the pairing system 34, such as described herein, to re-pair the vehicle 10 with the remote control device 32. According to this first exemplary use case, a complete pairing process using the pairing system 34 may be required to re-pair the remote control device 32 to the vehicle 10 whenever the vehicle 10 is turned off. A second exemplary use case may be substantially as described above with respect to FIG 19, where the vehicle operator temporarily leaves the vehicle 10, for example, to take a break. The details of this second exemplary use case are set out above with reference to FIG 17 and will not be repeated again. The third and fourth exemplary use cases may occur if no activity related to the vehicle is carried out for greater than a first predetermined amount of time after communication is established between the remote control device 32 and the vehicle 10 ( third use case) or if the activity related to the vehicle is not carried out for less than a second predetermined amount of time after communication is established between the remote control device 32 and the vehicle 10 (fourth use case ). The details of these third and fourth exemplary use cases are set out above with reference to FIG 20 and will not be repeated again. A number of exemplary use cases may arise where multiple remote control devices 32 and / or multiple vehicles 10 are related. In a fifth exemplary use case, it is assumed that a first remote control device 32 is currently paired with a first vehicle 10, and a second remote control device 32 is currently paired with a second vehicle 10. In this fifth use case , the first remote control device 32 is inserted into the charging station 50 of the second vehicle 10. Under this circumstance, the charging station 50 of the second vehicle 10 can charge the rechargeable power source 180 of the first remote control device 32, the first QQQRnn / cznz / R / Yi remote control device 32 can be unpaired from the first vehicle 10, and the second remote control device 32 can be unpaired from the second vehicle 10. The first remote control device 32 will not be paired with the second vehicle 10 in the fifth use case. In a sixth exemplary use case and with reference to FIG 24, it is assumed that a remote control device 32 is currently paired with a first vehicle 10A such that the remote control device 32 communicates wirelessly with the first vehicle 10A , and a second vehicle 10B is not currently paired with a remote control device. In this sixth use case, the remote control device 32 is paired with the second vehicle 10B using a pairing process, for example, by inserting the remote control device 32 into the charging station 50 of the second vehicle 10B. Using this pairing process, the charging station 50 of the second vehicle 10B can charge the rechargeable power source 180 of the remote control device 32, and the remote control device 32 can be paired with the second vehicle 10B such that the remote control device communicates wirelessly with the second vehicle 10B. This pairing process may also cause the remote control device to unpair from the first vehicle 10A, such that the remote control device no longer communicates wirelessly with the first vehicle 10A. Once the remote control device 32 is paired with the second vehicle 10B and unpaired from the first vehicle 10A, the second vehicle 10B can respond to remote requests from the remote control device 32, while the first vehicle 10A can no longer respond. to remote requests from remote control device 32. As described above, the wireless communication system 456 of the remote control device 32 and / or the BLE radio 402 of the charging station 50 can be configured, for example, to enter a low power mode when the device remote control device 32 is being paired with the second vehicle 10B and / or the rechargeable power source 180 of the remote control device 32 is being charged at the charging station 50, for example, to ensure that only one remote control device 32 which is within a minimum distance, which corresponds to the signal resistance of the communications received from the remote control device 32, of the charging station 50 to be recognized as the remote control device 32 for the second vehicle 10B to pair. According to the sixth exemplary use case, prior to the pairing process, the second vehicle 10B may be sent, for example, by a Warehouse Management System WMS in communication with the second vehicle 10B, to a designated location, such as For example, the location of the operator, the location of the first vehicle 10A, the end of an aisle in which the operator and / or first vehicle 10A are located, a designated waiting area, etc. The second vehicle 10B may be an unloaded vehicle, that is, without a load and thus ready to carry items to be selected by the operator. The second vehicle 10B can be instructed to move to the location designated by the Warehouse Management System WMS, for example, when the first vehicle 10A is loaded with a desired quantity of selected items and is ready to be shipped to a location. different, that is, a location that is different than the current location of the vehicle 10, such as a loading dock LD or other location where the items selected on the first οαακηη / οζηζ / β / νι vehicle 10A must be shipped. The operator may also request that the second vehicle 10B be sent to the designated location, for example, by using a control on the first vehicle 10A, over a headset, etc. Once the second vehicle 10B is paired with the remote control device 32, the second vehicle 10B can no longer implement commands from the Warehouse Management System WMS, such that the second vehicle 10B will only implement wireless commands from the control device. remote 32 with which it was paired. Once the remote control device 32 is paired from the first vehicle 10A, the Warehouse Management System WMS can send instructions to the first vehicle 10A to move to the loading platform LD and / or to another location, such as a loading station. vehicle load (not shown). Using this sixth exemplary use case, an operator can quickly switch between 10A, 10B vehicles, resulting in an increase in work productivity and efficiency. In a seventh exemplary use case, it is assumed that a first remote control device 32 is currently paired with a vehicle 10, and a second remote control device 32 is not paired with a vehicle. In this seventh use case, the second remote control device 32 is inserted into the charging station 50 of the vehicle 10. Under this circumstance, the charging station 50 of the vehicle 10 can charge the rechargeable power source 180 of the second remote control device. remote control 32, the first remote control device 32 may be unpaired from the vehicle 10, and the second remote control device 32 will not be paired with the vehicle 10. In an eighth exemplary use case, the remote control device 32 moves out of range of the vehicle 10, i.e., such that the wireless transmitter 178 is no longer able to communicate with the receiver 102 for a predetermined period of time. According to the eighth use case, the remote control device 32 may unpair from the vehicle 10. According to the eighth use case, if the remote control device 32 moves back within a range of the vehicle 10 after a predetermined period of time, the vehicle 10 may not be turned off and reset to pair with the remote control device 32 using the pairing system 34, including pairing with the previously paired remote control device 32, or a different remote control device 32 If the remote control device 32 moves again within a range of the vehicle 10 during the predetermined period of time, the vehicle 10 no longer needs to be turned off and restarted to pair with the previously paired remote control device 32. For example, the previously paired remote control device 32 can be re-paired with the vehicle 10 by inserting the remote control device 32 into the vehicle's charging station 50. Pairing vehicle 10 to a different remote control device 32 may require a vehicle to be turned off and restarted, regardless of how long the previously paired remote control device 32 was out of range of vehicle 10. Additional exemplary use cases will now be described with respect to pairing and / or charging periods. In a ninth exemplary use case, a desired state of charge, e.g., a substantially full state of charge, of the rechargeable power source 180 can be achieved by charging the coQpnn / cznz / e / Yi rechargeable power source 180 in the 50 charging station in five seconds or less. According to this use case, the substantially full state of charge of the rechargeable power source 180 can produce a period of use of the remote control device 32 of at least eight hours. In a tenth exemplary use case, the charging station 50 varies the level of power supplied to the rechargeable power source 180 depending on the state of charge of the rechargeable power source 180 when the remote control device 32 is inserted into the station. charging period 50, as described herein with respect to FIG 22. A charging period according to the tenth use case will always be about four seconds, without considering the state of charge of the rechargeable power source 180 when The remote control device 32 is inserted into the charging station 50. Accordingly, a predictable charging period is achieved. It is noted that the type of transmissions sent by the remote control device 32 to the vehicle 10, for example, requests, such as travel requests, may be other types of transmissions. As an example, the transmissions may comprise location-based transmissions that inform the controller 103 of the vehicle 10 where the remote control device 32 is located with respect to the vehicle 10. These types of location transmissions can be used by the controller 103, for example, to follow the remote control device 32. Accordingly, the vehicle 10 can follow an operator using, holding or carrying the remote control device 32. This remote control device 32 could be charged by the charging station 50 and pairing with vehicle 10 as described herein. In accordance with another aspect of the present invention, charging of the rechargeable power source 180 by the charging station 50 may be disabled and the vehicle 10 is in motion. This aspect of the invention may not apply to the inductive charging of the rechargeable power source 180. Additionally, when an operator attempts to pair a remote control device 32 with a vehicle 10 that is in communication with the Warehouse Management System WMS, the Warehouse Management System WMS may determine whether one or more operational checks of the remote control device have been carried out within a predetermined period of time, for example, within at least 12 hours. These operational checks may include, for example, checks to ensure the operability of the controls of the remote control device 32, such as the horn and / or brake buttons 197B, 197C. If these operational checks have not been carried out within the predetermined time period, the vehicle 10 may communicate with the operator that the operational check(s) can be carried out before the remote control device 32 begins pairing with the vehicle. vehicle 10, that is, the remote control device 32 not only allows pairing with the vehicle 10 but one or more operational verifications of the remote control device have been carried out within the predetermined period of time. Operational checks can be carried out by the operator implementing the controls, for example, by holding down the horn and / or brake buttons 197B, 197C. Additionally, when an operator is attempting to pair a pQQ«nn / C7n7 / e / Yi remote control device with a vehicle 10 that is in communication with the Warehouse Management System WMS, the Warehouse Management System WMS may determine whether the operator is authorized to operate the vehicle 10 that the operator is attempting to pair with the remote control device 32. For example, vehicles that are not intended to be used only in a certain location, such as in a freezer, can only be paired with the remote control devices 32 where the operator will use the vehicle at that location. As another example, operators may be limited to operating certain vehicles. Remote control devices 32 in these situations can only be authorized to pair with these vehicles when these conditions are met. According to one aspect of the invention, the charge life of the rechargeable power source 180 over a given operating cycle can be increased by turning off or reducing the power consumption of one or more components of the remote control device 32, for example, the components of the wireless communication system 456, which include the wireless transmitter 178, when an operator is determined to be standing on the platform 21 of the vehicle 10, for example, as detected by the presence sensors 22. The terms "pairing" and "synchronization" (as used herein and in the various patents and published patent applications incorporated by reference herein) are used interchangeably herein to describe a secure process by which a device Wireless remote control and vehicle controller identify each other as valid command and response devices. A charging station 1050 and a remote control device 1032 constructed in accordance with yet another aspect of the present disclosure are illustrated in FIGS. 26 and 27. The elements in the charging station 1050 are generally the same as the elements in the charging station 50 described above are referred to with the same reference numbers used for those elements in the charging station 50. Similarly, the elements of the remote control device 1032 which are generally the same as the elements in the remote control device 32 described above are referred to with the same reference numbers used by those elements in the remote control device 32. The charging station 1050 comprises a docking port 1052, which may comprise a pocket or recess to receive the remote control device 1032 such that the charging contacts 210 on the remote control device 1032 align with and They couple with the charging elements 220 in the charging station 1050 to carry out charging of a rechargeable power source 180 to form part of the remote control device 1032. It is also contemplated that the remote control device 1032 can also interact with the docking port 1052 to allow charging of the rechargeable power source 180 through a contactless charging operation, for example, inductive charging. The charging station 1050 may comprise one or more visual indicators that carry information to an operator, which information may comprise one or more of: a charging status of the rechargeable power source 180 when the remote control device 1032 is coupled with the pQQ«nn / cznz / e / Yi charging station 1050, a charging state of the rechargeable power source 180 when the remote control device 1032 is removed from the charging station 1050, a pairing state between the control device usable remote control 1032 and the vehicle controller 103, and / or that the remote control device 1032 physically connects to the charging station 1050. In the embodiment illustrated in FIGS. 26 and 27, a first visual indicator 1060 and a second visual indicator 1070 are provided on the charging station 1050. The first visual indicator 1060 may comprise one or more lights, such as LEDs. The first visual indicator 1060 may be provided proximate to the docking port 1052 defined within the charging station 1050, as seen in FIGS 26 and 27, which docking port 1052, as seen above, comprises a bag or recessed shape to receive the remote control device 1032. A graphic 1034 may be provided on the remote control device 1032 adjacent a scroll button 197A also provided on the remote control device 1032, see FIG 26, which scroll button 197A may causing a wireless transmitter 178 to be part of the remote control device 1032 to wirelessly transmit a request for a vehicle 10 to move across a floor surface. The first visual indicator 1060 may be configured to correspond to the graphic 1034 provided on the remote control device 1032 to assist a user in positioning and connecting the remote control device 1032 to the docking port 1052 of the charging station 1050. In In the illustrated embodiment, the graph 1034 provided on the remote control device 1032 is formed as an isosceles triangle that is oriented upward when the remote control device 1032 is coupled with the charging station 1050, but could comprise any other geometric shape. , image, cone, etc. Also in the illustrated embodiment, the first visual indicator 1060 is generally formed as a downward-pointing isosceles triangle, but could comprise any other geometric shape, image, cone, etc. The first visual indicator 1060 formed as a downward facing triangle provides an indication to a user that the remote control device 1032 should be positioned with respect to the docking port 1052 such that the upward facing triangle 1034 on the device The remote control module 1032 is positioned adjacent to the first visual indicator 1060 to thereby engage or mirror the first visual indicator 1060. The second visual indicator 1070 can be positioned proximal to the first visual indicator 1060, such as just above the first visual indicator 1060 as seen in FIGS 26 and 27. The second visual indicator 1070 can be defined by a plurality of linearly arranged lights, such as LEDs, which can be activated individually and in series. The lights of the second visual indicator 1070 may have a different color than the one or more lights of the first visual indicator 1060. When a vehicle 10 comprising the charging station 1050 is turned on, that is, turned on from an OFF state to an ON state, the first visual indicator 1060 can be activated and, preferably, ON and OFF are pressed to provide a visual display related to inserting the remote control device 1032 into the docking port 1052, while the second visual indicator 1070 remains OFF, see FIG 28A. With the first QQQRnn / cznz / R / Yi visual indicator 1060 activated, that is, pressed ON and OFF and the second visual indicator 1070 OFF, this indicates to an operator that the charging station 1050 is enabled and its functional needs to engage the control device remote 1032 to the docking port 1052 of the charging station 1050 to carry out pairing and charging. If the first visual indicator 1060 does not activate, this may indicate that the charging station 1050 is not enabled. Accordingly, the first visual indicator 1060 and the second visual indicator 1070 can be configured for activation independently of each other such that the first visual indicator 1060 can be activated while the second visual indicator 1070 is not activated. Once the remote control device 1032 has been physically connected to the docking port 1052 of the charging station 1050, the first visual indicator 1060 can be disabled, i.e., OFF, and at least one of the lights defining the second Visual indicator 1070 can be activated to direct the operator to the remote control device 1032 that has been physically connected to the docking port 1052, see FIG 28B. Once pairing of the remote control device 1032 has occurred, the remote control device 1032 will attempt to pair with the vehicle controller 103 and the rechargeable power source 180 of the remote control device 1032 will begin to be charged by the charging station. charging 1050. The lights defining the second visual indicator 1070 can be activated in series, such as from left to right as seen in FIGS 26, 27 and 28B, to indicate the status of the charging operation of the power source 180 or the state of charge of the rechargeable power source 180 when docked with the charging station 1050. Once the rechargeable power source 180 is fully charged, all lights defining the second indicator 1070 can be activated, that is i.e. ON, see FIG 28C. FIG 29A - FIG 29C provides an alternative embodiment, compared to that of FIGS 28A - 28C, for activating and deactivating the first visual indicator 1060 and the second visual indicator 1070 during the physical connection and pairing of the remote control device 1032 with the docking port 1052 of the charging station 1050. The mode of FIG 29A - FIG 29C can be used for all charging / pairing cycles such as an initial cycle after the vehicle 10 is turned ON from an OFF state as well as subsequent charging cycles that occur before the vehicle 10 turns ON. As described above, when a vehicle 10 comprising the charging station 1050 is turned on, that is, changed from an OFF state to an ON state, the first visual indicator 1060 can be activated and, preferably, is ON and OFF to provide a visual display related to the insertion of the portable remote control device 1032 into the docking port 1052, while the second visual indicator 1070 remains OFF, see FIG 28A and FIG 29A. With the first visual indicator 1060 activated, that is, ON and OFF, and the second visual indicator 1070 OFF, this indicates to an operator that the charging station 1050 is enabled and functional and will need to attach the remote control device 1032 to the charging port. docking 1052 of the charging station 1050 to carry out pairing and charging. Once the remote control device 1032 has been physically connected to the docking port 1052 of the charging station 1050, the first visual indicator 1060 can QQQRnn / C7n7 / R / VI remain activated to thereby provide a steady state POWER display, and at least one of the lights defining the second visual indicator 1070 may be activated to prompt the operator that the remote control device 1032 has been physically connected to docking port 1052, see FIG 29B. Once pairing of the remote control device 1032 has occurred, the remote control device 1032 will attempt to pair with the vehicle controller 103 and the rechargeable power source 180 of the remote control device 1032 will begin to be charged by the charging station. charging 1050. The lights defining the second visual indicator 1070 can be activated in series, such as from left to right as seen in FIGS 26, 27, 29B and 29C, to indicate the status of the charging operation of the source of power 180 or the state of charge of the rechargeable power source 180 when docked with the charging station 1050. Once the rechargeable power source 180 is fully charged, the lights defining the second indicator 1070 may be activated, that is that is, they turn ON, and the first visual indicator 1060 can be deactivated, that is, OFF, see FIG 29C. Because the first visual indicator 1060 remains activated, as shown in FIG 29B, although the rechargeable power source 180 is charging, the first visual indicator 1060 and the second visual indicator 1070 both provide clues to the operator that the charging device remote control 1032 must remain connected to the charging station 1050 and charging of the rechargeable power source 180 is not completed until the first visual indicator 1060 is deactivated and all lights on the second visual indicator 1070 are activated, i.e. see FIG 29C. In FIG 28B, FIG 28C, FIG 29B and FIG 29C the individual lights of the second visual indicator 1070 can be activated, or turned on, one after the other which can be described by making the second visual indicator 1070 "grow", as As noted from the above, a desired state of charge, e.g., a substantially full state of charge, of the rechargeable power source 180 can be achieved by charging the rechargeable power source 180 at the charging station in five seconds or less. . If, for example, the second visual display 1070 has five discrete segments, or lights, a "grow" time of the second visual display 1070 can be configured such that the time period between activation of each of the five lights is approximately one second (+ / - 5%), such that activation of all lights, including the fifth light, indicates that the power source is fully recharged. Alternatively, embodiments in accordance with the present description contemplate the time between activating each of the first four segments, LEDs, or lights of the second visual indicator 1070 which can be approximately 1.2 seconds (+ / - 5%) and activating the fifth and final segment is presented approximately 200 ms (+ / - 5%) after the activation of the previous fourth light, a benefit of having a non-uniform time delay between the activation of the light segments and the second visual indicator 1070 It is to reduce the likelihood of an operator not understanding the light cues, removing the remote control device 1032 too early, and thus preventing a full charge of the rechargeable power source 180. In any other embodiment involving activation of the first visual display 1060 (i.e., FIGS 28A - 28C or FIGS 29A - 29C), if the rechargeable power source 180 cannot be charged, then the first visual display 1060 may flash or turn ON and OFF to provide a visual display indicating an error, while the second visual display 1070 is OFF, see FIG 28I. The error may be related to the rechargeable power supply 180, the charging station 1050, or both being defective. The rate at which the first visual indicator 1060 flashes ON and OFF to indicate an error may vary in frequency compared to the rate at which the first visual indicator 1060 flashes ON and OFF when the vehicle 10 is started. As seen from the above, once the rechargeable power source 180 has been fully charged, all lights on the second visual indicator 1070 can be activated. All of the second visual indicator lights 1070 may also be pulsed to provide the operator with a flashing display as a cue to perform an action as a test to confirm that the remote control device 1032 is functional and can communicate with the vehicle 10. , that is, the pairing has been successful. The remote control device 1032 may further comprise a horn button 197B and a brake button 197C, similar to the horn and brake buttons 197B, 197C provided on the remote control device 32, see FIG 4. The action as a test to confirm that the remote control device 32 is functional and can communicate with the vehicle may comprise pressing the horn button 197B to determine if a horn on the vehicle 10 is activated and / or pressing the brake button 197C to determine if the brakes on the vehicle are applied. Once the test has been successfully completed, all lights on the second visual indicator 1070 may be activated continuously to define a steady state display. Accordingly, the second visual indicator 1070 may define a flashing display, a steady state display, or a display where not all lights are activated, i.e., a partially filled display, based on information that is conveyed to the operator / user. . If the test is not completed successfully, the first visual indicator 1060 may flash or turn ON and OFF to indicate an error, while the second visual indicator 1070 turns OFF, see FIG 28I. The error may occur due to the pairing between the remote control device 1032 and the vehicle controller 103 not being presented successfully. The rate at which the first visual indicator 1060 flashes or turns ON and OFF to indicate that the test was not completed successfully may vary in frequency from when the first visual indicator 1060 turns ON and OFF when the vehicle 10 is started. As seen from the above, after the vehicle has been turned OFF and ON, the rechargeable power source 180 is successfully fully charged and the test is successfully completed, all the lights of the second visual indicator 1070 can be activated continuously to define a permanent status screen. If, after the rechargeable power source 180 has been successfully fully charged and the test has been successfully completed, the operation of the vehicle 10 and the remote control device 1032 causes the rechargeable power source 180 to consume some of its charges in such a manner that the operator, before the vehicle is turned OFF, again makes contact with the remote control device 1032 to the docking port 1052 QQQRnn / C7n7 / R / VI for charging. After charging, the second visual indicator 1070 cannot be pressed to instruct the operator to perform the test although the rechargeable power source 180 can again reach full charge. Because the vehicle 10 has not been turned OFF and ON again since the last successful test, the second visual indicator 1070 may not be pressed to instruct the operator to perform the test again but instead remains on its steady state display. indicating that the rechargeable power source 180 is fully charged. Once the rechargeable power source 180 has been fully charged and the test has been successfully completed, indicating that pairing has been completed successfully, the first visual indicator 1060 may remain OFF and all lights on the second visual indicator 1070 may remain OFF. remain ON to define a permanent status display. When the first and second visual indicators 1060 and 1070 are in these states, see FIG 28E, this may indicate to the operator that a pairing state between the remote control device 1032 and the vehicle controller 103 is positive and active and the vehicle 10 can be operated through the remote control device 1032. During the use of the remote control device 1032 to operate the vehicle 10, the rechargeable power source 180 will lose charge over time, which will be indicated by the second visual indicator 1070, that is, the lights extending from left to right as seen in FIGS 26, 27 and 28F will be deactivated or turned OFF, to indicate the decreasing level of charge of the power source 180 when the remote control device 1032 does not dock with the charging station 1050. When the charge is low, only one light of the second visual indicator 1070 can be activated and the first visual indicator 1060 can be turned ON to provide a steady state display indicating the operator who needs charge the power source 180, see FIG 28G. Accordingly, the first visual indicator 1060 may define a flashing display, see FIGS 28A and 28I, or a steady state display, see FIGS 28G and 29B. It is also noted that the first and second visual indicators 1060 and 1070, when activated as illustrated in FIG 28G, both provide steady state displays. When the charge in the rechargeable power source 180 has been depleted, the second visual indicator 1070 may be turned OFF and the first visual indicator 1060 may be pressed to indicate to the operator that the power source 180 needs to be charged, see FIG 28H. As seen from the above, the speed at which the first visual indicator 1060 flashes ON and OFF to indicate an error may be a different frequency compared to the speed at which the first visual indicator 1060 turns ON and OFF when vehicle 10 turns on. The error may, for example, relate to an error with the charging station 1050 such that it is unable to charge the remote control device 1032. The error may also, for example, relate to an error with the remote control device 1032 or its power source 180 such that it is unable to receive a charge from the charging station 1050. Additionally, the error may, for example, involve both the charging station 1050 and the remote control device 1032 in such a way that there are communication messages between the two devices that are not being received by the proposed recipient of the communication message. As noted, the second visual indicator 1070 when activated can provide one of QQQRnn / cznz / R / vi a flashing display, as shown in the example of FIG 28D, which may direct an operator to perform an action, or a steady state display as shown in the example of FIG 28E , which may indicate to an operator that the remote control device 1032 is completely ready for use. Also, when the first visual indicator 1060 and the second indicator 1070 are activated concurrently, the first visual indicator 1060 and the second visual indicator 1070 may each provide respective status displays as shown in the example of FIG 28G, which may indicate that the rechargeable power source 180 has a low charge. In the example of FIG 28A, the first visual indicator 1060 may pulse as a way to define a visual display related to the insertion of the portable remote control device 1032 into the charging station 1050. As seen from the above, the example of FIG 28I includes the first visual indicator that flashes to thus provide a screen indicative of the occurrence of an error. This is only an example, and, more generally, at least one embodiment of the present description contemplates that first visual indicator 1060 or second visual indicator 1070 each either individually or in combination with each other, provides a visual display related to a charging error that occurs with charging station 1050 or rechargeable power source 108. As seen from the above, the example of FIG 28I includes the first visual indicator 1060 that flashes to thus provide a screen indicative of the occurrence of an error. This is just an example, and more generally, at least one embodiment of the present disclosure contemplates that the first visual indicator 1060 or the second visual indicator 1070 may, either individually in combination with each other, provide a visual display related to an error. pairing that occurs between the portable remote control device 1032 and the vehicle 10. As explained above, the term “pairing” (as used herein) describes a secure process by which the remote control device wireless 1032 and vehicle controller 103 are identify each other as valid command and response devices. A pairing error may occur as the two devices initially trying to pair with each other fail, or a pairing error may occur after a successful pairing such that the pairing is somehow interrupted or lost. As seen from the above, the example of FIG 28I includes the first visual indicator 1060 that flashes to provide a display indicative of the occurrence of any error. This is just an example and, more generally, at least one embodiment of the present disclosure contemplates that the first visual indicator 1060 or the second visual indicator 1070 may, either individually or in combination with each other, provide a visual display related to a communication errors that occur between the remote control device 1032 and the controller 103. Once paired, the remote control device 1032 and the controller 103 both act as senders and receivers of messages passed between the two according to a communications protocol predetermined. Communication errors may include, for example, when one of the devices does not receive an expected pQQRnn / cznz / e / Yi message. FIG 30 represents a flowchart of a method for Bluetooth Low Energy (BLE) communication, for example, a BLE communications link, between a peripheral BLE device and a central BLE device. As described above, it is noted that the terms “transmitter” and “receiver” as used herein are intended to propose a device capable of one-way communication, that is, the device only transmits or receives signals, or a device capable of two-way communication, such as a transceiver, which transmits as well as receives signals. The peripheral BLE device may be defined by a wireless remote control device 32 comprising a first microcontroller 32A comprising a wireless transmitter 178, which wireless transmitter 178 may function as both a signal transmitter and a signal receiver, see FIG 3 The first microcontroller 32A comprising the wireless transmitter 178 may define a first BLE radio 32B. The central BLE device may be defined by a receiver 102 comprising a second microcontroller 102A comprising a second BLE radio 102B, wherein the receiver 102 may comprise both a signal receiver and a signal transmitter, see FIG 3. The receiver 102 can be placed on a materials handling vehicle. The flowchart method of FIG 30 begins with step 3002, as shown, and continues with step 3004. The first and second microcontrollers may also be referred to herein as first and second electronic controllers. The method of FIG 30 and any other steps / methods set forth herein may be implemented by the first and second microcontrollers 32A and 102A and a third microcontroller, each of which may comprise an electronic processor for executing the written program code. / designed to execute the methods and steps set forth herein, the program code of which may be stored in an associated memory and in communication with the processor. As described above, the remote control device 32, which may be used by a vehicle operator, and the receiver 102 which may be part of a vehicle charging station 50 may be implemented through their respective microcontrollers 32A and 102A, a BLE communications link between the two microcontrollers 32A and 102A. In this sense, and as described above, the peripheral BLE device defined by the remote control device 32 may include the first microcontroller 32A and the central BLE device defined by the receiver 102 which may include the second microcontroller 102A in such a way that the two microcontrollers 32A and 102A are considered to be paired with each other when a communications link has been established. The first and second microcontrollers implement the BLE communication link such that the central BLE device is considered to be or comprises a central BLE device on the communications link that establishes, changes and / or defines parameters of the BLE communications link between the two microcontrollers 32A and 102A. Step 3002 of the flowchart of FIG 30 involves grouping a plurality of connection event requests, by the central BLE device, communicating with the peripheral BLE device with which the central BLE device pairs, the peripheral BLE device understand one QQQRnn / C7n7 / R / VI or more activatable switches. As seen from the above, the remote control device 32 may comprise, as shown in FIGS 4-8B, first, second and third controls 196A-C. The controls 196A-C may each comprise a button 197A-C and a two-state activatable switch 198A-C located below the corresponding button 197A-C. The switches 198A-C are communicatively coupled with the first microcontroller 32A, such that actuation of each of the controls 196A-C causes the wireless transmitter 178 to wirelessly transmit a respective request to the vehicle 10, that is, to the central BLE device. In this way, the peripheral BLE device, in addition to the first microcontroller 32A, also includes one or more switches 198A-198C that are activatable. As mentioned above, the first control 196A comprises a scroll button 197A which, when pressed, actuates a corresponding switch 198A causing the wireless transmitter 178 to wirelessly transmit a request for the vehicle 10 to scroll through. a floor surface. The term “activatable” is intended to include an “off” state or state for a switch in which it is not activated and an alternative “on” state or state for the switch in which the switch is activated. In this way, each switch can be activated or deactivated and can be in the active “on” state or the inactive “off” state. The flowchart method of FIG 30 continues at step 3004 comprising, based on the state of one or more activatable switches, the peripheral BLE device sending response messages to at least a portion of the plurality of request requests. connection according to at least one mode of communication operation of the peripheral BLE device, wherein each response message is indicative of the state of the one or more activatable switches. The central BLE device may determine the state of each of the activatable switches 198A-198C based on the information in the response messages received from the peripheral BLE device. As is typical with microcontrollers in general, the first microcontroller 32A has inputs, such as input pins, that can be connected to the activatable switches 198A-198C. The state of each of the actuatable switches 198A-198C can be determined based on a detectable current or voltage on these input pins indicative of whether a switch is in an “on” state or “off” state. The state of a switch can be transmitted from the peripheral BLE device to the central BLE device through response messages. A “connection request” (also referred to herein as a “connection event” or a “connection event request”) comprises a probe or request sent from the central BLE device to the peripheral BLE device for a response message. The response message may include information such as the status of each of the activatable switches 198A-198C and may receive a timestamp from the central BLE device. A series of connection requests comprises a number of equally spaced connection requests where each request is sent at a time corresponding to one connection request each connection interval, wherein a connection interval may comprise a fixed period of time, for example, 15 ms, 30 ms, 45 ms, 60 ms or 75 ms. In this way, there is at least a first mode of communication operation for the peripheral BLE device defined based on the state of one or more activatable switches 198A-198C. The first pQQRnn / cznz / e / Yi communication operation mode includes a latency amount where the latency amount defines a number of connection event requests sent, greater than one, for which is permissible for the peripheral BLE device not responding to connection event requests from the central BLE device. In the first mode of communication operation, it is not necessary for the peripheral BLE device to respond to each connection event request sent because it is not sending any of the active vehicle control commands to the central BLE device, that is, all active switches 198A-198C are off. As further stated below, when the peripheral BLE device is operating in the first mode of communication operation, the central BLE device is not expected to receive a response message corresponding to each connection event request generated by the central BLE device. Alternatively, in other cases, such as when the peripheral BLE device is operating in a second mode of communication operation, the central BLE device comprising the second microcontroller 102A expects to receive a respective response message from the peripheral BLE device comprising the first microcontroller 32A in response to each of the series of equally separate connection requests. A response message generated by the peripheral BLE device may comprise, as mentioned above, the state of each of the active switches 198A-198C. In other words, the flowchart method in FIG 30 may include embodiments in which at least one mode of communication operation comprises the first mode of communication operation which is determined based on: a) none of the one or more active switches 198A198C being activated, and d) expiration of a hysteresis time interval, wherein the hysteresis time interval begins after the state of the one or more active switches 198A-198C has changed from at least one of the one or more active switches 198A-198C that are activated to none of the one or more active switches 198A-198C that are activated. The “hysteresis time interval” can be set to a value equal to a predefined number of sent connection event requests or connection intervals, such that the hysteresis time interval is sufficient to allow the receiver 102 and the second microcontroller 102A responds if the operator, after releasing all buttons 197A-197C, that is, all buttons 197A-197C are inactive, quickly picks up an item and then immediately activates one of the switches 198A-198C. The end of the hysteresis time interval may be determined by the second microcontroller 102A of the central BLE device based on a time period measured using a clock signal of the central BLE device or based on a count of connection events sent. It is also contemplated that in an alternative embodiment the first mode of communication operation may not include a hysteresis time interval. The hysteresis time interval may be encoded or predefined in the first microcontroller 32A. Accordingly, the first microcontroller 32A independently determines whether the peripheral BLE device is operating in either the first or second communication mode based on the time between activations of switches 198A-198C. For example, the first microcontroller 32A determines that the peripheral BLE device is operating in the first pQQ«nn / C7nz / e / Yi communication mode when none of the one or more activatable switches 198A-198C are being activated, and a time interval The hysteresis time interval (i.e., a fixed time interval predefined in the first microcontroller 32A) has expired, wherein the hysteresis time interval begins after the state of the one or more activatable switches 198A-198C has changed from at least one of the one or more activatable switches 198A-198C that are activated to none of the one or more activatable switches 198A-198C that are activated. The flowchart method in FIG 30 may include embodiments in which the central BLE device comprising the second microcontroller 102A sends a connection event request to the peripheral BLE device comprising the first microcontroller 32A, each connection interval. As mentioned above, the “connection interval” comprises a fixed time interval between each of every two sequentially occurring connection events or connection requests sent by the central BLE device to the peripheral BLE device. The length of a connection interval can be a fixed period of time, for example, 15 ms, 30 ms, 45 ms, 60 ms or 75 ms, which fixed period of time is predefined and can be sent or stored in a table of search for the central BLE device during a design process. The core BLE device informs the peripheral BLE device of the connection interval when those two devices are initially paired when a communication link is established. The connection interval is defined or set to allow, after activation of the switch, perceived vehicle responsiveness that is satisfactory to the vehicle operator and may also be set to allow energy savings, such as a longer connection interval which results in few connection requests (and potentially response messages). A switch activation results in a corresponding command or message being sent from the peripheral BLE device to the central BLE device. Messages are communicated only from the peripheral BLE device in response to a connection request from the central BLE device. The longer the connection interval, that is, the longer the period of time between connection requests, the lower the rate at which the peripheral BLE device is able to forward commands or messages to the central BLE device that result from the connection. vehicle operator activation / deactivation of one or more of the switches 198A198C, thereby reducing the vehicle's ability to respond to operator commands. However, although a shorter connection interval may result in a higher rate of response messages sent by the peripheral BLE device to connection requests from the central BLE device, the shorter connection interval may cause the connection source to 180 rechargeable power on the peripheral BLE device drains faster. In particular, the flowchart method in FIG 30 may include embodiments in which there is an amount of latency that is defined by a number of connection event requests sent, greater than one, for which it is permissible for the Peripheral BLE device not responding to connection event requests from the central BLE device. Accordingly, the peripheral BLE device may respond to a connection event request from the central BLE device, then ignore a predefined number of subsequent connection event requests or probes from the central BLE device. QQQRnn / cznz / R / vi core BLE device equal to the amount of latency before responding again to a connection event request from the core BLE device. Thus, in the first mode of communication operation, the peripheral BLE device sends messages to the central BLE device only in response to certain connection requests separated by a predefined number of intermediate connection requests equal to the amount of latency and ignores those intermediate connection requests. The amount of latency corresponds to a first predetermined time interval that equals the predefined number of connection event requests that can be ignored times of the connection interval. The frequency of sending connection event requests or the connection interval as well as the amount of latency or the first predetermined time interval (for example, the amount of latency multiplied by the connection interval) may be parameters of the communications link BLE that the second microcontroller 102A defines and communicates with the peripheral BLE device during BLE pairing of the first and second microcontrollers 32A and 102A with each other. In the flowchart of FIG 30, the first predetermined time interval may comprise a peripheral latency period that is defined by the amount of latency (i.e., the number of ignored connection event requests) multiplied by the interval of Connection. The amount of latency that corresponds to the first predetermined time period can be set to any numerical value such that the first predetermined time period equals any desired time period, such as .5 seconds, 1 second, or 1.5 seconds and may be determined empirically during the design process for the system in accordance with the embodiments described herein to thereby maximize energy savings in the rechargeable power source 180. Alternatively to the embodiments described above, the flowchart method in FIG 30 may include embodiments in which at least one mode of communication operation defines a second mode of communication operation determined based on at least one of the one or more active switches 198A-198C that are activated. In particular, the flowchart method in FIG 30 may include embodiments in which in the second mode of communication operation, the central BLE device comprising the second microcontroller 102A sends a connection event request to the peripheral BLE device that comprises the first microcontroller 32A, each connection interval, just as in the first mode of communication operation. Additionally, according to this embodiment, that in the second mode of communication operation, where at least one of the one or more activatable switches 198A-198C has been activated, the peripheral BLE device responds to each connection request sent from the BLE device central with a response message comprising status information about whether at least one of the one or more activatable switches 198A-198C remains activated. In the second mode of communication operation, the peripheral BLE device sends a respective response message to each connection request that is received from the central BLE device and the central BLE device waits to receive a response message to each connection request that it sends. to the peripheral BLE device. As further discussed below, the communication link between the peripheral BLE device and the central BLE device may not always be perfect such that the connection request in an expected connection interval pQQ«nn / cznz / e / Yi may not be received by the peripheral BLE device or a response message from the peripheral BLE device to a connection request from the central BLE device may not be received by the central BLE device. It should be noted that a status indicator corresponding to the state of each of the one or more active switches 198A-198C may be provided in each response message during the first or second mode of communication operation even if none of the switches are being activated. Also during the second mode of communication operation, the peripheral BLE device responds to each connection request sent from the central BLE device during the hysteresis time interval, which hysteresis time interval occurs after the state of at least one of the one or more activatable switches that have changed from at least one of the one or more activatable switches that are activated to none of the one or more activatable switches that are activated. Therefore, the hysteresis time interval is considered to be part of the second mode of communication operation. An additional active time period, which occurs before the hysteresis time period, is also considered to comprise part of the second mode of communication operation. The active time period begins when the state of the one or more activatable switches 198A-198C changes from none of the one or more activatable switches 198A-198C being activated to at least one of the one or more activatable switches 198A-198C being activated and continues until none of the one or more activatable switches are activated, such that the hysteresis time interval begins. In this way, based on the above descriptions depending on the hysteresis time interval, the at least one communication operation mode changes back to the first communication operation mode for the peripheral BLE device, according to FIG 30 , determined based on the expiration of the hysteresis time interval. As mentioned, in the first mode of communication operation, the core BLE device sends a connection event request to the peripheral BLE device every connection interval, but the peripheral BLE device sends response messages to the core BLE device only in response to certain connection requests separated by a predefined number of intermediate connection requests equal to the amount of latency and the peripheral BLE device ignores those intermediate connection requests from the central BLE device. As seen from the above, in the first mode of communication operation, the amount of latency defined by the number of connection event requests sent, greater than one, for which it is permissible for the peripheral BLE device not to respond to the connection event requests from the central BLE device, may correspond to the first predetermined time interval for which it is permissible for the peripheral BLE device not to respond to connection event requests sent from the central BLE device. The amount of latency can be entered into, determined, calculated, or defined by the central BLE device and communicated with the peripheral BLE device, when the two devices (or their respective microcontrollers) are initially paired. The peripheral BLE device comprising the first microcontroller 32A may communicate with the central BLE device pQQRnn / cznz / e / Yi comprising the second microcontroller 102A in accordance with this defined amount of latency when responding to connection requests from the central BLE device. In embodiments according to FIG 30, as mentioned above, the controls 196AC may each comprise a button 197A-C and a two-state activatable switch 198A-C located below the corresponding button 197A-C. In the exemplary remote control device 32 depicted in FIGS 4-8, the first control 196A may comprise a scroll button 197A which, when pressed, causes the wireless transmitter 178 to wirelessly transmit a request for the vehicle 10 moves across a ground surface; the second control 196B may comprise a horn button 197B which, when pressed, causes the wireless transmitter 178 to wirelessly transmit a request for the vehicle 10 to sound an audible horn / alarm; and the third control 196C may comprise a brake button 197C which, when pressed, causes the wireless transmitter 178 to wirelessly transmit a request for the vehicle to stop (if it is moving under the wireless control) and, optionally, to stop. turn off. Also as described above, the remote control device 32 may allow an operator to operate the vehicle while not occupying the operator's platform on the vehicle itself. For example, the operator may use the remote control device 32 to operate the travel button 197A which, under the control of the operator, allows the operator to instruct the vehicle to travel forward. As seen from the above, the first microcontroller 32A independently determines whether the peripheral BLE device is operating in either the first or second communication mode based on the time between activations of the switches 198A-198C. For example, the first microcontroller 32A determines that the peripheral BLE device is operating in the first communication mode when none of the one or more activatable switches 198A-198C are being activated, and a hysteresis time interval has expired (i.e., a fixed time interval predefined in the first microcontroller 32A). The first microcontroller 32A determines that the peripheral BLE device is operating in the second communication mode when at least one of the one or more activatable switches 198A-198C is being activated or, if none of the one or more activatable switches 198A198C is being activated, a hysteresis time interval, which begins after the state of the one or more activatable switches 198A-198C has changed from at least one of the one or more activatable switches 198A-198C that is activated to none of the one or more activatable switches 198A-198C that are activated, which has not yet expired. There are potentially a number of different ways for the second microcontroller 102A to determine the communication mode of operation of the peripheral BLE device. In an example, each response message may include a respective status indicator for the operating status of each of the activatable switches 197A-197C. The central BLE device can then deduce from the status indicators in the response message either alone or in combination with the status indicators of the previous response messages whether the peripheral BLE device is responding to a corresponding connection request in accordance with the first or second mode of operation of pQQ«nn / cznz / e / Yi communication. For example, if one of the status indicators indicates that one of the active switches 197A-197C has been activated, then the central BLE device knows that the peripheral BLE device is operating in the second communication mode. In another example, if all status indicators in a current response message indicate that all activatable switches 197A-197C are off or inactive, and in previously sent response messages, equal to at least the number of connection events that correspond to the “hysteresis time interval”, they also had status indicators indicating that all activatable switches 197A-197C were inactive, then the central BLE device knows that the peripheral BLE device is operating in the first communication mode. Alternatively, and more directly, the response message from the peripheral BLE device may include a specific flag indicating whether the peripheral BLE device is currently responding to a corresponding connection request in accordance with the first or second communication mode of operation. In this way, the method according to the flow chart of FIG 30 implements a dual-rate communication system such that the portable wireless remote control device 32 defining the peripheral BLE device communicates at an “active” speed. ” high, that is, it sends response messages at a high speed, during a press of the control button. The device 32 then reverts to a “latency” rate (sends response messages at a slow rate of, for example, one response message every 1 second), communicating much less frequently and greatly reducing usage / consumption. of power by the rechargeable power source 180 when the portable wireless remote control device 32 is not being actively used by the operator to operate the vehicle, that is, it is operating in the first communication mode of operation. One of at least two communication rates is established based on operator input such as whether or not an activatable switch 197A-197C of the portable remote device 32 is in an activated or non-active state. FIG 31 represents a flow chart that is similar to that of FIG 30 for a method for Bluetooth Low Energy (BLE) communication, for example, a BLE communications link, between the wireless remote control device 32 comprising the first microcontroller 32A implementing the wireless transmitter 178 defining the first BLE radio 32B, wherein the remote control device 32 defines the peripheral BLE device, with the receiver 102 comprising the second microcontroller 102A implementing the second BLE radio 102B, in where the receiver 102 is located in a materials handling vehicle 10 and defines the central BLE device. The flowchart method of FIG 31 begins with step 3102, as shown, and continues with steps 3104 to 3106. The method of FIG 31 and any other steps / methods set forth herein may be implemented by the first and second microcontrollers 32A and 102A and the third microcontroller, each of which may comprise an electronic processor for executing written program code. / designed to execute the methods and steps set forth herein, the program code of which may be stored in memory associated with the processor. As described above, the remote control device 32, which can be used by a QQQRnn / cznz / R / Yi vehicle operator, and the receiver 102 which may be part of the vehicle charging station 50 may be implemented through their respective microcontrollers 32A and 102A, a BLE communications link between the two microcontrollers 32A and 102A. In this sense, and as described above, the peripheral BLE device defined by the remote control device 32 may include the first microcontroller 32A and the central BLE device defined by the receiver 102 may include the second microcontroller 102A, in such a way that the two microcontrollers 32A and 102A are considered to be paired with each other once the communications link has been established. The first and second microcontrollers implement the BLE communication link such that the central BLE device is considered to be or comprises the central BLE device on the communications link that establishes, changes and / or defines parameters of the BLE communications link between the two microcontrollers 32A and 102A. Step 3102 of the flowchart of FIG 31 involves polling through connection event requests, by the central BLE device, communicating with the peripheral BLE device with which the central BLE device pairs, the BLE device peripheral comprising one or more active switches. The flowchart method of FIG 31 continues at step 3104 comprising, based on the state of the one or more activated switches, the peripheral BLE device sending response messages to at least a portion of the plurality of connection requests. according to at least one mode of communication operation of the peripheral BLE device, wherein each response message is indicative of the state of the one or more active switches. In step 3106 of the flowchart of FIG 31, the method concludes with the calculation, by the central BLE device, a number of lost response messages from the peripheral BLE device where one lost response message is an expected response message. to be received by the central BLE device from the peripheral BLE device when the peripheral BLE device is operating in accordance with the at least one communication mode of operation. As seen from the above, the communications link between the peripheral BLE device and the central BLE device may not always be perfect such that a connection request in an expected connection interval cannot be received by the peripheral BLE device ( such that a corresponding response message is not sent that corresponds to the expected connection interval and connection request) or a response message from the peripheral BLE device to a connection request from the central BLE device may not be received by the central BLE device. As also noted above, the at least one communication operation mode may include the first communication operation mode and the second communication operation mode. In the first mode of communication operation, the peripheral BLE device sends messages to the central BLE device only in response to certain connection requests separated by a predefined number of intermediate connection requests equal to the amount of latency and ignores those intermediate connection requests. . In the second mode of communication operation, the peripheral BLE device sends response messages to each connection request generated by the central BLE device. pQQ«nn / C7n7 / e / Yi According to the embodiments of at least FIG 31, a vehicle control command can be determined based on the number of calculated lost response messages from the peripheral BLE device. The number of lost messages can be calculated by the central BLE device and can be compared to one or more predetermined threshold values. When the central BLE device determines the number of lost messages has accessed at least one of the one or more predetermined threshold values, the central BLE device may transmit to the third microcontroller operating in the vehicle 10 a corresponding vehicle control command configured to control the vehicle operation. The third microcontroller in the illustrated embodiment comprises the vehicle controller 103, set forth above and illustrated in FIG 3, but may comprise a separate microcontroller in communication with the vehicle controller 103. Additionally, the third microcontroller 103 communicates with the second microcontroller 102A so that the second microcontroller 102A can inform the third microcontroller 103 of an appropriate vehicle control command, for example, to coast or brake, if a corresponding number of lost messages are counted by the second microcontroller 102A and exceeds one of the one or more threshold values. In other words, the central BLE device (or second microcontroller 102A) may count a number of missed response messages from the peripheral BLE device, compare the count of the missed messages with the one or more threshold values, determine whether or not one of the one or more threshold values ​​is exceeded by the amount and, if so, then communicate to a corresponding vehicle command to the third microcontroller 103. In the illustrated embodiment, the communicated vehicle command is either a coasting or coasting command. braking generated in order to decelerate or brake the vehicle in view of a problem, that is, lost messages, in the communication link between the peripheral and central BLE device. In at least one embodiment, the second microcontroller 102A of the central BLE device and the third microcontroller 103 communicate with each other via a wired connection. The flowchart method in FIG 31 may include embodiments in which the central BLE device comprising the second microcontroller 102A sends a connection event request to the peripheral BLE device comprising the first microcontroller 32A, each connection interval. According to the flowchart method of FIG 31, during the first mode of communication operation, a number of lost messages can be calculated by the central BLE device according to: Equation 1: Missed messages = (Time now - last message time - default processing time) / (Amount of latency * Connection interval) where the “default processing time” comprises an estimated period of time, for example, 5 ms, which corresponds to the amount of time for the peripheral BLE device to respond with a message to a most recent connection request from the central BLE device and for the central BLE device to process the receipt of that message, where each message received from the peripheral BLE device a respective timestamp coQpnn / cznz / e / Yi of the central BLE device upon reception of the central BLE device and a) the “time now” defines a respective timestamp, determined using the clock of the central BLE device, for a most recent status request from the third microcontroller 103, which status requests can be generated by the third microcontroller 103 at a rate once every 16 ms or any other desired speed and b) the “last message time” defines a respective timestamp, determined using the clock of the central BLE device, for the last response message received in response to a preconnect event request, the “latency amount” is equal to the number of connection event requests sent, greater than one, for which it is permissible for the peripheral BLE device not to respond; and the “connection interval” is the period of time between connection event requests sent by the central BLE device. In at least one embodiment, the (Latency Amount * Connection Interval) may be selected to be approximately 1 second, for example, latency amount = 12 and connection interval = 75 ms. The central BLE may calculate the number of messages lost during the first mode of communication operation once each status request is received from the third microcontroller 103. The status requests are generated by the third microcontroller 103 at a predetermined rate, such as once every 16 ms, to cause, among other things, the central BLE device to calculate the number of response messages lost. In response to receiving each status request from the third microcontroller 103, the central BLE device sends either a coasting or braking vehicle control command to the third microcontroller 103 if the number of lost messages exceeds the first or second threshold and, If the number of lost messages is less than the first threshold and also less than the second threshold, then the central BLE device sends updates regarding the states of the active switches 198A-198C. Calculations of Exemplary Lost Messages using Equation 1 include: TO. Time now = 307030 ms; Last Message Time = 306270 ms; Default Processing Time = 5 ms; Amount of Latency = 12 Connection Intervals; Connection Interval = 75 ms. Missed Messages = (307030 ms - 306270 ms - 5 ms) -? (12 * 75 ms) = 755 ms / 900 ms = 0 lost messages (a fractional amount is never rounded) b. Time now = 609024 ms; Last Message Time = 603270 ms; Default Processing Time = 5 ms; QQQRnn / C7n7 / R / VI Latency Amount = 12 connection intervals; Connection interval = 75 ms. Missed Messages = (609024 ms - 603270 ms - 5 ms) (12 * 75 ms) = 5749 ms / 900 ms = 6 lost messages As stated above, the at least one mode of communication operation may include the second mode of communication operation determined based on at least one of the active switches 198A-198C that are activated. In particular, the flowchart method in FIG 31 may include embodiments in which in the second mode of communication operation, the central BLE device comprising the second microcontroller 102A, sends a connection event request to the peripheral BLE device comprising the first microcontroller 32A, each connection interval. Additionally, according to this embodiment, although in the second mode of communication operation, the peripheral BLE device responds to each request sent from the central BLE device with a response message that includes status information about whether the at least one or more active switches remains activated. Also during the second mode of communication operation, the peripheral BLE device responds to each connection request sent from the central BLE device during the hysteresis time interval, which hysteresis time interval occurs after the state of the at least one or more active switches that have changed from at least one of the one or more active switches that are activated from the one or more active switches that are activated. In contrast to the first mode of communication operation, the central BLE device comprising the second microcontroller 102A may, during the second mode of communication operation, calculate the number of lost messages according to: Equation 2: Missed Messages = (Time now - time of last message - DEFAULT processing time) / lNCONNECTION INTERVAL where the “default processing time” comprises an estimated period of time, for example, 5 ms, which corresponds to the amount of time for the peripheral BLE device to respond with a message to a most recent connection request from the central BLE device and for the central BLE device to process the receipt of that message, where each message received from the peripheral BLE device a respective timestamp of the device central BLE upon reception by the central BLE device and a) the “time now” defines a respective timestamp for the most recent status request from the third microcontroller 103, and b) the “last message time” defines a respective timestamp for the last response message received in response to a previous connection event request, and the “connection interval” is the period of time between event requests connection intervals sent by the central BLE device wherein in at least one embodiment the connection interval is selected to be approximately 75 ms. The central BLE device may calculate the number of messages lost during the second mode of communication operation once each status request from the third microcontroller 103. In response to receiving each status request from the third microcontroller 103, the central BLE device sends either a coasting or braking vehicle control command to the third microcontroller 103 if the number of lost messages exceeds the first or second threshold and, if the number of lost messages is less than the first threshold and also less than the second threshold, The central BLE device then sends updates regarding the states of the active switches 198A-198C. Exemplary Lost Message Calculations Using Equation 2 include: c. Time now = 307030 ms; Last Message Time = 306270 ms; Default Processing Time = 5 ms; Connection Interval = 75 ms. Missed Messages = (307030 ms - 306270 ms - 5 ms) (75 ms) = 755 ms / 75 ms = 10 lost messages d. Time now = 609024 ms; Last message time = 609005 ms; Default Processing Time = 5 ms; Connection Interval = 75 ms. Missed Messages = (609024 ms - 609005 ms - 5 ms) (75 ms) = 14 ms / 75 ms = 0 lost messages In the embodiments according to FIG 31, as mentioned above, the controls 196A-C may each comprise a button 197A-C and a two-state activatable switch 198A-C located below the corresponding button 197A-C . In the flowchart method of FIG 31, the calculation of a number of lost messages varies based on whether the peripheral BLE device is operating according to the first second communication operation mode. There are potentially a number of different ways for the second microcontroller 102A to determine the communication mode of operation of the peripheral BLE device so that the central BLE device can use the appropriate equation, either Equation 1 or Equation 2, to calculate the " “lost messages”. In an example, each response message may include a respective status indicator for the operating status of each of the activatable switches 197A 197C. The central BLE device can then deduce from the status indicators in the response message either alone or in combination with the status indicators of the previous response messages whether the peripheral BLE device corresponding to a corresponding connection request of pQQ«nn / C7n^ / e / Yi according to the first or second mode of communication operation. For example, if one of the status indicators indicates that one of the active switches 197A-197C has been activated, then the central BLE device knows that the peripheral BLE device is operating in the second communication mode. In another example, if all status indicators in a current response message indicate that all active switches 197A-197C are off or inactive, and in previously sent response messages, equal to at least the number of lost event messages connections that correspond to the “hysteresis time interval”, also had status indicators indicating that all active switches 197A-197C were active, then the central BLE device knows that the peripheral BLE device is operating in the first communication mode . Alternatively, and more directly, the response message from the peripheral BLE device may include a specific flag indicating whether the peripheral BLE device is currently responding to a corresponding connection request in accordance with the first or second mode of communication operation. The central BLE device sends a connection request every connection interval and is based on the one or more switch status indicators or specific indicator indicating the communication operation mode in the most recently received response message, the central BLE device determines whether the peripheral BLE device is responding to the connection request according to the first or second mode of communication operation. The central BLE device then determines the appropriate equation to use, either Equation 1 or Equation 2, based on the indicated communication mode and using the equation calculate whether there were one or more missed response messages not received by the central BLE device, whose lost response messages were sent or must have been sent since the last response message was successfully received by the device central BLE. Without considering whether the peripheral BLE device is responding to connection requests according to the first or second mode of communication operation, the central BLE device is interested in determining the number of lost messages encountered during communication between the central BLE devices and peripherals that may indicate a problem with the communication link between the core and peripheral BLE devices. The calculation of the number of lost messages that is significant in evaluating the condition of the communication link is complicated by the existence of a communication mode of operation with a latency period that makes it permissible for the peripheral BLE device not to respond to at least some of the connection requests or probes sent by the central BLE device. As discussed below with respect to the graphs, the number of lost messages compared to at least one of the threshold value may provide particular information useful to the central BLE device in determining whether the communication link is faulty. As mentioned above, embodiments according to the present description may use the concept of latency which is referred to above as "latency amount", which corresponds to a first predetermined time interval that equals the predefined number of connection event requests that can be ignored by multiplied peripheral BLE device QQQRnn / cznz / R / vi for the connection interval. Latency allows the peripheral BLE device to avoid responding to a predefined number of connection events to send data to the central BLE device and corresponds to the first mode of communication operation, which can be considered a low-speed communication mode. Latency allows the peripheral BLE device to “sleep” through as many connection event requests as allowed by a configuration parameter that corresponds to the amount of latency exposed by the central BLE device. For example, the peripheral BLE device with a latency amount, or “latency cycles,” of “three” can skip responding to three connection event requests as long as the peripheral BLE device is in the first communication mode, i.e. , the states of the active switches 198A - 198C that remain inactive. The core BLE device continues to poll the peripheral BLE device at the set connection interval interval, and will listen for response messages, or packets, from the peripheral BLE device each connection interval that corresponds to a connection event. The peripheral BLE device decides whether to transmit a response message to each connection interval, or connection event, or to only certain separate connection events based on whether the peripheral BLE device is operating in the first or second mode of communication operation. . If the peripheral BLE device is operating in the first mode of communication operation, the peripheral BLE device sends response messages to the central BLE device only in response to certain connection requests separated by a predefined number of intermediate connection requests equal to the number of latency and the peripheral BLE device ignores these intermediate connection requests. If the peripheral BLE device is operating in the second mode of communication operation, the peripheral BLE device sends response messages to the central BLE device in response to each connection request generated by the central BLE device. As noted from the above, a “latency period” can be defined by the amount of latency (i.e., the number of ignored lost messages) multiplied by the connection interval. A “latency cycle” equalizes a request for connection events from the central BLE device that the peripheral BLE device can ignore. The amount of latency that corresponds to the latency period can be set to any numerical value such that the latency period equals any desired period, such as .5 seconds, 1 second, or 1.5 seconds and can be determined empirically during the build process. design for the system in accordance with the embodiments described herein to thereby maximize energy savings in the rechargeable power source 180. For example, if the latency period equals approximately 1 second and the connection interval is 75 ms , then the amount of latency is 12 latency cycles. If the call period is approximately 1 second and the connection interval is 30 ms, then the number of lost message cycles latency equals 33. In this last example, the peripheral BLE device can send a response message, then avoid responding to 33 consecutive connection events before sending a next response message when operating in the first communication mode. Therefore, after skipping 33 consecutive connection events, the peripheral BLE device QQQRnn / C7n7 / R / VI will send a response to the 34th connection event of the central BLE device. Because the central BLE device is aware that the peripheral BLE device is operating in the first communication mode, the central BLE device does not expect to receive a response message during the latency period, that is, during the 33 connection events consecutive omitted. If the core BLE device does not receive a response on the 34th connection event, then the absence of that response would be considered a lost message from the peripheral BLE device. Therefore, a lost message refers to a response message from the peripheral BLE device that the central BLE device was expecting to receive in response to a connection request but did not receive. As mentioned, when at least one of the active switches 198A - 198C is in the "on" state, the peripheral BLE device responds to each connection event and is considered to be in the second mode of communication operation, which can be consider a high speed mode. Also as mentioned, when all active switches 198A-198C are led to be in the “off” state, the peripheral BLE device may remain in the second communication operation mode for the hysteresis time interval to allow the receiver 102 and the second microcontroller 102A knows to respond if the operator, after releasing all buttons 197A-197C, that is, all buttons 197A-197C are inactive, quickly selects an item and then immediately activates one of the switches 198A-198C. Accordingly, the operation of the material handling vehicle 10 continues to respond easily during the hysteresis time interval. The “hysteresis time interval” can be determined empirically and can be defined by a predetermined number of switching intervals. As an example, it may also be approximately 1 second which coincidentally may be the same as the latency period determined above but in other cases may be a different time period as well. FIG 32 is a first example illustrating response messages generated by a peripheral BLE device in response to connection requests from a central BLE device during the first and second modes of communication operation. The graph of FIG 32 includes an x-axis 3202 that represents time and a y-axis 3204 that allows for the representation of a variety of information. For example, the state of a vehicle scroll button 197A is shown by a timing diagram 3206 as being “on” or “off.” The switch 198A associated with the scroll button 197A changes to the "on" state at time 3208 and changes to the "off" state at time 3210. The graph of FIG 32 also represents, in region 3212, response messages generated by the peripheral BLE device for six (6) seconds of vehicle operation, where each response message is designated by a corresponding arrow 3222. Thus, in FIG 32, the peripheral BLE device is in the first mode of operation communication time 3214 from 0 second to 1 second (time 3208) when scroll switch 198A is “off”. In 1 second (time 3208), the switch 198A associated with the scroll button 197A changes to the “on” state, resulting in the peripheral BLE device entering the second communication mode or high-speed operation mode 3216. The switch The displacement module 198A changes to the “off” state at time 3210, but the peripheral BLE device continues in the sleep mode. QQQRnn / C7n7 / R / VI high speed 3216 at time 3210 for the hysteresis time interval 3211. Upon expiration of the hysteresis time interval, the peripheral BLE device returns to the first communication operation mode 3214 in which the Peripheral BLE device sends response messages to the central BLE device only in response to certain connection requests separated by a predefined number of intermediate connection requests equal to the amount of latency, and the peripheral BLE device ignores those intermediate connection requests. Thus, in region 3214, the peripheral BLE device can be considered to be in a low-speed mode in which it uses latency to avoid responding to a number of connection events, thereby reducing the power usage of the 180 rechargeable power source on the peripheral BLE device. But when the peripheral BLE device enters the second communication operation mode 3216, the peripheral BLE device provides a response to each BLE device connection event. FIG 33 is a second example that illustrates response messages generated by a peripheral BLE device in response to connection requests from a central BLE device during the first and second communication modes of operation and illustrates three lost messages that are presented during the second mode of communication. The graph of FIG 33 includes an x-axis 3302 that represents time and a y-axis 3304 that allows for the representation of a variety of information. For example, the state of a vehicle scroll button 197A is shown by a timing diagram 3306 as being “on” or “off.” The switch 198A associated with the scroll button 197A changes to the "on" state at time 3308 and changes to the "off" state at time 3310. The graph of FIG 33 also represents, in region 3312, response messages generated by the peripheral BLE device during vehicle operation, where each response message is designated by a corresponding arrow 3322. Thus, in FIG 33, the peripheral BLE device is in the first communication operation mode 3314 of 0 second up to 1 second (time 3308) when scroll switch 198A is “off.” Within 1 second (time 3308), the switch 198A associated with the scroll button 197A changes to the “on” state, resulting in the peripheral BLE device entering the second communication mode or high-speed operation mode 3316. The switch The displacement switch 198A switches to the “off” state at time 3310, but the peripheral BLE device continues in the high-speed mode 3316 at time 3210 for the hysteresis time interval 3311. A speed diagram 3340 is also illustrated in the graph of FIG 33, where 0 speed units and 3 speed units are illustrated on the y-axis 3304. In this example, during the second mode of communication operation 3316, three lost messages 3324 are presented, i.e. the central BLE device does not receive three response messages from the peripheral BLE device in response to three corresponding connection requests generated by the central BLE device. Also in this example, the first and second thresholds are defined and stored in the central BLE device. The first threshold equal to three response messages lost and the second threshold equal to four response messages lost. The values ​​for the first and second thresholds could comprise different values. In another example, pQQRnn / cznz / e / Yi the first threshold equals three missed reply messages and the second threshold equals seven missed reply messages. If the number of lost messages is equal to or greater than the first threshold but less than the second threshold, then the central BLE device will generate a vehicle control command that coasts to the third microcontroller 103. If the number of lost messages is equal to or greater than the second threshold, then the central BLE device will generate a braking vehicle control command to the third microcontroller 103. Because the number of lost messages in this example equals three lost messages 3324, the central BLE device generates a coasting vehicle control command to the third microcontroller 103 causing the vehicle to coast, which occurs in approximately 2.9 seconds, see speed diagram 3340. However, since a valid response message 3322A of the peripheral BLE device corresponding to a scroll request is received by the central BLE device in response to the next connection request, the central BLE device no longer sends a coasting command to the third microcontroller but instead forwards the states of the activatable switches 198A-198C to the third microcontroller 103, where the state of the switch 198A corresponds to a displacement request, causing the vehicle to accelerate back to approximately its original speed before being forced to coast. FIG 34 is a third example illustrating response messages generated by a peripheral BLE device in response to connection requests from a central BLE device during the first and second modes of communication operation and illustrating four lost messages that are present during the second mode of communication. The graph of FIG 34 includes an x-axis 3402 that represents time and a y-axis 3404 that allows for the representation of a variety of information. For example, the state of a vehicle scroll button 197A is shown by a timing diagram 3406 as being “on” or “off.” The switch 198A associated with the scroll button 197A changes to the "on" state at time 3408 and changes to the "off" state at time 3410. The graph of FIG 34 also represents, in region 3412, response messages generated by the peripheral BLE device during vehicle operation, where each response message is designated by a corresponding arrow 3422. Thus, in FIG 34, the peripheral BLE device is in the first communication operation mode 3414 of 0 second up to 1 second (time 3408) when scroll switch 198A is “off”. Within 1 second (time 3408), the switch 198A associated with the scroll button 197A changes to the “on” state, resulting in the peripheral BLE device entering the second communication mode or high-speed operation mode 3416. The switch displacement 198A changes to the “off” state at time 3410. A velocity diagram 3440 is also illustrated in the graph of FIG 34, where 0 velocity units and 3 velocity units are illustrated on the y-axis 3404. In this example, during the second mode of communication operation 3416, four lost messages 3324 are presented, that is, the central BLE device does not receive four response messages from the peripheral BLE device in response to four corresponding connection requests generated by the device. central BLE. Also in this example, the first and second thresholds are QQQRnn / cznz / R / vi define and are stored in the central BLE device, the first threshold equals three lost response messages and the second threshold equals four lost response messages. If the number of lost messages is equal to or greater than the first threshold but less than the second threshold, then the central BLE device will generate a coasting vehicle control command to the third microcontroller 103. If the number of lost messages is equal at or greater than the second threshold, then the central BLE device will generate a braking vehicle control command to the third microcontroller 103. In this example, when the number of lost messages equals three, the central BLE device generates a braking control command. coasting vehicle to the third microcontroller 103 causing the vehicle to coast, which occurs at approximately 2.9 seconds, see speed diagram 3440. Additionally, when the number of lost messages equals four, the central BLE device generates a braking vehicle control command to the third microcontroller 103 causing the vehicle to brake, which occurs just after the vehicle begins to coast. Additionally, once the central BLE device generates the braking vehicle command, it also concurrently sets a stop condition indicator 3452 (see brake indicator graph 3450), which stop condition indicator 3452 allows the vehicle to stop. drive manually but prevents the vehicle from accelerating based on the switch 198A associated with the travel button 197A being activated. Valid response messages from the peripheral BLE device are received by the central BLE device in response to subsequent connection requests beginning with response message 3422A. However, the central BLE device does not deactivate the detection condition indicator 3452 until the switch 198A associated with the scroll button 197A changes to the "off" state, i.e., the button 197A is released, which occurs approximately 3.9 seconds. Then, once the switch 198A is activated again by the button 197A being operated or pressed, which occurs around 4.2 seconds, the vehicle begins to accelerate again. FIG 35 is a fourth example illustrating response messages generated by a peripheral BLE device in response to connection requests from a central BLE device during the first and second modes of communication operation and illustrating four lost messages during the first mode of communication. The graph of FIG 35 includes an x-axis 3502 that represents time and a y-axis 3504 that allows for the representation of a variety of information. For example, the state of a vehicle scroll button 197A is shown by a timing diagram 3506 as being “on” or “off.” The switch 198A associated with the scroll button 197A changes to the "on" state at time 3508 and changes to the "off" state at time 3510. The graph of FIG 35 also represents, in region 3512, response messages generated by the peripheral BLE device during vehicle operation, where each response message is designed by a corresponding arrow 3522. Thus, in FIG 35, the peripheral BLE device is in the first communication operation 3514 of 0 second up to 1 second (time 3508) when scroll switch 198A is “off”. In 1 second (time 3508), the switch 198A associated with the scroll button 197A changes to the “on” state. QQQRnn / C7n7 / R / VI resulting in the peripheral BLE device entering the second communication mode or high speed operation mode 3516. The scroll switch 198A changes to the “off” state at time 3510. A speed diagram 3540 is also illustrated in the graph of FIG 35, where 0 speed units and 3 speed units are illustrated on the y-axis 3404. In this example, during the first mode of communication operation 3514, four messages are presented lost 3524 (only one of which is represented in FIG 35 and the remaining three are presumed to have been lost), that is, the central BLE device does not receive four response messages from the peripheral BLE device in response to four connection requests corresponding messages generated by the central BLE device. Also in this example, the first and second thresholds are defined and stored in the central BLE device. The first threshold equals three missed response messages and the second threshold equals four lost response messages. If the number of lost messages is equal to or greater than the first threshold and less than the second threshold, then the central BLE device will generate a coasting vehicle control command to the third microcontroller 103. If the number of lost messages is equal a or is greater than the second threshold, then the central BLE device will generate a braking vehicle control command to the third microcontroller 103. In this example, when the number of lost messages equals three, the central BLE device generates a control command from the coasting vehicle to the third microcontroller 103. However, because the vehicle is not moving when this vehicle control command is generated, it has no practical vehicle effect. Additionally, when the number of lost messages equals four, the central BLE device generates a braking vehicle control command to the third microcontroller 103 causing the vehicle to brake. Valid response messages from the peripheral BLE device are received by the central BLE device within approximately 1 second, when the scroll button 197A is activated. When the scroll button 197A is quickly activated twice, the third microcontroller 103 removes the braking command and causes the vehicle to accelerate. It is noted that the central BLE device sets a stop condition indicator 3552 (see brake indicator graph 3550) once the brake vehicle control command is generated. This sensing condition indicator 3552 allows the vehicle to be driven manually but prevents the vehicle from accelerating based on the switch 198A associated with the one-time drive button 197A. As seen from the above, a first valid response message is received by the central BLE device approximately 1 second from the peripheral BLE device. The central BLE device disables the stop condition indicator 3552 once the switch 198A is quickly activated twice by the button 197A. Having thus described the invention of the present application in detail and by reference to its embodiments, it will be evident that modifications and variations are possible without departing from the scope of the invention defined in the attached claims.

Claims

1. A method for wireless communication between a wireless remote control device comprising a peripheral device and a controller in a material handling vehicle comprising a central device, the method comprising: polling through a plurality of connection event requests, by the central device, communicating with the peripheral device with which the central device is paired, the peripheral device comprising one or more actuatable switches;Based on the state of one or more activatable switches, the peripheral device sends response messages to at least a portion of the plurality of connection requests according to at least a first or second communication operating mode; when operating in the first communication operating mode, the peripheral device responds only to a portion of the plurality of connection requests, where each response message is indicative of the state of one or more activatable switches.

2. The method according to claim 1, wherein the at least one communication operating mode comprises the first communication operating mode determined by the fact that none of the one or more actuatable switches is activated.

3. The method according to claim 2, wherein the first mode of communication operation is further determined as a function of the expiration of a hysteresis time interval, the hysteresis time interval occurring after the state of one or more actuatable switches has changed from at least one of the actuatable switches being activated to none of the actuatable switches being activated 4. The method according to any of claims 1-3, wherein the central device sends one of the plurality of connection event requests to the peripheral device each connection interval and wherein a latency amount defines a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to the connection event requests from the central device.

5. The method according to claim 4, wherein the amount of latency corresponds to a first predetermined time interval comprising a peripheral latency period defined by the amount of latency and the connection interval.

6. The method according to claim 1 or 2, wherein the at least one communication operating mode further comprises the second communication operating mode determined by at least one of the one or more actuatable switches being activated.

7. The method according to claim 6, wherein, in the second communication operation mode, the central device sends one of the plurality of connection event requests to the peripheral device each connection interval.

8. The method according to claim 7, wherein, in the second communication operation mode, the peripheral device responds to each connection event request sent from the central device with status information about whether at least one of the one or more pQQRnn / cznz / e / Yi actuatable switches remains activated.

9. The method according to any of claims 6-8, further comprising that the peripheral device, during a hysteresis time interval, responds to each connection event request sent from the central device after the state of at least one of the one or more actuatable switches has changed from at least one of the one or more actuatable switches being on to none of the one or more actuatable switches being on.

10. The method according to claim 9, wherein the first communication operating mode for the peripheral device is determined by Passing on the expiration of the hysteresis time interval.

11. The method according to any of claims 6-10, wherein, in the first communication operation mode, the central device sends one of the plurality of connection event requests to the peripheral device each connection interval.

12. The method according to claim 11, wherein, in the first communication operation mode, a latency amount is defined by a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to connection event requests sent from the central device.

13. The method according to any of claims 1-12, wherein the one or more actuatable switches comprises a remote control device scroll button.

14. The method according to any of claims 1-12, wherein the one or more actuatable switches comprises a device related to one of the vehicle horns or the vehicle brake.

15. The method according to claim 1 or 2, wherein the central device sends one of the plurality of connection event requests to the peripheral device each connection interval and wherein a latency amount defines a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to the connection event requests from the central device.

16. A wireless communication system comprising: a remote control peripheral device comprising a first microcontroller and an actuatable switch; and a central device comprising a second microcontroller in a vehicle, wherein the peripheral device is wirelessly coupled to the central device via a communication link; wherein the first microcontroller is in communication with a memory that stores executable instructions and, upon executing the executable instructions, receives from the central device a plurality of connection event requests;and based on the state of the activatable switch, sends reply messages to at least a portion of the plurality of connection requests in accordance with at least one of a first or second communication operation mode pQQ«nn / C7nz / e / Yi, when operating in the first communication operation mode, the peripheral device responds only to a portion of the plurality of connection requests, where each reply message is indicative of a state of the activatable switch.; 17. The system according to claim 16, wherein the peripheral device operates in the first communication operating mode based on none of the one or more actuatable switches being activated.

18. The system according to claim 17, wherein the peripheral device further operates in the first communication operating mode based on the expiration of a hysteresis time interval, the hysteresis time interval occurring after the state of one or more actuatable switches has passed from at least one of the one or more actuatable switches actuated to none of the one or more actuatable switches actuated.

19. The system according to any of claims 16-18, wherein, when operating in the first communication operating mode, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval and wherein a latency amount defines a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to connection event requests from the central device.

20. The system according to claim 19, wherein the amount of latency corresponds to a first predetermined time interval comprising a peripheral latency period defined by the amount of latency and the connection interval.

21. The system according to claim 16 or 17, wherein the peripheral device operates in the second communication operating mode based on at least one of the one or more actuatable switches being activated.

22. The system according to claim 21, wherein, in the second communication operation mode, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval.

23. The system according to claim 22, wherein, in the second communication operation mode, the peripheral device sends to the central device a response to each connection event request sent with status information about whether at least one of the one or more actuatable switches remains activated.

24. The system according to any of claims 21-23, wherein the central device receives, in addition to the peripheral device, during a hysteresis time interval, a response to each connection event request sent from the central device after the state of at least one of the one or more turnable switches has changed from at least one of the one or more turnable switches is on to none of the one or more turnable switches is on.

25. The system according to claim 24, wherein the first communication operating mode for the peripheral device is determined based on the expiration of the hysteresis time interval pQQRnn / cznz / e / Yi.

26. The system according to any of claims 21-25, wherein, in the first communication operation mode, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval.

27. The system according to claim 26, wherein in the first communication operating mode, a latency amount is defined by a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to connection event requests sent from the central device.

28. The system according to any of claims 16-27, wherein the one or more actuatable switches comprises a remote control device scroll button.

29. The system according to any of claims 16-28, wherein the one or more actuatable switches comprises a button related to one of the vehicle horns or the vehicle brake.

30. The system according to claim 16 or 17, wherein, when operating in the first communication operating mode, the peripheral device receives from the central device one of the plurality of connection event requests each connection interval and wherein a latency amount defines a number of connection event requests sent, greater than one, for which it is permissible for the peripheral device not to respond to connection event requests from the central device.

31. The system according to claim 16, wherein the remote control peripheral device comprises a Bluetooth Low Energy (BLE) peripheral device and the central device comprises a BLE central device.

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