Adaptive acceleration of material handling vehicles

Abstract

A method for operating a material handling vehicle (10) is provided, comprising: monitoring, by a processor (103), vehicle acceleration in the vehicle's direction of travel during manual operation by an operator while the vehicle is traveling in a first vehicle orientation; collecting and storing data related to the monitored vehicle acceleration; receiving, by the processor, a request to implement semi-automatic operation; and calculating, by the processor, a maximum vehicle acceleration based on acceleration data including the stored data, wherein the data related to the monitored vehicle acceleration used in calculating the maximum vehicle acceleration includes only vehicle acceleration data in the vehicle's direction of travel collected while the vehicle is traveling in the first vehicle orientation. The implementation of semi-automatic operation is controlled by the processor, at least in part, based on the maximum vehicle acceleration.

Description

Background Technology

[0001] Material handling vehicles are typically used for picking goods in warehouses and distribution centers. These vehicles generally include a power unit and a load-handling assembly, which may include load-bearing forks. The vehicles also have control structures for controlling their operation and movement.

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

[0003] According to a first aspect, a method for operating a material handling vehicle is provided, comprising: monitoring, by a processor, vehicle acceleration in the vehicle's direction of travel during manual operation by an operator while the vehicle is traveling in a first vehicle orientation; collecting and storing, by the processor, data related to the vehicle acceleration monitored in the vehicle's direction of travel, the data including data related to the vehicle acceleration monitored while the vehicle is traveling in the first vehicle orientation during manual operation; receiving, by the processor, a request to implement semi-automatic operation; and calculating, by the processor, a maximum vehicle acceleration based on acceleration data including the stored data, wherein the data related to the vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only the vehicle acceleration data collected in the vehicle's direction of travel while the vehicle is traveling in the first vehicle orientation. The processor controls the implementation of the semi-automatic operation at least in part based on the maximum vehicle acceleration.

[0004] Vehicle acceleration data in the direction of travel corresponding to when the vehicle is traveling in the second vehicle orientation (which is approximately 180 degrees different from the first vehicle orientation) is not used by the processor when calculating the maximum acceleration.

[0005] The vehicle may include a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork. The load support may be adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second orientation differs from the first orientation by approximately 180 degrees.

[0006] Material handling vehicles may include load handling components and a power unit, with the first orientation including the power unit priority direction.

[0007] The method may further include: the processor detecting vehicle operation indicating the start of a picking operation occurring during manual operation of the vehicle; and, based on the detection of the start of the picking operation, the processor resetting stored data related to monitored vehicle acceleration. Preferably, the maximum vehicle acceleration is calculated by the processor solely based on acceleration data collected and stored after the processor reset.

[0008] According to a second aspect, a method for operating a material handling vehicle is provided, comprising: monitoring, by a processor, vehicle acceleration in the vehicle's direction of travel during manual operation by an operator while the vehicle is traveling in a first vehicle orientation; monitoring, by the processor, vehicle deceleration in the vehicle's direction of travel during manual operation by an operator while the vehicle is traveling in a second vehicle orientation; and collecting and storing, by the processor, first data related to the vehicle acceleration monitored in the vehicle's direction of travel and second data related to the vehicle deceleration monitored in the vehicle's direction of travel, the first data including data related to the vehicle acceleration monitored while the vehicle is traveling in the first vehicle orientation, and the second data including data related to the vehicle deceleration monitored while the vehicle is traveling in the second vehicle orientation. The processor monitors vehicle deceleration data as the vehicle travels in the second vehicle orientation; receives a request to implement semi-autonomous driving operations; and calculates a maximum vehicle acceleration based on stored first and second data, wherein the first data related to vehicle acceleration monitored in the vehicle travel direction used in calculating the maximum vehicle acceleration includes only vehicle acceleration data collected in the vehicle travel direction when the vehicle is traveling in the first vehicle orientation, and wherein the second data related to vehicle deceleration monitored in the vehicle travel direction used in calculating the maximum vehicle acceleration includes only vehicle deceleration data collected in the vehicle travel direction when the vehicle is traveling in the second vehicle orientation. The processor controls the implementation of semi-autonomous driving operations based at least in part on the maximum vehicle acceleration.

[0009] Vehicle acceleration data in the direction of travel corresponding to when the vehicle is traveling in the second vehicle orientation is not used by the processor when calculating the maximum acceleration. Vehicle deceleration data in the direction of travel corresponding to when the vehicle is traveling in the first vehicle orientation is not used by the processor when calculating the maximum acceleration.

[0010] The vehicle may include a load-carrying assembly comprising at least one fork and a load support extending generally transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second vehicle orientation differs from the first vehicle orientation by approximately 180 degrees.

[0011] The material handling vehicle may include a load handling component and a power unit, the first vehicle orientation may include the power unit priority direction and the second vehicle orientation may include the load handling component priority direction.

[0012] The method may further include: the processor detecting vehicle operation indicating the start of a picking operation occurring during manual operation of the vehicle; and based on the detection of the start of the picking operation, the processor resetting stored first and second data related to the monitored vehicle acceleration and deceleration.

[0013] The maximum vehicle acceleration can be calculated by the processor based solely on the first and second data stored after being reset by the processor.

[0014] According to a third aspect, a system for operating a material handling vehicle is provided, comprising: a memory storing executable instructions; and a processor communicating with the memory. Execution of the executable instructions by the processor causes the processor to: monitor vehicle acceleration in the vehicle's direction of travel during manual operation by an operator while the vehicle is traveling in a first orientation; collect and store data related to the vehicle acceleration monitored in the vehicle's direction of travel, said data including data related to the vehicle acceleration monitored while the vehicle is traveling in the first vehicle orientation during manual operation; receive a request to implement semi-autonomous driving operation; calculate a maximum vehicle acceleration based on acceleration data including the stored data, wherein the data related to the vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only vehicle acceleration data collected in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation; and control the implementation of semi-autonomous driving operation at least in part based on the maximum vehicle acceleration.

[0015] Vehicle acceleration data in the direction of travel corresponding to when the vehicle is traveling in the second vehicle orientation (which is approximately 180 degrees different from the first vehicle orientation) is not used by the processor when calculating the maximum acceleration.

[0016] The vehicle may include a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork. The load support may be adapted to support a load carried by the at least one fork as the vehicle accelerates in a second vehicle orientation and decelerates in a first vehicle orientation, wherein the second vehicle orientation differs from the first vehicle orientation by approximately 180 degrees.

[0017] Material handling vehicles may include load handling components and a power unit.

[0018] The first vehicle orientation may include the power unit priority direction.

[0019] The processor's execution of executable instructions enables the processor to: detect the start of a picking operation that indicates the start of a picking operation during manual operation of the vehicle; and, based on the detection of the start of the picking operation, reset the stored data related to the monitored vehicle acceleration.

[0020] The processor's execution of executable instructions allows the processor to calculate the maximum vehicle acceleration based solely on acceleration data stored after the stored data has been reset.

[0021] The processor's execution of executable instructions enables it to: monitor vehicle acceleration in a direction lateral to the vehicle's direction of travel during manual operation of the vehicle, and collect and store data related to the monitored vehicle acceleration in the lateral direction. When calculating the maximum vehicle acceleration, the data related to the monitored vehicle acceleration in the lateral direction can be used.

[0022] When a vehicle is traveling in a first orientation, a second orientation that is substantially 180 degrees different from the first vehicle orientation, or both the first and second orientations, the vehicle acceleration along the lateral direction can be monitored.

[0023] According to a fourth aspect, a system for operating a material handling vehicle is provided, comprising: a memory storing executable instructions; and a processor communicating with the memory. Execution of the executable instructions by the processor causes the processor to: monitor vehicle acceleration in the vehicle's direction of travel during manual operation by the vehicle's operator while traveling in a first vehicle orientation; monitor vehicle deceleration in the vehicle's direction of travel during manual operation by the vehicle's operator while traveling in a second vehicle orientation; collect and store first data related to the vehicle acceleration monitored in the vehicle's direction of travel and second data related to the vehicle deceleration monitored in the vehicle's direction of travel, the first data including data related to the vehicle acceleration monitored when the vehicle is traveling in the first vehicle orientation, and the second data including data related to the vehicle deceleration monitored when the vehicle is traveling in the second vehicle orientation. The system obtains vehicle deceleration-related data; receives a request to implement semi-autonomous driving operations; calculates a maximum vehicle acceleration based on stored first and second data, wherein the first data related to vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only vehicle acceleration data collected when the vehicle is traveling in a first vehicle orientation, and wherein the second data related to vehicle deceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only vehicle deceleration data collected when the vehicle is traveling in a second vehicle orientation; and controls the implementation of semi-autonomous driving operations based at least in part on the maximum vehicle acceleration.

[0024] Vehicle acceleration data in the direction of travel corresponding to the second vehicle orientation is not used by the processor when calculating the maximum acceleration.

[0025] Vehicle deceleration data in the direction of travel corresponding to when the vehicle is traveling in the first vehicle orientation is not used by the processor when calculating the maximum acceleration.

[0026] The vehicle may include a load-carrying assembly comprising at least one fork and a load support extending generally transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second vehicle orientation differs from the first vehicle orientation by approximately 180 degrees.

[0027] Material handling vehicles may include load handling components and a power unit.

[0028] The first vehicle orientation may include a power unit priority direction and the second vehicle orientation may include a load handling component priority direction.

[0029] The processor's execution of the executable instructions enables the processor to: detect the operation of the vehicle indicating the start of a picking operation that occurs during manual operation of the vehicle; and, based on the detection of the start of the picking operation, reset the stored first and second data related to the monitored vehicle acceleration.

[0030] The maximum vehicle acceleration can be calculated by the processor based solely on the first and second data stored after being reset by the processor. Attached Figure Description

[0031] Figure 1A-1C This is an illustration of a material handling vehicle capable of remote wireless operation according to one or more embodiments shown and described herein.

[0032] Figure 2 This 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.

[0033] Figure 3 A flowchart is provided illustrating an example algorithm for monitoring first and second driving parameters during the most recent manual operation of a vehicle, and for controlling semi-autonomous driving operations based on the first and second driving parameters, according to one or more embodiments shown and described herein.

[0034] Figure 4 A flowchart is depicted of an example algorithm for calculating a first value indicating the acceleration of the vehicle in a first direction during a recent manual operation of the vehicle, according to one or more embodiments shown and described herein.

[0035] Figure 5A table containing non-real sample acceleration values ​​in a first direction corresponding to the most recent manual operation of the vehicle is illustrated according to one or more embodiments shown and described herein;

[0036] Figure 6 The illustration depicts one or more embodiments of a wa according to the examples shown and described herein. x-i A table of sample values;

[0037] Figure 7 A flowchart depicts an example algorithm for calculating a second value indicating the acceleration of a vehicle in a second direction during the most recent manual operation of the vehicle, according to one or more embodiments shown and described herein.

[0038] Figure 8 A table containing non-real sample acceleration values ​​in a second direction corresponding to the vehicle’s most recent manual operation is illustrated in accordance with one or more embodiments shown and described herein.

[0039] Figure 9 The illustration depicts one or more embodiments of a wa according to the examples shown and described herein. y-i A table of sample values;

[0040] Figure 10 A flowchart is depicted of an example algorithm according to one or more embodiments shown and described herein, the algorithm being used to calculate the maximum acceleration to be used during the next semi-autonomous driving operation based on first and second values ​​indicating the acceleration of the vehicle in first and second directions during a previous manual operation of the vehicle.

[0041] Figure 11 The maximum acceleration (a) in the second direction is depicted according to one or more embodiments shown and described herein. y-max Three separate lookup tables for each range; and

[0042] Figure 12 A flowchart is provided showing and describing an example algorithm for resetting stored data associated with monitored first vehicle driving parameters based on the detection of the start of a picking operation, according to one or more embodiments shown and described herein.

[0043] Figure 13-15 A vehicle operation sequence is depicted, which indicates the start of a picking operation during manual operation of the vehicle according to one or more embodiments shown and described herein.

[0044] Figure 16-19 Four different orientations in which a vehicle can travel according to one or more embodiments shown and described herein are depicted;

[0045] Figure 20This is a flowchart of an example process for calculating the maximum vehicle acceleration for semi-autonomous driving operations according to one or more embodiments shown and described herein;

[0046] Figure 21 This is a flowchart illustrating an example process for calculating the maximum vehicle acceleration for semi-autonomous driving operations according to one or more embodiments shown and described herein; and

[0047] Figure 22 This is a flowchart of an example process for resetting stored acceleration-related data according to one or more embodiments shown and described herein. Detailed Implementation

[0048] In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings, which form a part of the drawings, which are shown by way of illustration rather than limitation. It should be understood that other embodiments may be utilized and changes may be made without departing from the spirit and scope of the various embodiments shown herein.

[0049] Low-position order picking truck:

[0050] Now refer to the attached diagram, especially Figure 1A , 1B The material handling vehicle illustrated in Figure 1C, a low-position picking truck 10, typically 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 support wheel assembly 18, and a vertical rear cover 17 located near the bottom of the forks 16 of the power unit 14, which may define a load support. In addition to or in lieu of the illustrated arrangement of the forks 16, the load handling assembly 12 may include other load handling features, such as scissor lift forks, extendable supports, or individual height-adjustable forks. Furthermore, the load handling assembly 12 may include load handling features such as a mast, load platform, collection cage, or other support structures carried by or otherwise provided by the forks 16 for handling loads supported and carried by the truck 10 or pushed or pulled by the truck (i.e., such as by a trailer).

[0051] The illustrated power unit 14 includes a step-through operator station 30 that separates a first end section 14A (opposite to the forks 16) of the power unit 14 from a second end section 14B (near the forks 16). The step-through operator station 30 provides a platform 32 on which an operator can stand to drive the truck 10 and / or provides positions from which the operator can operate various included features of the truck 10.

[0052] The first working area is defined as a first end section 14A facing the power unit 14 and includes a control area 40 for driving the truck 10 when an operator is standing on the platform 32 and for controlling features of the load handling assembly 12. The first end section 14A defines a compartment 48 for housing the battery and control electronics, including a controller 103 (see [link]). Figure 2 ), and one or more electric motors, such as traction motors, steering motors and lifting motors (not shown) for forks.

[0053] As shown for illustrative and non-limiting purposes, control area 40 includes a handle 52 for steering truck 10, which may include controls such as a handle, butterfly switch, thumbwheel, rocker switch, handwheel, steering yoke, etc., for controlling the acceleration / braking and direction of travel of truck 10. See also Figure 1A and Figure 1B For example, as shown, a control such as a switch handle or a drive switch 54 can be provided on handle 52, which is spring-biased to a central position. Rotating the drive switch 54 forward and upward will cause the truck 10 to move forward with an acceleration proportional to the amount of rotation of the drive switch 54, for example, first the power unit, until the truck 10 reaches a predefined maximum speed, at which point the truck 10 is no longer allowed to accelerate to a higher speed. For example, if the drive switch 54 is rotated very quickly to 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 can reach until the truck reaches 50% of the maximum speed that the truck can reach. It is also envisioned that acceleration can be determined using an acceleration graph stored in memory, where the rotation angle of the handle 54 is used as input to the acceleration graph and has a corresponding acceleration value in the acceleration graph. The acceleration value in the acceleration graph corresponding to the rotation angle of the handle can be proportional to the rotation angle of the handle or vary in any desired manner. A velocity graph stored in memory can also exist, where the rotation angle of the handle 54 is used as input to the velocity graph and has a corresponding maximum velocity value stored in the velocity graph. For example, when handle 54 is rotated to 50% of its maximum achievable angle, the truck will accelerate to the maximum speed value stored in the speed graph corresponding to the handle angle at 50% of the maximum angle, according to the corresponding acceleration value stored in the acceleration graph. Similarly, rotating the travel switch 54 toward the rear and downwards of the truck 10 will cause the truck 10 to move in the opposite direction with an acceleration proportional to the amount of rotation of the travel switch 54; forelegs will move 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.

[0054] A presence sensor 58 may be provided to detect the presence of an operator on truck 10. For example, the presence sensor 58 may be located above, below, or above the platform floor, or otherwise provided around the operator station 30. Figure 1A In the exemplary truck 10, presence sensors 58 are shown in dashed lines to indicate that they are located below the platform floor. In this arrangement, presence sensors 58 may include load sensors, switches, etc. Alternatively, presence sensors 58 may be located above the platform floor, such as using ultrasonic, capacitive, laser scanners, cameras, or other suitable sensing technologies. The use of presence sensors 58 will be described in more detail herein.

[0055] Antenna 66 extends vertically from power unit 14 and is provided for receiving control signals from corresponding wireless remote control device 70. It is also contemplated that antenna 66 may be located within compartment 48 of power unit 14 or elsewhere on truck 10. According to one embodiment, truck 10 may include a pole (not shown) extending vertically from power unit 14 and including antenna 66, which is provided for receiving control signals from corresponding wireless remote control device 70. The pole may include a light on top, such that the pole and light define a beacon. Remote control device 70 may include a transmitter worn or otherwise maintained by an operator. Remote control device 70 may be manually operated by an operator, for example, by pressing a button or other control, to cause remote control device 70 to wirelessly transmit a signal of at least a first type specifying a driving request to truck 10. A driving request is a command requesting the corresponding truck 10 to travel a predetermined amount, as will be described in more detail herein.

[0056] The truck 10 also includes one or more obstacle sensors 76 disposed around the truck 10, for example, toward a first end section of the power unit 14 and / or the sides of the power unit 14. The obstacle sensors 76 include at least one non-contact obstacle sensor on the truck 10 and are operable to define at least one detection area. For example, when the truck 10 moves in response to a driving request wirelessly received from a remote control device 70, the at least one detection area may define an area at least partially in front of the truck 10 in its forward direction of travel.

[0057] The obstacle sensor 76 may include any suitable proximity detection technology, such as ultrasonic sensors, optical recognition devices, infrared sensors, laser scanner sensors, etc., capable of detecting the presence of an object / obstacle or 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.

[0058] In practice, truck 10 can be implemented in other formats, styles, and features, such as an end-controlled pallet truck, which includes a steering arm coupled to a throttle for steering the truck. Similarly, although remote control device 70 is illustrated as a glove-like structure 70, various implementations of remote control device 70 can be implemented, including, for example, finger-wearing, tethering, or belt mounting. Furthermore, the truck, remote control system, and / or its components, including remote control device 70, can include any additional and / or alternative features or implementations.

[0059] Control system for remote operation of low-position picking trucks:

[0060] refer to Figure 2 The block diagram illustrates a control arrangement for integrating remote control commands with truck 10. Antenna 66 is coupled to receiver 102 for receiving commands issued by remote control device 70. Receiver 102 transmits the received control signals to controller 103, which implements an appropriate response to the received commands and is therefore also referred to herein as the main controller. In this respect, controller 103 is implemented in hardware and can also execute software (including firmware, resident software, microcode, etc.). Furthermore, embodiments may take the form of a computer program product implemented on one or more computer-readable media having computer-readable program code implemented thereon.

[0061] Therefore, controller 103 may include an electronic controller that at least partially defines a data processing system suitable for storing and / or executing program code, and may include at least one processor directly or indirectly coupled to, for example, a memory element via a system bus or other suitable connection. The memory element may include local memory used during the actual execution of the program code, memory integrated into a microcontroller or application-specific integrated circuit (ASIC), a programmable gate array (FPGA), or other reconfigurable processing devices. The at least one processor may include any processing component operable to receive and execute executable instructions, such as program code from one or more memory elements. The at least one processor may include any type of device that receives input data, processes that data according to computer instructions, and generates output data. Such a processor may be a microcontroller, handheld device, laptop or notebook computer, desktop computer, microcomputer, digital signal processor (DSP), mainframe, server, cellular phone, personal digital assistant, other programmable computer device, 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 cover a combination of two or more of the aforementioned devices (e.g., two or more microcontrollers).

[0062] Depending on the implemented logic, the response of controller 103 to commands received wirelessly, for example, via a wireless transmitter and corresponding antenna 66 and receiver 102 of remote control device 70, may include one or more actions or no action. Positive actions may include controlling, adjusting, or otherwise influencing one or more components of truck 10. Controller 103 may also receive information from other inputs 104, such as from sources like presence sensor 58, obstacle sensor 76, switches, load sensors, encoders, and other devices / features available to truck 10, to determine appropriate actions in response to commands received from remote control device 70. Sensors 58, 76, etc., may be coupled to controller 103 via input 104 or via a suitable truck network, such as a control area network (CAN) bus 110.

[0063] Further input to controller 103 may be a weight signal generated by a load sensor LS (such as a conventional pressure transducer) that senses the combined weight of the forks 16 and any load on the forks 16, see [link to relevant documentation]. Figure 2A load sensor LS can be integrated into the hydraulic system to lift the forks 16. The controller 103 determines the weight of the load L on the forks 16 by subtracting the weight of the forks 16 (a known constant) from the combined weight of the forks 16 and the load L on the forks 16 from the weight signal from the load sensor LS. Alternatively, instead of a pressure transducer LS integrated into the hydraulic system, one or more weight sensing units (not shown) can be integrated into the forks 16 to sense the load L on the forks 16 and generate a corresponding load sensing signal for the controller 103.

[0064] The controller 103 is also capable of determining the vertical position, or height, of the load-carrying assembly 12, including the forks 16, relative to the ground (e.g., the floor surface on which the truck 10 travels), as described below. One or more height sensors or switches may be provided in the second end section 14B of the power unit 14, which sense when the load-carrying assembly 12, including the forks 16, rises vertically 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 by... Figure 1A The dashed lines 141A, 141B, and 141C indicate the first, second, and third vertical positions where the load transfer assembly 12 is actuated when it is raised. The lowest position of the load transfer assembly 12 can also be determined via a load sensor LS indicating zero weight.

[0065] In one embodiment, controller 103 may include one or more accelerometers that can measure the physical acceleration of truck 10 along one, two, or three axes. It is also envisioned that accelerometer 1103 may be decoupled from but coupled to and communicate with controller 103 to generate acceleration signals and transmit them to controller 103, see [link to relevant documentation]. Figure 2 For example, accelerometer 1103 can measure the acceleration of truck 10 in the direction of travel DT (also referred to herein as the first direction of travel), in Figure 1A In this embodiment, the direction is collinear with axis X, which can generally be parallel to fork 16. The travel direction DT, or first travel direction, can be defined as the direction in which truck 10 is moving, and can be forward or power unit-priority direction, or reverse or fork-priority direction. Accelerometer 1103 can also measure the acceleration of truck 10 along a lateral direction TR (also referred to herein as a second direction) that is approximately 90 degrees to the travel direction DT of truck 10. Figure 1A In this embodiment, it is collinear with the Y-axis. The accelerometer 1103 can also measure the acceleration of the truck 10 in another direction, which is typically collinear with the Z-axis, in addition to the driving direction DT and the lateral direction TR.

[0066] In an exemplary arrangement, remote control device 70 is operable to wirelessly transmit control signals, such as driving commands, representing a first type of signal, to receiver 102 on truck 10. Driving commands are also referred to herein as “driving signals,” “driving requests,” or “travel signals.” Driving requests are used to initiate a request to truck 10 to travel a predetermined amount of time, for example, to cause truck 10 to typically move forward or slow down for a limited distance in the direction of power unit priority. The limited distance can be defined by an approximate travel distance, travel time, or other measurement. In one embodiment, the truck can be driven continuously as long as the duration of the driving request provided by the operator does not exceed a predetermined time, such as 20 seconds. After the operator no longer provides driving requests, or if the time for providing driving requests exceeds a predetermined time period, the traction motor affecting truck movement is no longer activated, and the truck is allowed to coast to a stop. Truck 10 can be controlled to travel in a generally straight direction or along a previously determined course.

[0067] Therefore, the first type of signal received by receiver 102 is transmitted to controller 103. If controller 103 determines that the driving signal is a valid driving signal and the current vehicle condition is appropriate (explained in more detail below), then controller 103 sends a signal to the appropriate control configuration for the specific truck 10 to proceed, and then stops the truck 10. For example, stopping the truck 10 can be achieved by allowing the truck 10 to coast to a stop or by initiating a braking operation to bring the truck 10 to a stop.

[0068] As an example, controller 103 may be communicatively coupled to a traction control system, illustrated as a traction motor controller 106 for truck 10. Traction motor controller 106 is coupled to a traction motor 107 that drives at least one driven wheel 108 of truck 10. Controller 103 may communicate with traction motor controller 106 to accelerate, decelerate, adjust, and / or otherwise limit the speed of truck 10 in response to a driving request received from remote control device 70. Controller 103 may also be communicatively coupled to steering controller 112, which is coupled to steering motor 114 that steers at least one steering wheel 108 of truck 10, wherein the steering wheel may be different from the driven wheel. At this point, truck 10 can be controlled by controller 103 to travel a desired path or maintain a desired heading in response to a driving request received from remote control device 70.

[0069] Controller 103 can determine whether truck 10 is moving or stationary and the straight-line distance it has traveled as follows: First, controller 103 can use the signal generated by accelerometer 1103 and integrate it once to determine whether truck 10 is moving or stationary. It can also determine whether truck 10 is moving by determining whether the current value from accelerometer 1103 is greater than zero. Controller 103 can also use the signal generated by accelerometer 1103 and integrate it twice to determine the straight-line distance truck 10 has traveled. Alternatively, traction controller 106 can receive feedback signals generated by an encoder within traction motor 107 and generate motor angular velocity signals from these signals for controller 103. Controller 103 can determine whether the vehicle is moving or stationary based on the motor angular velocity signals. Controller 103 can also convert the motor angular velocity signals into the actual linear velocity of vehicle 10. For example, if the speed signal includes the angular velocity of the traction motor 107, then the controller 103 can scale that 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 distance the truck 10 has traveled can then be determined using the vehicle's linear velocity (via integration).

[0070] As another illustrative example, controller 103 can also communicate with traction controller 106 to decelerate, stop, or otherwise control the speed of truck 10 in response to a driving request received from remote control device 70. Braking can be achieved by traction controller 106 by inducing regenerative braking or activating mechanical brake 117 coupled to traction motor 107, see [link to relevant documentation]. Figure 2 Furthermore, the controller 103 can be communicatively coupled to other vehicle features, such as the main contactor 118, and / or other outputs 119 associated with the truck 10, to perform the desired actions in response to enabling remote driving functionality, where applicable.

[0071] According to an embodiment, 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 driving command from the associated remote control device 70.

[0072] Correspondingly, if truck 10 is moving in response to a command received from the remote wireless control, controller 103 can dynamically change, control, adjust, or otherwise influence the remote control operation, for example, by stopping truck 10, changing the steering angle of truck 10, or taking other actions. Therefore, specific vehicle characteristics, the state / condition of one or more vehicle characteristics, the vehicle environment, etc., may affect how controller 103 responds to driving requests from remote control device 70.

[0073] Controller 103 may reject a received driving request based on predetermined conditions, such as those related to the environment or one or more operational factors. For example, controller 103 may ignore otherwise valid driving requests based on information obtained from one or more of sensors 58, 76. As an illustration, according to an embodiment, controller 103 may optionally consider factors such as whether an operator is on truck 10 when determining whether to respond to a driving command from remote control device 70. As mentioned above, truck 10 may include at least one presence sensor 58 for detecting whether an operator is on truck 10. In this respect, controller 103 may also be configured to respond to a driving request to operate truck 10 under remote control when presence sensor(s) 58 indicate that there is no operator on truck 10. Therefore, in this implementation, truck 10 cannot be operated in response to a wireless command from the transmitter unless the operator physically leaves truck 10. Similarly, if object sensor 76 detects an object, including an operator, adjacent to and / or close to truck 10, then controller 103 may reject a driving request from transmitter 70. Therefore, in the exemplary embodiment, the operator must be located within a limited range of the truck 10, for example, close enough to be within wireless communication range (which can be limited to setting a maximum distance between the operator and the truck 10). Alternatively, other arrangements can be implemented.

[0074] Any other number of reasonable conditions, factors, parameters or other considerations may also be implemented by the controller 103 to interpret and take action in response to signals received from the transmitter.

[0075] Upon confirmation of a driving request, controller 103 interacts directly or indirectly with traction motor controller 106, for example via a bus such as CAN bus 110 (if used), to cause truck 10 to move forward a limited amount. Depending on the specific implementation, controller 103 may interact with traction motor controller 106 and optionally with steering controller 112 to cause truck 10 to move forward a predetermined distance. Alternatively, controller 103 may interact with traction motor controller 106 and optionally with steering controller 112 to cause truck 10 to move forward for a period of time in response to detecting and maintaining actuation of the driving control on remote controller 70. As another illustrative example, truck 10 may be configured to slow down whenever a driving control signal is received. Furthermore, controller 103 may be configured to “time out” and stop truck 10's movement based on predetermined events, such as exceeding a predetermined time period or distance traveled, regardless of whether a sustained actuation of the corresponding control on remote control device 70 is detected.

[0076] The remote control device 70 is also operable to transmit a second type of signal, such as a "stop signal," instructing the truck 10 to brake and / or otherwise stop. The second type of signal may also be in response to a driving command being implied under remote control, for example, after a "drive" command has been executed, such as after the truck 10 has traveled a predetermined distance, 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 stop the truck 10. Alternatively to the stop signal, the second type of signal may include a "coasting signal" or a "controlled deceleration signal," specifying that the truck 10 should coast and eventually slow down to a stop.

[0077] The time required to bring truck 10 to a complete stop may vary, for example, depending on the intended application, environmental conditions, the capabilities of the specific truck 10, the load on the truck 10, and other similar factors. For instance, after a proper slow-moving motion, it may be desirable to allow truck 10 to "glide" a distance before coming to a complete stop, allowing it to come to a slow, gradual halt. This can be achieved by using regenerative braking to slow truck 10 to a stop. Alternatively, braking can be applied after a predetermined delay to allow truck 10 to travel an additional predetermined distance after the stopping operation is initiated. For example, if an object is detected in the path of truck 10 or if an immediate stop is desired after a successful slow-moving motion, it may also be desirable to stop truck 10 relatively quickly. For example, the controller may apply a predetermined torque to the braking operation. In this case, controller 103 may instruct traction controller 106 to brake to a stop by regenerative braking or by applying mechanical brake 117.

[0078] Calculate one or more vehicle driving parameters to be used during remote control operation of the vehicle.

[0079] As described above, the operator can stand on platform 32 within the operator station 30 to manually operate the truck 10, i.e., operate the truck in manual mode. The operator can operate the truck 10 via handle 52, see [link to manual mode]. Figure 1BFurthermore, the truck 10 can be accelerated by rotating the drive switch 54. Also as described above, rotating the drive switch 54 forward and upward will cause the truck 10 to move forward with an acceleration proportional to the amount of rotation of the drive switch 54, for example, the power unit moves first. Similarly, rotating the drive switch 54 towards the rear and downwards will cause the truck 10 to move in the opposite direction with an acceleration proportional to the amount of rotation of the drive switch 54, for example, the forks move first. Rotating the drive switch 54 forward and upwards while the truck 10 is moving in the fork-priority direction will cause the truck 10 to brake. Furthermore, rotating the drive switch 54 backwards and downwards while the truck 10 is moving in the power unit-priority direction will brake the truck 10. Therefore, "operator-managed vehicle" occurs when the operator is standing on the platform 32 within the operator station 30 and manipulating the truck 10 via the handle 52 and accelerating / braking the truck via the rotation of the drive switch 54 (i.e., regenerative braking). The operator can use a separate brake switch, for example... Figure 1B The switch 41 is used to induce regenerative braking of the truck 10. As mentioned above, braking can also be achieved via a mechanical brake.

[0080] As described above, controller 103 can communicate with receiver 102 and traction controller 106 to operate truck 10 remotely in response to receiving a driving command from associated remote control device 70. A driving request is used to initiate a predetermined driving amount for truck 10, for example, to cause truck 10 to move forward or slow down a limited distance in a first driving direction, i.e., in the power unit priority direction. Therefore, when the operator is not physically on the truck but is walking near truck 10, such as during picking operations, the operator can operate the truck in remote control mode, i.e., when the operator is outside truck 10 and picking or collecting items to be loaded onto truck 10 from the warehouse storage area, the operator can operate truck 10 remotely using remote control device 70. Operating truck 10 in remote control mode is also referred to herein as “semi-automatic” operation of truck 10.

[0081] When an operator is using the Truck 10, such as during picking operations in a warehouse, the operator typically uses the Truck 10 in both manual and remote control modes.

[0082] Previously, the vehicle controller stored predefined, fixed vehicle parameters, such as maximum acceleration, to limit the vehicle's maximum acceleration during operation in remote control mode. This predefined maximum acceleration limit was sometimes too high (e.g., if the truck was loaded with a large amount of goods / packages with a defined unstable load) and sometimes too low (e.g., if the truck was loaded with a small amount of goods / packages with a defined stable load).

[0083] According to embodiments of this disclosure, controller 103 monitors one or more driving parameters during the most recent manual operation of truck 10, which correspond to the driving behavior or characteristics of the operator of truck 10. If one or more driving parameters are high, this likely corresponds to the operator driving truck 10 lightly. If one or more driving parameters are low, this likely corresponds to the operator driving truck 10 conservatively or cautiously. Instead of using one or more predefined fixed driving parameters for vehicle control during remote control operation of truck 10, controller 103 calculates one or more adaptive driving parameters for use during the next remote control operation of truck 10 based on the one or more driving parameters monitored during the most recent manual operation of truck 10. Since the calculation of one or more driving parameters for the next remote control operation of truck 10 is based on the operator's recent driving behavior, i.e., the one or more driving parameters monitored during the most recent manual mode operation of truck 10, it is believed that controller 103 more accurately and appropriately defines one or more driving parameters to be used during the next remote control operation of truck 10, such that one or more driving parameters more closely match the operator's recent driving behavior.

[0084] Figure 3 The diagram illustrates an example control algorithm or process for controller 103 to monitor first and second driving parameters, such as acceleration in the first and second directions, during the most recent manual operation of truck 10, in order to calculate corresponding adaptive driving parameters, such as maximum acceleration, to be used by controller 103 when truck 10 is next operated in remote control mode.

[0085] In step 201, controller 103 simultaneously monitors a first driving parameter, such as a first acceleration, corresponding to a first direction of travel of the vehicle or truck 10, and a second driving parameter, such as a second acceleration, corresponding to a second direction different from the first direction of travel, during the most recent manual operation of the vehicle. In the illustrated embodiment, the first direction of travel may be defined by the direction of travel DT of the truck 10, see FIG. 1, and the second direction may be defined by the lateral direction TR. Thus, the first and second directions may be substantially orthogonal to each other. Controller 103 replaces any stored data (i.e., first stored data) regarding the first and second vehicle driving parameters monitored during the most recent manual operation of the vehicle with the most recent data (i.e., second data) regarding the first and second vehicle driving parameters monitored by the operator, wherein the most recent data is not calculated using or based on previously stored data from the previous manual operation of the vehicle. The vehicle may have been operated in remote control mode after the previous manual operation of the vehicle and before the most recent manual operation of the vehicle.

[0086] The operator can vary the acceleration of truck 10 based on factors such as the curvature of the path along which truck 10 is traveling, the steering angle of 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 truck 10. For example, if truck 10 is driven without a load or with a stable load, such as a load with a low height, on a long, straight path, or on a dry / non-slippery floor surface, then the value of the first acceleration can be high. However, if truck 10 has an unstable load, such as a load with a high height that the load might shift or fall off truck 10 if truck 10 accelerates rapidly, then the value of the first acceleration can be low. Furthermore, if truck 10 is turning at an acute angle and traveling at high speed, then the value of the first acceleration can be high, and the value of the second acceleration can also be high.

[0087] In step 203, controller 103 receives a request to implement semi-autonomous driving operation, i.e., a request to operate truck 10 in remote control mode, following the most recent manual operation of vehicle or truck 10. In the illustrated embodiment and as described above, controller 103 can receive a driving request from remote control device 70. Such a driving request can define a request to implement a first semi-autonomous driving operation.

[0088] In step 205, controller 103 implements semi-autonomous driving operation of truck 10 based on first and second vehicle driving parameters monitored during the most recent manual operation of truck 10. Controller 103 calculates a first value indicating acceleration in a first direction and a second value indicating acceleration in a second direction based on 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 a predefined range, controller 103 modifies the first value indicating acceleration in the first direction based on the second value indicating acceleration in the second direction. The first value, whether modified based on whether the second value falls within or outside the predefined range, defines the maximum acceleration that cannot be exceeded during semi-autonomous driving operation of truck 10.

[0089] exist Figure 4The diagram illustrates an example control algorithm or processing for controller 103, used to calculate a first value indicating the acceleration of truck 10 in a first direction during a recent manual operation of truck 10. In step 301, a sequence of acceleration values ​​in the first direction, defined by the driving direction DT of truck 10, is collected from accelerometer 1103 during the recent manual operation of the vehicle and stored in memory by controller 103. Forward and upward rotation of drive switch 54 will cause truck 10 to move forward with a positive acceleration proportional to the amount of rotation of drive switch 54 in the power unit-preferred direction, for example, the power unit moves first. Similarly, rotating drive switch 54 towards the rear and downward of truck 10 will cause truck 10 to move in the opposite direction with a positive acceleration proportional to the amount of rotation of drive switch 54 in the fork-preferred direction, for example, the forks move first. When truck 10 accelerates in either the power unit-priority direction or the fork-priority direction (both considered as a first direction defined by the truck 10's travel direction DT), accelerometer 1103 generates a sequence of positive acceleration values, which are stored in memory by controller 103. Rotating the travel switch 54 forward and upward while truck 10 is moving in the fork-priority direction will cause truck 10 to decelerate or brake. Furthermore, rotating the travel switch 54 backward and downward while truck 10 is moving in the power unit-priority direction will cause truck 10 to decelerate or brake. According to the first embodiment, negative acceleration values, such as those occurring during braking, are not collected for calculating a first value indicating the acceleration of truck 10 in the first direction during the vehicle's most recent manual operation.

[0090] Although rotating the travel switch 54 forward and upward will cause the truck 10 to move forward with positive acceleration (increased speed) in the power unit priority direction, i.e., the power unit moves first, the accelerometer can determine that such movement includes positive acceleration. The accelerometer can also determine that braking (decrease in speed) when the truck 10 is traveling in the power unit priority direction includes deceleration or negative acceleration. Furthermore, rotating the travel switch 54 backward and downward will cause the truck 10 to move in the fork priority direction with positive acceleration (increased speed), for example, when the forks move first, the accelerometer can determine that such movement, where the speed is increasing in the fork priority direction, includes negative acceleration. The accelerometer can also determine that braking (decrease in speed) when the truck 10 is traveling in the fork priority direction includes positive acceleration. However, for the purposes of this paper discussing the control algorithm used to calculate the maximum acceleration to be used during the next semi-autonomous driving operation, the acceleration and deceleration of truck 10 during movement in the power unit priority direction and the fork priority direction will be defined as follows: rotation of the drive switch 54 forward and upward causing truck 10 to move forward, for example, first the power unit moves, is defined as positive acceleration (speed increase) in the power unit priority direction; rotation of the drive switch 54 backward and downward causing truck 10 to move in the opposite direction, for example, first the forks move, is defined as positive acceleration (speed increase) in the fork priority direction; rotation of the drive switch 54 forward and upward or actuation of the brake switch 41 causing truck 10 to decelerate or brake (speed decrease) while truck 10 is moving in the fork priority direction is defined as negative acceleration or deceleration; and rotation of the drive switch 54 backward and downward or actuation of the brake switch 41 causing truck 10 to decelerate or brake (speed decrease) while truck 10 is moving in the power unit priority direction is defined as negative acceleration or deceleration.

[0091] As described above, according to the first embodiment, negative acceleration values, such as those occurring during braking in the power unit-priority direction or the fork-priority direction, are not collected for calculating a first value indicating the acceleration of truck 10 in the first direction during the vehicle's most recent manual operation. However, according to the second embodiment, positive acceleration values ​​(where the truck's speed is increasing either in the power unit-priority direction or the fork-priority direction) and negative acceleration values ​​(where the truck's speed is decreasing either in the power unit-priority direction or the fork-priority direction) are collected and used to calculate a first value indicating the acceleration of truck 10 in the first direction during the vehicle's most recent manual operation. In the second embodiment of collecting negative acceleration values, the absolute values ​​of the negative acceleration values ​​are used in the described equations and the calculations below. Therefore, while some embodiments may omit any negative acceleration data, other embodiments may take such data into account by using the absolute values ​​of the negative acceleration data in the described equations and calculations.

[0092] In step 303, the acceleration values ​​in the first direction collected during the most recent manual operation of truck 10 are filtered using a weighted average equation to reduce the weight of the largest outliers and achieve smoothing. Example equation 1, as illustrated 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 truck 10.

[0093] Equation 1:

[0094]

[0095] wa x-(i+1) = The weighted average calculated in the first direction (e.g., "x"); where i = 1…(n-1) and n is the acceleration value a collected from each direction. x_j The total number of subsets into which the group is formed;

[0096] wa x-i ;where i=1...n; wa x-i = The arithmetic mean of the first three “starting” acceleration values ​​in the first direction during the first calculation, plus the most recent weighted average thereafter;

[0097] g s = Weighting factor, where s = 1…m+1, and m is the number of members in each subset;

[0098] g1=wa x-i The weighting factor; in the illustrated embodiment, g1 = 3, but it can be any value;

[0099] g2, g3, g4 = Additional weighting factor = 1, but can be any value and is usually less than g1;

[0100] 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 the first direction define a subset collected during the most recent manual operation of truck 10. This subset may include more than three or fewer acceleration values. The first three collected acceleration values ​​(a x_1 a x_2 and a x_3 This also constitutes the first subset.

[0101] The first “start” acceleration value in the first direction can include fewer or more than three values, and the number of members in each subset “m” can also include fewer or more than three members.

[0102] For illustrative purposes, sample calculations will now be provided based on non-real sample values ​​of acceleration collected in the first direction using simulation, and... Figure 5 The values ​​are listed in Table 1. All acceleration values ​​listed in Table 1 are positive. However, as mentioned above, negative acceleration values ​​can also be collected and used. As further explained above, when negative acceleration values ​​are collected, the absolute values ​​of the negative acceleration values ​​are combined with the acceleration values ​​in the equations described and the calculations listed herein.

[0103]

[0104]

[0105]

[0106] based on Figure 5 The residual weighted average of the sample values ​​listed in Table 1 was calculated in a similar manner. The results are listed in... Figure 6 In Table 2.

[0107] 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 In the example, the range of "i" can be from 1 to 9, but for equation 1, the range of "i" is from 1 to 8. Therefore, Figure 5 The table contains 27 acceleration values ​​(i.e., a). x_j "j" = Figure 5 The 27 individually collected acceleration values ​​in the example can be arranged into 9 distinct subsets, each with 3 elements. Except for the first subset (which, as described above, comprises 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... Figure 6 As shown in the diagram. Those skilled in the art will readily recognize that the size of a subset with 3 values ​​is merely an example, and using 9 subsets is also an example size.

[0108] exist Figure 4 In step 305, using Example Equation 2 listed below, the maximum acceleration in the first direction defined by the travel direction DT of the truck 10 is determined:

[0109] 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 The maximum value of ).

[0110] based on Figure 6 The results in Table 2, max(wa) x-i ) = a x-8 =3.82.

[0111] Note that a x-wa-max From any number of initial arithmetic and weighted averages (wa) calculated x-i Choose from the options. For example, you could consider the average value (wa) calculated over a predetermined time period (e.g., the last ten seconds). x-i It is also envisioned that a predetermined number of initial arithmetic and weighted averages (wa) could be calculated without considering time. x-i For example, 25 averages. Further, it is conceivable that all initial arithmetic and weighted averages calculated during the entire most recent manual operation of truck 10 could be considered (wa...). x-i In the example shown, initial arithmetic and weighted average (w) are considered. x-i The nine (9) values ​​of max(a). However, when choosing max(a) x-wa-i = Calculated initial arithmetic and weighted average (Wa) x-i The maximum value of ) (which defines a) x-wa-max When considering the maximum acceleration in the first direction, fewer than 9 or more initial arithmetic and weighted averages (wa) can be taken into account. x-i The value of ). The maximum acceleration (a) in the first direction. x-wa-max This defines a first value indicating the vehicle's acceleration in the first direction during the vehicle's most recent manual operation. It is not considered as the maximum acceleration *a* in the first direction. x-wa-max The initial arithmetic and weighted average (wa) x-i Instead of selecting the maximum or highest value from the set of ), we envision the initial arithmetic and weighted average (wa) being considered. x-i The second or third highest value can be selected as the maximum acceleration a in the first direction. x-wa-max Further, consider the initial arithmetic and weighted average (wa) x-i The set of values ​​can be averaged to determine the maximum acceleration a in the first direction. x-wa-max .

[0112] Example control algorithm or processing of controller 103 in Figure 7 As shown, a second value is used to calculate the acceleration of truck 10 in a second direction during the most recent manual operation of truck 10. At step 401, a sequence of acceleration values ​​in the second direction, defined by the lateral direction TR (see Figure 1), is collected from accelerometer 1103 and stored in memory by controller 103.

[0113] In step 403, the acceleration values ​​in the second direction collected during the most recent manual operation of truck 10 are filtered using a weighted average equation to reduce the weight of the largest outliers 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 truck 10.

[0114] Equation 3:

[0115]

[0116] wa y-(i+1) = The calculated weighted average value in the second direction (e.g., "y"); where i = 1…(n-1);

[0117] wa y-i ;where i=1...n; wa y-i = The arithmetic mean of the first three “starting” acceleration values ​​in the second direction during the first calculation, plus the most recently calculated weighted average thereafter;

[0118] g s = Weighting factor, where s = 1…m+1, and m is the number of members in each subset;

[0119] g1=wa y-i The weighting factor; in the illustrated embodiment, g1 = 3, but it can be any value;

[0120] g2, g3, g4 = Additional weighting factor = 1, but can be other values;

[0121] 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 define a subset collected during the most recent manual operation of truck 10. This subset may include more than three or fewer acceleration values. The first three collected acceleration values ​​(a y_1 a y_2 and a y_3 This also constitutes the first subset.

[0122] The first “start” acceleration value in the second direction can include fewer or more than three values, and the number of members in each subset “m” can also include fewer or more than three members.

[0123] For illustrative purposes, sample calculations will now be provided based on non-real sample values ​​of acceleration collected in the second direction using simulation, and... Figure 8 The results are listed in Table 3.

[0124]

[0125]

[0126]

[0127] based on Figure 8 The residual weighted average of the sample values ​​listed in Table 3 was calculated in a similar manner. The results are listed in... Figure 9 In Table 4.

[0128] exist Figure 7 In step 405, the maximum acceleration in the second direction defined by the lateral direction TR of the truck 10 is determined using Equation 4 as listed below:

[0129] 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 The maximum value of ).

[0130] based on Figure 9 The results in Table 4, max(wa) y-i )=wa y-2 =0.55.

[0131] Note that a y-wa-max It can be selected from the initial arithmetic mean or any number of weighted averages calculated (wa). y-(i+1) For example, one could consider the initial arithmetic and weighted average (wa) calculated over a predetermined time period (e.g., the last ten seconds). y-i It is also envisioned that a predetermined number of initial arithmetic and weighted averages (wa) could be calculated without considering time. y-i For example, 25 averages. Further, it is conceivable that all initial arithmetic and weighted averages calculated during the entire most recent manual operation of truck 10 could be considered (wa...). y-i In the example shown, initial arithmetic and weighted average (wa) are considered. y-i The three (3) values ​​of ). However, when choosing max(wa) y-i = Calculated initial arithmetic and weighted average (wa) y-i The maximum value of ) (which defines a) y-wa-max When considering the maximum acceleration in the second direction, one can take less than 3 or more initial arithmetic and weighted averages (wa).y-i The value of ). The maximum acceleration of the vehicle in the second direction (a y-wa-max This defines a second value indicating the acceleration of the vehicle in the second direction during the vehicle's most recent manual operation.

[0132] exist Figure 10 The diagram illustrates an example control algorithm or processing for controller 103, used to calculate the maximum acceleration to be used during the next semi-autonomous driving operation based on first and second values ​​indicating the acceleration of truck 10 in the first and second directions during previous or most recent manual operation of truck 10. As described above, the first value indicating the acceleration of truck 10 in the first direction is determined by the maximum acceleration (a) in the first direction. x-wa-max The second value of the acceleration of truck 10 in the second direction is defined and indicated by the maximum acceleration in the second direction (a). y-wa-max Definition. During the operation of truck 10, the operator can drive truck 10 quickly along a normally straight path, but slowly while turning. To account for the operator driving truck 10 slowly while turning, in step 501, controller 103 applies the maximum acceleration (α) in the second direction. y-wa-max The maximum acceleration (a) is determined by comparing it with the empirically determined range listed in a lookup table stored in memory. x-wa-max Is the correction appropriate?

[0133] 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 It 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-maxThis may indicate to the operator's assessment of the stability of 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 the operator may be instructed to consider the load relatively stable and the maximum acceleration for 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 the operator may be instructed to consider the load potentially unstable, even if the calculated maximum acceleration in the first direction is relatively high. Therefore, in this second case, the maximum acceleration for 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 for the next semi-autonomous driving operation. High, low, and intermediate ranges (or empirically derived first and second values) can be empirically determined for a specific vehicle in a controlled environment. In the controlled environment, the vehicle operates with various maximum accelerations in the first and second directions, and different values ​​for various high, low, and intermediate ranges are created. 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. The preferred high, low, and intermediate ranges were selected, which allow for optimal acceleration in the first direction while allowing the truck to carry and support the load in a stable manner.

[0134] Figure 11 The table lists an exemplary simulation lookup table based on non-real values, which contains the maximum acceleration (a) in the second direction. y-wa-max The three separate ranges. If the maximum acceleration in the second direction falls within... Figure 11 If the lookup table describes a high or low acceleration range, then the corresponding correction factor is used to determine the maximum acceleration to be used during the next semi-autonomous driving operation of truck 10. If the maximum acceleration in the second direction falls within... Figure 11 If the intermediate acceleration range (or intermediate range) is depicted in the lookup table, 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 truck 10.

[0135] In the example discussed above, the maximum acceleration (a) in the second direction y-wa-max =0.55. This value falls within the high acceleration range corresponding to a correction factor of +10%.

[0136] 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:

[0137] Equation 5: max.acc=max(wa x-i )*(1+corr x +corr y )

[0138] Where max.acc = the maximum acceleration to be used in the first direction during the next semi-autonomous driving operation;

[0139] corr x = Safety margin, which can be equal to any value. In the illustrated embodiment, corr x = -5% (can include negative values ​​as shown in the illustrated embodiment to reduce max.acc to provide a safety margin);

[0140] corr y = Figure 11 The correction factor is looked up in the table, and based on the maximum acceleration (a) in the second direction. y-wa-max ).

[0141] We will now provide a sample calculation for max.acc based on the sample values ​​discussed above.

[0142] max.acc = max(wa x-i )*(1+corr x +corr y = 3.82 * (1 - 0.05 + 0.1) = 4.01

[0143] Therefore, in this example, controller 103 communicates with traction motor controller 106 to limit the maximum positive acceleration (speed increasing) of truck 10 in the first direction to 4.01 m / s² during the next semi-automatic or remote control operation. 2 .

[0144] It is also envisioned that the controller 103 can use Equations 1 and 2 listed above to calculate a first value indicating only the deceleration of the vehicle in the first direction during the vehicle's most recent manual operation, wherein the absolute value of each deceleration value collected from the vehicle's most recent manual operation is used to calculate the first value using Equations 1 and 2. The deceleration value corresponding to emergency braking, which may have a very high magnitude, is ignored when calculating the first value indicating the vehicle's deceleration.

[0145] In the absence of an accelerometer on truck 10, acceleration values ​​in the first and second directions can be calculated alternatively. For example, a speed sensor can be used to determine acceleration in the travel direction DT or the first direction, where the speed sensor can be located on the traction motor controller. Controller 103 can differentiate the speed or speed value to calculate the acceleration value. Acceleration can also be derived from the angular position of the drive switch 54 relative to its original position, as described above, which controls the acceleration / braking of truck 10. Using the angular position of the handle 54 as input to a lookup table from which truck acceleration is selected, the lookup table maps a specific handle angular position value to a specific acceleration value. The maximum speed value can also be provided by the lookup table based on the handle angular position.

[0146] The acceleration in the lateral direction TR or the second direction can be determined using the following equation: acceleration y =v 2 / r

[0147] Where v = truck speed; and

[0148] r = radius of the curve through which the truck moves;

[0149] The radius r can be calculated using the following equation:

[0150] r = axis distance dimension / sinα

[0151] The wheelbase dimension is a fixed value and equal to the distance between the front and rear wheels of truck 10; and

[0152] The steering angle α is usually known by the controller 103 because it is the steering wheel angle.

[0153] Figure 5 The table represents the driving parameters monitored during a single manual operation. However, the embodiments also envision monitoring and storing driving parameter data for more than one manual operation of the truck 10. For example, data on one or more driving parameters from any number of recent manual operations can be monitored and stored.

[0154] Therefore, controller 103 can define the start and end of each manual operation, such 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 have started when, for example, an operator is on truck 10, as indicated by presence sensor 58, and truck 10 is moved at at least a minimum speed. Alternatively, a particular manual operation can be considered to have started when a driving signal is generated via drive switch 54 instead of via remote control device 70. It is further envisioned that a particular manual operation can be considered to have started when the operator is outside operator station 30 and moves the truck via drive control switch 140 located near the top of the second end section 14B of power unit 14 of truck 10. A particular manual operation can be considered to have ended when truck 10 remains stationary for at least a predetermined period of time. Alternatively, a particular manual operation can be considered to have ended when truck 10 stops and the operator leaves the truck. Alternatively, a particular manual operation can be considered to have ended when the operator initiates a semi-autonomous driving operation via remote control device 70. Furthermore, even while the truck 10 is still moving, manual operation can be considered complete when the operator leaves the platform of the truck 10.

[0155] 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 subsequent implementation of semi-autonomous driving operations of truck 10.

[0156] During or after certain driving operations of truck 10, it may be beneficial to clear or reset stored data collected during one or more recent manual operations. For example, data on monitored driving parameters collected and stored while truck 10 is transporting a first pallet and items carried or on the first pallet may be irrelevant to semi-autonomous driving operations that occur once the first pallet is unloaded from truck 10 and a new empty pallet is obtained. Therefore, when the operator of truck 10 begins a new picking operation, data previously monitored and stored regarding one or more driving parameters during the current manual operation of truck 10 can be discarded or reset, such that only new monitoring data regarding one or more driving parameters is used to implement the subsequent semi-autonomous driving operation of truck 10. In one embodiment, only new monitoring data regarding one or more driving parameters collected during the current manual operation or during a manual operation just before the subsequent semi-autonomous driving operation is used to implement the subsequent semi-autonomous driving operation, and any data from previous manual operations that occurred before the current manual operation or during a manual operation just before the subsequent semi-autonomous driving operation is ignored.

[0157] A typical inventory picking operation involves an operator filling out an order from available inventory items located in storage areas along one or more aisles along a warehouse or distribution center. The operator drives a truck 10 between various picking locations for the items(s)I to be picked, which are typically loaded onto one or more palletsP provided on the forks 16 of a load handling assembly 12, see [link to relevant documentation]. Figure 13 The pallet P and the item I define the load L on or carried by the forks 16. Instead of a pallet, a roll cage, refrigerated container, or other special container may be mounted on the forks 16 of the load handling assembly, wherein the roll cage, refrigerated container, or other special container, and the picking item loaded on the roll cage, refrigerated container, or other special container, define the load on or carried by the forks 16. As described above, the operator can manually drive the truck 10 using the steering handle 52 and the drive switch 54, or operate the truck 10 semi-automatically in remote control mode using the remote control device 70.

[0158] Therefore, controller 103 can analyze the driving operations of truck 10 to automatically determine the sequence or pattern of operations that may indicate the start of a new picking operation. In these cases, controller 103 can then reset or discard the collected data on one or more monitored driving parameters that occurred during the current manual operation. The term "current manual operation" can refer to the manual operation currently in progress, the term "most recent manual operation" can refer to the manual operation that immediately preceded the currently ongoing manual operation, the term "previous manual operation" can refer to the manual operation that occurred before the most recent manual operation, and the term "next manual operation" can refer to the manual operation that occurs after the current manual operation. Once the "current manual operation" ends, it can be considered the "most recent manual operation".

[0159] Figure 12 A flowchart is depicted for an example algorithm according to an embodiment of the present disclosure, which is used to reset stored data associated with first monitored vehicle driving parameters based on the detection of the start of a picking operation.

[0160] according to Figure 12 The method or process, step 1201 includes controller 103 monitoring a first vehicle driving parameter during the period when the operator manually operates the truck 10, i.e., during the current manual operation. 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.

[0161] Therefore, in step 1203, the controller 103 can store data related to the monitored first vehicle driving parameters. Figure 5In the example, the stored data could be various acceleration values ​​that occur during the manual operation of truck 10. Furthermore, the stored data could include values ​​calculated based on the various acceleration values ​​used in subsequent semi-automatic operation of truck 10, i.e., the maximum acceleration of truck 10 in the first direction. Therefore, controller 103 is configured to use the stored data to implement semi-automatic operation of truck 10 that occurs after the manual operation of truck 10 mentioned in step 1201.

[0162] However, if the stored data includes data collected during the current manual operation that occurs before the new picking operation begins, then the stored data may be irrelevant to the semi-automatic operation that occurs after the new picking operation is initiated and completed. Therefore, in step 1205, the controller detects an operation of truck 10 indicating the start of a picking operation that occurred during the current manual operation of 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 parameters in step 1207. Resetting the stored data may include clearing or discarding stored data collected during the current manual operation of truck 10 from the start of the current manual operation until the detection and start of a new or most recent picking operation.

[0163] Once the stored data is reset, the controller 103 can resume monitoring the first vehicle driving parameters after the data reset. This newly acquired data related to the monitored first driving parameters can then be used to enable subsequent semi-autonomous driving operations of the vehicle.

[0164] In at least one embodiment, the detected operation of the truck 10, which indicates the start of the picking operation, includes detecting a transition from the truck 10 being manually driven while the load handling assembly 12 is raised to the truck 10 being stopped while the load handling assembly 12 is lowered, see [link to relevant documentation]. Figure 13In other words, controller 103 detects that the truck 10, which was moved by manual operation, has now stopped and also detects that the load handling assembly 12, which was in an elevated position, has been lowered. As described above, controller 103 can determine whether the truck 10 is moving or stopped and the distance the truck has traveled via a signal from accelerometer 1103 or a motor angular velocity signal from traction controller 106. Also as described above, controller 103 can determine the height of the load handling assembly 12, i.e., whether the load handling assembly is in an elevated position or in its original or lowest position relative to the ground, from a signal generated individually or in combination with load sensor LS from one or more of the height sensor or switch. The elevated position of 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 elevated load handling assembly 12 bears a substantially non-zero load and the lowered load handling assembly 12 bears a substantially zero load. As described above, controller 103 can determine the load weight on the forks 16 from a signal generated by load sensor LS. Figure 13 In this sequence, 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 by the floor F or other ground-defining support surface. Thus, this sequence occurs, for example, when the truck 10 moves from a position carrying the loaded pallet P to a stop and then fully lowers its forks 16 so that the forks 16 no longer support the loaded pallet P. It is conceivable that this sequence of operations can indicate the start of a new picking operation even when the raised load handling assembly 12 is carrying an empty pallet or not.

[0165] In a further embodiment, the detected operation of the truck 10, which indicates the start of the picking operation, includes detecting a transition from the truck 10 being manually driven while the load handling assembly 12 is raised to the truck 10 being stopped while the load handling assembly 12 is lowered, such as... Figure 13 As shown, and it was detected that after the forks 16 were lowered, the truck 10 moved a distance at least equal to the length of the load L on the forks 16, see [reference]. Figure 14 .exist Figure 14In the example, the length of the forks 16 is only slightly greater than the length of the pallet P. However, it is conceivable that the truck could have forks of extended length, allowing the forks to carry more than one pallet of a standard size simultaneously. In such an embodiment, the forks could carry only one pallet at the end of the fork, or two or more pallets along the entire length of the fork. For example, a point laser or ultrasonic device could be provided in the second end section 14B to sense the distance from the second end section 14B to a pallet, such as one positioned at the end of the fork. Thus, the truck 10 could move a distance equal to the length of the load L by moving only the length of a single pallet when only one pallet is on the forks, or by moving a distance equal to the length of two or more pallets when two or more pallets are on the forks. Therefore, once the forks 16 are lowered and they are not carrying any load, the movement of the truck 10 (with no load on the forks 16) roughly indicates that the truck 10 has unloaded the pallets it had previously carried.

[0166] The above sequence of operations is even more indicative of a new picking operation when the detected operation of truck 10 includes determining that the operator is driving truck 10 while the load handling assembly 12 is lowered and it is carrying a substantially zero load. While it is relevant that truck 10 moves a distance at least equal to the length of the load carried by the forks (as described above), driving 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.

[0167] In yet another embodiment, the detected operation of the truck 10, which indicates the start of the picking operation, includes detecting a transition from the truck 10 being manually driven while the load handling assembly 12 is raised to the truck 10 being stopped while the load handling assembly 12 is lowered, such as... Figure 13 As shown in the figure; it is detected 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, as shown in the figure. Figure 14 As shown in the diagram; determining that the operator has driven truck 10, with the load handling assembly 12 lowered while it is carrying a substantially zero load; and detecting the transition from truck 10 with the load handling assembly 12 lowered to truck 10 being stopped with the load handling assembly 12 newly raised. In this case, truck 10 has traveled a distance with the load handling assembly 12 substantially empty and lowered and has now stopped, whereby, 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 carrying a load less than a predetermined amount but greater than a substantially zero load, such as the weight of an empty pallet, roll cage, refrigerated box, or other special container. The predetermined amount may include the weight of a regular empty pallet, roll cage, refrigerated box, or other special container plus a margin of error or 1-10% of the pallet weight.

[0168] In other words, truck 10 has a substantially non-zero load (i.e., it is carrying a pallet P with item I), then truck 10 stops, lowers pallet P and item I on pallet P, where pallet P and item I define the load L on forks 16, and continues to move with the lowered load handling assembly 12. Specifically, the lowered load handling assembly 12 substantially does not support any load and therefore bears a substantially zero load while truck 10 is moving. Afterward, truck 10 stops and raises load handling assembly 12 such that the now raised load handling assembly 12 bears a load, but less than a predetermined amount. An example of this would be when load handling assembly 12 is carrying only an empty pallet P, making it possible for the operator to begin a new picking operation. In these cases, controller 103 can detect from load sensor LS that the previously lowered load handling assembly 12 was empty and bearing a substantially zero load, but is now bearing the weight of a pallet at least greater than the substantially zero load. However, the weight of the pallet P itself is less than the weight of the pallet plus 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-bearing assembly 12 is under a load greater than a substantially zero load but less than the load of a loaded or half-loaded pallet. Therefore, when it is detected that the now-raised load-bearing assembly 12 is under a load less than a predetermined amount, the controller 103 can detect that the load-bearing assembly 12 is under a load equal to the weight of a normal empty pallet.

[0169] As described above, regarding step 1207, once the controller 103 detects the start of the picking operation, the controller 103 can reset the stored data associated with the monitored first vehicle driving parameters. Furthermore, the stored data may include data associated with the second vehicle driving parameters monitored during manual operation of the truck 10, wherein the controller 103 is configured to use the stored data of the monitored first and second vehicle driving parameters to implement semi-autonomous driving operation of the truck 10 after manual operation of the truck 10. Therefore, in step 1207, the controller 103 can then reset the stored data associated with both the monitored first and second vehicle driving parameters. Thus, the controller 103 can use Equations 1-5 listed above, along with 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 before the most recent picking operation, to calculate the maximum acceleration *a* in the first direction. 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 operation.

[0170] Truck 10 has four operating conditions under which it can be considered to be driving and functioning. The first orientation is... Figure 16 As shown, truck 10 travels in the "preferred" direction of power unit 14, wherein the first orientation defines a direction collinear with axis X, see also Figure 1A The first operating condition occurs when the truck is traveling in the "preferred" direction of power unit 14 and truck 10 is accelerating (speed increasing), see [link to relevant documentation]. Figure 16 When truck 10 is traveling in the "preferred" direction of power unit 14 and truck 10 is decelerating (speed decreasing), Figure 18 The second operating condition shown occurs. The second orientation is as follows: Figure 17 As shown, the truck travels in the "preferred" direction of the load-carrying assembly 12 or the forks 16, where the second orientation defines a direction collinear with the X-axis, which is generally parallel to the forks 16. A third operating condition occurs when the truck is traveling in the "preferred" direction of the forks 16 and the truck 10 is decelerating (speed decreases), see [reference]. Figure 17 The fourth operating condition occurs when truck 10 is traveling in the direction "preferred" by forks 16 and truck 10 is accelerating (speed increasing), see [link to relevant documentation]. Figure 19 .

[0171] Under each operating condition, the accelerometer 1103 can be configured to sense vehicle driving parameters, such as acceleration and deceleration along axes parallel to or parallel to the vehicle's direction of travel and along axes orthogonal to orthogonal to the vehicle's direction of travel.

[0172] As described above, the operator can stand on platform 32 within the operator station 30 of the material handling vehicle or truck 10 to manually operate the truck, i.e., operate the truck in manual mode. The operator can steer the truck via handle 52 and accelerate the truck 10 by rotating the limit switch 54 on the control handle 52. Forward and upward rotation of the limit switch 54 will cause the truck to move forward, for example, in the power unit priority (PUF) direction, the acceleration can be proportional to the amount of rotation of the limit switch 54, see [link to relevant documentation]. Figure 16 Similarly, rotating the limit switch 54 toward the rear and underside of truck 10 will cause truck 10 to move in the opposite direction (e.g., fork-first (FF) direction) with an acceleration proportional to the amount of rotation of the limit switch 54, see [link to relevant documentation]. Figure 19 As truck 10 moves in the fork-priority direction, the forward and upward rotation of limit switch 54 will brake the truck. See [link to relevant documentation]. Figure 17 Furthermore, rotating the limit switch 54 backward and downward while the truck 10 moves in the power unit priority direction will brake the truck 10, see [link to relevant documentation]. Figure 18 .

[0173] Go back to reference Figure 2 The controller 103 can communicate with the receiver 102 and the traction controller 106, both located on the truck 10, to remotely operate the truck in response to a driving command received from the associated remote control device 70 held by the operator when the operator leaves and approaches the truck. Therefore, when the operator is not actually on the truck 10 but walking near it, the operator can operate the truck 10 in a remote control mode or as used herein in a “semi-automatic mode” or “semi-automatic operation,” such as during picking operations, i.e., when the operator leaves the truck 10 and picks or collects items from the warehouse storage area to load onto the truck 10, the remote control device 70 is used to remotely operate the truck 10 in semi-automatic operation.

[0174] When an operator is using truck 10, such as during picking operations within a warehouse, the operator typically uses truck 10 in manual mode and remote control mode, or semi-automatic operation mode. Several different manual operations of truck 10 may exist between remote control operations, also referred to herein as semi-automatic operations of the truck. Each such manual operation may include lifting the load, lowering the load, and / or driving the truck forward or backward and steering.

[0175] As described above, an example control algorithm or process for controller 103 may monitor driving parameters, such as acceleration and deceleration, during one or more recent manual operations of truck 10, in part to calculate corresponding adaptive driving parameters, such as maximum positive acceleration (speed is increasing), for use by controller 103 the next time truck 10 operates in remote control mode in either the power unit-priority direction or the fork-priority direction. Also as described above, controller 103 may include one or more accelerometers that can measure the physical acceleration of truck 10 along one, two, or three axes, for example, along the vehicle's direction of travel and laterally (90 degrees) or orthogonally to the vehicle's direction of travel. It is also envisioned that accelerometer 1103 may be decoupled from but coupled to and communicate with controller 103 to generate acceleration signals and transmit them to controller 103, see [link to relevant documentation]. Figure 2 .

[0176] Based on the principles of this embodiment, one or more previously manually operated acceleration data in the vehicle's travel direction from truck 10 can be collected and stored, wherein only when truck 10 travels and accelerates (speed increases) in a first orientation (such as the power unit priority direction), see [reference]. Figure 16That is, when the truck accelerates (increases speed) in the first orientation, one or more previously manually operated acceleration data in the vehicle's travel direction from the truck 10 are used to determine the maximum acceleration value for subsequent remote control operations of the truck 10. According to other embodiments, deceleration data in the vehicle's travel direction is collected and stored only when the truck 10 travels in the second orientation (e.g., the truck travels in the fork-priority direction) and decelerates (decreases speed), see [reference needed]. Figure 17 That is, when the truck decelerates (speed decreases) in the second orientation, one or more previously manually operated deceleration data in the vehicle's travel direction from truck 10 are used to determine the maximum acceleration value for subsequent remote control operations of truck 10. As described above, the load handling assembly 12 may include a rear cover 17 defining a load support, see [link to documentation]. Figure 1C It is coupled to the fork 16 and moves with the fork 16, see also Figure 16-19 The rear cover 17 may be located in or near a notch or pocket 114B in the second end section 14B, such that the rear cover 17 can move vertically within the pocket 114B when the load-carrying assembly 12 moves vertically up and down. See [reference needed] Figure 1C .like Figure 16 and 17 As can be seen, in both scenarios, the rear cover 17 of the load handling assembly 12 does not provide support for the load L carried on the forks 16; that is, the rear cover 17 does not apply force to the load L. When the truck 10 travels in the power unit priority direction and decelerates (speed decreases) in the vehicle travel direction, see... Figure 18 Or, when truck 10 is traveling in the fork-priority direction and accelerating (speed increases) in the vehicle travel direction, see Figure 19 It may be impossible to collect acceleration and deceleration values ​​in the vehicle's direction of travel, and even if collected, they will not be used to determine the maximum acceleration value used in subsequent remote control operations of truck 10. In both of these latter scenarios, the rear cover 17 can support the load L, i.e., a force can be applied to the load L. Therefore, the operator can operate truck 10 more aggressively because the load is supported by the rear cover 17. If the maximum acceleration value (speed increase) used in subsequent remote control operations is at least partially based on data collected when truck 10 is traveling in the power unit priority direction and decelerating (speed decrease) and / or when truck 10 is traveling in the fork priority direction and accelerating (speed increase), then the maximum acceleration value may be biased and may be too high to be used when truck 10 is traveling in the first orientation and accelerating (speed increase), see [reference needed]. Figure 16 Or, when truck 10 is traveling in the second orientation and decelerating (speed decreases), see Figure 17 For subsequent remote operation of Truck 10.

[0177] Figure 20This is a flowchart of an example process for calculating the maximum vehicle acceleration for semi-autonomous driving operations, according to embodiments described herein. The process can use… Figure 2 At least a portion of the system shown is implemented, for example, via controller 103.

[0178] In step 1702, the system or process implemented by controller 103 monitors first vehicle parameters, including vehicle acceleration (vehicle speed increases in the vehicle's direction of travel) during manual operation by the vehicle operator while the vehicle is traveling in a first orientation. As described above, the first orientation may be the power unit priority direction. Similar to... Figure 3 The description of step 201 may also include monitoring second vehicle driving parameters, which include the vehicle's acceleration in a lateral direction approximately 90 degrees to the direction of travel of truck 10. The vehicle's acceleration in the lateral or second direction may be positive during a right turn and negative during a left turn. Therefore, preferably, the absolute value of the negative acceleration in the lateral direction, together with the absolute value of the positive acceleration, may be monitored and used to determine the maximum acceleration that controller 103 will use when truck 10 next operates in remote control mode. The second vehicle parameters, including the vehicle's acceleration (positive and negative) in a lateral direction approximately 90 degrees to the direction of travel of truck 10, may be monitored as the vehicle travels and accelerates in a first orientation, a second orientation, or both.

[0179] In step 1704, the system or process collects and stores data related to the monitored vehicle acceleration in the vehicle's direction of travel (i.e., positive acceleration in the vehicle's direction of travel), including data related to the vehicle acceleration monitored during manual operation when the vehicle is traveling and accelerating (vehicle speed increases) in the first vehicle orientation, either alone or in combination with the absolute values ​​of lateral acceleration (positive and negative) (second vehicle parameters). The system or process may also collect and store data related to the second vehicle parameters during manual operation when the vehicle is traveling and accelerating in the second vehicle orientation. The stored data specifically includes the monitored vehicle acceleration, comprising the first and second vehicle parameters during manual operation when the vehicle is accelerating in the first vehicle orientation and the second vehicle parameter when the vehicle is accelerating in the second vehicle orientation. In step 1706, the system or process receives a request to implement semi-autonomous driving operation.

[0180] In step 1708, the system or process calculates the maximum vehicle acceleration based on acceleration data including at least some portions of the stored data. Figure 5-11Together with Equations 1-5 above, an example technique is provided for calculating the maximum vehicle acceleration based on monitored acceleration data. Therefore, controller 103 can use Equations 1-2 and stored data related to monitored first vehicle driving parameters collected during manual operation when the vehicle accelerates (speed increases) and travels in the first vehicle orientation to calculate the maximum acceleration 'a' in the first direction. x-wa-max The acceleration value in the vehicle's travel direction, specifically in the first orientation or the power unit priority direction, is used to calculate the maximum acceleration in the first direction. The controller 103 can also use equations 3-4 and stored data related to monitored second vehicle driving parameters collected during manual operation when the vehicle accelerates (speed increases) and travels in the first vehicle orientation, second vehicle orientation, or both vehicle orientations to calculate the maximum acceleration in the lateral or second direction (a). y-wa-max Based on those calculations, the maximum acceleration max.acc is determined using Equation 5 for use during the next semi-autonomous driving operation when the truck is traveling and accelerating (speed increase) in the power unit priority direction, and may also be used when the truck is traveling and accelerating (speed increase) in the fork priority direction. In the embodiment described in step 1708, the maximum acceleration value is calculated based solely on a monitored first vehicle driving parameter including positive vehicle acceleration (speed increase) during manual operation when the vehicle is traveling in the first vehicle orientation (not the second vehicle orientation), and may also be calculated based on a monitored second vehicle driving parameter including positive and negative acceleration of the vehicle in the lateral direction during manual operation when the vehicle is traveling in the first vehicle orientation, the second vehicle orientation, or both the first and second vehicle orientations. In this example, deceleration data when the vehicle is traveling in the first or second orientation (vehicle speed decreases in the direction of travel of truck 10) is not used when calculating the maximum acceleration value.

[0181] Finally, in step 1710, the process or system controls the implementation of semi-autonomous driving operations based at least in part on the calculated maximum vehicle acceleration.

[0182] Therefore, according to Figure 20 In one embodiment of the process, vehicle acceleration data (vehicle speed increases in the vehicle's direction of travel) in the direction of travel corresponding to when the vehicle is traveling in the second vehicle orientation (which is substantially 180 degrees different from the first vehicle orientation) is not used by the processor when calculating the maximum acceleration.

[0183] As described above, the vehicle or truck 10 may include a load handling assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates while traveling in a second vehicle orientation and decelerates while traveling in a first vehicle orientation, wherein the second vehicle orientation differs from the first vehicle orientation by substantially 180 degrees. Also as described above, the load support may include a rear cover 17 coupled to and movable with the fork 16.

[0184] Furthermore, the vehicle or truck 10 may include a load-carrying assembly and a power unit, such that the first vehicle is oriented in a direction that includes the power unit.

[0185] Figure 21 This is a flowchart of another example process for calculating the maximum vehicle acceleration for semi-autonomous driving operations, according to the embodiments described herein. This process can use... Figure 2 At least a portion of the system shown is implemented, for example, via controller 103.

[0186] In step 1802, the system or process implemented by controller 103 monitors first vehicle parameters, which include vehicle acceleration (vehicle speed increases in the vehicle's travel direction) during manual operation by the vehicle operator while the vehicle is traveling in a first orientation. As mentioned above, the first orientation may be a power unit-priority direction, i.e., the vehicle accelerates (speed increases) in the first orientation. Figure 3 The description of step 201 is similar, and second vehicle driving parameters can be monitored while the vehicle is traveling and accelerating in a first orientation, a second orientation, or both the first and second orientations. These parameters include the acceleration (positive and negative) of the vehicle in the lateral or second orientation at a 90-degree angle to the direction of travel of the truck 10.

[0187] In step 1804, the system or process implemented by controller 103 monitors one or more vehicle parameters, including vehicle deceleration (vehicle speed decreases in the direction of travel of truck 10) during manual operation of the vehicle operator when the vehicle is traveling in a second orientation, as described above, the second orientation can be a load-carrying or fork-priority orientation, i.e., the vehicle decelerates in the second orientation. When the vehicle decelerates in the first orientation, the second orientation, or both the first and second orientations (vehicle speed decreases in the direction of travel of truck 10), further or fourth vehicle parameters, including vehicle acceleration (positive and negative) in the lateral direction, can be monitored, preferably the absolute value of the vehicle acceleration in the lateral direction.

[0188] In step 1806, the system or process implemented by controller 103 collects and stores data related to vehicle acceleration (i.e., positive acceleration in the vehicle's direction of travel) monitored in the vehicle's direction of travel. This includes data related to vehicle acceleration monitored when the vehicle is traveling and accelerating (vehicle speed increases) in a first vehicle orientation during manual operation, either alone or in combination with the absolute values ​​of acceleration (positive and negative) in the lateral direction (a second vehicle parameter). The system or process may also collect and store data related to vehicle deceleration (i.e., deceleration in the vehicle's direction of travel) monitored in the vehicle's direction of travel. This includes data related to vehicle deceleration monitored when the vehicle is traveling and decelerating in a second orientation, either alone or in combination with the absolute values ​​of lateral acceleration (a fourth vehicle parameter). When the vehicle is traveling and accelerating in the second vehicle orientation during manual operation, the system or process may also collect and store data related to the second vehicle parameter. When the vehicle is traveling and decelerating in the first vehicle orientation during manual operation, the system or process may also collect and store data related to the fourth vehicle parameter. In step 1808, the system or process receives a request to implement semi-autonomous driving operation.

[0189] In step 1810, the system or process implemented by controller 103 calculates the maximum vehicle acceleration based on acceleration and deceleration data, including at least some of the stored data. Figure 5-11 Together with Equations 1-5 above, an example technique is provided for calculating the maximum vehicle acceleration based on monitored acceleration and deceleration data. Therefore, controller 103 can use Equations 1-2, along with collected and stored data related to a first vehicle driving parameter monitored when the vehicle accelerates (speed increases) in the vehicle's travel direction and travels upwards in a first vehicle orientation, and stored data related to a third vehicle driving parameter monitored during manual operation when the vehicle decelerates in the vehicle's travel direction and travels upwards in a second vehicle orientation, to calculate the maximum acceleration 'a' in the first direction. x-wa-max The controller 103 calculates the maximum acceleration in the first direction using acceleration values ​​only in the vehicle travel direction in the first orientation or power unit priority direction and deceleration values ​​(absolute values) only in the vehicle travel direction in the second orientation or fork priority direction. The controller 103 can also use equations 3-4 and stored data associated with monitored second vehicle driving parameters collected when the vehicle accelerates (speed increases) and travels in the first orientation, second orientation, or both the first and second orientations, and stored data associated with monitored fourth vehicle driving parameters collected during manual operation when the vehicle decelerates and travels in the first orientation, second orientation, or both the first and second vehicle orientations, to calculate the maximum acceleration (a) in the lateral or second direction. y-wa-maxBased on those calculations, the maximum acceleration max.acc (speed increase) is determined using Formula 5 for use during the next remotely controlled or semi-autonomous driving operation when the truck is traveling in both the power unit priority direction and the fork priority direction. In the embodiment described in step 1810, the maximum acceleration value is calculated solely based on the monitored vehicle acceleration in the vehicle travel direction (speed increase) when the vehicle is traveling in the first vehicle orientation and / or the monitored vehicle deceleration in the vehicle travel direction when the vehicle is traveling in the second orientation. Acceleration data in the vehicle travel direction when the vehicle is traveling in the second orientation or deceleration data in the vehicle travel direction when the vehicle is traveling in the first orientation is not used when calculating the maximum acceleration value. Because deceleration data in the vehicle travel direction is negative acceleration in the second orientation, the calculation of the maximum vehicle acceleration max.acc to be used when the truck is traveling in both the power unit priority direction and the fork priority direction during the next semi-autonomous driving operation is performed using the stored absolute values ​​of the deceleration values ​​collected when the vehicle is traveling in the second orientation. When calculating the maximum vehicle acceleration (max), the absolute values ​​of the lateral acceleration (positive and negative) collected when the vehicle is traveling in the first orientation, the second orientation, or both the first and second orientations can also be used.

[0190] Finally, in step 1812, the process or system controls the implementation of semi-autonomous driving operations based at least in part on the calculated maximum vehicle acceleration.

[0191] Therefore, according to Figure 21 In one embodiment of the process, vehicle acceleration data (vehicle speed increase) in the vehicle travel direction corresponding to when the vehicle is traveling in the second vehicle orientation (which is substantially 180 degrees different from the first vehicle orientation) is not used by the processor when calculating the maximum acceleration. Furthermore, the processor does not use vehicle deceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the first vehicle orientation when calculating the maximum acceleration.

[0192] As described above, the vehicle or truck 10 may include a load-carrying assembly including at least one fork, and the vehicle or truck 10 may further include a load support extending generally transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second vehicle orientation differs from the first vehicle orientation by substantially 180 degrees. Furthermore, as described above, the load support may include a rear cover 17 coupled to and movable with the fork 16.

[0193] Figure 22This is a flowchart of an example process for resetting stored acceleration / deceleration related data according to one or more embodiments shown and described herein. The process can use... Figure 2 At least a portion of the system shown is implemented, for example, via controller 103.

[0194] As mentioned above, it can be beneficial to reset any stored data regarding one or more driving parameters during the current manual operation once the start of a new picking operation is detected during the current manual operation. Therefore, only data that appears after the start of a new picking operation can be used to calculate the maximum vehicle acceleration for the next semi-automatic driving operation.

[0195] In step 1902, the system or process detects vehicle operation indicating the start of a picking operation occurring during manual operation of the vehicle. Example techniques for detecting vehicle operation indicating the start of a picking operation occurring during manual operation of the vehicle are provided above. In step 1904, the system or process resets stored data related to monitored vehicle acceleration / deceleration based on the detected start of the picking operation. (Regarding...) Figure 20 In the embodiment shown in the flowchart, the stored data includes acceleration data monitored in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation. Figure 21 In the embodiment shown, the stored data includes acceleration data monitored in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation and deceleration data monitored in the vehicle's direction of travel when the vehicle is traveling in the second vehicle orientation.

[0196] Figure 22 Step 1906 of the process shown reflects the result of resetting the stored data before performing steps 1702, 1802, or 1804. In other words, the calculation performed in step 1708 or 1810 for the maximum acceleration value will be based solely on the data stored after the reset has occurred.

[0197] U.S. Provisional Patent Application No. 62 / 892,213, filed August 27, 2019, entitled "Adaptive Acceleration for Materials Handling Vehicle," is incorporated herein by reference in its entirety. U.S. Provisional Patent Application No. 62 / 991,206, filed March 18, 2020, entitled "Adaptive Acceleration for Materials Handling Vehicle," is incorporated herein by reference in its entirety. U.S. Provisional Patent Application No. 62 / 991,217, filed March 18, 2020, entitled "Based on Detected Start of Picking Operation, Resetting Stored Data Related to Monitored Drive Parameter," is incorporated herein by reference in its entirety. U.S. Patent Application No. 16 / 943,567, filed July 30, 2020, entitled "Adaptive Acceleration for Materials Handling Vehicle," is incorporated herein by reference in its entirety.

[0198] Embodiments of this application have been described in detail with reference to their examples, but it is obvious that modifications and variations can be made without departing from the appended claims.

Claims

1. A method for operating a material handling vehicle, comprising: The processor monitors the vehicle acceleration in the direction of travel during manual operation by the vehicle operator while the vehicle is traveling in the first vehicle orientation. The processor collects and stores data related to vehicle acceleration monitored in the vehicle's direction of travel, including data related to vehicle acceleration monitored when the vehicle is traveling in the first vehicle orientation during manual operation. The processor receives requests to implement semi-autonomous driving operations; The processor calculates the maximum vehicle acceleration based on acceleration data including stored data, wherein the data related to the vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only the vehicle acceleration data collected in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation; and The implementation of semi-autonomous driving operations is controlled by the processor, at least in part, based on the maximum vehicle acceleration.

2. The method of claim 1, wherein vehicle acceleration data in the vehicle travel direction corresponding to the vehicle traveling in the second vehicle orientation is not used by the processor when calculating the maximum acceleration, and the second vehicle orientation differs from the first vehicle orientation by approximately 180 degrees.

3. The method of any one of claims 1 or 2, wherein the vehicle includes a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second orientation differs from the first orientation by substantially 180 degrees.

4. The method of any one of claims 1 or 2, wherein the material handling vehicle includes a load handling assembly and a power unit, and the first orientation includes a power unit preferred orientation.

5. The method as described in any one of claims 1 or 2, further comprising: The processor detects the start of vehicle operations, indicating the commencement of picking operations during manual operation of the vehicle; as well as Based on the detection of the start of the picking operation, the processor resets the stored data related to the monitored vehicle acceleration.

6. The method of claim 5, wherein the maximum vehicle acceleration is calculated by the processor based solely on acceleration data collected and stored after being reset by the processor.

7. A method for operating a material handling vehicle, comprising: The processor monitors the vehicle acceleration in the vehicle's direction of travel during manual operation by the vehicle operator while the vehicle is traveling in the first vehicle orientation. The processor monitors the vehicle deceleration in the vehicle's direction of travel during manual operation by the vehicle operator while the vehicle is traveling in the second vehicle orientation. The processor collects and stores first data related to vehicle acceleration monitored in the vehicle's direction of travel and second data related to vehicle deceleration monitored in the vehicle's direction of travel. The first data includes data related to vehicle acceleration monitored when the vehicle is traveling in a first vehicle orientation, and the second data includes data related to vehicle deceleration monitored when the vehicle is traveling in a second vehicle orientation. The processor receives requests to implement semi-autonomous driving operations; The processor calculates the maximum vehicle acceleration based on the stored first data and second data, wherein the first data used in calculating the maximum vehicle acceleration, which is related to the vehicle acceleration monitored in the vehicle's direction of travel, includes only the vehicle acceleration data collected in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation, and wherein the second data used in calculating the maximum vehicle acceleration, which is related to the vehicle deceleration monitored in the vehicle's direction of travel, includes only the vehicle deceleration data collected in the vehicle's direction of travel when the vehicle is traveling in the second vehicle orientation; as well as The implementation of semi-autonomous driving operations is controlled by the processor, at least in part, based on the maximum vehicle acceleration.

8. The method of claim 7, wherein vehicle acceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the second vehicle orientation is not used by the processor when calculating the maximum acceleration.

9. The method of any one of claims 7 or 8, wherein vehicle deceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the first vehicle orientation is not used by the processor when calculating the maximum acceleration.

10. The method of any one of claims 7 or 8, wherein the vehicle includes a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second vehicle orientation differs from the first vehicle orientation by substantially 180 degrees.

11. The method of any one of claims 7 or 8, wherein the material handling vehicle includes a load handling assembly and a power unit, the first vehicle is oriented in a direction that includes the power unit and the second vehicle is oriented in a direction that includes the load handling assembly.

12. The method of any one of claims 7 or 8, further comprising: The processor detects the start of vehicle operations, indicating the commencement of picking operations during manual operation of the vehicle; as well as Based on the detection of the start of the picking operation, the processor resets the stored first and second data related to the monitored vehicle acceleration and deceleration.

13. The method of claim 12, wherein the maximum vehicle acceleration is calculated by the processor based solely on the first and second data stored after being reset by the processor.

14. A system for operating a material handling vehicle, comprising: Memory that stores executable instructions; as well as A processor that communicates with memory, wherein the processor's execution of executable instructions causes the processor to: Monitor vehicle acceleration in the direction of travel during manual operation of the vehicle operator while the vehicle is traveling in the first orientation. Collect and store data related to vehicle acceleration monitored in the vehicle's direction of travel, including data related to vehicle acceleration monitored when the vehicle is traveling in a first vehicle orientation during manual operation; Receive requests to implement semi-autonomous driving operations; The maximum vehicle acceleration is calculated based on acceleration data including the stored data, wherein the data related to the vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only the vehicle acceleration data collected in the vehicle's direction of travel when the vehicle is traveling in the first vehicle orientation; and The implementation of semi-autonomous driving operations is controlled at least in part based on the maximum vehicle acceleration.

15. The system of claim 14, wherein vehicle acceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the second vehicle orientation is not used by the processor when calculating the maximum acceleration, the second vehicle orientation being substantially 180 degrees different from the first vehicle orientation.

16. The system of any one of claims 14 or 15, wherein the vehicle includes a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second vehicle orientation and decelerates in a first vehicle orientation, wherein the second vehicle orientation differs from the first vehicle orientation by substantially 180 degrees.

17. The system of any one of claims 14 or 15, wherein the material handling vehicle includes a load handling assembly and a power unit.

18. The system of any one of claims 14 or 15, wherein the first vehicle is oriented in a direction that prioritizes the power unit.

19. The system of any one of claims 14 or 15, wherein execution of the executable instructions by the processor causes the processor to: The detection indication is the start of the vehicle's operation during manual operation of the vehicle; and Based on the detection of the start of the picking operation, the stored data related to the monitored vehicle acceleration is reset.

20. The system of claim 19, wherein the processor's execution of the executable instructions causes the processor to: The maximum vehicle acceleration is calculated based solely on acceleration data stored after the data has been reset.

21. The system of any one of claims 14 or 15, wherein execution of the executable instructions by the processor causes the processor to: Monitor vehicle acceleration in a direction transverse to the vehicle's direction of travel during manual operation of the vehicle; Collect and store data related to vehicle acceleration monitored in the lateral direction; When calculating the maximum vehicle acceleration, data related to the vehicle acceleration monitored in the lateral direction are used.

22. The system of claim 21, wherein vehicle acceleration along the lateral direction is monitored when the vehicle is traveling in a first orientation and a second orientation that differs from the first vehicle orientation by substantially 180 degrees.

23. A system for operating a material handling vehicle, comprising: Memory that stores executable instructions; as well as A processor that communicates with memory, wherein the processor's execution of executable instructions causes the processor to: Monitor the vehicle acceleration in the direction of travel during manual operation by the vehicle operator while the vehicle is traveling in the first orientation. Monitor the vehicle deceleration in the direction of travel during manual operation by the vehicle operator while the vehicle is traveling in the second vehicle orientation. Collect and store first data related to vehicle acceleration monitored in the vehicle's direction of travel and second data related to vehicle deceleration monitored in the vehicle's direction of travel, the first data including data related to vehicle acceleration monitored when the vehicle is traveling in a first vehicle orientation, and the second data including data related to vehicle deceleration monitored when the vehicle is traveling in a second vehicle orientation. Receive requests to implement semi-autonomous driving operations; The maximum vehicle acceleration is calculated based on the stored first data and second data, wherein the first data related to the vehicle acceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only the vehicle acceleration data collected when the vehicle is traveling in the first vehicle orientation, and wherein the second data related to the vehicle deceleration monitored in the vehicle's direction of travel used in calculating the maximum vehicle acceleration includes only the vehicle deceleration data collected when the vehicle is traveling in the second vehicle orientation. as well as The implementation of semi-autonomous driving operations is controlled at least in part based on the maximum vehicle acceleration.

24. The system of claim 23, wherein vehicle acceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the second vehicle orientation is not used by the processor when calculating the maximum acceleration.

25. The system of any one of claims 23 or 24, wherein vehicle deceleration data in the vehicle travel direction corresponding to when the vehicle is traveling in the first vehicle orientation is not used by the processor when calculating the maximum acceleration.

26. The system of any one of claims 23 or 24, wherein the vehicle includes a load-carrying assembly comprising at least one fork and a load support extending substantially transversely to the at least one fork, wherein the load support is adapted to support a load carried by the at least one fork when the vehicle accelerates in a second orientation and decelerates in a first orientation, wherein the second vehicle orientation differs from the first vehicle orientation by substantially 180 degrees.

27. The system of any one of claims 23 or 24, wherein the material handling vehicle includes a load handling assembly and a power unit.

28. The system of any one of claims 23 or 24, wherein the first vehicle is oriented in a direction that includes a power unit preferred direction and the second vehicle is oriented in a direction that includes a load-carrying assembly preferred direction.

29. The system of any one of claims 23 or 24, further comprising: The processor detects the start of vehicle operations, indicating the commencement of picking operations during manual operation of the vehicle; as well as Based on the detection of the start of the picking operation, the processor resets the stored first and second data related to the monitored vehicle acceleration.

30. The system of claim 29, wherein the maximum vehicle acceleration is calculated by the processor based solely on first and second data stored after being reset by the processor.

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