Based on the detected start of a picking operation, the stored data related to the monitored driving parameters are reset

Abstract

A method for operating a material handling vehicle is provided, the method comprising: monitoring, by a controller, a first vehicle driving parameter during manual operation of the vehicle by an operator; and storing, by the controller, data related to the monitored first vehicle driving parameter. The controller is configured to use the stored data to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle. The method also includes: detecting, by the controller, operation of the vehicle indicating the start of a picking operation occurring during manual operation of the vehicle; and resetting, by the controller, the stored data related to the monitored first vehicle driving parameter based on detecting the start of the picking operation.

Description

Background Art

[0001] Material handling vehicles are often used to pick goods in warehouses and distribution centers. Such vehicles typically include a power unit and a load handling assembly, which may include a load carrying fork. The vehicle also has a control structure for controlling the operation and movement of the vehicle.

[0002] In a typical picking operation, an operator fills an order from available inventory items located in storage areas provided along one or more aisles of a warehouse or distribution center. The operator drives the vehicle between various picking locations for the item(s) to be picked. The operator may drive the vehicle either by using a control structure on the vehicle or via a wireless remote control device associated with the vehicle. Summary of the invention

[0003] The present disclosure relates to a method for operating a material handling vehicle, the method comprising monitoring, by a controller, a first vehicle driving parameter during manual operation of the vehicle by an operator; storing, by the controller, data associated with the monitored first vehicle driving parameter, the controller being configured to use the stored data to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle; detecting, by the controller, operation of the vehicle indicating the start of a picking operation occurring during manual operation of the vehicle; and resetting, by the controller, the stored data associated with the monitored first vehicle driving parameter based on detecting the start of the picking operation.

[0004] The method according to embodiments disclosed herein further includes resuming, by the controller, monitoring of the first vehicle driving parameter after resetting the stored data.

[0005] According to embodiments disclosed herein, the detected operation of the vehicle includes a transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered. In addition, the raised load handling assembly may be subject to a substantially non-zero load, and the lowered load handling assembly may be subject to a substantially zero load.

[0006] According to embodiments disclosed herein, the load handling assembly may include one or more forks, and the detected operation of the vehicle further includes the vehicle moving a distance that may be at least equal to the length of the load carried by the forks. In particular, the movement of the vehicle by a distance at least equal to the length of the load carried by the forks occurs after the vehicle transitions to being stopped with the load handling assembly lowered.

[0007] According to any of the above embodiments, the detected operation of the vehicle further comprises driving the vehicle with the load handling assembly lowered. In particular, the lowered load handling assembly may be subjected to a substantially zero load.

[0008] According to embodiments disclosed herein, the detected operation of the vehicle also includes a transition from the vehicle moving with the load handling assembly lowered to the vehicle being stopped with the load handling assembly subsequently raised, wherein the subsequently raised load handling assembly is subjected to a load less than a predetermined amount but greater than substantially zero load. For example, such a load less than the predetermined amount but greater than substantially zero load may include a substantially empty tray on the load handling assembly.

[0009] According to embodiments disclosed herein, the detected operation of the vehicle includes a first transition from the vehicle being manually driven with the load-handling assembly raised to the vehicle being stopped with the load-handling assembly lowered; movement of the vehicle with the load-handling assembly lowered by a distance at least equal to the length of the load carried by the load-handling assembly, the movement occurring after the first transition; and a second transition from the vehicle moving with the load-handling assembly lowered to the vehicle being stopped with the load-handling assembly newly raised. In particular, during the second transition, the lowered load-handling assembly is subjected to a substantially zero load and the newly raised load-handling assembly is subjected to a load that is less than a predetermined amount but greater than substantially zero.

[0010] According to an embodiment disclosed herein, the method may include monitoring, by a controller, a second vehicle driving parameter during manual operation of the vehicle by an operator; and storing, by the controller, data related to the monitored second vehicle driving parameter, the controller being configured to use the stored data of the monitored first vehicle driving parameter and the second vehicle driving parameter to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle.

[0011] According to an embodiment disclosed herein, a system for operating a material handling vehicle includes a memory storing executable instructions; and a processor in communication with the memory. In particular, the execution of the executable instructions by the processor causes the processor to: monitor a first vehicle driving parameter during manual operation of the vehicle by an operator; store data related to the monitored first vehicle driving parameter, the controller being configured to use the stored data to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle; detect operation of the vehicle indicating the start of a picking operation occurring during manual operation of the vehicle; and reset the stored data related to the monitored first vehicle driving parameter based on detecting the start of the picking operation.

[0012] The system also includes the processor resuming monitoring of the first vehicle driving parameter after resetting the stored data.

[0013] According to embodiments disclosed herein, the detected vehicle operation includes a transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered. In addition, the raised load handling assembly may be subject to a substantially non-zero load, and the lowered load handling assembly may be subject to a substantially zero load.

[0014] According to embodiments disclosed herein, the load handling assembly may include one or more forks, and the detected operation of the vehicle further includes the vehicle moving a distance that may be at least equal to the length of the load carried by the forks. In particular, the movement of the vehicle by a distance at least equal to the length of the load carried by the forks occurs after the vehicle transitions to being stopped with the load handling assembly lowered.

[0015] According to embodiments disclosed herein, the detected operation of the vehicle further comprises driving the vehicle with the load handling assembly lowered. In particular, the lowered load handling assembly may be subjected to substantially zero load.

[0016] According to embodiments disclosed herein, the detected operation of the vehicle also includes a transition from the vehicle moving with a lowered load handling assembly to the vehicle being stopped with a subsequently raised load handling assembly, wherein the subsequently raised load handling assembly is subjected to a load less than a predetermined amount but greater than substantially zero load.

[0017] According to embodiments disclosed herein, the detected operation of the vehicle includes a first transition from the vehicle being manually driven with the load-handling assembly raised to the vehicle being stopped with the load-handling assembly lowered; movement of the vehicle with the load-handling assembly lowered by a distance at least equal to the length of the load carried by the load-handling assembly, the movement occurring after the first transition; and a second transition from the vehicle moving with the load-handling assembly lowered to the vehicle being stopped with the load-handling assembly newly raised. In particular, during the second transition, the lowered load-handling assembly is subjected to a substantially zero load and the newly raised load-handling assembly is subjected to a load less than a predetermined amount but greater than the substantially zero load.

[0018] According to an embodiment disclosed herein, the system may include a processor that monitors a second vehicle driving parameter during manual operation of the vehicle by an operator; and stores data related to the monitored second vehicle driving parameter, wherein the processor is configured to use the stored data of the monitored first vehicle driving parameter and the second vehicle driving parameter to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1A and Figure 1Bis an illustration of a material handling vehicle capable of remote wireless operation according to one or more embodiments shown and described herein;

[0020] Figure 2 is a schematic diagram of several components of a material handling vehicle capable of remote wireless operation according to one or more embodiments shown and described herein;

[0021] Figure 3 A flow chart depicting an example algorithm for monitoring first and second driving parameters during a recent manual operation of a vehicle, and based on the first and second driving parameters, controlling implementation of a semi-autonomous driving operation, in accordance with one or more embodiments shown and described herein;

[0022] Figure 4 A flow chart depicting an example algorithm for calculating a first value indicative of acceleration of a vehicle in a first direction during a recent manual operation of the vehicle in accordance with one or more embodiments shown and described herein;

[0023] Figure 5 illustrates a table containing non-real sample acceleration values ​​in a first direction corresponding to a recent manual operation of a vehicle according to one or more embodiments shown and described herein;

[0024] Figure 6 An embodiment of the present invention includes a wa x-i A table of sample values ​​of ;

[0025] Figure 7 A flow chart depicting an example algorithm for calculating a second value indicative of acceleration of a vehicle in a second direction during a recent manual operation of the vehicle in accordance with one or more embodiments shown and described herein;

[0026] Figure 8 illustrates a table containing non-real sample acceleration values ​​in a second direction corresponding to a recent manual operation of a vehicle according to one or more embodiments shown and described herein;

[0027] Fig. 9 An embodiment of the present invention includes a wa y- A table of sample values ​​of i;

[0028] Fig.10 A flow chart depicting an example algorithm for calculating a maximum acceleration to be used during a next semi-autonomous driving operation based on first and second values ​​indicating acceleration of a vehicle in first and second directions during a previous manual operation of the vehicle in accordance with one or more embodiments shown and described herein;

[0029] Fig.11Depicts a maximum acceleration (a) in a second direction according to one or more embodiments shown and described herein. ywa-max )'s three separate range lookup tables;

[0030] Fig.12 A flow chart depicting an example algorithm for resetting stored data associated with a monitored first vehicle driving parameter based on detecting the start of a picking operation in accordance with one or more embodiments shown and described herein; and

[0031] Figure 13-Figure 15 Depicted is a sequence of vehicle operations indicating the initiation of a picking operation during manual operation of a vehicle according to one or more embodiments shown and described herein. DETAILED DESCRIPTION

[0032] In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings which form a part thereof, in which are shown by way of illustration and not limitation specific embodiments that can be practiced. It should be understood that other embodiments can be utilized and changes can be made without departing from the spirit and scope of the various embodiments of the present disclosure.

[0033] Low-level electric pick-up truck

[0034] Referring now to the drawings, and in particular to Figure 1A and Figure 1B , a material handling vehicle, illustrated as a low level order picking truck 10, generally includes a load handling assembly 12 extending from a power unit 14. The load handling assembly 12 includes a pair of forks 16, each fork 16 having a load supporting wheel assembly 18. In addition to or in lieu of the illustrated arrangement of forks 16, the load handling assembly 12 may include other load handling features, such as a load backrest, scissors-type elevating forks, outriggers, or separate height adjustable forks. Still further, the load handling assembly 12 may include load handling features, such as a mast, load platform, collection cage, or other support structure carried by the forks 16 or otherwise provided for handling a load supported and carried by the truck 10 or pushed or pulled by the truck (i.e., such as by a trailer).

[0035] The illustrated power unit 14 includes a step-through operator's station 30 that separates a first end section 14A (opposite the forks 16) from a second end section 14B (proximate the forks 16) of the power unit 14. The step-through operator's station 30 provides a platform 32 on which an operator can stand to drive the truck 10 and / or provides a location where the operator can operate various included features of the truck 10.

[0036] The first working area is disposed toward the first end section 14A of the power unit 14 and includes a control area 40 for driving the truck 10 and for controlling features of the load handling assembly 12 when the operator stands on the platform 32. The first end section 14A defines a compartment 48 for housing batteries, control electronics, including the controller 103 (see Figure 2 ), and (one or more) electric motors, such as traction motors, steering motors and lifting motors for the forks (not shown).

[0037] As shown for purposes of illustration and not limitation, the control area 40 includes a handle 52 for steering the truck 10, which may include controls such as a handle, a butterfly switch, a thumb wheel, a rocker switch, a hand wheel, a steering tiller, etc., for controlling the acceleration / braking and travel direction of the truck 10, see Figure 1A and Figure 1B. For example, as shown, a control such as a switch handle or a travel switch 54 may be provided on the handle 52, which is spring biased to a center intermediate position. Rotating the travel switch 54 forward and upward will cause the truck 10 to move forward at an acceleration proportional to the amount of rotation of the travel switch 54, for example, the power unit first, until the truck 10 reaches a predefined maximum speed, at which time the truck 10 is no longer allowed to accelerate to a higher speed. For example, if the travel switch 54 is rotated very quickly by 50% of the maximum angle that the handle 54 can rotate, then the truck 10 will accelerate at approximately 50% of the maximum acceleration that the truck is capable of until the truck reaches 50% of the maximum speed that the truck is capable of. It is also contemplated that the acceleration can be determined using an acceleration map stored in a memory, wherein the rotation angle of the handle 54 is used as an input in the acceleration map and has a corresponding acceleration value in the acceleration map. The acceleration value corresponding to the handle rotation angle in the acceleration map can be proportional to the handle rotation angle or vary in any desired manner. There can also be a speed map stored in the memory, wherein the rotation angle of the handle 54 is used as an input in the speed map and has a corresponding maximum speed value stored in the speed map. For example, when the handle 54 is rotated 50% of the maximum angle that the handle 54 is capable of, the truck will accelerate at the corresponding acceleration value stored in the acceleration map to the maximum speed value stored in the speed map corresponding to the handle angle of 50% of the maximum angle. Similarly, rotating the travel switch 54 toward the rear of the truck 10 and downward will cause the truck 10 to move in the opposite direction at an acceleration proportional to the amount of rotation of the travel switch 54, for example, the forks first, until the truck 10 reaches a predefined maximum speed corresponding to the amount of rotation of the travel switch 54, at which point the truck 10 is no longer allowed to accelerate to a higher speed.

[0038] A presence sensor 58 may be provided to detect the presence of an operator on the truck 10. For example, the presence sensor 58 may be located above, above, or below the platform floor, or otherwise provided around the operator station 30. In the exemplary truck 10 of FIG. 1 , the presence sensors 58 are shown in dashed lines, indicating that they are located below the platform floor. In this arrangement, the presence sensors 58 may include load sensors, switches, etc. Alternatively, the presence sensors 58 may be implemented above the platform floor, such as by using ultrasound, capacitance, laser scanners, cameras, or other suitable sensing technologies. The use of the presence sensors 58 will be described in more detail herein.

[0039] The antenna 66 extends vertically from the power unit 14 and is provided for receiving control signals from the corresponding wireless remote control device 70. It is also contemplated that the antenna 66 may be located within the compartment 48 of the power unit 14 or elsewhere on the truck 10. According to one embodiment, the truck 10 may include a pole (not shown) extending vertically from the power unit 14 and including an antenna 66, which is provided for receiving control signals from the corresponding wireless remote control device 70. The pole may include a light on the top, so that the pole and the light define a lighthouse. The remote control device 70 may include a transmitter worn or otherwise maintained by an operator. The remote control device 70 may be manually operated by the operator, for example, by pressing a button or other control, to cause the remote control device 70 to wirelessly transmit at least a first type of signal specifying a travel request to the truck 10. The travel request is a command requesting the corresponding truck 10 to travel a predetermined amount, as will be described in more detail herein.

[0040] The truck 10 also includes one or more obstacle sensors 76 disposed around the truck 10, for example, toward the first end section of the power unit 14 and / or the side of the power unit 14. The obstacle sensor 76 includes at least one non-contact obstacle sensor on the truck 10 and is operable to define at least one detection zone. For example, when the truck 10 is traveling in response to a travel request wirelessly received from the remote control device 70, the at least one detection zone may define an area at least partially in front of the forward travel direction of the truck 10.

[0041] The obstacle sensor 76 may include any suitable proximity detection technology capable of detecting the presence of an object / obstacle or capable of generating a signal that can be analyzed to detect the presence of an object / obstacle within (one or more) predefined detection areas of the power unit 14, such as an ultrasonic sensor, an optical recognition device, an infrared sensor, a laser scanner sensor, etc.

[0042] In practice, the truck 10 may be implemented in other formats, styles, and features, such as an end-control pallet truck that includes a steering tiller arm coupled to a tiller for steering the truck. Similarly, while the remote control device 70 is illustrated as a glove-like structure 70, a variety of implementations of the remote control device 70 may be implemented, including, for example, finger-worn, lanyard or belt-mounted, etc. Further, the truck, remote control system, and / or components thereof, including the remote control device 70, may include any additional and / or alternative features or implementations.

[0043] Control system for remote operation of low-level electric picking trucks

[0044] refer to Figure 2, a block diagram illustrates a control arrangement for integrating remote control commands with the truck 10. Antenna 66 is coupled to a receiver 102 for receiving instructions issued by the remote control device 70. Receiver 102 passes the received control signals to controller 103, which implements an appropriate response to the received commands and, therefore, may also be referred to as a master controller herein. In this regard, controller 103 is implemented in hardware and may also execute software (including firmware, resident software, microcode, etc.). Furthermore, embodiments may take the form of a computer program product embodied in one or more computer readable media having computer readable program code embodied thereon.

[0045] Therefore, the controller 103 may include an electronic controller, which at least partially defines a data processing system suitable for storing and / or executing program codes, and may include at least one processor directly or indirectly coupled to a memory element, for example, by a system bus or other suitable connection. The memory element may include a local memory used during the actual execution of the program code, a memory integrated into a microcontroller or an application specific integrated circuit (ASIC), a programmable gate array or other reconfigurable processing device, etc. At least one processor may include any processing unit operable to receive and execute executable instructions (such as program codes from one or more memory elements). At least one processor may include any type of device that receives input data, processes the data by computer instructions and generates output data. Such a processor may be a microcontroller, a handheld device, a laptop or notebook computer, a desktop computer, a microcomputer, a digital signal processor (DSP), a mainframe, a server, a cellular phone, a personal digital assistant, other programmable computer devices or any combination thereof. Such a processor may also be implemented using a programmable logic device such as a field programmable gate array (FPGA), or alternatively, may be implemented as an application specific integrated circuit (ASIC) or similar device. The term "processor" is also intended to encompass a combination of two or more of the above-mentioned devices, for example, two or more microcontrollers.

[0046] Depending on the logic implemented, the response implemented by the controller 103 in response to commands received wirelessly, for example, via the wireless transmitter of the remote control device 70 and the corresponding antenna 66 and receiver 102 may include one or more actions or no action. Positive actions may include controlling, adjusting, or otherwise affecting one or more components of the truck 10. The controller 103 may also receive information from other inputs 104, for example, from sources such as presence sensors 58, obstacle sensors 76, switches, load sensors, encoders, and other devices / features available to the truck 10 to determine the appropriate action to take in response to the command received from the remote control device 70. The sensors 58, 76, etc. may be coupled to the controller 103 via the inputs 104 or via a suitable truck network, such as a control area network (CAN) bus 110.

[0047] A further input to the controller 103 may be a load sensor LS (such as a conventional pressure transducer, see Figure 2 ) generated by the load sensor LS. The load sensor LS may be incorporated into the hydraulic system to enable lifting of the fork 16. The controller 103 determines the weight of the load L on the fork 16 by subtracting the weight of the fork 16 (a known constant value) from the combined weight of the fork 16 and the load L on the fork 16, which is defined by the weight signal from the load sensor LS. Alternatively, instead of the pressure transducer LS incorporated into the hydraulic system, one or more weight sensing units (not shown) may be integrated into the fork 16 to sense the load L on the fork 16 and generate a corresponding load sensing signal to the controller 103.

[0048] The controller 103 is also capable of determining the vertical position, i.e., height, of the load handling assembly 12 including the forks 16 relative to the ground (e.g., the floor surface along which the truck 10 is traveling), as described below. One or more height sensors or switches may be provided in the second end section 14B of the power unit 14 that sense when the load handling assembly 12 including the forks 16 is vertically raised relative to the ground and / or a lower point on the first end section 14A of the power unit 14. For example, first, second, and third switches (not shown) may be provided within the second end section 14B to sense when the load handling assembly 12 including the forks 16 is vertically raised relative to the ground and / or a lower point on the first end section 14A of the power unit 14. Figure 1A These switches are activated when the load handling assembly 12 is raised at the first, second and third vertical positions designated by the dashed lines 141A, 141B and 141C in FIG. 1. The lowest position of the load handling assembly 12 can also be determined via the load sensor LS indicating zero weight.

[0049] In one embodiment, the controller 103 may include one or more accelerometers that can measure the physical acceleration of the truck 10 along one, two, or three axes. It is also contemplated that the accelerometer 1103 may be separate from the controller 103 but coupled to and in communication with the controller 103 to generate and transmit acceleration signals to the controller 103, see Figure 2 . For example, the accelerometer 1103 can measure the acceleration of the truck 10 in the travel direction DT of the truck 10 (also referred to as the first travel direction in this article), which in the embodiment of Figure 1 is collinear with the axis X, where the X axis can generally be parallel to the fork 16. The travel direction DT or first travel direction can be defined as the direction in which the truck 10 is moving, which can be a forward or power unit first direction, or a reverse or fork first direction. The accelerometer 1103 can also measure the acceleration of the truck 10 along a transverse direction TR (also referred to as the second direction in this article) that is approximately 90 degrees to the travel direction DT of the truck 10, which is collinear with the Y axis in the embodiment of Figure 1. The accelerometer 1103 can also measure the acceleration of the truck 10 in another direction transverse to both the travel direction DT and the transverse direction TR, which is generally collinear with the Z axis.

[0050] In an exemplary arrangement, the remote control device 70 is operable to wirelessly transmit a control signal representing a first type of signal, such as a travel command, to a receiver 102 on the truck 10. The travel command is also referred to herein as a "travel signal," "travel request," or "go signal." The travel request is used to initiate a request to the truck 10 to travel a predetermined amount, for example, to cause the truck 10 to generally only move forward or slow down a limited travel distance in a first direction of the power unit. The limited travel distance may be defined by an approximate travel distance, travel time, or other measurement. In one embodiment, the truck may be driven continuously as long as the duration of the travel request provided by the operator does not exceed a predetermined amount of time, such as 20 seconds. After the operator no longer provides a travel request, or if the time for providing the travel request exceeds a predetermined period of time, the traction motor that affects the movement of the truck is no longer activated and the truck is allowed to coast to a stop. The truck 10 may be controlled to travel in a generally straight direction or along a previously determined heading.

[0051] Thus, the first type of signal received by the receiver 102 is transmitted to the controller 103. If the controller 103 determines that the travel signal is a valid travel signal and the current vehicle conditions are appropriate (explained in more detail below), the controller 103 sends a signal to the appropriate control configuration of the particular truck 10 to proceed and then stop the truck 10. For example, stopping the truck 10 may be achieved by allowing the truck 10 to coast to a stop or by initiating a braking operation to brake the truck 10 to a stop.

[0052] As an example, the controller 103 may be communicatively coupled to a traction control system, illustrated as a traction motor controller 106 of the truck 10. The traction motor controller 106 is coupled to a traction motor 107 that drives at least one driven wheel 108 of the truck 10. The controller 103 may communicate with the traction motor controller 106 to accelerate, decelerate, adjust, and / or otherwise limit the speed of the truck 10 in response to receiving a travel request from the remote control device 70. The controller 103 may also be communicatively coupled to a steering controller 112 that is coupled to a steering motor 114 that steers at least one steering wheel 108 of the truck 10, wherein the steering wheel may be different from the driven wheel. In this regard, the truck 10 may be controlled by the controller 103 to travel a desired path or maintain a desired heading in response to receiving a travel request from the remote control device 70.

[0053] The controller 103 can determine whether the truck 10 is moving or stopped and the straight-line distance that the truck 10 has traveled as follows. First, the controller 103 can use the signal generated by the accelerometer 1103 and integrate once to determine whether the truck 10 is moving or stopped. It is also possible to determine whether the truck 10 is moving by determining whether the current value from the accelerometer 1103 is greater than zero. The controller 103 can also use the signal generated by the accelerometer 1103 and integrate twice to determine the straight-line distance that the truck 10 has traveled. Alternatively, the traction controller 106 can receive feedback signals generated by an encoder within the traction motor 107 and generate motor angular velocity signals to the controller 103 from these signals. The controller 103 can determine whether the vehicle is moving or stopped based on the motor angular velocity signals. The controller 103 can also convert the motor angular velocity signals into the actual linear velocity of the truck 10. For example, if the speed signal includes the angular velocity of the traction motor 107, the controller 103 can scale this value to the actual linear velocity of the vehicle 10 based on a) the gearing ratio between the traction motor 107 and the driven wheels of the vehicle, and b) the circumference of the driven wheels. The linear velocity of the vehicle can then be used (via integration) to determine the distance the truck 10 has traveled.

[0054] As yet another illustrative example, the controller 103 may also communicate with the traction controller 106 to slow down, stop, or otherwise control the speed of the truck 10 in response to receiving a travel request from the remote control device 70. Braking may be accomplished by the traction controller 106 by inducing regenerative braking or activating a mechanical brake 117 coupled to the traction motor 107, see Figure 2Still further, the controller 103 may be communicatively coupled to other vehicle features, such as a main contactor 118, and / or other outputs 119 associated with the truck 10, where applicable, to implement desired actions in response to implementing the remote travel function.

[0055] According to an embodiment, controller 103 may communicate with receiver 102 and with traction controller 106 to operate truck 10 under remote control in response to receiving a travel command from an associated remote control device 70 .

[0056] Correspondingly, if the truck 10 is moving in response to commands received by the remote wireless control, the controller 103 can dynamically modify, control, adjust, or otherwise affect the remote control operation, for example, by stopping the truck 10, changing the steering angle of the truck 10, or taking other actions. Thus, specific vehicle features, the state / condition of one or more vehicle features, the vehicle environment, etc. may affect the manner in which the controller 103 responds to a travel request from the remote control device 70.

[0057] The controller 103 may refuse to confirm a received travel request depending on (one or more) predetermined conditions, such as those related to the environment or (one or more) operating factors. For example, the controller 103 may ignore an otherwise valid travel request based on information obtained from one or more of the sensors 58, 76. As an illustration, according to an embodiment, the controller 103 may optionally consider factors such as whether the operator is on the truck 10 when determining whether to respond to a travel command from the remote control device 70. As described above, the truck 10 may include at least one presence sensor 58 for detecting whether the operator is on the truck 10. In this regard, the controller 103 may also be configured to respond to a travel request to operate the truck 10 under remote control when (one or more) presence sensors 58 indicate that there is no operator on the truck 10. Therefore, in such an embodiment, the truck 10 cannot be operated in response to a wireless command from the transmitter unless the operator physically leaves the truck 10. Similarly, if the object sensor 76 detects that an object, including the operator, is adjacent to and / or close to the truck 10, the controller 103 may refuse to confirm the travel request from the transmitter 70. Thus, in an exemplary embodiment, the operator must be within a limited range of truck 10, e.g., close enough to truck 10 to be within wireless communication range (which may be limited to set a maximum distance that the operator can be from truck 10). Other arrangements may alternatively be implemented.

[0058] Any other number of reasonable conditions, factors, parameters, or other considerations may also / alternatively be implemented by the controller 103 to interpret and take action in response to signals received from the transmitter.

[0059] After confirming the travel request, the controller 103 interacts with the traction motor controller 106, for example, directly or indirectly, via a bus such as the CAN bus 110 (if used), to advance the truck 10 by a limited amount. Depending on the specific implementation, the controller 103 may interact with the traction motor controller 106 and optionally with the steering controller 112 to advance the truck 10 by a predetermined distance. Alternatively, the controller 103 may interact with the traction motor controller 106 and optionally with the steering controller 112 to advance the truck 10 for a period of time in response to detecting and maintaining actuation of a travel control on the remote control device 70. As another illustrative example, the truck 10 may be configured to slow down as long as a travel control signal is received. Further, the controller 103 may be configured to "time out" and stop the travel of the truck 10 based on a predetermined event, such as exceeding a predetermined time period or travel distance, regardless of whether a maintained actuation of the corresponding control on the remote control device 70 is detected.

[0060] The remote control device 70 is also operable to transmit a second type of signal, such as a "stop signal," indicating that the truck 10 should brake and / or otherwise come to rest. The second type of signal may also be implied under remote control in response to a drive command, for example, after a "drive" command is implemented, for example, after the truck 10 has traveled a predetermined distance, traveled for a predetermined time, etc. If the controller 103 determines that the wirelessly received signal is a stop signal, then the controller 103 sends a signal to the traction controller 106 and / or other truck components to bring the truck 10 to rest. As an alternative to a stop signal, the second type of signal may include a "coast signal" or a "controlled deceleration signal," indicating that the truck 10 should coast and eventually decelerate to rest.

[0061] The time required to bring the truck 10 to a complete stop may vary, for example, depending on the intended application, environmental conditions, capabilities of the particular truck 10, the load on the truck 10, and other similar factors. For example, after completing an appropriate slow-moving movement, it may be desirable to allow the truck 10 to "coast" a distance before becoming stationary, so that the truck 10 slowly stops. This can be achieved by slowing the truck 10 to a stop using regenerative braking. Alternatively, a braking operation may be applied after a predetermined delay time to allow the truck 10 to additionally travel a predetermined range after the stop operation is initiated. For example, if an object is detected in the travel path of the truck 10 or if an immediate stop is desired after a successful slow-moving operation, it may also be desirable to stop the truck 10 relatively quickly. For example, the controller may apply a predetermined torque to the braking operation. In this case, the controller 103 may instruct the traction controller 106 to brake via regenerative braking or apply a mechanical brake 117 to stop the truck 10.

[0062] Calculating vehicle driving parameter(s) used during vehicle remote control operation

[0063] As described above, the operator can stand on the platform 32 within the operator station 30 to manually operate the truck 10, that is, operate the truck in manual mode. The operator can manipulate the truck 10 via the handle 52, see Figure 1B , and further, the truck 10 can be accelerated via rotation of the travel switch 54. As also described above, rotating the travel switch 54 forward and upward will cause the truck 10 to move forward at an acceleration proportional to the amount of rotation of the travel switch 54, for example, first the power unit. Similarly, rotating the travel switch 54 toward the rear of the truck 10 and downward will cause the truck 10 to move in the opposite direction at an acceleration that may be proportional to the amount of rotation of the travel switch 54, for example, first the forks. Rotating the travel switch 54 forward and upward while the truck 10 is moving in the first direction of the forks will cause the truck 10 to brake. In addition, rotating the travel switch 54 toward the rear and downward while the truck 10 is moving in the first direction of the power unit will brake the truck 10. Therefore, when the operator is standing on the platform 32 within the operator's station 30 and operating the truck 10 via the handle 52 and accelerating / braking the truck (i.e., regenerative braking) via rotation of the travel switch 54, "operator manual operation of the vehicle" occurs. The operator can use a separate brake switch, such as Figure 1B The switch 41 is activated to cause regenerative braking of the truck 10. As described above, braking can also be achieved via the mechanical brake 117.

[0064] As also described above, the controller 103 can communicate with the receiver 102 and the traction controller 106 to operate the truck 10 under remote control in response to receiving a travel command from the associated remote control device 70. The travel request is used to initiate a request to the truck 10 to travel a predetermined amount, for example, to move the truck 10 forward or slow down a limited travel distance in a first travel direction, i.e., in a power unit first direction. Therefore, when the operator is not physically on the truck but is walking near the truck 10, such as during a picking operation, the operator can operate the truck in a remote control mode, that is, when the operator is located outside the truck 10 and picking or collecting pick items to be loaded onto the truck 10 from a warehouse storage area, the truck 10 is operated under remote control using the remote control device 70. Operating the truck 10 in a remote control mode is also referred to herein as "semi-autonomous" operation of the truck 10.

[0065] When an operator is using the truck 10 , such as during an order picking operation within a warehouse, the operator typically uses the truck 10 in both a manual mode and a remote control mode.

[0066] Previously, the vehicle controller stored predefined, fixed vehicle parameters, such as a maximum acceleration, to limit the maximum acceleration of the vehicle during operation of the vehicle in the remote control mode. This predefined maximum acceleration limit was sometimes too high (e.g., if the truck was loaded with a large pile of items / packages defining an unstable load), and sometimes too low (if the truck was loaded with a small pile of items / packages defining a stable load).

[0067] According to an embodiment of the present disclosure, the controller 103 monitors one or more driving parameters during a recent manual operation of the truck 10, the one or more driving parameters corresponding to the driving behavior or traits of the operator of the truck 10. If the one or more driving parameters are high, then this may correspond to the operator driving the truck 10 briskly. If the one or more driving parameters are low, then this may correspond to the operator driving the truck 10 conservatively or cautiously. Instead of using one or more predefined fixed driving parameters for vehicle control during a remote control operation of the truck 10, the controller 103 calculates one or more adaptive driving parameters for use during the next remote control operation of the truck 10 based on the one or more driving parameters monitored during the most recent manual operation of the truck 10. Since the one or more driving parameters calculated for the next remote control operation of the truck 10 are based on the operator's most recent driving behavior, that is, the one or more driving parameters monitored during the most recent manual mode operation of the truck 10, it is believed that the controller 103 more accurately and appropriately defines the one or more driving parameters to be used during the next remote control operation of the truck 10, so that the one or more driving parameters more closely match the operator's most recent driving behavior.

[0068] Figure 3 1 illustrates an example control algorithm or process of the controller 103 for monitoring first and second driving parameters, e.g., acceleration in first and second directions, during a recent manual operation of the truck 10 to calculate corresponding adaptive driving parameters, e.g., maximum acceleration, to be used by the controller 103 when the truck 10 is next operated in a remote control mode.

[0069] In step 201, the controller 103 simultaneously monitors a first driving parameter corresponding to a first driving direction of the vehicle or truck 10, e.g., a first acceleration, and a second driving parameter corresponding to a second direction different from the first driving direction, e.g., a second acceleration, during a most recent manual operation of the vehicle. In the illustrated embodiment, the first driving direction may be defined by a driving direction DT of the truck 10, see FIG. 1 , and the second direction may be defined by a lateral direction TR. Thus, the first and second directions may be substantially orthogonal to each other. The controller 103 replaces any stored data (i.e., first stored data) regarding the monitored first and second vehicle driving parameters corresponding to a previous manual operation of the vehicle by an operator with the most recent data (i.e., second data) regarding the monitored first and second vehicle driving parameters during the most recent manual operation of the vehicle, wherein the most recent data is not calculated using or based on previously stored data from a previous manual operation of the vehicle. The vehicle may have been operated in a remote control mode after the previous manual operation of the vehicle and before the most recent manual operation of the vehicle.

[0070] The operator can change the acceleration of the truck 10 based on factors such as the curvature of the path along which the truck 10 is traveling, the steering angle of the truck 10, the current ground conditions (e.g., a wet / slippery floor surface or a dry / non-slippery floor surface), and / or the weight and height of any load carried by the truck 10. For example, if the truck 10 is driven without a load or with a stable load, e.g., the load has a low height, on a long and straight path, on a dry / non-slippery floor surface, then the value of the first acceleration can be high. However, if the truck 10 has an unstable load, e.g., the load has a high height, so that if the truck 10 accelerates quickly, the load may be displaced or fall from the truck 10, then the value of the first acceleration may be low. In addition, if the truck 10 is turning at a sharp angle and traveling at a high speed, then the value of the first acceleration may be high and the value of the second acceleration may also be high.

[0071] In step 203, the controller 103 receives a request to implement a semi-autonomous driving operation, i.e., a request to operate the truck 10 in a remote control mode, following a recent manual operation of the vehicle or truck 10. In the illustrated embodiment and as described above, the controller 103 may receive a travel request from the remote control device 70. Such a travel request may define a request to implement a first semi-autonomous driving operation.

[0072] In step 205, the controller 103 implements semi-autonomous driving operation of the truck 10 based on the first and second vehicle driving parameters monitored during the most recent manual operation of the truck 10. The controller 103 calculates a first value indicating the acceleration of the truck 10 in a first direction and a second value indicating the acceleration of the truck 10 in a second direction based on the most recent data regarding the first and second vehicle driving parameters monitored during the most recent manual operation of the vehicle. If the second value falls outside of a predefined range, the controller 103 modifies the first value indicating the acceleration in the first direction based on the second value indicating the acceleration in the second direction. The first value, whether modified based on whether the second value falls outside or within the predefined range, defines a maximum acceleration that cannot be exceeded during semi-autonomous driving operation of the truck 10.

[0073] exist Figure 4 An example control algorithm or process for the controller 103 is illustrated in FIG. 301 for calculating a first value indicative of the acceleration of the truck 10 in a first direction during a recent manual operation of the truck 10. In step 301, a sequence of acceleration values ​​in a first direction from the accelerometer 1103 is collected during a recent manual operation of the vehicle, wherein the first direction is defined by the travel direction DT of the truck 10 and stored in a memory by the controller 103. Rotating the travel switch 54 forward and upward will cause the truck 10 to move forward in the power unit first direction at a positive acceleration proportional to the amount of rotation of the travel switch 54, e.g., the power unit first. Similarly, rotating the travel switch 54 toward the rear of the truck 10 and downward will cause the truck 10 to move in the fork first direction at a positive acceleration proportional to the amount of rotation of the travel switch 54, e.g., the fork first. When the truck 10 accelerates in the power unit first direction or the fork first direction (both are considered to be the first direction defined by the travel direction DT of the truck 10), the accelerometer 1103 generates a sequence of positive acceleration values, which are stored in the memory by the controller 103. Rotating the travel switch 54 forward and upward while the truck 10 is moving in the fork first direction will cause the truck 10 to slow down or brake. Additionally, rotating the travel switch 54 backward and downward while the truck 10 is moving in the power unit first direction will cause the truck 10 to slow down or brake. According to the first embodiment, negative acceleration values, such as those occurring during braking, are not collected for calculating the first value indicating the acceleration of the truck 10 in the first direction during the most recent manual operation of the vehicle.

[0074] Although rotation of the travel switch 54 forward and upward will cause the truck 10 to move forward with positive acceleration (increasing speed) in the power unit first direction, i.e., the power unit first, the accelerometer can determine that such movement includes positive acceleration. The accelerometer can also determine that braking (decreasing speed) when the truck 10 is traveling in the power unit first direction includes deceleration or negative acceleration. In addition, when rotating the travel switch 54 toward the rear and downward will cause the truck 10 to move in the reverse direction with positive acceleration (increasing speed) in the fork first direction, for example, when the fork first, the accelerometer can determine that such movement in which the speed increases in the fork first direction includes negative acceleration. The accelerometer can also determine that braking (decreasing speed) when the truck 10 is traveling in the fork first direction includes positive acceleration. However, for the purpose of discussing in this article the control algorithm for calculating the maximum acceleration to be used during the next semi-autonomous driving operation, the acceleration and deceleration of the truck 10 during movement in the power unit first direction and the fork first direction will be defined as follows: rotating the travel switch 54 forward and upward to cause the truck 10 to move forward (e.g., the power unit first) is defined as a positive acceleration in the power unit first direction (the speed is constantly increasing); rotating the travel switch 54 toward the rear and downward to cause the truck 10 to move in the opposite direction (e.g., the fork first) is defined as a positive acceleration in the fork first direction (the speed is constantly increasing); rotating the travel switch 54 forward and upward or actuating the brake switch 41 when the truck 10 is moving in the fork first direction to cause the truck 10 to decelerate or brake (the speed is constantly decreasing) is defined as a negative acceleration or deceleration; and rotating the travel switch 54 backward and downward or actuating the brake switch 41 when the truck 10 is moving in the power unit first direction to cause the truck 10 to decelerate or brake (the speed is constantly decreasing) is defined as a negative acceleration or deceleration.

[0075] As described above, according to the first embodiment, negative acceleration values, such as those occurring during braking in the power unit first direction or the fork first direction, are not collected for calculating the first value indicating the acceleration of the truck 10 in the first direction during the most recent manual operation of the vehicle. However, according to the second embodiment, both positive acceleration values ​​(where the speed of the truck is increasing in either the power unit first direction or the fork first direction) and negative acceleration values ​​(where the speed of the truck is decreasing in either the power unit first direction or the fork first direction) are collected and used to calculate the first value indicating the acceleration of the truck 10 in the first direction during the most recent manual operation of the vehicle. In the second embodiment where negative acceleration values ​​are collected, the absolute values ​​of the negative acceleration values ​​are used in the equations and calculations described below. Therefore, while some embodiments may ignore any negative acceleration data, other embodiments may take such data into account by using the absolute values ​​of the negative acceleration data in the equations and calculations described.

[0076] In step 303, the acceleration values ​​in the first direction collected during the most recent manual operation of the truck 10 are filtered using a weighted average equation to make the weight of the largest outlier smaller and achieve smoothing. Example equation 1 listed below can be used to filter the collected acceleration values ​​in the first direction to calculate a weighted average based on the acceleration values ​​in the first direction collected from the most recent manual operation of the truck 10.

[0077] Equation 1:

[0078]

[0079] w x-(i+1) = weighted average calculated in a first direction (eg, "x"); where i = 1 ... (n-1) and n is a separately collected acceleration value a x_j the total number of subsets into which they were grouped;

[0080] w x-i ;where i=1...n; wa x-i = the arithmetic mean of the first three "start" acceleration values ​​in the first direction during the first calculation and the most recent weighted mean thereafter;

[0081] g s = weighting factor, where s = 1…m+1, where m is the number of members in each subset;

[0082] g1=wa x-i In the embodiment shown, g1=3, but it can be any value;

[0083] g2, g3, g4 = additional weighting factors = 1, but can be any value and are usually smaller than g1;

[0084] a x_[(i＊m)+1] , a x_[(i＊m)+2] , a x_[(i＊m)+3] , where i=1...(n-1); a x_[(i＊m)+1] , a x_[(i＊m)+2] , a x_[(i＊m)+3] = three adjacent individual acceleration values ​​in a first direction, defining a subset, collected during the most recent manual operation of the truck 10. The subset may include more than three or less than three acceleration values. The first three collected acceleration values ​​(a x_1 、a x_2 and a x_3 ) also constitute the first subset.

[0085] The first "starting" acceleration value in the first direction may include fewer than three or more than three values, and the number of members in each subset "m" may likewise include fewer than three or more than three members.

[0086] For purposes of illustration, a sample calculation will now be provided based on unrealistic sample values ​​simulating acceleration values ​​collected in a first direction and in Figure 5 All acceleration values ​​listed in Table 1 are positive values. However, as described above, negative acceleration values ​​may also be collected and used. As described above, in the case of collecting negative acceleration values, the absolute value of the negative acceleration value is used in the described equations and calculations listed in this article.

[0087]

[0088]

[0089]

[0090] based on Figure 5 The remaining weighted averages of the sample values ​​listed in Table 1 are calculated in a similar manner. The results are listed in Figure 6 In Table 2.

[0091] Therefore, for Equation 1, the value a x_[(i＊m)+1] , a x_[(i＊m)+2] , and a x_[(i＊m)+3] Used to calculate the weighted average wa x-(i+1) .according to Figure 5 For example, "i" can range from 1 to 9, but for equation 1, "i" ranges from 1 to 8. Therefore, Figure 5 The 27 acceleration values ​​in the table (i.e., a x_j , "j" = Figure 5 The 27 individually collected acceleration values ​​in the example of ) can be arranged into 9 different subsets, each with 3 elements. Except for the first subset (which, as described above, includes the arithmetic mean of the first three "starting" acceleration values ​​in the first direction), for each of the subsequent 8 subsets, a weighted average is calculated according to Equation 1. The example initial arithmetic mean and the example 8 weighted averages are calculated in Figure 6 One of ordinary skill will readily recognize that the subset size of 3 values ​​is merely an example, and that using 9 subsets is also an example amount.

[0092] exist Figure 4 In step 305, the maximum acceleration in a first direction defined by the direction of travel DT of the truck 10 is determined using the example equation 2 listed below:

[0093] Equation 2: a x-wa-max = maximum acceleration in the first direction = max(wa x-i ) = calculated initial arithmetic and weighted average (wa x-i )’s maximum value.

[0094] based on Figure 6 The results of Table 2, max(wa x-i )=a x-8 =3.82.

[0095] Note that a x-wa-max Any initial arithmetic and weighted average (wa x-i For example, the average value (wa) calculated during a predetermined time period (e.g., the last ten seconds) may be considered. x-i It is also contemplated that a predetermined number of initial arithmetic and weighted averages (weighted averages) may be calculated without regard to time. x-i ), for example, 25 averages. It is further contemplated that all initial arithmetic and weighted averages (weighted averages) calculated during the entire most recent manual operation of the truck 10 may be considered. x-i In the example shown, the initial arithmetic and weighted averages (w x-i ). However, in choosing max(a x-wa-i ) = calculated initial arithmetic and weighted average (Wa x-i ) (which defines a x-wa-max = maximum acceleration in the first direction), less than 9 or more than 9 initial arithmetic and weighted averages (wa x-i ) value. The maximum acceleration in the first direction (a x-wa-max ) defines a first value indicating an acceleration of a vehicle in a first direction during a recent manual operation of the vehicle. Not from a maximum acceleration a considered as the first direction x-wa-max The initial arithmetic and weighted average (wa x-i ), but rather assuming that the initial arithmetic and weighted average (wa x-i ) can be selected as the maximum acceleration a in the first direction. x-wa-max . Further assume that the initial arithmetic and weighted average (wa x-i ) can be averaged to determine the maximum acceleration a in the first direction x-wa-max .

[0096] exist Figure 7 1 , an example control algorithm or process for the controller 103 is illustrated in FIG. 1 for calculating a second value indicative of the acceleration of the truck 10 in a second direction during a recent manual operation of the truck 10. At step 401, a sequence of acceleration values ​​in a second direction from the accelerometer 1103 is collected, wherein the second direction is defined by the transverse direction TR, see FIG. 1 , and stored in a memory by the controller 103.

[0097] In step 403, the acceleration values ​​collected in the second direction during the most recent manual operation of the truck 10 are filtered using a weighted average equation to make the weight of the largest outlier smaller and achieve smoothing. Example equation 3 listed below can be used to filter the acceleration values ​​in the second direction collected from the most recent manual operation of the truck 10.

[0098] Equation 3:

[0099] w y-(i+1) = the calculated weighted average in the second direction (eg, "y"); where i = 1 ... (n-1);

[0100] w y-i ;where i=1...n; wa y-i = the arithmetic mean of the first three "start" acceleration values ​​in the second direction during the first calculation and the most recently calculated weighted mean thereafter;

[0101] g s = weighting factor, where s = 1…m+1, where m is the number of members in each subset;

[0102] g1=wa y-i In the embodiment shown, g1=3, but it can be any value;

[0103] g2, g3, g4 = additional weighting factors = 1, but can be other values;

[0104] a y_[(i＊m)+1] , a y_[(i＊m)+2] , a y_[(i＊m)+3] ;where i=1...(n-1); a y_[(i＊m)+1] , a y_[(i＊m)+2] , a y_[(i＊m)+3] = three adjacent individual acceleration values ​​in the second direction, defining a subset, collected during the most recent manual operation of the truck 10. The subset may include more than three or less than three acceleration values. The first three collected acceleration values ​​(a y_1 、a y_2 and a y_3 ) also constitute the first subset.

[0105] The first "starting" acceleration value in the second direction may include fewer than three or more than three values, and the number of members in each subset "m" may likewise include fewer than three or more than three members.

[0106] For purposes of illustration, a sample calculation will now be provided based on unrealistic sample values ​​simulating acceleration values ​​collected in a second direction and in Figure 8are listed in Table 3.

[0107]

[0108]

[0109] based on Figure 8 The remaining weighted averages of the sample values ​​listed in Table 3 of are calculated in a similar manner. The results are listed in Fig. 9 In Table 4.

[0110] exist Figure 7 In step 405, the maximum acceleration in the second direction defined by the transverse direction TR of the truck 10 is determined using Equation 4 listed below:

[0111] Equation 4: a y-wa-max = maximum acceleration in the second direction = max(wa y-i ) = calculated initial arithmetic and weighted average (wa y-i )’s maximum value.

[0112] based on Fig. 9 The results in Table 4 show that max(wa y-i )=wa y-2 =0.55.

[0113] Note that a y-wa-max Can be selected from the initial arithmetic mean or any number of weighted averages calculated (weighted averages y-(i+1) For example, an initial arithmetic and weighted average (wa y-i It is also contemplated that a predetermined number of initial arithmetic and weighted averages (weighted averages) may be calculated without regard to time. y-i ), for example, 25 averages. It is further contemplated that all initial arithmetic and weighted averages (weighted averages) calculated during the entire most recent manual operation of the truck 10 may be considered. y-i In the example shown, the initial arithmetic and weighted averages (wa y-i ). However, in choosing max(wa y-i ) = calculated initial arithmetic and weighted average (wa y-i ) (which defines a y-wa-max = maximum acceleration in the second direction), less than 3 or more than 3 initial arithmetic and weighted averages (wa y-i ) value. The maximum acceleration of the vehicle in the second direction (a y-wa-max ) defines a second value indicating acceleration of the vehicle in a second direction during a recent manual operation of the vehicle.

[0114] exist Fig.10 , an example control algorithm or process for the controller 103 is illustrated in FIG. 1 for calculating a maximum acceleration to be used during a next semi-autonomous driving operation based on first and second values ​​indicating the acceleration of the truck 10 in first and second directions during a previous or most recent manual operation of the truck 10. As described above, the first value indicating the acceleration of the truck 10 in the first direction is determined by the maximum acceleration in the first direction (a x-wa-max ) is defined and indicates that the second value of the acceleration of the truck 10 in the second direction is determined by the maximum acceleration (a y-wa-max ) definition. During operation of the truck 10, the operator may drive the truck 10 quickly along a generally straight path, but slowly during a turn. To account for the operator driving the truck 10 slowly during a turn, in step 501, the controller 103 sets the maximum acceleration in the second direction (a y-wa-max ) is compared with an empirically determined range listed in a lookup table stored in the memory to determine the maximum acceleration (a) in the first direction. x-wa-max ) is appropriate.

[0115] As explained in detail below, when determining the maximum acceleration for the next semi-autonomous driving operation, the maximum acceleration in the second direction (a y-wa-max ) can be used to correct or adjust the calculated maximum acceleration a in the first direction x-wa-max The maximum acceleration in the second direction (a y-wa-max) may indicate the operator's assessment of the stability of the truck 10 and its current load. If the maximum acceleration in the second direction is greater than the first empirically derived value or falls within the empirically derived "high acceleration" range, then it may indicate that the operator believes that the load is relatively stable and the maximum acceleration of the next semi-autonomous driving operation can be increased. However, if the maximum acceleration in the second direction is less than the second empirically derived value or falls within the empirically defined "low acceleration" range, then it may indicate that the operator believes that the load may be unstable, even though the calculated maximum acceleration in the first direction is relatively high. Therefore, in this second case, the maximum acceleration of the next semi-autonomous driving operation can be reduced. If the maximum acceleration in the second direction is between the first and second empirically derived values ​​or within the empirically defined intermediate range, then no correction or adjustment is made to the maximum acceleration of the next semi-autonomous driving operation. The high, low and intermediate ranges (or empirically derived first and second values) can be empirically determined for a particular vehicle in a controlled environment in which the vehicle is operated at various maximum accelerations in the first and second directions, and different values ​​of the various high, low and intermediate ranges are created, and using the maximum acceleration value in the second direction, a correction factor is determined and used to adjust the maximum acceleration value in the first direction. Preferred high, low, and intermediate ranges are selected that allow for optimal acceleration in a first direction while allowing the truck to carry and support the load in a stable manner.

[0116] Fig.11 An exemplary simulation lookup table based on non-real values ​​is listed in y-wa-max ). If the maximum acceleration in the second direction falls within Fig.11 If the maximum acceleration in the second direction falls within the high acceleration or low acceleration range depicted in the lookup table of FIG. 1 , the corresponding correction factor is used to determine the maximum acceleration to be used during the next semi-autonomous driving operation of the truck 10. Fig.11 If the maximum acceleration in the second direction is within the intermediate acceleration range (or intermediate range) depicted in the lookup table of , then the correction factor corresponding to the maximum acceleration in the second direction is not used when determining the maximum acceleration to be used during the next semi-autonomous driving operation of the truck 10.

[0117] In the example discussed above, the maximum acceleration in the second direction (a y-wa-max ) = 0.55. This value falls within the high acceleration range corresponding to a correction factor of +10%.

[0118] In step 503, the maximum acceleration to be used during the next semi-autonomous driving operation (which may also be referred to as the "semi-autonomous driving operation maximum acceleration") is calculated using example Equation 5:

[0119] Equation 5: max.acc=max(wa x-i )*(1+corr x +corr y )

[0120] where max.acc = the maximum acceleration in the first direction to be used during the next semi-autonomous driving maneuver;

[0121] corr x =safety margin, which can be equal to any value. In the illustrated embodiment, corr x = -5% (may include negative values ​​as in the illustrated embodiment to reduce max.acc to provide a safety margin);

[0122] corr y = Fig.11 The correction factor in the lookup table is calculated based on the maximum acceleration in the second direction (a y-wa-max ).

[0123] A sample calculation of max.acc based on the sample values ​​discussed above will now be provided.

[0124] max.acc=max(wa x-i )*(1+corr x +corr y )=3.82*(1-0.05+0.1)=4.01

[0125] Therefore, in this example, the controller 103 communicates with the traction motor controller 106 to limit the maximum positive acceleration (increasing speed) of the truck 10 in the first direction to 4.01 m / s during the next semi-autonomous or remote control operation. 2 .

[0126] It is also contemplated that the controller 103 may calculate a first value indicative of only the deceleration of the vehicle in the first direction during a most recent manual operation of the vehicle using Equations 1 and 2 listed above, wherein the absolute value of each deceleration value collected from the most recent manual operation of the vehicle is used to calculate the first value using Equations 1 and 2. Deceleration values ​​corresponding to emergency braking, which may have very high magnitudes, are ignored in calculating the first value indicative of the deceleration of the vehicle.

[0127] In the event that the truck 10 does not have an accelerometer, the acceleration values ​​in the first direction and the second direction may be calculated in an alternative manner. For example, the acceleration in the travel direction DT or the first direction may be determined using a speed sensor, which may be provided on the traction motor controller. The controller 103 may differentiate the speed or speed value to calculate the acceleration value. The acceleration may also be derived from the angular position of the travel switch 54 relative to the home position, which handle 54 controls the acceleration / braking of the truck 10 as described above. The angular position of the handle 54 is used as an input to a lookup table from which the truck acceleration is selected, which corresponds a specific handle angular position value to a specific acceleration value. A maximum speed value may also be provided by a lookup table based on the handle angular position.

[0128] The acceleration in the transverse direction TR or the second direction can be determined using the following equation: y =v 2 / r

[0129] where v = truck speed; and

[0130] r = radius of the curve through which the truck moves;

[0131] The radius r can be calculated using the following equation:

[0132] r = wheelbase dimension / sinα

[0133] Wherein the wheelbase dimension is a fixed value and is equal to the distance from the front wheels to the rear wheels of the truck 10; and

[0134] The steering angle α, which is usually known by the controller 103, because it is the steering wheel angle.

[0135] Figure 5 The table represents driving parameters monitored during a single manual operation. However, embodiments also contemplate monitoring and storing driving parameter data for more than one manual operation of the truck 10. For example, data for one or more driving parameters may be monitored and stored for any number of recent manual operations.

[0136] Thus, the controller 103 can define the start and end of each manual operation so that data associated with each manual operation can be kept separate from data associated with different manual operations. A particular manual operation can be considered to start when the operator is on the truck 10, such as indicated by the presence sensor 58, and moves the truck 10 at at least the minimum speed. Alternatively, a particular manual operation can be considered to start when a driving signal is generated via the travel switch 54 rather than via the remote control device 70. It is further contemplated that a particular manual operation can be considered to start when the operator is outside the operator station 30 and moves the truck by activating the driving control switch 140 located near the top of the second end section 14B of the power unit 14 of the truck 10. A particular manual operation can be considered to end when the truck 10 remains stationary for at least a predetermined period of time. Alternatively, a particular manual operation can be considered to end when the truck 10 stops and the operator leaves the truck. Alternatively, a particular manual operation can be considered to end when the operator initiates a semi-automatic driving operation via the remote control device 70. Furthermore, even when the truck 10 is still moving, the manual operation may be considered to be ended when the operator leaves the platform of the truck 10 .

[0137] As described above, the monitored and stored data (whether from a single manual operation or from multiple manual operations) can then be used to control the implementation of the subsequent semi-autonomous driving operation of the truck 10.

[0138] During or after certain driving operations of the truck 10, it may be beneficial to clear or reset the stored data collected during one or more recent manual operations. For example, data on monitored driving parameters collected and stored while the truck 10 is transporting a first pallet and items carried by or on the first pallet may not be relevant to implementing a semi-autonomous driving operation once the first pallet is unloaded from the truck 10 and a new empty pallet is obtained. Thus, when the operator of the truck 10 begins a new picking operation, the data on one or more driving parameters previously monitored and stored during the current manual operation of the truck 10 may be discarded or reset so that only the newly monitored data on the one or more driving parameters is used to implement the subsequently occurring semi-autonomous driving operation of the truck 10. In one embodiment, only the newly monitored data on the one or more driving parameters collected during the current manual operation or during the manual operation just prior to the subsequently occurring semi-autonomous driving operation is used to implement the subsequently occurring semi-autonomous driving operation and any data from the previous manual operation that occurred before the current manual operation or the manual operation just prior to the subsequently occurring semi-autonomous driving operation is ignored.

[0139] A typical inventory picking operation involves an operator filling orders from available inventory items located in storage areas provided along one or more aisles of a warehouse or distribution center. The operator drives a truck 10 between various picking locations of the item(s) I to be picked, which are typically loaded on one or more pallets P provided on the forks 16 of a load handling assembly 12, see FIG. Fig.13 , wherein the pallet P and the articles I define the load L on or carried by the forks 16. Instead of a pallet, a roll cage, a freezer box or other special container may be provided on the forks 16 of the load handling assembly, wherein the roll cage, the freezer box or other special container and the picked articles loaded on the roll cage, the freezer box or other special container define the load on or carried by the forks 16. As described above, the operator may operate the truck 10 by manually driving the truck 10 using the steering handle 52 and the travel switch 54, or by semi-automatically controlling the vehicle in a remote control mode using the remote control device 70.

[0140] Thus, the controller 103 can analyze the driving operation of the truck 10 to automatically determine a sequence or pattern of operations that may indicate the start of a new picking operation. In these cases, the controller 103 can then reset or discard the collected data about one or more monitored driving parameters that occurred during the current manual operation. The term "current manual operation" can refer to a manual operation that is currently occurring, the term "most recent manual operation" can refer to a manual operation that occurred immediately before the current manual operation that is still occurring, the term "previous manual operation" can refer to a manual operation that occurred before the most recent manual operation, and the term "next manual operation" can refer to a manual operation that occurred after the current manual operation. Once the "current manual operation" ends, it can be considered the "most recent manual operation."

[0141] Fig.12 A flow chart of an example algorithm for resetting stored data related to a first monitored vehicle driving parameter based on detecting the start of a picking operation is depicted in accordance with an embodiment of the present disclosure.

[0142] according to Fig.12 In the method or process, step 1201 includes the controller 103 monitoring a first vehicle driving parameter during the operator's manual operation (i.e., current manual operation) of the truck 10. As described in detail above, the monitored first vehicle driving parameter may be related to the acceleration of the truck 10 in a first direction.

[0143] Therefore, in step 1203, the controller 103 may store data related to the monitored first vehicle driving parameter. Figure 5In the example of , the stored data may be various acceleration values ​​of the truck 10 that occur during the manual operation of the truck 10. In addition, the stored data may include a value calculated based on various acceleration values ​​used in the subsequent semi-autonomous operation of the truck 10, i.e., the maximum acceleration of the truck 10 in the first direction. Therefore, the controller 103 is configured to use the stored data to implement the semi-autonomous driving operation of the truck 10 that occurs after the manual operation of the truck 10 mentioned in step 1201.

[0144] However, if the stored data includes data collected during a current manual operation that occurred before a new picking operation began, then the stored data may not be relevant to the semi-automatic operation that occurred after the new picking operation was initiated and completed. Therefore, in step 1205, the controller detects an operation of the truck 10 that indicates the start of a picking operation that occurred during the current manual operation of the truck 10. Upon detecting the start of the picking operation, the controller 103 may then reset the stored data associated with the monitored first vehicle driving parameter in step 1207. Resetting the stored data may include clearing or discarding stored data collected during the current manual operation of the truck 10 from the start of the current manual operation until the detection and start of the new or most recent picking operation.

[0145] Once the stored data is reset, the controller 103 may resume monitoring the first vehicle driving parameter after resetting the stored data. The newly acquired data related to monitoring the first driving parameter may then be used to implement subsequent semi-autonomous driving operation of the vehicle.

[0146] In at least one embodiment, the detected operation of the truck 10 indicating the start of the picking operation includes detecting a transition from the truck 10 being manually driven with the load handling assembly 12 raised to the truck 10 being stopped with the load handling assembly 12 lowered, see Fig.13. In other words, the controller 103 detects that the truck 10, which was moving by manual operation, has now stopped and also detects that the load handling assembly 12, which was in a raised position, has been lowered. As described above, the controller 103 can determine whether the truck 10 is moving or stopped and the distance the truck has traveled via a signal from the accelerometer 1103 or a motor angular velocity signal from the traction controller 106. Also as described above, the controller 103 can determine the height of the load handling assembly 12 from signals generated by one or more of the height sensors or switches alone or in combination with the load sensor LS, that is, whether the load handling assembly is in a raised position or in an original or lowest position relative to the ground. The raised position of the load handling assembly 12 can be any position above the lowest position. This sequence of operations specifically indicates the start of a new picking operation when the raised load handling assembly 12 is subject to a substantially non-zero load and the lowered load handling assembly 12 is subject to a substantially zero load. As described above, the controller 103 can determine the weight of the load on the fork 16 from the signal generated by the load sensor LS. Fig.13 , the forks 16 of the load handling assembly 12 have been lowered so that the pallet P is no longer supported by the forks 16, but is instead supported by the floor F or other support surface defining a ground surface. Thus, for example, this sequence occurs when the truck 10 transitions from moving with a loaded pallet P to stopping and then fully lowering its forks 16 so that the forks 16 no longer support the loaded pallet P. It is contemplated that this sequence of operations may indicate the start of a new picking operation even when the raised load handling assembly 12 is carrying an empty pallet or no pallet.

[0147] In further embodiments, the detected operation of the truck 10 indicating the start of the picking operation includes detecting a transition from the truck 10 being manually driven with the load handling assembly 12 raised to the truck 10 being stopped with the load handling assembly 12 lowered, such as Fig.13 , and detects that the truck 10 moves a distance at least equal to the length of the load L on the forks 16 after the forks 16 are lowered, see Fig.14 .exist Fig.14In the example of FIG. 1 , the length of the forks 16 is only slightly greater than the length of the pallet P. However, it is contemplated that the truck may have extended length forks so that the forks can carry more than one conventionally sized pallet at the same time. In such an embodiment, the forks may carry only one pallet at the end of the forks, or two or more pallets along the entire length of the forks. For example, a point laser or ultrasonic device may be provided in the second end section 14B for sensing the distance from the second end section 14B to a pallet such as that positioned at the end of the forks. Thus, the truck 10 may move a distance equal to the length of the load L by moving only the length of a single pallet when only a single pallet is provided on the forks, or a distance equal to the length of two or more pallets when two or more pallets are provided on the forks. Thus, once the forks 16 are lowered and they are not carrying any load, the movement of the truck 10 (without any load on the forks 16) roughly indicates that the truck 10 has unloaded the pallet it had previously carried.

[0148] The above sequence of operations is even more indicative of a new picking operation when the detected operation of the truck 10 also includes determining that the operator is driving the truck 10 with the load handling assembly 12 lowered while it is carrying substantially zero load. Moving the truck 10 a distance at least equal to the length of the load carried by the forks is relevant (as described above), but driving the truck 10 a distance greater than the length of the forks 16 without a load is even more indicative of the start of a new picking operation.

[0149] In yet another embodiment, the detected operation of the truck 10 indicating the start of the picking operation includes detecting a transition from the truck 10 being manually driven with the load handling assembly 12 raised to the truck 10 being stopped with the load handling assembly 12 lowered, such as Fig.13 Detected that the truck 10 moves a distance at least equal to the length of the load L on the fork 16 after the fork 16 is lowered, as Fig.14 ; determining that the operator has been driving the truck 10 with the load handling assembly 12 lowered while it is carrying a substantially zero load; and detecting a transition from the truck 10 moving with the load handling assembly 12 lowered to the truck 10 being stopped with the load handling assembly 12 newly raised. In this case, the truck 10 has traveled a distance with the load handling assembly 12 substantially empty and lowered and has now stopped, wherein, after stopping, the operator subsequently raises the load handling assembly 12. This sequence of operations indicates the start of a new picking operation, particularly when the now raised load handling assembly 12 is subject to a load that is less than a predetermined amount but greater than a substantially zero load, such as the weight of an empty pallet, a roll cage, a freezer box, or other special container. The predetermined amount may include the weight of a conventional empty pallet, a roll cage, a freezer box, or other special container.

[0150] In other words, the truck 10 has a substantially non-zero load (i.e., it is carrying a pallet P with items I), then the truck 10 stops, lowers the pallet P and the items I on the pallet P, where the pallet P and the items I define a load L on the forks 16, and continues to move with the lowered load handling assembly 12. In particular, the lowered load handling assembly 12 does not substantially support any load and is therefore subject to a substantially zero load as the truck 10 moves. Thereafter, the truck 10 stops and raises the load handling assembly 12 such that the now raised load handling assembly 12 is subject to a load but the load is less than a predetermined amount. One such example would be when the load handling assembly 12 is only carrying an empty pallet P such that an operator is about to begin a new picking operation. In these cases, the controller 103 can detect from the load sensor LS that the previously lowered load handling assembly 12 was empty and subject to a substantially zero load, but is now subject to the weight of at least a pallet greater than the substantially zero load. However, the weight of the pallet P itself is less than the weight of the pallet plus the one or more items I on the pallet P; therefore, the controller 103 determines from the signal generated by the load sensor LS that the load handling assembly 12 is bearing a load that is greater than a substantially zero load but less than the load of a loaded or half-loaded pallet. Therefore, upon detecting that the now-elevated load handling assembly 12 is bearing a load that is less than a predetermined amount, the controller 103 can detect that the load bearing assembly 12 is bearing a load equal to the weight of a conventional empty pallet.

[0151] As described above, with respect to step 1207, once the controller 103 detects the start of a picking operation, the controller 103 may reset the stored data associated with the monitored first vehicle driving parameter. Additionally, the stored data may include data associated with the monitored second vehicle driving parameter during manual operation of the truck 10 by the operator, wherein the controller 103 is configured to implement semi-automatic driving operation of the truck 10 after manual operation of the truck 10 using the stored data of the monitored first and second vehicle driving parameters. Thus, in step 1207, the controller 103 may then reset the stored data associated with the monitored first vehicle driving parameter and the monitored second vehicle driving parameter. Thus, the controller 103 may calculate the maximum acceleration a in the first direction using equations 1-5 listed above, as well as the stored data associated with the monitored first and second vehicle driving parameters collected since the start of the most recent picking operation, while ignoring data collected prior to the most recent picking operation. x-wa-max and the maximum acceleration in the second direction (a y-wa-max ), and based on these calculations determine the maximum acceleration max.acc to be used in the first direction during the next semi-autonomous driving maneuver.

[0152] U.S. Provisional Patent Application No. 62 / 892,213, filed on August 27, 2019, and entitled “Adaptive Acceleration for Materials Handling Vehicle,” is incorporated herein by reference in its entirety, and U.S. Serial No. 16 / 943,567, filed on July 30, 2020, is also incorporated by reference in its entirety.

[0153] Having thus described the present application in detail and by reference to embodiments thereof and the accompanying drawings, it will be apparent that modifications and variations are possible without departing from the scope defined in the appended claims.

Claims

1. A method for operating a material handling vehicle, comprising: monitoring, by the controller, a first vehicle driving parameter during manual operation of the vehicle by an operator; storing, by a controller, data associated with a monitored first vehicle driving parameter, the controller being configured to use the stored data to enable semi-automatic driving operation of the vehicle following manual operation of the vehicle; detecting, by a controller, operation of the vehicle indicating initiation of a picking operation occurring during manual operation of the vehicle; as well as Based on detecting the start of the picking operation, stored data associated with the monitored first vehicle driving parameter is reset by the controller.

2. A method for operating a material handling vehicle as claimed in claim 1, comprising: After resetting the stored data, monitoring of the first vehicle driving parameter is resumed by the controller.

3. A method for operating a material handling vehicle as claimed in claim 1, wherein the detected operation of the vehicle comprises a transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered.

4. A method for operating a material handling vehicle as claimed in claim 3, wherein the elevated load handling assembly is subjected to a non-zero load.

5. A method for operating a material handling vehicle as claimed in claim 3, wherein the lowered load handling assembly is subjected to zero load.

6. A method for operating a material handling vehicle as claimed in claim 3, wherein the load handling assembly comprises one or more forks and the sensed operation of the vehicle further comprises movement of the vehicle.

7. A method for operating a material handling vehicle as claimed in claim 6, wherein the vehicle is moved a distance at least equal to the length of the load carried by the forks.

8. A method for operating a material handling vehicle as claimed in claim 7, wherein movement of the vehicle a distance at least equal to the length of the load carried by the forks occurs after the vehicle is transitioned to being stopped with the load handling assembly lowered.

9. A method for operating a material handling vehicle as claimed in claim 3, wherein the sensed operation of the vehicle further comprises driving the vehicle with a lowered load handling assembly.

10. A method for operating a materials handling vehicle as claimed in claim 9, wherein the lowered load handling assembly is subjected to zero load.

11. A method for operating a material handling vehicle as claimed in claim 9, wherein the sensed operation of the vehicle further comprises a transition from the vehicle moving with the load handling assembly lowered to the vehicle being stopped with the load handling assembly subsequently raised.

12. A method for operating a material handling vehicle as claimed in claim 11, wherein the subsequently raised load handling assembly is subjected to a load less than a predetermined amount but greater than a zero load.

13. A method for operating a material handling vehicle as claimed in claim 1, wherein the detected operation of the vehicle comprises: a first transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered; movement of the vehicle with the load handling assembly lowered a distance at least equal to the length of the load carried by the load handling assembly, said movement occurring after the first transition; and A second transition from the vehicle moving with the load handling assembly lowered to the vehicle being stopped with the load handling assembly newly raised.

14. A method for operating a material handling vehicle as claimed in claim 13, wherein during the second transition, the lowered load handling assembly is subjected to a load of zero and the newly raised load handling assembly is subjected to a load less than a predetermined amount but greater than zero load.

15. A method for operating a material handling vehicle as claimed in claim 1, further comprising: monitoring, by the controller, a second vehicle driving parameter during manual operation of the vehicle by the operator; as well as Data related to the monitored second vehicle driving parameter is stored by a controller configured to use the stored data of the monitored first vehicle driving parameter and the second vehicle driving parameter to implement semi-automatic driving operation of the vehicle following manual operation of the vehicle.

16. A method for operating a materials handling vehicle as in claim 1, wherein resetting stored data comprises discarding the stored data.

17. A system for operating a material handling vehicle, comprising: a memory for storing executable instructions; as well as a processor in communication with the memory, wherein execution of the executable instructions by the processor causes the processor to: monitoring a first vehicle driving parameter during manual operation of the vehicle by an operator; storing data associated with a monitored first vehicle driving parameter, the processor being configured to use the stored data to enable semi-autonomous driving operation of the vehicle following manual operation of the vehicle; detecting operation of the vehicle indicating initiation of a picking operation occurring during manual operation of the vehicle; as well as Based on detecting the start of the picking operation, stored data associated with the monitored first vehicle driving parameter is reset.

18. A system for operating a material handling vehicle as claimed in claim 17, wherein execution of the executable instructions by the processor causes the processor to: After resetting the stored data, monitoring of the first vehicle driving parameter is resumed.

19. A system for operating a material handling vehicle as claimed in claim 17, wherein the detected operation of the vehicle comprises a transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered.

20. A system for operating a material handling vehicle as claimed in claim 19, wherein the elevated load handling assembly is subject to a non-zero load.

21. A system for operating a material handling vehicle as claimed in claim 19, wherein the lowered load handling assembly experiences zero load.

22. A system for operating a material handling vehicle as claimed in claim 19, wherein the load handling assembly includes one or more forks and the sensed operation of the vehicle further includes movement of the vehicle.

23. A system for operating a material handling vehicle as claimed in claim 22, wherein the distance moved is at least equal to the length of the load carried by the forks.

24. A system for operating a material handling vehicle as claimed in claim 23, wherein movement of the vehicle a distance at least equal to the length of the load carried by the forks occurs after the vehicle is transitioned to being stopped with the load handling assembly lowered.

25. A system for operating a material handling vehicle as in claim 19, wherein the sensed operation of the vehicle further comprises driving the vehicle with a lowered load handling assembly.

26. A system for operating a material handling vehicle as claimed in claim 25, wherein the lowered load handling assembly experiences zero load.

27. A system for operating a material handling vehicle as claimed in claim 25, wherein the detected operation of the vehicle further comprises a transition from the vehicle moving with the load handling assembly lowered to the vehicle being stopped with the load handling assembly subsequently raised.

28. A system for operating a material handling vehicle as claimed in claim 27, wherein the subsequently raised load handling assembly is subjected to a load less than a predetermined amount but greater than a zero load.

29. A system for operating a material handling vehicle as claimed in claim 17, wherein the detected operation of the vehicle comprises: a first transition from the vehicle being manually driven with the load handling assembly raised to the vehicle being stopped with the load handling assembly lowered; movement of the vehicle with the load handling assembly lowered a distance at least equal to the length of the load carried by the load handling assembly, said movement occurring after the first transition; and A second transition from the vehicle moving with the load handling assembly lowered to the vehicle being stopped with the load handling assembly newly raised.

30. A system for operating a material handling vehicle as claimed in claim 29, wherein during the second transition, the lowered load handling assembly is subjected to a load of zero and the newly raised load handling assembly is subjected to a load less than a predetermined amount but greater than zero load.

31. A system for operating a material handling vehicle as recited in claim 17, wherein execution of said executable instructions by said processor causes said processor to: monitoring a second vehicle driving parameter during manual operation of the vehicle by an operator; Data related to the monitored second vehicle driving parameter is stored, and the processor is configured to use the stored data of the monitored first vehicle driving parameter and the second vehicle driving parameter to implement semi-automatic driving operation of the vehicle after manual operation of the vehicle.

32. A system for operating a material handling vehicle as in claim 17, wherein resetting stored data comprises discarding the stored data.

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