Method and system for wireless communication

Abstract

A method for Bluetooth Low Energy (BLE) communication between a remote control device comprising a peripheral BLE device and a controller on a materials handling vehicle comprising a central BLE device is provided. The method comprises polling, by the central BLE device, via a plurality of connection event requests communicated by the peripheral BLE device paired with the central BLE device. The peripheral BLE device comprises one or more activatable switches. Based on a state of the one or more activatable switches, the peripheral BLE device transmits reply messages to at least a portion of the plurality of connection requests according to at least one of a first communication operating mode or a second communication operating mode. When operating in the first communication operating mode, the peripheral BLE device replies to only a portion of the plurality of connection requests, wherein each reply message indicates the state of the one or more activatable switches.

Description

Background Technology

[0001] Materials handling vehicles are typically used for picking goods in warehouses and distribution centers. These vehicles usually include a power unit and a load-carrying assembly, which may include load carrying forks. The vehicle also has control structures for controlling its 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 may drive the vehicle either by using control structures on the vehicle or via a wireless remote control device associated with the vehicle (such as the remote control device disclosed in commonly owned U.S. Patent No. 9,082,293, the entire disclosure of which is incorporated herein by reference). Summary of the Invention

[0003] According to a first aspect, a method is provided for wireless communication between a wireless remote control device including peripheral devices and a controller on a material handling vehicle including a central device. The method may include: polling by the central device via a plurality of connection event requests transmitted using peripheral devices paired with the central device, the peripheral devices including one or more activatable switches. Based on the state of the one or more activatable switches, the peripheral devices send response messages to at least a portion of the plurality of connection requests according to at least one of a first communication operation mode or a second communication operation mode. When operating in the first communication operation mode, the peripheral devices respond to only a portion of the plurality of connection requests, wherein each response message indicates the state of the one or more activatable switches.

[0004] At least one communication operation mode includes a first communication operation mode determined based on the fact that one or more activatable switches are not activated.

[0005] The first communication operation mode is also determined based on the expiration of a lag time interval, which occurs after the state of one or more activatable switches has transitioned from being activated to not being activated by one or more activatable switches.

[0006] The central device sends one of multiple connection event requests to the peripheral device in each connection interval. The latency defines the number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event requests from the central device.

[0007] The delay amount corresponds to a first predetermined time interval, which includes an outer delay period defined by the delay amount and the connection interval.

[0008] At least one communication operation mode further includes a second communication operation mode determined based on at least one of one or more activatable switches becoming activated.

[0009] In the second communication operation mode, the central device sends one of multiple connection event requests to the peripheral device in each connection interval.

[0010] In the second communication operation mode, the peripheral device responds to each connection event request sent from the central device with information about whether at least one of the one or more activatable switches remains activated.

[0011] After the state of at least one of the one or more activatable switches has transitioned from being activated to being deactivated, the peripheral device can respond to each connection event request sent from the central device during the hysteresis time interval.

[0012] The first communication operation mode of the peripheral device is determined based on the expiration of the lag time interval.

[0013] In the first communication operation mode, the central device sends one of a plurality of connection event requests to the peripheral device in each connection interval.

[0014] In the first communication operation mode, the latency is defined by the number of connection event requests sent that is greater than one, within which peripheral devices are allowed not to respond to connection event requests sent from the central device.

[0015] One or more activatable switches may include a driving button for a remote control device. One or more activatable switches may include a button associated with either the vehicle horn or the vehicle brakes.

[0016] The central device can send one of a plurality of connection event requests to the peripheral device in each connection interval, and the latency defines the number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event requests from the central device.

[0017] According to a second aspect, a system for wireless communication is provided, comprising: a peripheral remote control device including a first microcontroller and an activatable switch; and a central device including a second microcontroller on a vehicle, wherein the peripheral device is wirelessly coupled to the central device via a communication link. The first microcontroller is capable of communicating with a memory storing executable instructions, and, upon executing the executable instructions,: receives a plurality of connection event requests from the central device; and, based on the state of the activatable switch, sends response messages to at least a portion of the plurality of connection requests according to at least one of a first communication operation mode or a second communication operation mode. When operating in the first communication operation mode, the peripheral device responds only to a portion of the plurality of connection requests, wherein each response message indicates the state of the activatable switch.

[0018] The peripheral device operates in the first communication operation mode based on the fact that one or more activatable switches are not activated.

[0019] The peripheral device also operates in a first communication operation mode based on the expiration of a lag time interval, which occurs after the state of one or more activatable switches has transitioned from being activated to not being activated by one or more activatable switches.

[0020] When operating in the first communication operation mode, the peripheral device receives one of a plurality of connection event requests from the central device in each connection interval, and wherein a delay amount defines the number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event requests from the central device.

[0021] The delay amount can correspond to a first predetermined time interval, which includes an outer delay period defined by the delay amount and the connection interval.

[0022] The peripheral device operates in a second communication operation mode based on at least one of one or more activatable switches becoming activated.

[0023] In the second communication operation mode, the peripheral device receives one of multiple connection event requests from the central device in each connection interval.

[0024] In the second communication operation mode, the peripheral device sends a response to the central device for each sent connection event request, the response containing information about whether at least one of the one or more activatable switches remains active.

[0025] After the state of at least one of the one or more activatable switches has transitioned from being activated to being deactivated, the central device still receives responses from the peripheral device for each connection event request sent from the central device during the lag time interval.

[0026] The first communication operation mode of the peripheral device is determined based on the expiration of the lag time interval.

[0027] In the first communication operation mode, the peripheral device receives one of a plurality of connection event requests from the central device in each connection interval.

[0028] In the first communication operation mode, the latency is defined by the number of connection event requests sent that is greater than one, within which peripheral devices are allowed not to respond to connection event requests sent from the central device.

[0029] One or more activatable switches may include a driving button for a remote control device. One or more activatable switches may include a button associated with either the vehicle horn or the vehicle brakes.

[0030] When operating in the first communication operation mode, the peripheral device receives one of a plurality of connection event requests from the central device in each connection interval, and wherein a delay amount defines the number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event requests from the central device.

[0031] Peripheral remote control devices include peripheral Bluetooth Low Energy (BLE) devices, and central devices include central BLE devices. Attached Figure Description

[0032] Figure 1 and Figure 2 These are side and top views of a material handling vehicle capable of remote wireless operation according to various aspects of the present invention.

[0033] Figure 2A This is a side view of another material handling vehicle capable of remote wireless operation according to various aspects of the present invention;

[0034] Figure 3 This is a schematic diagram of several components of a material handling vehicle capable of remote wireless operation according to various aspects of the present invention;

[0035] Figures 4-7 This is a view of a remote control device according to various aspects of the present invention;

[0036] Figure 8A and Figure 8BThis is a cross-sectional view showing a remote control device integrated with a charging station according to various aspects of the present invention;

[0037] Figure 9 and Figure 10 This is a view of another remote control device according to various aspects of the present invention;

[0038] Figure 11 This is a schematic diagram of several components of a charging station according to various aspects of the present invention;

[0039] Figures 12-14 This is a view illustrating a remote control device and a charging station according to various aspects of the present invention;

[0040] Figure 15 This is a schematic diagram of several components of a remote control device according to various aspects of the present invention;

[0041] Figure 16 Methods according to various aspects of the present invention are described;

[0042] Figure 17 Pairing methods according to various aspects of the present invention are described;

[0043] Figure 18 Another pairing method according to various aspects of the present invention is described;

[0044] Figure 19 A method for re-pairing a vehicle and a remote control device according to various aspects of the present invention is described;

[0045] Figure 20 A method for re-establishing communication between a vehicle and a remote control device is described according to various aspects of the present invention;

[0046] Figure 21 A method for charging a remote control device according to various aspects of the present invention is described;

[0047] Figure 22 Another method for charging a remote control device according to various aspects of the present invention is described;

[0048] Figure 23 This is a schematic diagram of several components of a kit according to various aspects of the present invention;

[0049] Figure 24 This is a view of another remote control device according to various aspects of the present invention;

[0050] Figure 25 These are schematic diagrams illustrating various aspects of the present invention;

[0051] Figure 26 and Figure 27The illustration shows a remote control device and a charging station constructed according to another embodiment;

[0052] Figures 28A-28I The diagram shows... Figure 26 and Figure 27 The various states of the first and second visual indicators of the charging station;

[0053] Figures 29A-29C The diagram shows... Figure 26 and Figure 27 The various states of the first and second visual indicators of the charging station;

[0054] Figure 30 The diagram illustrates a flowchart corresponding to the operation of peripheral BLE devices according to at least one communication operation mode;

[0055] Figure 31 The diagram illustrates a flowchart corresponding to the calculation of the number of missed messages from peripheral BLE devices by the central BLE device; and

[0056] Figures 32-35 Sample response messages are provided, generated by peripheral BLE devices in response to connection requests generated by the central BLE device. Detailed Implementation

[0057] In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings, which form a part of the description, in which specific embodiments in which the invention may be practiced 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 of the invention.

[0058] Low-position picking truck

[0059] Now refer to the attached diagram, especially Figure 1 and Figure 2The material handling vehicle 10, illustrated as a low-level orderpicking truck, includes a load handling assembly 12 extending from a power unit 14. The vehicle 10 forms part of a system 8 according to various aspects of the invention, which will be described more fully below. The load handling assembly 12 includes a pair of forks 16, each fork 16 having a load support wheel assembly 18. 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 load backrests, scissor lift forks, extension brackets, or individual height-adjustable forks, to name just a few. Furthermore, the load handling assembly 12 may include load handling features such as masts, load platforms, collection cages, or other support structures carried by or otherwise provided by the forks 16 for handling loads supported and carried by the vehicle 10. Although this disclosure is made with reference to the illustrated vehicle 10, it will be apparent to those skilled in the art that vehicle 10 may include a variety of other industrial vehicles, such as forklifts, reach trucks, etc., and unless otherwise stated, the following description of the invention with reference to the accompanying drawings should not be limited to picking trucks. Furthermore, vehicle 10 may be implemented in other forms, styles, and features, including vehicles 10 excluding load-carrying components, such as trailers.

[0060] The power unit 14 shown includes a stepping operator station 20 that separates a first end section (opposite to the fork 16) of the power unit 14 from a second end section (near the fork 16). The operator station 20 includes a platform 21 on which an operator can stand to drive the vehicle 10 and / or provides positions for various included features of the vehicle 10 that the operator can operate.

[0061] A presence sensor 22 can be provided (see Figure 2 This is to detect the presence of an operator on vehicle 10. For example, presence sensor 22 may be located on, above, or below platform 21, or otherwise provided around operator station 20. Figure 2 In the exemplary vehicle 10, presence sensors 22 are shown in dashed lines, indicating that they are located below platform 21. In this arrangement, presence sensors 22 may include load sensors, switches, etc. Alternatively, presence sensors 22 may be implemented above platform 21, such as by using ultrasonic, capacitive, or other suitable sensing techniques. The use of presence sensors 22 will be described in more detail herein.

[0062] according to Figure 2 In one embodiment shown, vehicle 10 may include a pole extending vertically from power unit 14 and including antenna 30 to receive control signals from a corresponding wireless remote control device 32. The pole may include a top light 33, such as... Figure 1 and Figure 2 As shown. According to Figure 2A In another embodiment shown, the antenna may be located within other vehicle components, allowing control signals from the remote control device 32 to be received elsewhere in the vehicle 10, as will be discussed below. The remote control device 32 includes additional components of system 8, which will be described in more detail below.

[0063] The remote control device 32 can be manually operated by an operator, for example, by pressing a button or other control, to cause the remote control device 32 to transmit a first-type signal specifying a driving request to at least the vehicle 10 paired with the remote control device 32. A driving request is a command requesting the vehicle 10 to drive, as will be described in more detail herein. While the remote control device 32... Figure 1 and Figure 2The structure is shown as a finger mounting structure, but it can be implemented in various ways to remotely control the device 32, including, for example, a glove structure, a lanyard or belt mounting structure. Furthermore, the vehicle 10 and the remote control device 32 may include any additional and / or alternative features or implementations, examples of which are U.S. Provisional Patent Application Serial No. 60 / 825,688, filed September 14, 2006, entitled “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”; U.S. Patent Application Serial No. 11 / 855,310, filed September 14, 2007, entitled “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”, now U.S. Patent No. 9,082,293; and U.S. Patent Application Serial No. 11 / 855,310, filed September 14, 2007, entitled “SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE”. The following are listed as patent applications: U.S. Patent Application No. 11 / 855,324, entitled "VEHICLE", now U.S. Patent No. 8,072,309; U.S. Provisional Patent Application No. 61 / 222,632, filed July 2, 2009, entitled "APPARATUS FOR REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE"; U.S. Patent Application No. 12 / 631,007, filed December 4, 2009, entitled "MULTIPLE ZONE SENSING FOR MATERIALSHANDLING VEHICLES", now U.S. Patent No. 9,645,968; and U.S. Patent Application No. 4, filed December 4, 2008, entitled "MULTIPLE ZONE SENSING FOR REMOTELY CONTROLLED MATERIALS HANDLING". The disclosures in U.S. Provisional Patent Application Serial No. 61 / 119,952, entitled “VEHICLES”, and / or U.S. Patent No. 7,017,689, entitled “ELECTRICAL STEERING ASSIST FOR MATERIAL HANDLING VEHICLE”, issued March 28, 2006, are incorporated herein by reference in their entirety. Additional details relating to the remote control device 32 will be discussed in detail below.

[0064] Vehicle 10 also includes one or more non-contact obstacle sensors 40, which are provided around vehicle 10, for example toward the first end section of power unit 14, such as Figure 1 and Figure 2 As shown in the diagram. The obstacle sensor 40 is operable to define at least one detection zone. For example, when the vehicle 10 moves in response to a driving request received wirelessly from the remote control device 32, the at least one detection zone may define an area at least partially in front of the vehicle 10 in the forward direction of travel, as also described in more detail herein.

[0065] Obstacle sensor 40 may include any suitable proximity detection technology, such as ultrasonic sensors, image capture 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 a predefined detection area(s). Figure 1 and Figure 2 In the exemplary embodiment shown, the vehicle 10 includes a first obstacle detector 42 mounted to the power unit 14 and a pair of second obstacle detectors 44A and 44B. The first obstacle detector 42 is spaced apart from the second obstacle detectors 44A and 44B along the vertical axis VA of the vehicle 10, which defines the vertical direction; that is, the second obstacle detectors 44A and 44B are located below the first obstacle detector 42 (closer to the ground than the first obstacle detector 42). See [reference needed]. Figure 1 The second obstacle detectors 44A and 44B are along the horizontal axis H of the vehicle 10, which is defined in the horizontal direction. A Separated from each other, see Figure 2 .

[0066] The first obstacle detector 42 may include a sweeping laser sensor capable of detecting objects, for example, in the first, second, and third regions Z1, Z2, Z3 (also referred to herein as scanning regions or detection regions), which may include planar regions, see [link to relevant documentation]. Figure 1 and Figure 2The second zone Z2 may include a “stop zone,” and the first and third zones Z1 and Z3 may include left and right “steering bumper zones,” such as the stop zone and left and right steering bumper zones described in U.S. Patent No. 8,452,464, issued May 28, 2013, entitled “STEER CORRECTION FOR A REMOTELY OPERATED MATERIALS HANDLING VEHICLE,” the entire disclosure of which is incorporated herein by reference. It should be noted that the first obstacle detector 42 may be able to detect objects in more or fewer zones than the three zones Z1, Z2, Z3 shown. In an exemplary detection zone configuration, any or all detection zones may be used, as disclosed in U.S. Patent No. 9,002,581, issued April 7, 2015, entitled “OBJECTTRACKING AND STEER MANEUVERS FOR MATERIALS HANDLING VEHICLES,” the entire disclosure of which is incorporated herein by reference.

[0067] The second obstacle detectors 44A and 44B may include point laser sensors capable of detecting the area between one or more zones Z1, Z2, Z3 of the first obstacle detector 42 and the vehicle 10 (i.e., below one or more of zones Z1, Z2, Z3, such as...). Figure 1 As shown in the diagram) and / or objects passing through zones Z1, Z2, and Z3, and preferably objects below at least zone Z2. Therefore, the second obstacle detectors 44A and 44B are capable of detecting objects located in the non-detection zone DZ of the first obstacle detector 42, see [reference]. Figure 1 That is, the non-detection zone DZ is defined as the area below zones Z1, Z2, and Z3 and is therefore not detected by the first obstacle detector 42. Therefore, the first obstacle detector 42 is used to detect objects located outside the non-detection zone DZ along the travel path of the power unit 14, while the second obstacle detectors 44A and 44B are used to sense objects along the travel path of the power unit 14 located in the non-detection zone DZ directly in front of the vehicle 10, such as... Figure 1 As shown in the image.

[0068] Additional sensor configurations and / or detection areas may be used, as discussed in the various patents and patent applications incorporated herein by reference.

[0069] Figure 1 and Figure 2 The vehicle 10 shown also includes a charging station 50, which includes additional components of the system 8 and is provided for charging the rechargeable power source of the remote control device 32. Additional details related to the charging station 50 will be described below.

[0070] Control system for remote operation of low-position picking trucks

[0071] refer to Figure 3 The block diagram illustrates a control arrangement for integrating remote control commands with vehicle 10. A receiver 102, such as a Bluetooth Low Energy (BLE) radio transceiver, is provided for receiving commands issued by remote control device 32. The receiver 102 transmits the received control signals to controller 103, which responds appropriately 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 may also execute software (including firmware, resident software, microcode, etc.). Furthermore, aspects of the invention can take the form of a computer program product embodied in one or more computer-readable media having computer-readable program code implemented thereon. For example, vehicle 10 may include memory storing the computer program product, which, when implemented by a processor of controller 103, implements steering correction as described more fully herein.

[0072] Therefore, controller 103 may at least partially define a data processing system suitable for storing and / or executing program code and may include at least one processor, for example, directly or indirectly coupled to memory elements via a system bus or other suitable connection. Memory elements may include local memory used during the actual execution of the program code, memory integrated into a microcontroller or application-specific integrated circuit (ASIC), programmable gate arrays or other reconfigurable processing devices, etc.

[0073] The response of the controller 103 to a command received wirelessly (e.g., via a wireless transmitter 178 of the remote control device 32, which will be discussed below) and transmitted to the receiver 102 on the vehicle 10 may include one or more actions or no actions, depending on the logic being implemented. Active actions may include controlling, adjusting, or otherwise influencing one or more components of the vehicle 10. The controller 103 may also receive information from other inputs 104 (e.g., from sources such as presence sensor 22, obstacle sensor 40, switches, load sensors, encoders, and other devices / features available on the vehicle 10) to determine appropriate actions in response to commands received from the remote control device 32. Sensors 22, 40, etc., may be coupled to the controller 103 via input 104 or via a suitable truck network (such as a Control Area Network (CAN) bus 110).

[0074] In an exemplary arrangement, the remote control device 32 is operable to wirelessly transmit control signals to a receiver 102 on the vehicle 10, the control signals representing a first-type signal such as a driving command. A driving command is also referred to herein as a “driving signal,” “driving request,” or “forward signal.” A driving request is used to initiate a request to drive the vehicle 10, for example, by the vehicle 10 moving forward or jogging for a predetermined distance or time in a first direction, provided the driving signal is received by the receiver 102 and / or transmitted by the remote control device 32. For example, the first direction can be defined by the direction in which the vehicle 10 first moves in the power unit 14, i.e., the direction in which the fork 16 is backward. However, other driving directions can be defined alternatively. Furthermore, the vehicle 10 can be controlled to travel in a generally straight direction or along a previously determined heading. Accordingly, the limited driving distance can be specified by an approximate driving distance, driving time, or other measurement.

[0075] 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 in U.S. Patent No. 9,082,293, which is incorporated herein by reference), then controller 103 sends a signal to the appropriate control configuration of vehicle 10 to proceed and then stop vehicle 10. Stopping vehicle 10 can be achieved, for example, by allowing vehicle 10 to coast to a stop or by initiating a braking operation to bring vehicle 10 to a stop.

[0076] As an example, controller 103 may be communicatively coupled to a traction control system, shown as a traction motor controller 106 of vehicle 10. Traction motor controller 106 is coupled to a traction motor 107 that drives at least one steering wheel 108 of vehicle 10. Controller 103 may communicate with traction motor controller 106 in response to receiving a driving request from remote control device 32 to accelerate, decelerate, adjust, and / or otherwise limit the speed of vehicle 10. 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 vehicle 10. At this point, in response to receiving a driving request from remote control device 32, vehicle 10 may be controlled by controller 103 to travel a desired path or maintain a desired heading.

[0077] As another illustrative example, controller 103 may be communicatively coupled to brake controller 116, which controls vehicle brakes 117 to decelerate, stop, or otherwise control the speed of vehicle 10 in response to a driving request received from remote control device 32. Furthermore, where applicable, controller 103 may be communicatively coupled to other vehicle features (such as main contactor 118 and / or other outputs 119 associated with vehicle 10) to perform desired actions in response to enabling remote driving functionality.

[0078] According to various aspects of the invention, the controller 103 can communicate with the receiver 102 and the traction motor controller 106 to operate the vehicle 10 under remote control in response to receiving a driving command from the associated remote control device 32. Furthermore, if the vehicle 10 is driven under remote control in response to a driving request and detects an obstacle in one or more of the detection zones Z1, Z2, Z3, then the controller 103 can be configured to perform various actions. In this regard, when the controller 103 receives a driving signal from the remote control device 32, the controller 103 can consider any number of factors to determine whether action should be taken in response to the received driving signal to initiate and / or maintain the movement of the vehicle 10.

[0079] Accordingly, if vehicle 10 moves in response to a command received from remote control device 32, controller 103 can dynamically change, control, adjust, or otherwise influence the remote control operation, such as by stopping vehicle 10, changing the steering angle of vehicle 10, or taking other actions. Therefore, specific vehicle features, the state / condition of one or more vehicle features, the vehicle environment, etc., can affect how controller 103 responds to driving requests from remote control device 32.

[0080] 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 other valid driving requests based on information obtained from one or more of sensors 22, 40. As an illustration, according to various aspects of the invention, when determining whether to respond to a driving command from remote control device 32, controller 103 may optionally consider factors such as whether an operator is on vehicle 10. As mentioned above, vehicle 10 may include at least one presence sensor 22 for detecting whether an operator is on vehicle 10. In this respect, controller 103 may also be configured to respond to a driving request to operate vehicle 10 under remote control when presence sensor(s) 22 indicate that no operator is on vehicle 10. Therefore, in this embodiment, vehicle 10 cannot be operated in response to a wireless command from remote control device 32 unless the operator physically leaves vehicle 10. Similarly, if obstacle sensor 40 detects an object, including an operator, approaching and / or nearing vehicle 10, controller 103 may reject a driving request from remote control device 32. Therefore, in the exemplary embodiment, the operator must be located within a limited area of ​​vehicle 10, for example, close enough to be within wireless communication range (this can be limited by setting a maximum distance between the operator and vehicle 10). Other arrangements may be implemented alternatively.

[0081] Any other number of reasonable conditions, factors, parameters or other considerations may also / alternatively be implemented by controller 103 to interpret and take action in response to signals received from transmitter 178. Other exemplary factors include U.S. Provisional Patent Application Serial No. 60 / 825,688 entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE"; U.S. Patent Application Serial No. 11 / 855,310 entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE", now U.S. Patent No. 9,082,293; U.S. Patent Application Serial No. 11 / 855,324 entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE", now U.S. Patent No. 8,072,309; and U.S. Patent Application Serial No. 11 / 855,324 entitled "SYSTEMS AND METHODS OF REMOTELY CONTROLLING A MATERIALS HANDLING VEHICLE", now U.S. Patent No. 8,072,309; and U.S. Patent Application Serial No. APPARATUS FOR REMOTELY CONTROLLING A MATERIALS The disclosures of the following U.S. Provisional Patent Application No. 61 / 222,632 entitled “HANDLING VEHICLE”; U.S. Patent Application No. 12 / 631,007 entitled “MULTIPLE ZONE SENSING FOR MATERIALS HANDLING VEHICLES”, now U.S. Patent No. 9,645,968; and U.S. Provisional Patent Application No. 61 / 119,952 entitled “MULTIPLE ZONE SENSING FOR REMOTELY CONTROLLED MATERIALSHANDLING VEHICLES” are described in more detail herein, and are incorporated herein by reference.

[0082] Upon confirmation of a driving request, controller 103 interacts with traction motor controller 106, for example, directly or indirectly (e.g., via a bus such as CAN bus 110, if used), to propel vehicle 10. Depending on the specific implementation, controller 103 may interact with traction motor controller 106 and optionally steering controller 112 to propel vehicle 10 whenever a driving control signal is received. Alternatively, controller 103 may interact with traction motor controller 106 and optionally steering controller 112 to advance vehicle 10 for a period of time or a predetermined distance in response to the detection and maintenance of driving control on remote control device 32. Furthermore, controller 103 may be configured to “time out” and stop driving vehicle 10 based on a predetermined event (such as exceeding a predetermined time period or driving distance), regardless of the detection of maintenance of the corresponding control on remote control device 32.

[0083] The remote control device 32 may also be operable to transmit a second type of signal (such as a "stop signal" indicating that vehicle 10 should brake and / or otherwise come to a stop). The second type of signal may also be implicit, for example, after a "drive" command has been executed, such as after vehicle 10 has traveled a predetermined distance, a predetermined time, etc., under remote control in response to the drive command. If controller 103 determines that the wirelessly received signal is a stop signal, then controller 103 sends a signal to the traction motor controller 106, brake controller 116, and / or other truck components to bring vehicle 10 to a stop. Alternatively to the stop signal, the second type of signal may include a "coasting signal" or a "controlled deceleration signal" indicating that vehicle 10 should coast and eventually decelerate to a stop.

[0084] The time required for vehicle 10 to come to a complete stop can vary depending on factors such as the intended application, environmental conditions, the capabilities of the specific vehicle 10, the load on vehicle 10, and other similar factors. For example, after a proper jogging movement, it may be desirable to allow vehicle 10 to "glide" a certain distance before coming to a complete stop, allowing vehicle 10 to stop slowly. This can be achieved by using regenerative braking to decelerate vehicle 10 to a stop. Alternatively, braking can be applied after a predetermined delay time to allow vehicle 10 to travel an additional predetermined distance after the stopping operation is initiated. For example, if an object is detected in the path of vehicle 10 or if an immediate stop is desired after a successful jogging operation, it may also be desirable to stop vehicle 10 relatively quickly. For example, controller 103 may apply a predetermined torque to the braking operation. In this case, controller 103 may instruct brake controller 116 to apply brake 117 to stop vehicle 10.

[0085] Figure 3The diagram also shows an onboard charging station 50 that can communicate with controller 103. As will be explained in more detail below, charging station 50 can be used to charge the rechargeable power supply 180 of wireless remote control device 32. Charging station 50 can be located on the side of vehicle 10, for example near operator station 20, near manual driving controls of vehicle 10 (such as...). Figure 1 and Figure 2 (as shown in the diagram), or located on the side panel of the power unit 14.

[0086] Pairing system 34 can utilize a proximity system compatible with a proximity system on wireless remote control device 32 for wireless communication. Using pairing system 34, vehicle 10 and wireless remote control device 32 can be "paired" such that vehicle 10 will transmit and receive messages only from its paired wireless remote control device 32. In addition to or instead of proximity or other types of wireless communication (such as near field communication (NFC)), pairing system 34 can also use physical contacts that allow electrical communication between remote control device 32 and vehicle 10, at least for the initial pairing procedure. For example, electrical contacts of charging station 50 for charging remote control device 32 can be used to pair vehicle 10 with remote control device 32, as will be described in more detail herein. Pairing system 34 includes components that physically implement communication methods (e.g., Bluetooth, NFC, BLE, Wi-Fi, etc.) for sending messages, and includes components that programmatically exchange information according to an agreed protocol to establish and maintain pairing. Therefore, pairing system 34 includes a device capable of executing programmable instructions to implement predetermined algorithms and protocols to complete the pairing operation.

[0087] exist Figure 3 In this design, the charging station 50, receiver 102, and pairing system 34 are depicted as distinct functional blocks. However, those skilled in the art will recognize that two or more of these components can be combined into a single element to provide a multifunctional device.

[0088] system

[0089] As described above, according to one aspect of the present invention, the vehicle 10 (including the charging station 50) and the remote control device 32 form a system 8. The remote control device 32 and the charging station 50 will now be described in sequence.

[0090] refer to Figure 4 - Figure 8 shows that the remote control device 32 according to this embodiment is a finger-mounted device, but the remote control device 32 can take other forms, such as a glove-mounted device, a wrist-worn device, a lanyard-mounted device, etc. The remote control device 32 can be mounted on one, two, or more than two fingers of the operator.

[0091] Figure 4- The remote control device 32 shown in Figure 8 includes a polymer rigid base 172 (see Figure 8). Figure 6 The base 172 and the upper housing 174 are coupled together by any suitable means and define the internal components for receiving the remote control device 32, including the wireless transmitter 178 (as referenced above). Figure 3 The wireless transmitter 178 described includes a wireless communication system 456 and an internal region 176 of a rechargeable power supply 180. In one exemplary embodiment, the wireless transmitter 178 includes a model BGM121 manufactured by SiLabs. It should be noted that the terms "transmitter" and "receiver" as used herein are intended to refer to devices capable of unidirectional communication, i.e., that the device only transmits or receives signals, or devices capable of bidirectional communication, such as transceivers that both transmit and receive signals.

[0092] The rechargeable power supply 180 can be a supercapacitor, a high-capacity battery, etc. For example, an AVX supercapacitor, model SCCR20E335PRB, with a rated voltage of 3V and a capacitance of 3.3F, can be used. The rechargeable power supply 180 is small enough to fit within the internal area 176, while also having sufficient capacity when substantially fully charged to provide a usage period of at least two hours, at least four hours, at least eight hours, or more for the remote control device 32. A usage period of up to eight hours is preferred to correspond to an operator's eight-hour work shift.

[0093] A supercapacitor (also known as a supercapacitor or ultracapacitor) is a high-capacitance capacitor with a capacitance value far exceeding that of other capacitors, but typically has a lower voltage limit to bridge the gap between electrolytic capacitors and rechargeable batteries. They typically store 10 to 100 times more energy per unit volume or mass than electrolytic capacitors, can accept and deliver charge faster than batteries, and can withstand more charge and discharge cycles than rechargeable batteries. Because supercapacitors can be used in applications requiring many fast charge / discharge cycles, some embodiments of the remote control device 32 may include a supercapacitor as a rechargeable power source 180. In embodiments of the invention, the current supplied to the supercapacitor may be limited to approximately 2 A and can be fully charged in approximately 2 seconds or less. Regardless of the specific type of rechargeable power source 180 used, embodiments of the invention anticipate recharging the rechargeable power source 180 to a desired amount (such as a fully charged state, or a state of charge below essentially full charge) via the charging station 50 within the desired charging period (as will be discussed in detail herein). The power supplied by the charging station 50 to the rechargeable power source 180 can vary depending on the capacity of the rechargeable power source 180, the desired amount of charging, and / or the desired charging period, as will be discussed in more detail herein.

[0094] refer to Figure 6 The remote control device 32 also includes a fixing structure 188 for fixing the remote control device 32 to one or more fingers of the operator's hand. Figure 6 The fixing structure 188 in the illustrated embodiment includes a retaining strap 190, which includes, for example, a hook-and-loop fastener 191 to secure the retaining strap 190 to a single finger (e.g., the index finger) of the operator. The remote control device 32 is provided with a first slot and a second slot 192A and 192B located at opposite ends of the remote control device 32 for receiving the retaining strap 190.

[0095] Figure 6 The retaining band 190 shown defines a first finger receiving area 194 for receiving a single finger O of an operator using the remote control device 32. F (See) Figure 1 and Figure 2Right-hand and left-hand versions of the remote control device 32 can be created. The remote control device 32 is releasably held on the operator's index finger via a retaining strap 190. In one exemplary embodiment, a first end 190A of the retaining strap 190 passes through a first slot 192A and a second end 190B of the retaining strap 190 passes through a second slot 192B. The first end 190A of the retaining strap 190 can be permanently fastened to a rigid base 172, for example, by stitching or gluing, while the second end 190B of the retaining strap 190 can be releasably inserted through the second slot 192B and folded back such that hook-and-loop fasteners 191 engage with each other to secure the retaining strap 190 to the operator's finger. The retaining strap 190 can be adjusted to accommodate different finger sizes or to allow the remote control device 32 to be worn over a glove (not shown). Note that other types of retaining straps 190 can be used.

[0096] The remote control device 32 also includes at least one control, in Figure 4 - Figure 8 shows controls 196A-C as the first, second, and third controls. Each control 196A-C includes a button 197A-C and a dual-state switch 198A-C located below the corresponding button 197A-C. Switches 198A-C are communicatively coupled to a wireless communication system 456, such that actuation of each of the controls 196A-C causes a wireless transmitter 178 to wirelessly transmit a corresponding request to the vehicle 10. Figure 4 -In the exemplary remote control device 32 depicted in Figure 8: a first control 196A includes a drive button 197A, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to drive the vehicle 10 across the floor surface; a second control 196B includes a horn button 197B, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to sound a horn / alarm from the vehicle 10; and a third control 196C includes a brake button 197C, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to stop the vehicle (if moving under wireless control) and optionally power off.

[0097] The remote control device 32 is compact, and essentially the entire device can be mounted and positioned directly above the operator's index finger. Therefore, the interference caused by wearing the remote control device 32 on the operator performing work tasks is minimal or non-existent. Because the rigid base 172 and upper housing 174 are preferably formed of a durable and rigid polymeric material (such as acrylonitrile butadiene styrene (ABS), polycarbonate, or nylon), the remote control device 32 is durable and long-lasting. The rigid base 172 and upper housing 174 define a durable, generally non-flexible, and rigid structure.

[0098] The operator can easily manually actuate the drive button 197A with his / her thumb to cause the wireless transmitter 178 to wirelessly transmit a first-type signal, specifying at least a driving request or command, to the vehicle 10. It is anticipated that as long as the operator holds down the drive button 197A, the driving request can cause the vehicle 10 to move, or to travel a predetermined distance or a predetermined amount of time. For example, the horn button 197B and the brake button 197C can be actuated by the operator's other hand.

[0099] like Figure 4 and Figure 5 As shown, the remote control device 32 also includes one or more charging contacts 210. It should be noted that more or fewer charging contacts 210 than the four shown can be used; for example, one charging contact 210 or two or more charging contacts 210 can be used. Furthermore, the remote control device 32 also includes one or more sensors in the form of a first present contact 212. Figure 4 and Figure 5 The diagram shows a single first presence contact 212 located between four charging contacts 210. The charging contacts 210 and the first presence contact 212 can be arranged within an opening 214 formed in the outer surface of the upper housing 174 of the remote control device 32. The tops of the charging contacts 210 and the first presence contact 212 can be positioned below the outer surface of the upper housing, i.e., the charging contacts 210 and the first presence contact 212 can be recessed into the opening 214, which prevents damage to the charging contacts 210 and the first presence contact 212 due to accidental contact. It should be noted that other configurations of the number, orientation, and placement of the charging contacts 210 and(one or more) first presence contacts 212 can be used without departing from the scope and spirit of the invention.

[0100] In embodiments, charging contact 210 mates with or engages with components (e.g., electrical contacts of on-board charging station 50 or charging element 220 (discussed below)), and a complementary second sensor (such as a switch, spring pin, or pressure pin of on-board charging station 50, etc.) in the form of a first present contact 212 and a second present contact 222. Figure 8A and Figure 8B As shown in the diagram, and described in more detail herein, they may be coupled or engaged. It should be noted that one or more of the charging contacts 210 and corresponding charging elements 220 may be provided for redundancy. In one example, Figures 4-7 The four charging contacts 210 shown are Figures 12-14 The four charging elements 220 shown can be configured as two pairs of redundant contacts / elements 210 / 220, wherein charging of the rechargeable power supply 180 (discussed below) is enabled as long as one charging contact 210 from each pair engages with and electrically communicates with its corresponding charging element 220.

[0101] Embodiments of the invention also contemplate contactless or inductive charging, wherein the rechargeable power supply 180 of the remote control device 32 can be charged by proximity to a compatible inductive charging station (not shown) or by the remote control device 32 located on its surface. Such an inductive charging station may be located, for example, in the driving or steering controls of the vehicle 10, such that the rechargeable power supply 180 can be charged while the operator manually drives the vehicle 10 from the operator station 20.

[0102] Figure 9 and Figure 10 Another exemplary remote control device 32 is illustrated, wherein the same reference numerals are used as those above for... Figure 4 - The components listed in Figure 8 correspond to similar components. The remote control device 32 according to this embodiment is designed as a two-finger design, i.e. Figure 9 and Figure 10 The fixing structure 188 in the illustrated embodiment includes a retaining strap 190 that defines first and second finger receiving areas 194, 195 for receiving the index and middle fingers of an operator using the remote control device 32. Figure 9 and Figure 10 The remote control device 32 includes two charging contacts 210, instead of Figure 4 - The four charging contacts 210 in the remote control device 32 of Figure 8. Figure 9 and Figure 10 The remaining components of the remote control device 32 can generally be connected with Figure 4 The remote control device 32 in Figure 8 is largely the same, so it will not be described in detail in this article.

[0103] Figure 11A functional block diagram of a vehicle charging station 50 according to the principles of the present invention is provided, wherein a pairing system 34 is incorporated into the charging station 50. As explained in more detail below, the charging station 50 may include a receiver 102, such as a Bluetooth Low Energy (BLE) radio transceiver 402 capable of communicating with the vehicle's controller 103. Although not shown, communication may be made via the vehicle's CAN bus, therefore the charging station 50 may include a CAN bus interface. The charging station 50 may also include one or more light-emitting diodes (LEDs) 404 or other visual indicators to help convey information to the operator. For example, one LED may be used to indicate that the remote control device 32 is currently coupled to the charging station 50. Other LEDs may indicate the current charging status of the rechargeable power supply 180 of the remote control device. A current limiter 406 or other protective circuitry may be provided to help ensure that the remote control device 32 is safely recharged, as the current limiter 406 allows voltage from the vehicle's power supply to be supplied to the charging element 220 of the charging station 50 for charging the rechargeable power supply 180 of the remote control device. These charging elements 220 interface with the charging contacts 210 of the remote control device 32 and provide an electrical connection between the vehicle's power supply and the rechargeable power source 180 of the remote control device 32. A second presence contact 222 engages with the first presence contact 212 to detect when the remote control device 32 is physically connected to the charging station 50, causing the charging contact 210 to engage with the charging element 220. According to an embodiment, a pairing process is initiated after the second presence contact 222 is engaged by the first presence contact 212.

[0104] It should be noted that the first and second presence contacts 212 and 222 can be provided on either the remote control device 32 or the charging station 50, respectively. That is, although the second presence contact 222 is illustrated on the charging station 50 and the first presence contact 212 is illustrated on the remote control device 32, the second presence contact 222 can be located on the remote control device 32 and the first presence contact 212 can be located on the charging station 50.

[0105] The relationship between the second present contact 222 and the charging element 220 is such that when a charging process is initiated, the charging contact 210 of the remote control device 32 and the charging element 220 of the charging station 50 are in contact with each other before the second present contact 222 engages with the first present contact 212. (See also...) Figure 8AThis shows that the height of the second presence contact 222 is less than the height of the charging element 220, and the height is measured relative to the top surfaces of the element housing 220A and the second presence contact housing 222A from which the corresponding charging element 220 and second presence contact 222 extend. Power supply to the remote control device 32 via the charging element / charging contact 220 / 210 is initiated only after the second presence contact 222 engages the first presence contact 212. During the charging process, the charging contact 210 of the remote control device 32 engages with the charging element 220 of the charging station 50, and the second presence contact 222 engages with the first presence contact 212, thereby enabling power supply to the remote control device 32 from the charging station 50 via the charging element / charging contact 220 / 210. See [link to documentation]. Figure 8B After the rechargeable power supply 180 is charged to a desired amount, such as fully charged or charged to a desired amount below fully charged as described herein, the power supply from the charging station 50 to the remote control device 32 via the charging element / charging contact 220 / 210 is cut off. If the remote control device 32 is removed from the charging station 50 before the rechargeable power supply 180 is charged to the desired amount, as the remote control device 32 is removed from the charging station 50, the second presence contact 222 disengages from the first presence contact 212 before the charging element 220 disengages from the charging contact 210. When the second presence contact 222 disengages from the first presence contact 212, the power supply from the charging station 50 to the remote control device 32 via the charging element / charging contact 220 / 210 is cut off. This arrangement is designed to prevent arcing between the charging element 220 and the charging contact 210. The use of a first presence contact 212 and a second presence contact 222 in the form of a spring pin provides the following advantages: precise control over the relative height of the second presence contact 222 and the charging element 220; a small footprint; good sealing, for example, to prevent moisture from entering the second presence contact housing 222A from around the second presence contact 222; and it allows the first presence contact 212 to be distinguished from foreign objects (such as a piece of metal), which prevents current from flowing into such foreign objects if it is placed in contact with one or more of the second presence contact 222 and the charging element 220.

[0106] As an alternative to the contacts 212, 222 used to initiate power supply from charging station 50 to remote control device 32, a separate switch may be present, which the operator engages to begin the charging operation. In one specific embodiment using inductive charging, such a switch may be integrated into the vehicle's steering controls, allowing detection of the operator's grip on the steering controls and subsequent activation of charging.

[0107] The control 414 used to provide control signals to operate the LED 404 can come from various sources. For example, when the remote control device 32 is operating within the range of the charging station 50, the controller 103 can receive information about the charging status of the rechargeable power supply 180 and drive the display of the LED 404 to convey this information using the CAN bus interface. When the remote control device 32 is coupled to the charging station 50, the LED 404 can be used to convey a) that the remote control device 32 is physically connected to the charging station 50, b) that there is a remote control device 32 currently paired with the vehicle's controller 103, c) the progress / charging status of the current charging operation, and / or d) the charging status of the rechargeable power supply 180. Information for items c) and d) can be sent by the remote control device 32 to the charging station 50, for example, via a Bluetooth Low Energy (BLE) connection, which will be discussed in more detail below. According to one aspect, because the pairing and charging process is performed very quickly, the LED 404 may not display the progress / charging status of the current charging operation. After the remote control device 32 is removed from the charging station 50, the remote control device 32 can store its charging profile and then send the charging profile to the charging station 50, for example, via a BLE connection. The charging profile can be evaluated, for example, by the controller 103 to determine whether proper charging of the rechargeable power supply 180 has occurred. The second presence contact 222 can also send a control signal to the control 414, indicating whether the charging contact 210 of the remote control device 32 is properly coupled to the corresponding charging element 220 of the charging station 50.

[0108] Figures 12-14 Other features of the charging station 50 located at vehicle 10 are illustrated. The charging station 50 may include one or more physical protrusions or guide structures 420 that help guide the remote control device 32 to proper alignment, such that the charging element 220 of the charging station aligns with the charging contacts 210 of the remote control device 32; that is, the guide structures 420(one or more) align the remote control device 32 in the correct orientation for charging the rechargeable power source 180. Figure 12 The diagram shows a single guide structure 420 comprising multiple guide surfaces. One or more guide structures 420 may be positioned around the charging element 220 and may be shaped or tilted such that the remote control device 32 is physically guided to proper alignment when placed in the charging station 50 by an operator.

[0109] exist Figure 13In this embodiment, LED 404 includes a visual indicator 424 that indicates that the remote control device 32 is attached to the charging station 50. The visual indicator 424 can illuminate, flash, or gradually fill with a first color to indicate that the remote control device 32 is attached to the charging station 50, and fill with a second color or fully fill with the first color to indicate that the remote control device 32 has been paired with the vehicle controller 103. That is, the visual indicator 424 can use the second color or fully fill with the first color as a pairing indicator to confirm the establishment of communication between the remote control device 32 and the vehicle 10. Furthermore, according to an optional aspect of the invention, after communication is established between the remote control device 32 and the vehicle 10, LED 404 can flash, illuminate with a second color, or provide some other visual indication as a clue for the operator to perform an action, or as a test to confirm that the remote control device 32 is functioning and can communicate with the vehicle 10, such as by concurrently pressing the horn button 197B and the brake button 197C. It should be understood that, unlike a single indicator that can serve both functions, a separate indicator can be used to indicate that the remote control device 32 is attached to the charging station 50 and that the remote control device 32 has been paired with the vehicle 10.

[0110] LED 404 can also be used as an indicator to identify the progress of the recharging operation when the remote control device 32 is attached. When the remote control device 32 is not attached to the charging station 50, LED 404 can be used as an indicator of the current charging status of the rechargeable power supply 180 of the remote control device 32. Therefore, LED 404 can indicate the charging status of the rechargeable power supply 180 when the charging station 50 is charging the rechargeable power supply 180 and during the use of the remote control device 32 (i.e., when an operator is using the remote control device 32 to assist in performing work operations). In one exemplary embodiment, LED 404 may include a series of lights, each light representing the charging status level of the rechargeable power supply 180.

[0111] exist Figure 12 and Figure 14 The image shows an exemplary location of the second present contact 222 within the charging station 50. It should be noted that... Figures 12-14 The remote control device 32 shown is Figures 4-7 The single-finger embodiment. It should also be noted that the charging contact 210 and the first present contact 212 in both the single-finger and two-finger embodiments can be arranged as mirror images of each other. Therefore, the same charging station 50 can be used for instances of either the single-finger or two-finger remote control device 32.

[0112] Charging station 50 can be located at various locations on vehicle 10. Its location should be such that it does not interfere with the normal operation of vehicle 10, but is accessible and convenient for the operator. In this embodiment, charging station 50 is located in operator station 20 (see [link to example]). Figure 1 and Figure 2 The charging station 50 is located in the operator station 20, but can also be accessed from outside the vehicle 10, on the surface of one side of the vehicle 10, or, in the case of inductive charging, within the steering controls of the vehicle 10.

[0113] Charging station 50 may include a voltage regulator (not shown) that converts the power received by charging station 50 from vehicle 10 into a regulated direct current (DC) voltage signal selected based on the charging characteristics of rechargeable power supply 180. For example, in an embodiment where rechargeable power supply 180 is the aforementioned AVX supercapacitor or equivalent device, a 3V DC (1%) power supply voltage may be provided to current limiter 406.

[0114] It should be noted that the remote control device 32 is described herein as having an exemplary configuration and may be structurally modified without departing from the spirit and scope of the invention. For example, one or more components of the remote control device 32 may be combined in a single integral component, or the components may be replaced with alternative components that achieve a similar / identical purpose.

[0115] In one embodiment, the rechargeable power supply 180 is charged via the charging station 50 when one or more charging contacts 210 engage with the corresponding charging element 220 of the charging station 50. In some embodiments, there are at least two or at least four charging contacts 210 and corresponding charging elements 220. In some embodiments, one or more pairs of charging contacts 210 are provided, wherein at least one charging contact 210 in each pair must engage with the corresponding charging element 220 for charging. As described above, at least one of the remote control device 32 and the charging station 50 may include, for example, a second presence contact 222 (such as a switch). The second presence contact 222 detects whether at least one charging contact 210 is correctly engaged with at least one corresponding charging element 220 to charge the rechargeable power supply 180, wherein if correct engagement is detected, the charging station 50 enables power delivery to the rechargeable power supply 180, and if correct engagement is not detected, the charging station 50 does not enable power delivery to the rechargeable power supply 180.

[0116] Furthermore, the arrangement of the remote control device 32 and the charging station 50 is configured such that the second presence contact 222 instructs the remote control device 32 to be removed from the charging station 50, which stops the power transfer from the charging station 50 to the rechargeable power source 180 before at least one charging contact 210 disengages from at least one corresponding charging element 220. Therefore, the power transfer from the charging station 50 to the rechargeable power source 180 is stopped before at least one charging contact 210 disengages from at least one corresponding charging element 220. This can be achieved, for example, by setting the height of the charging element 220 and the second presence contact 222, such as... Figure 8A As shown, when the remote control device 32 is inserted into the charging station 50, the charging element 220 is pushed down into the corresponding element housing 220A before the second presence contact 222 engages with the first presence contact 212.

[0117] Figure 15 This is a block-level functional diagram of the portion 450 of the remote control device 32 related to recharging the rechargeable power supply 180. Other portions of the remote control device 32 (such as, for example, those related to mechanical actuators) are not shown in the diagram. Figure 15 As depicted above, the remote control device 32 may include one or more charging contacts 210 configured to engage a corresponding charging element. In some embodiments, the charging element may be a charging element 220 of the charging station 50. In other embodiments, the charging element may be a charging element of an adapter connected to a power source to recharge the rechargeable power supply 180.

[0118] The remote control device 32 may include a protection circuitry 452 that limits electrical parameters such as voltage and / or current within a desired operating range. A charge controller and disconnect circuitry 454 may monitor the voltage received from the protection circuitry 452 and monitor the current charging state of the rechargeable power supply 180 to determine when to stop charging the rechargeable power supply 180. For example, according to an exemplary embodiment, the charge controller and disconnect circuitry 454 may operate to stop further charging when the charge on the rechargeable power supply 180 reaches 3V. The charge controller and disconnect circuitry 454 may include temperature sensing capability or be connected to a temperature sensor, allowing the rechargeable power supply 180 to charge (or discharge) to different charging levels. In some embodiments, if the sensed temperature is determined to be above a predetermined setpoint temperature, the rechargeable power supply 180 is discharged to a high-temperature charging state, e.g., below a fully charged state. In one exemplary aspect of the invention, the sensed temperature is ambient temperature. Alternatively, the sensed temperature is the battery temperature. In some embodiments, if the sensed temperature is determined to be above a predetermined threshold temperature, the rechargeable power supply 180 is charged at the charging station 50 to a predetermined charge level below 100% charge. This helps prevent damage or degradation of the rechargeable power supply 180.

[0119] like Figure 15 As shown, the remote control device 32 may include a wireless communication system 456, such as a BLE radio transceiver that can communicate with the BLE radio transceiver 402 of the charging station 50 via a BLE connection. The wireless communication system 456 and / or the BLE radio transceiver 402 of the charging station 50 may be configured to enter a low-power mode, for example, when the remote control device 32 is paired with the vehicle 10 and / or when the rechargeable power supply 180 of the remote control device 32 is being charged at the charging station 50. This ensures that only remote control devices 32 within a minimum distance of the charging station 50 (e.g., less than five inches or less than three inches corresponding to the signal strength of the communication received from the remote control device 32) are identified as remote control devices 32 to be paired. Furthermore, if the BLE radio transceiver 402 of the charging station 50 is trying to identify two or more remote control devices 32 that can be used for pairing and cannot determine the correct remote control device for pairing, then the charging station 50 cannot pair with any of the available remote control devices 32 and may require the operator to repeat the pairing process.

[0120] Associate / pair remote control devices with vehicles

[0121] Figures 16-18 Details of an exemplary pairing process according to various aspects of the present invention are illustrated. The remote control device 32 and vehicle 10 described above will be used to describe... Figures 16-18The pairing process is straightforward, but it should be understood that, according to the present invention, other configurations / styles of the remote control device and the vehicle can also be paired together.

[0122] refer to Figure 16 When the vehicle operator retrieves the remote control device 32 at point 502, method 500 begins. If the remote control device 32 is as follows: Figure 4 -Figure 8 and Figures 9-10 In the wearable device of the embodiment, the remote control device 32 is also worn by the operator, for example by securing the retaining strap 190 to one or more of the operator's fingers.

[0123] Then, the vehicle operator initiates a power-on sequence to enable vehicle 10 to operate; that is, the operator starts vehicle 10 at point 504. When starting vehicle 10, the operator may be required to provide login information to vehicle 10. This information can be provided, for example, by entering a personal identification number (PIN) into the control panel of vehicle 10, by providing a login ID to vehicle 10 using a key card, or the operator's PIN can be encoded into a memory device (such as a radio frequency identification (RFID) chip integrated into remote control device 32).

[0124] Then, at point 506, the operator begins the pairing process with vehicle 10, and at point 508, the pairing system 34 pairs the remote control device 32 used by the operator with vehicle 10. (See below for reference.) Figure 17 and Figure 18 The details of two exemplary pairing operations are described in detail.

[0125] Once paired, system 8 can provide visual indications, such as by displaying a message on vehicle 10, illuminating LED 424 in a predetermined color, or creating an auditory or visual queue to indicate that pairing is complete.

[0126] According to one aspect of the invention, the remote control device 32 can be unpaired from the vehicle 10 by turning off the power to the vehicle 10. Other exemplary methods for unpairing the remote control device 32 from the vehicle 10 are described below in exemplary use cases.

[0127] Regarding respectively Figure 17 and Figure 18 Describe the operation of two example pairing systems 34. Figure 17 and Figure 18 These are flowcharts of example methods 550 and 600 for pairing vehicle 10 and remote control device 32 using pairing system 34, which is part of charging station 50 on vehicle 10. Figure 17 and Figure 18 The descriptions of methods 550 and 600 begin with the remote control device 32 being inserted into the charging station 50, and... Figure 16Step 506 corresponds to this.

[0128] refer to Figure 17 In method 550, at 552, when the remote control device 32 is inserted into the charging station 50, the second presence contact 222 is engaged by the first presence contact 212, and the BLE radio transceiver 402 of the charging station 50 is activated to begin scanning or listening for nearby BLE transmissions. As discussed above, the engagement of the first presence contact 212 with the second presence contact 222 can also activate the current limiter 406, allowing power from the vehicle 10 to be supplied from the charging element 220 to the charging contact 210, which will recharge the rechargeable power supply 180 of the remote control device 32. Thus, the pairing and charging operations are initiated by a single action of coupling the remote control device 32 to the charging station 50. Instead of using BLE transmission to pair the remote control device 32 with the vehicle controller 103, the remote control device 32 can be paired with the vehicle controller 103 via, for example, direct physical contact between the charging contact 210 and the charging element 220. Alternatively, dedicated pairing contacts (not shown) may be provided on the remote control device 32 and the vehicle 10 (e.g., at the charging station 50) to pair the remote control device 32 with the vehicle controller 103 via direct physical contact. These pairing contacts on the remote control device 32 and the vehicle 10 can engage with each other while the charging contact 210 engages with the charging element 220, allowing the pairing process to occur simultaneously with the charging process. These pairing contacts can also be used individually to perform message exchange for pairing operations.

[0129] According to one aspect of the invention, when the pairing process is completed wirelessly, at 554, the remote control device 32 detects the presence of voltage at its charging contact 210 and begins transmitting a BLE notification via the wireless transmitter 178 indicating that the remote control device 32 is available to communicate with nearby devices.

[0130] In response, the BLE radio transceiver 402 of charging station 50 can receive one of the transmitted notifications and, at 556, issue a BLE scan request to the specific remote control device 32 associated with the received notification. If the BLE radio transceiver 402 of charging station 50 is to identify two or more remote control devices 32 available for pairing, i.e., by receiving BLE notifications from two or more remote control devices 32 while scanning or listening to nearby BLE transmissions, vehicle 10 cannot pair with any of the available remote control devices 32 and may require the operator to repeat the pairing process by removing the remote control device 32 from charging station 50 and then reinserting the remote control device 32 into charging station 50.

[0131] At point 558, remote control device 32 responds to the scan request with a unique identifier received by BLE radio transceiver 402.

[0132] At point 560, vehicle 10 verifies the code and instructs BLE radio transceiver 402 to open the BLE connection and begin communication with remote control device 32.

[0133] At point 562, once a communication session is established between the remote control device 32 and the charging station 50, a predetermined pairing algorithm can be implemented between the remote control device 32 and the charging station 50 to complete the pairing operation at point 564. Once paired, the vehicle 10 communicates wirelessly with the remote control device 32, and the controller 103 of the vehicle 10 is able to respond to wireless requests received from the remote control device 32.

[0134] In the above about Figure 17 In the example flowchart described, a similar method can be performed to pair the remote control device 32 with the vehicle 10 using, for example, one or more of the charging elements 220 of the charging station 50 and the charging contacts 210 of the remote control device 32 or the aforementioned dedicated pairing contacts. Instead of transmitting and receiving messages via a wireless / BLE radio transceiver, messages of the same or equivalent type can be communicated via various protocols through the elements / contacts 220 / 210. Messages can be modulated and transmitted on one of the elements / contacts 220 / 210 that provide voltage. In either case, pairing of the vehicle 10 and the remote control device 32 can occur simultaneously with charging of the rechargeable power supply 180 of the remote control device 32.

[0135] refer to Figure 18In method 600, at 602, when the second presence contact 222 is engaged by the first presence contact 212 when the remote control device 32 is inserted into the charging station 50, the BLE radio transceiver 402 of the charging station 50 is enabled for a predetermined timeout (e.g., 1500 ms) to begin scanning or listening for nearby BLE transmissions from the remote control device 32. As discussed above, the engagement of the first presence contact 212 with the second presence contact 222 can also enable the current limiter 406, allowing power from the vehicle 10 to be supplied from the charging element 220 to the charging contact 210, which will recharge the rechargeable power supply 180 of the remote control device 32. Thus, the pairing and charging operation is initiated by a single action of coupling the remote control device 32 to the charging station 50, such that components of the remote control device 32 physically contact components of the charging station 50. Instead of using BLE transmission to pair the remote control device 32 with the vehicle controller 103, the remote control device 32 can pair with the vehicle controller 103 via, for example, direct physical contact between the charging contact 210 and the charging element 220. Alternatively, dedicated pairing contacts (not shown) can be provided on the remote control device 32 and the vehicle 10 (e.g., at the charging station 50) to pair the remote control device 32 with the vehicle controller 103 via direct physical contact. Such pairing contacts on the remote control device 32 and the vehicle 10 can engage with each other concurrently with the charging contact 210 to the charging element 220, allowing the pairing process to occur simultaneously with the charging process. These pairing contacts can be used individually to perform message exchange for pairing operations.

[0136] At 604, the signal strength of the BLE transmission between the wireless transmitter 178 and the BLE radio transceiver 402 can be reduced during the pairing process to help prevent any other nearby vehicle 10 from receiving BLE transmissions from the remote control device 32.

[0137] According to one aspect of the invention, when the pairing process is completed wirelessly, at 606, the remote control device 32 detects the presence of voltage at its charging contact 210 and begins transmitting a BLE notification via the wireless transmitter 178 at a predetermined rate (e.g., 20ms rate) indicating that the remote control device 32 is available to communicate with the nearby vehicle 10, after a preset timeout (e.g., a 2000ms timeout). If the BLE radio transceiver 402 of the charging station 50 is to identify two or more remote control devices 32 available for pairing, i.e., by receiving BLE notifications from two or more remote control devices 32 while scanning or listening for nearby BLE transmissions, the vehicle 10 cannot pair with any of the available remote control devices 32 and can request the operator to repeat the pairing process by removing the remote control device 32 from the charging station 50 and then reinserting the remote control device 32 into the charging station 50.

[0138] Before sending a BLE announcement from the wireless transmitter 178, the charging station 50 can provide power to recharge the rechargeable power supply 180 for up to approximately, for example, 1000 ms. The charging of the rechargeable power supply 180 by the charging station 50 will be discussed in detail below.

[0139] In response to receiving a BLE notification from the wireless transmitter 178, at 608, the BLE radio transceiver 402 of the charging station 50 can issue a BLE scan request.

[0140] At 610, the remote control device 32 receives a scan request from the BLE radio transceiver 402 and uses the address of the BLE radio transceiver 402 to create a unique identifier, which is then sent back to the BLE radio transceiver 402 at 612.

[0141] At step 614, vehicle 10 verifies the code and instructs BLE radio transceiver 402 to open the BLE connection and begin communication with remote control device 32. It is important to note that if vehicle 10 receives more than one valid identification code during step 614—for example, if vehicle 10 receives identification codes from two different remote control devices 32—pairing will fail, vehicle 10 will issue an error message or other warning, and the operator will be instructed to repeat the pairing process by removing remote control device 32 from charging station 50 and then reinserting it into charging station 50.

[0142] At 616, once a communication session is established between the remote control device 32 and the charging station 50, the pairing operation can be completed, and at 618, the signal strength of the BLE transmission between the wireless transmitter 178 and the BLE radio transceiver 402 can be increased and restored to normal levels.

[0143] At 620, the operator can be asked to perform an action as a test to confirm that the remote control device 32 is working and can communicate with the charging station 50, such as by pressing a sequence of buttons on the remote control device 32, for example by pressing the horn button 197B and the brake button 197C simultaneously.

[0144] Once paired, vehicle 10 communicates wirelessly with remote control device 32, and the controller 103 of vehicle 10 is able to respond to wireless requests received from remote control device 32.

[0145] According to various aspects of the invention, the pairing period (which is the time spent establishing communication between the remote control device 32 and the vehicle 10, beginning with step 552 / 602 and ending with step 564 / 616) can be shorter than the charging period (which is the time spent charging the rechargeable power supply 180 to the desired charging state at the charging station 50), wherein will be combined below Figure 21 and Figure 22 The charging of the rechargeable power supply 180 is discussed.

[0146] refer to Figure 19 According to another aspect of the invention, after performing work operations, the vehicle operator may need to temporarily leave the vehicle 10, for example, to take a break. An exemplary method 700 is shown for shutting down and restarting the vehicle 10 and re-pairing the vehicle 10 with the remote control device 32 used by the operator. At 702, the operator shuts off the power to the vehicle 10 to take a break, etc. After a period of time, the vehicle operator reconnects the power to the vehicle 10. During this break, the remote control device 32 can continue to pair with the vehicle 10 for a predefined period of time. This state of pairing between the vehicle 10 and the remote control device 32 can be indicated, for example, by illuminating an LED 424 with a predetermined color, pattern, etc., on a touchscreen (not shown) provided on the vehicle 10. Therefore, if at 704 the operator powers the vehicle 10 before the predefined period of time expires, then at 706 the vehicle 10 can detect the remote control device 32, whereby the remote control device 32 remains paired with the vehicle 10. At this point, the operator may or may not have to take some kind of action at 708, such as by pressing a button on the vehicle 10 (e.g., on the charging station 50, on the touchscreen, etc.) or by pressing a sequence of buttons on the remote control device 32.

[0147] A successful operator action at 708 results in confirmation of pairing between remote control device 32 and vehicle 10 at 710. The visual queue can be displayed on an indicator (LED 424) to indicate pairing, for example, by illuminating LED 424 in the second color described above.

[0148] Alternatively, according to this aspect of the invention, if the operator supplies power to the vehicle 10 after a predetermined time period expires at 712, the operator may be required to re-pair the remote control device 32 to the vehicle 10 as initially paired, for example, by inserting the remote control device 32 into the charging station 50 at 714.

[0149] refer to Figure 20An exemplary method 800 is shown for re-establishing communication between the remote control device 32 and the vehicle 10 after a period of inactivity. At 802, the controller 103 on the vehicle 10 detects that no vehicle-related activity has been performed within a given time period after communication between the remote control device 32 and the vehicle 10 was established. Exemplary vehicle-related activities include driving the vehicle 10 (or manually driving using manual controls in the operator station 20, other manual controls (e.g., on the side of the vehicle 10), or via the remote control device 32), standing on the platform 21, moving or placing items on the load handling assembly 12, etc. At 804, if no vehicle-related activity has occurred for a first predetermined amount of time after communication between the remote control device 32 and the vehicle 10 was established, then communication between the remote control device 32 and the vehicle 10 is terminated and must be re-established at 806 using the pairing system 34, i.e., by inserting the remote control device 32 into the charging station 50 at the vehicle 10. This terminated pairing status between vehicle 10 and remote control device 32 can be indicated on the touchscreen, for example, by illuminating LED 424 with a predetermined color, pattern, etc.

[0150] At point 808, if no vehicle-related activity occurs within a second predetermined time period after communication is established between the remote control device 32 and the vehicle 10, where the second predetermined time period is equal to or less than the first predetermined time period, then communication between the remote control device 32 and the vehicle 10 is terminated. However, it can be re-established without the pairing system 34, for example, by performing a confirmation method using the remote control device 32 at point 810. The confirmation method may include, for example, the operator performing a sequence of buttons on the remote control device 32, such as by pressing and holding one or more of buttons 197A-C. This pairing status between the vehicle 10 and the remote control device 32 can be indicated on the touchscreen, for example, by illuminating LED 424 with a predetermined color, pattern, etc.

[0151] Figure 21 This is a flowchart of an example method 900 for charging a remotely controlled device according to the principles of the present invention. In particular, the remotely controlled device may be the same as or similar to the remotely controlled device 32 discussed herein, and may include a wireless communication system 456 comprising a wireless transmitter 178 (e.g., capable of one-way or two-way communication), a rechargeable power supply 180, and at least one control (e.g., control 196A-C) that enables the wireless transmitter 178 to wirelessly transmit requests to a controller of the material handling vehicle 10.

[0152] A method 900 for charging a remote control device 32 begins at 902 by initiating contact between a component of the remote control device 32 and an element of a charging station 50 located at the vehicle 10, and then senses the contact between the remote control device component and the charging station element. As described above, the remote control device 32 may include one or more charging contacts 210, each charging contact 210 being arranged to engage a corresponding charging element 220 of the charging station 50, such that when they engage, a second presence contact 222 or similar device engages a corresponding first presence contact 212 to detect or sense contact between (one or more) charging contacts 210 and (one or more) charging elements 220. However, other components of the remote control device 32 and other elements of the charging station 50 may be used to initiate the detection / sensing of contact.

[0153] Next, at 904, a charging period begins, during which power is supplied from charging station 50 to rechargeable power source 180. As described above, as an example, the circuitry of charging station 50 is configured such that upon sensing contact between charging contact(s) 210 and charging element(s) 220, power is supplied from charging station 50 to charging contact 210 of remote control device 32 to charge rechargeable power source 180. Once rechargeable power source 180 is substantially fully charged (or charged to a desired amount less than substantially fully charged), remote control device 32 can be removed from charging station 50.

[0154] therefore, Figure 21 The method continues at 906, interrupting the contact between the remote control device component and the charging station component, and sensing the interruption of the contact between the remote control device component and the charging station component. As described above, the charging contacts 210(s) of the remote control device 32 and the charging elements 220(s) of the charging station 50 are arranged such that the state can be detected or sensed when the two systems are disconnected. An example is a second presence contact 222 that can detect when the remote control device 32 is removed from the charging station 50.

[0155] Finally, upon sensing this interruption at 906, charging station 50 can stop supplying power from charging station 50 to rechargeable power source 180 at 908, thereby ending the charging period. It should be noted that the second presence contact 222 can be located on remote control device 32, and its disengagement can cause a stop in supplying power from charging station 50 to rechargeable power source 180. Supplying power from charging station 50 to rechargeable power source 180 can also be stopped when rechargeable power source 180 is charged to a desired amount (or fully charged or charged to a desired amount less than fully charged), as described herein.

[0156] Method 900 may include Figure 21Other optional steps are shown. For example, method 900 may further include confirming the establishment of communication between remote control device 32 and vehicle 10 at 910, for example, using at least one of auditory or visual queues. Method 900 may further include establishing communication (e.g., pairing) between remote control device 32 and vehicle 10 at 912 during a pairing period when the remote control device component contacts a charging station element, such that controller 103 receives transmissions from remote control device 32 and is able to fulfill wireless requests from remote control device 32. Such communication between remote control device 32 and vehicle 10 may be established concurrently during charging of rechargeable power supply 180 at charging station 50, such that pairing periods overlap with charging periods. In at least some embodiments, the pairing period is less than or equal to the charging period.

[0157] Furthermore, method 900 may include, at 914, displaying the charging status of the rechargeable power supply 180 at vehicle 10 (e.g., at charging station 50), wherein the charging status of the rechargeable power supply 180 can be displayed at vehicle 10 while the rechargeable power supply 180 is being charged and while using remote control device 32. The charging status of the rechargeable power supply 180 may be displayed, for example, via a series of lights, each light representing the level of the charging status of the rechargeable power supply 180.

[0158] Figure 22 This is a flowchart of another example method 950 for charging a remotely controlled device (such as remotely controlled device 32 discussed herein) according to the principles of the present invention. The remotely controlled device includes a wireless communication system 456 comprising a wireless transmitter 178 (e.g., capable of one-way or two-way communication), a rechargeable power supply 180, and at least one control (e.g., controls 196A-C) that enables the wireless transmitter 178 to wirelessly transmit requests to a material handling vehicle 10. As used herein, the term "control" in describing the controls of remotely controlled device 32 means any structure capable of providing the desired function, including but not limited to buttons, switches, dials, etc.

[0159] The method 950 for charging the remote control device 32 begins at 952 by initiating contact between a component of the remote control device 32 and an element of a charging station 50 located at the vehicle 10, and then senses the contact between the remote control device component and the charging station element. As described above, the remote control device 32 may include one or more charging contacts 210, each charging contact 210 being arranged to engage a corresponding charging element 220 of the charging station 50, such that when they engage, a second presence contact 222 or similar device engages a corresponding presence contact 212 to detect or sense contact between (one or more) charging contacts 210 and (one or more) charging elements 220. However, other components of the remote control device 32 and other elements of the charging station 50 may be used to initiate the detection / sensing of contact.

[0160] At step 954, the current charging state of the rechargeable power supply 180 is determined. Step 954 can be performed before or after step 952; that is, the charging state of the rechargeable power supply 180 can be transmitted to the charging station 50 when the remote control device 32 is coupled to the charging station 50 and while the remote control device 32 is being used by an operator, as discussed herein.

[0161] Based on the current charging state of the rechargeable power supply 180 and after executing step 952, at 956, a charging period begins, during which power is supplied from the charging station 50 to the rechargeable power supply 180. In one exemplary embodiment, at step 958A, if the voltage of the rechargeable power supply 180 is below a voltage threshold VT, then the charging station 50 charges the rechargeable power supply 180 at a higher first power level PL1. According to this embodiment, at step 958B, if the voltage of the rechargeable power supply 180 is above the voltage threshold VT, then the charging station 50 charges the rechargeable power supply 180 at a lower second power level PL2. In either case (i.e., at step 958A or step 958B), the resulting charging period can be approximately the same; that is, charging the rechargeable power supply 180 from above or below the voltage threshold VT to the desired amount can take approximately the same amount of time. Although this paper only discusses two power levels PL1, PL2 associated with a single voltage threshold VT, additional voltage thresholds and power levels can be used, where the charging period can always be approximately the same, regardless of the charging level when the rechargeable power supply 180 is plugged into the charging station 50. Furthermore, the power level can be dynamically set based on the current charging state of the rechargeable power supply 180 using equations.

[0162] Once the charging period is complete (i.e., once the rechargeable power supply 180 has been charged to the desired amount, namely, substantially fully charged or charged to an amount less than substantially fully charged, for example, given the sensed temperature if the technology is present in system 8, or if less than fully charged is desired), the remote control device 32 can be removed from the charging station 50.

[0163] therefore, Figure 22 The method continues at 960, interrupting the contact between the remote control device component and the charging station component, and sensing the interruption of the contact between the remote control device component and the charging station component. As described above, the charging contacts 210(s) of the remote control device 32 and the charging elements 220(s) of the charging station 50 are arranged such that the state can be detected or sensed when the two systems are disconnected. An example is a second presence contact 222 that can detect when the remote control device 32 is removed from the charging station 50.

[0164] Finally, after this interruption is sensed at 960, or after the rechargeable power supply 180 has been charged to the desired amount, the charging station 50 can stop supplying power from the charging station 50 to the rechargeable power supply 180 at 962, thereby ending the charging period.

[0165] Method 950 may include Figure 22 Other optional steps are shown. For example, method 950 may also include confirming the establishment of communication between remote control device 32 and vehicle 10 at 964, for example, using at least one of auditory or visual queues. Method 950 may also include establishing communication (e.g., pairing) between remote control device 32 and vehicle 10 during a pairing period at 966 when the remote control device component contacts the charging station element, such that controller 103 receives transmissions from remote control device 32 and is able to fulfill wireless requests from remote control device 32. Such communication between remote control device 32 and vehicle 10 may be established concurrently during charging of rechargeable power supply 180 at charging station 50, such that the pairing period overlaps with the charging period. In at least some embodiments, the pairing period is less than or equal to the charging period, but the pairing period may be longer than the charging period, as will be discussed in more detail below.

[0166] Furthermore, method 950 may include, at 968, displaying the charging status of the rechargeable power supply 180 at vehicle 10 (e.g., at charging station 50), wherein the charging status of the rechargeable power supply 180 can be displayed at vehicle 10 while the rechargeable power supply 180 is being charged and while using remote control device 32. The charging status of the rechargeable power supply 180 may be displayed, for example, via a series of lights, each light representing the level of the charging status of the rechargeable power supply 180.

[0167] According to one aspect of the invention, the charging period can depend on the capacity of the rechargeable power supply 180, the charging rate / power level supplied by the charging station 50, and / or the charging state of the rechargeable power supply 180 when inserted into the charging station 50. Therefore, when the remote control device 32 is placed in the charging station 50, the desired charging period can be achieved regardless of the current charging state of the rechargeable power supply 180. For example, the current charging state of the rechargeable power supply 180 can be known to the vehicle 10, and for example, the charging state of the rechargeable power supply 180 can be transmitted to the charging station 50, as discussed herein. The charging station 50 can, for example, be instructed by the controller 103 to supply power to the rechargeable power supply 180 at different rates or levels based on the charging state of the rechargeable power supply 180 when the remote control device 32 is placed in the charging station 50, such that when the remote control device 32 is placed in the charging station 50, the charging period is generally approximately the same regardless of the charging state of the rechargeable power supply 180. For example, as referenced above... Figure 22 As discussed in steps 958A / B, if the charging state of the rechargeable power supply 180 is a lower first charging state, then a higher first power ratio / power level can be provided to the rechargeable power supply 180 from the charging station 50. If the charging state of the rechargeable power supply 180 is a higher second charging state, then a lower second power ratio / power level can be provided to the rechargeable power supply 180 from the charging station 50. In both cases, the resulting charging period can be approximately the same, for example, within approximately 0.5 seconds of the desired charging period. Any number of rechargeable power supply charging states and corresponding power rates / levels can be achieved such that the time required to charge the rechargeable power supply 180 is within the desired charging period. Furthermore, the rechargeable power supply 180 can have its lifespan increased when charged at a lower power level. Therefore, an additional advantage of the consistent charging period, as with the present invention, is that the rechargeable power supply 180 is sometimes charged at a lower power level, for example, when the charging state of the rechargeable power supply 180 when plugged into the charging station 50 is the higher second charging state discussed above. Therefore, in contrast to the case where the rechargeable power supply 180 is charged at a consistent, higher power level each time it is charged, charging the rechargeable power supply 180 at different power levels, as discussed herein, can increase the lifespan of the rechargeable power supply 180.

[0168] Furthermore, although the pairing period, described herein as the time taken to establish communication between the remote control device 32 and the vehicle 10, can be less than or equal to the charging period, the charging period can also be less than the pairing period. As an example, it can be determined that the rechargeable power supply 180 does not need to be fully charged to operate during the desired usage period. For example, a fully charged rechargeable power supply 180 could provide operating time greater than the desired usage period (e.g., an operator's shift), allowing the rechargeable power supply 180 to operate during the desired usage period without being fully charged. In this case, the charging station 50 can be programmed to charge the rechargeable power supply 180 to a state below full charge, which is sufficient for the remote control device to remain operational throughout the desired usage period. The time taken to charge the rechargeable power supply 180 to this state below full charge can be less than the pairing period. Other situations where the charging period can be less than the pairing period may also occur.

[0169] refer to Figure 23 The principle of this invention can also be implemented as a kit 1000 for modifying material handling vehicles 10'. Figure 23 In the middle, with reference above Figures 1-22 Those similar or identical elements described include the same reference numerals, followed by an apostrophe ('). Regarding Figure 23 Described but not in Figure 23 The elements specifically shown are equivalent to those with the same reference numerals as described above but without apostrophes.

[0170] Vehicle 10' may include vehicle controller 103', which responds to wireless requests from associated remote control device 32' used by an operator interacting with vehicle 10', similar to those types of vehicles 10 and remote control devices 32 described above. Example kit 1000 will include a charging station 50' located at vehicle 10', a charging station 50' for charging a rechargeable power supply 180' of remote control device 32', wherein charging station 50' is electrically coupled to the vehicle power supply, and a receiver 102' (such as a BLE radio transceiver) communicatively coupled to controller 103' of vehicle 10'. Specifically, charging station 50' is configured such that rechargeable power supply 180' is charged to a desired amount (fully charged or less than fully charged, as discussed herein) at charging station 50' during a desired charging period.

[0171] Kit 1000 may also include a pairing system 34' for establishing communication between the remote control device 32' and the vehicle 10', enabling the controller 103' to respond to wireless requests from the remote control device 32'. The pairing system 34' may be, for example, similar to pairing system 34 and may implement... Figure 17 and / or Figure 18The pairing algorithm(s) detailed in the description are described below. Therefore, kit 1000 may also include a pairing indicator, such as a visual indicator 424', which confirms the establishment of communication between the remote control device 32' and the vehicle 10'. Furthermore, the pairing system 34' may be configured such that the pairing period (the time taken to establish communication between the remote control device 32' and the vehicle 10') can be less than or equal to the charging period (the time taken to charge the rechargeable power supply 180' to the desired amount). The pairing period may also be longer than the charging period. The pairing system 34' may be integrated into the charging station 50' or may be a separate component.

[0172] It is anticipated that communication between the remote control device 32' and the vehicle 10' will be established concurrently during the charging of the rechargeable power supply 180' at charging station 50', i.e., the pairing period and the charging period may overlap. Furthermore, in some embodiments, the communication between the remote control device 32' and the vehicle 10', as well as the charging of the rechargeable power supply 180' at charging station 50', is initiated by a single action. For example, the single action may include physically contacting a component of the remote control device (e.g., one or more charging contacts 210 as described above) with an element of the charging station (e.g., one or more corresponding charging elements 220), as described above.

[0173] The remote control device 32' used in conjunction with kit 1000 can be the same as the remote control device 32 disclosed herein. Therefore, a remote control device manufactured for use with vehicle 10 including integrated charging station 50 and related components can also be used with kit 1000 for existing vehicle 10'.

[0174] As described above regarding charging station 50, the charging station 50' of kit 1000 may also include a guide structure 420' to align the remote control device 32' in the appropriate orientation to charge the rechargeable power supply 180'.

[0175] Kit 1000 may also include an indicator (e.g., LED 404', a lamp, or similar structure) configurable to be attached to vehicle 10' for indicating the charging status of rechargeable power supply 180'. The indicator can indicate the charging status of rechargeable power supply 180' while charging station 50' is charging rechargeable power supply 180' and during use of remote control device 32'. In some embodiments, the indicator includes a series of lights, each light representing a charging status level of rechargeable power supply 180'.

[0176] The kit 1000 includes at least one charging element 220' on a charging station 50', which engages with at least one corresponding charging contact 210' of a remote control device 32'. Furthermore, at least one of the remote control device 32' or the charging station 50' includes a presence contact 212' or 222' that detects whether at least one corresponding charging contact 210' and at least one charging element 220' are correctly engaged with each other. If correct engagement is detected, then power delivery to the rechargeable power source 180' of the remote control device 32' is initiated by the charging station 50'; if correct engagement is not detected, then power delivery to the rechargeable power source 180' is not enabled by the charging station 50'. In at least some embodiments, the remote control device 32' includes at least two or at least four charging contacts 210' positioned to engage the corresponding charging element 220' on the charging station 50'.

[0177] The arrangement of the remote control device 32' and the charging station 50' in the kit 1000 is configured such that the presence of contacts 212' or 222' instructs the remote control device 32' to be removed from the charging station 50', which stops the power transfer from the charging station 50' to the rechargeable power source 180' before at least one charging contact 210' disengages from at least one corresponding charging element 220'. Therefore, the power transfer from the charging station 50' to the rechargeable power source 180' is stopped before at least one charging contact 210' disengages from at least one corresponding charging element 220'.

[0178] Kit 1000 can also utilize contactless or inductive charging, wherein the rechargeable power supply 180' of the remote control device 32' can be charged by proximity to or on a compatible inductive charging station (not shown). For example, such an inductive charging station could be located in the driving or steering controls of vehicle 10', allowing the rechargeable power supply 180' to be charged while the operator manually drives vehicle 10' from operating station 20'. Kit 1000 according to this aspect of the invention can be at least partially located in the vehicle steering controls or other vehicle components that facilitate contactless / inductive charging of the rechargeable power supply 180', for example, by the operator holding the driving / steering controls.

[0179] Kit 1000 can utilize the above-mentioned... Figures 1-22Any other features and / or functions of the described remote control device 32' and charging station 50'. It should be noted that if the vehicle 10' used with kit 1000 was previously configured to interact with the wireless remote control device, the controller logic in vehicle controller 103' may need to be updated for use with kit 1000, and the receiver already provided on vehicle 10' (i.e., used to receive wireless requests from the remote control device used with vehicle 10' before kit 1000 was installed on vehicle 10') can be disabled to be replaced by receiver 102' of kit 1000 (i.e., used with remote control device 32' associated with kit 1000).

[0180] Now for reference Figure 24 According to an embodiment of the invention, the remote control device 32 can be incorporated into the glove garment 1100. The use of the glove garment 1100 eliminates the need for the retaining strap 190, and the first control 196A can be provided on the fingers of the glove garment 1100, rather than as part of the upper housing 174, but... Figure 24 The remaining components of the remote control device 32 shown can be connected to Figures 4-7 The components of the remote control device 32 are the same as or similar, including the shape of the upper housing 174 that engages with the charging station 50 at the vehicle 10. Therefore, the charging station 50 at the vehicle 10 can be the same as the charging station 50 described above, i.e., the charging station engagement portion of the upper housing 174 of the remote control device 32, which is integrated into the glove garment 1100, can have the same shape as... Figures 4-7 In the embodiments, the upper housing 174 of the remote control device 32 has the same size as the charging station engagement portion, and the same charging station 50 can be used with or Figures 4-7 Install remote control device 32 on the finger or combine it with Figure 24 The remote control device 32 is used in the gloves and clothing 1100.

[0181] If the remote control device 32 incorporated into the glove garment 1100 is used in conjunction with the inductive charging technology disclosed herein, then the inductive charging structure can be incorporated, for example, into the palm of the hand within the glove garment 1100. This charging structure in the glove garment 1100 can be used with a charging element, for example, incorporated into the steering control of a vehicle paired with the remote control device 32, in which case the rechargeable power supply of the remote control device 32 can be charged while the operator holds the steering control.

[0182] According to an additional aspect of the invention, there may be conditions and / or events that cause vehicle 10 to become unpaired from remote control device 32, wherein, as described herein, it may be required to re-pair vehicle 10 with remote control device 32 using the full pairing process of pairing system 34. Other conditions or events may exist that cause vehicle 10 to become unpaired from remote control device 32, wherein something other than the full pairing process of pairing system 34, as described herein, may be required to re-pair vehicle 10 with remote control device 32. Several exemplary use cases concerning unpairing and re-pairing will now be described.

[0183] A first exemplary use case can occur by turning off the power to vehicle 10. According to this first use case, remote control device 32 unpairs from controller 103 and requests the full pairing process of pairing system 34, as described herein, to repair vehicle 10 with remote control device 32. According to this exemplary first use case, whenever vehicle 10 is powered off, the full pairing process of pairing system 34 can be requested to repair remote control device 32 to vehicle 10.

[0184] The second exemplary use case can be substantially as described above. Figure 19 As described, the vehicle operator temporarily leaves the vehicle 10, for example, to take a break. (See above reference.) Figure 17 The details of this second exemplary use case have been discussed and will not be repeated here.

[0185] If no vehicle-related activity occurs within a first predetermined time period after communication is established between the remote control device 32 and the vehicle 10 (third use case), or if no vehicle-related activity occurs within a second predetermined time period after communication is established between the remote control device 32 and the vehicle 10 (fourth use case), then the third and fourth exemplary use cases may occur. Details of these third and fourth exemplary use cases are referenced above. Figure 20 This has been discussed and will not be repeated.

[0186] In cases involving multiple remote control devices 32 and / or multiple vehicles 10, several exemplary use cases may arise. In a fifth exemplary use case, it is assumed that a first remote control device 32 is currently paired with a first vehicle 10, and a second remote control device 32 is currently paired with a second vehicle 10. In this fifth use case, the first remote control device 32 is plugged into a charging station 50 of the second vehicle 10. In this case, the charging station 50 of the second vehicle 10 can charge the rechargeable power supply 180 of the first remote control device 32, the first remote control device 32 can become unpaired from the first vehicle 10, and the second remote control device 32 can become unpaired from the second vehicle 10. In the fifth use case, the first remote control device 32 will not be paired with the second vehicle 10.

[0187] In the sixth exemplary use case and referring to Figure 24 Assume that remote control device 32 is currently paired with first vehicle 10A, enabling wireless communication between them, and second vehicle 10B is not currently paired with the remote control device. In this sixth use case, remote control device 32 pairs with second vehicle 10B using a pairing process, for example, by inserting remote control device 32 into charging station 50 of second vehicle 10B. Using this pairing process, charging station 50 of second vehicle 10B can charge the rechargeable power supply 180 of remote control device 32, and remote control device 32 can become paired with second vehicle 10B, enabling wireless communication between them. This pairing process also causes remote control device to become unpaired from first vehicle 10A, so that it no longer communicates wirelessly with first vehicle 10A. Once remote control device 32 is paired with second vehicle 10B and unpaired from first vehicle 10A, second vehicle 10B can respond to remote requests from remote control device 32, while first vehicle 10A can no longer respond to remote requests from remote control device 32.

[0188] As described above, the wireless communication system 456 of the remote control device 32 and / or the BLE radio transceiver 402 of the charging station 50 can be configured to enter a low-power mode, for example, when the remote control device 32 is paired with the second vehicle 10B and / or the rechargeable power supply 180 of the remote control device 32 is charging at the charging station 50, to ensure that only the remote control device 32 within a minimum distance from the charging station 50 (corresponding to the signal strength of the communication received from the remote control device 32) is identified as the remote control device 32 to be paired with by the second vehicle 10B.

[0189] According to the sixth exemplary use case, prior to the pairing process, the second vehicle 10B can be sent to a designated location (such as, for example, the operator's location, the location of the first vehicle 10A, the end of the aisle where the operator and / or the first vehicle 10A is located, a designated waiting area, etc.) by a warehouse management system (WMS) communicating with the second vehicle 10B. The second vehicle 10B can be an unloaded vehicle (i.e., without a load), thus ready to carry the items to be picked by the operator. For example, when the first vehicle 10A is loaded with the desired amount of picked items and is ready to be sent to a different location (i.e., a location different from the current location of vehicle 10, such as a loading dock LD or another location where the picked items on the first vehicle 10A will be sent), the second vehicle 10B can be instructed to move to the designated location, for example, via the warehouse management system (WMS). The operator can also request that the second vehicle 10B be sent to the designated location, for example, using controls on the first vehicle 10A, via headphones, etc. Once the second vehicle 10B is paired with the remote control device 32, the second vehicle 10B will no longer be able to execute commands from the warehouse management system (WMS), so that the second vehicle 10B will only implement wireless commands from the remote control device 32 it is paired with.

[0190] Once the remote control device 32 is unpaired from the first vehicle 10A, the warehouse management system (WMS) can send instructions to the first vehicle 10A to move to the loading / unloading dock LD and / or another location (such as a vehicle charging station (not shown)). Using this sixth exemplary use case, operators can quickly switch between vehicles 10A and 10B, thereby improving work productivity and efficiency.

[0191] In the seventh exemplary use case, it is assumed that the first remote control device 32 is currently paired with vehicle 10, while the second remote control device 32 is not paired with the vehicle. In this seventh use case, the second remote control device 32 is plugged into the charging station 50 of vehicle 10. In this case, the charging station 50 of vehicle 10 can charge the rechargeable power supply 180 of the second remote control device 32, the first remote control device 32 can become unpaired from vehicle 10, and the second remote control device 32 will not be paired with vehicle 10.

[0192] In the eighth exemplary use case, the remote control device 32 is removed from the range of the vehicle 10, i.e., the wireless transmitter 178 is no longer able to communicate with the receiver 102 for a predetermined period of time. According to the eighth use case, the remote control device 32 can become unpaired from the vehicle 10. According to the eighth use case, if the remote control device 32 is moved back into the range of the vehicle 10 after the predetermined period of time, the vehicle 10 may need to be turned off and restarted to pair with the remote control device 32 using the pairing system 34, including pairing with a previously paired remote control device 32 or a different remote control device 32. If the remote control device 32 is moved back into the range of the vehicle 10 within the predetermined period of time, the vehicle 10 may not need to be turned off and restarted to pair with the previously paired remote control device 32; for example, the previously paired remote control device 32 can be re-paired with the vehicle 10 by plugging the remote control device 32 into the vehicle's charging station 50. Pairing the vehicle 10 with a different remote control device 32 may require the vehicle to be turned off and restarted, regardless of how long the previously paired remote control device 32 has been outside the range of the vehicle 10.

[0193] Additional exemplary use cases regarding pairing and / or charging periods will now be described.

[0194] In the ninth exemplary use case, the desired state of charge of the rechargeable power supply 180 (e.g., substantially fully charged) can be achieved by charging the rechargeable power supply 180 at the charging station 50 for a period of five seconds or less. According to this use case, the substantially fully charged state of the rechargeable power supply 180 can generate a usage period of at least eight hours for the remote control device 32.

[0195] In the tenth exemplary use case, the charging station 50 changes the power level supplied to the rechargeable power supply 180 according to the charging state of the rechargeable power supply 180 when the remote control device 32 is plugged into the charging station 50, as described herein. Figure 22 As described, regardless of the charging status of the rechargeable power supply 180 when the remote control device 32 is plugged into the charging station 50, the charging period according to the tenth use case will always be approximately four seconds. Therefore, a predictable charging period is achieved.

[0196] It is important to note that the type of transmission sent from the remote control device 32 to the vehicle 10 (e.g., a request, such as a driving request) can be other types of transmissions. As an example, the transmission may include a location-based transmission that informs the controller 103 of the vehicle 10 where the remote control device 32 is located relative to the vehicle 10. These types of location transmissions can be used by the controller 103, for example, to follow the remote control device 32. Thus, the vehicle 10 can follow an operator wearing, holding, or carrying the remote control device 32. This remote control device 32 can be charged by the charging station 50 and paired with the vehicle 10 as described herein.

[0197] According to another aspect of the invention, charging of the rechargeable power supply 180 by the charging station 50 can be disabled while the vehicle 10 is in motion. This aspect of the invention may not be applicable to inductive charging of the rechargeable power supply 180.

[0198] Furthermore, when an operator attempts to pair the remote control device 32 with the vehicle 10, which communicates with the warehouse management system (WMS), the WMS can determine whether one or more remote control device operation checks have been performed within a predetermined time period (e.g., within the most recent 12 hours). Such operation checks may include, for example, checking to ensure the operability of controls on the remote control device 32 (such as the horn and / or brake buttons 197B, 197C). If one or more such operation checks have not been performed within the predetermined time period, the vehicle 10 can communicate to the operator that the operation checks must be performed before pairing the remote control device 32 with the vehicle 10; that is, pairing of the remote control device 32 with the vehicle 10 is only permitted if one or more remote control device operation checks have been performed within the predetermined time period. The operation checks can be performed by the operator implementing the controls, for example, by pressing and holding the horn and / or brake buttons 197B, 197C.

[0199] Furthermore, when an operator attempts to pair remote control device 32 with vehicle 10, which communicates with the warehouse management system (WMS), the WMS can determine whether the operator is authorized to operate the vehicle 10 that the operator is attempting to pair with remote control device 32. For example, a vehicle used only in a specific location (such as in a cold storage facility) can only be paired with remote control device 32 for the vehicle the operator will use at that location. As another example, an operator may be limited to operating only certain vehicles. In these cases, remote control device 32 may be authorized to pair with such vehicles only if one or more of these conditions are met.

[0200] According to one aspect of the invention, when it is determined that an operator is standing on the platform 21 of the vehicle 10, for example as detected by the presence sensor 22, the charging life of the rechargeable power supply 180 in a given operating cycle can be increased by turning off or reducing the power consumption of one or more components of the remote control device 32 (e.g., components of the wireless communication system 456, including the wireless transmitter 178).

[0201] The terms “pairing” and “synchronization” (as used herein and in various patents and published patent applications incorporated herein by reference) are used interchangeably to describe a secure process in which the wireless remote control device and the vehicle controller recognize each other as valid command and response devices.

[0202] Figure 26 and Figure 27 The diagram illustrates a charging station 1050 and a remote control device 1032 constructed according to another aspect of this disclosure. Components on the charging station 1050 that are substantially the same as those on the charging station 50 are indicated by the same reference numerals as those used for components on the charging station 50. Similarly, components on the remote control device 1032 that are substantially the same as those on the remote control device 1032 are indicated by the same reference numerals as those used for components on the remote control device 32.

[0203] Charging station 1050 includes a docking port 1052, which may include a pocket or recess shaped to receive a remote control device 1032, such that charging contacts 210 on the remote control device 1032 are aligned or engaged with charging elements 220 at charging station 1050 to enable charging of the rechargeable power supply 180 that forms part of the remote control device 1032. It is also contemplated that the remote control device 1032 may interact with docking port 1052 to allow charging of the rechargeable power supply 180 via contactless charging operations, such as inductive charging.

[0204] Charging station 1050 may include one or more visual indicators that convey information to an operator, such information may include one or more of the following: the charging status of rechargeable power supply 180 when remote control device 1032 is coupled to charging station 1050, the charging status of rechargeable power supply 180 when remote control device 1032 is removed from charging station 1050, the pairing status between wearable remote control device 1032 and vehicle controller 103, and / or the physical connection of remote control device 1032 to charging station 1050.

[0205] exist Figure 26 and Figure 27 In the illustrated embodiment, a first visual indicator 1060 and a second visual indicator 1070 are provided on the charging station 1050. The first visual indicator 1060 may include one or more lights, such as LEDs. Figure 26 and Figure 27 As shown, a first visual indicator 1060 may be provided near a docking port 1052 defined within the charging station 1050, which, as described above, includes a pocket or recess shaped to receive a remote control device 1032. A graphic 1034 may be provided on the remote control device 1032, adjacent to a drive button 197A also provided on the remote control device 1032, see [reference]. Figure 26The drive button 197A can trigger a wireless transmitter 178, which forms part of the remote control device 1032, to wirelessly transmit a request for the vehicle 10 to drive across the floor surface. The first visual indicator 1060 can be shaped to correspond to the graphic 1034 provided on the remote control device 1032 to help the user locate and connect the remote control device 1032 to the docking port 1052 of the charging station 1050. In the illustrated embodiment, when the remote control device 1032 is coupled to the charging station 1050, the graphic 1034 provided on the remote control device 1032 is shaped as an upward-facing isosceles triangle, but can include any other geometry, image, icon, etc. Also in the illustrated embodiment, the first visual indicator 1060 is typically shaped as a downward-facing isosceles triangle, but can include any other geometry, image, icon, etc. The first visual indicator 1060, shaped as a downward-facing triangle, provides the user with an indication of the positioning of the remote control device 1032 relative to the docking port 1052, such that the upward-facing triangle 1034 on the remote control device 1032 is positioned adjacent to the first visual indicator 1060 to cooperate with or mirror the first visual indicator 1060.

[0206] The second visual indicator 1070 can be positioned near the first visual indicator 1060, such as... Figure 26 and Figure 27 The second visual indicator 1070 is positioned directly above the first visual indicator 1060. It can be defined by a plurality of linearly arranged lights (such as LEDs) that can be activated individually and sequentially. The lights of the second visual indicator 1070 can have a different color than one or more lights of the first visual indicator 1060.

[0207] When the vehicle 10, including the charging station 1050, is powered on, i.e., when it transitions from an OFF state to an ON state, the first visual indicator 1060 can be activated, and preferably pulses ON and OFF to provide a visual display in relation to inserting the wearable remote control device 1032 into the docking port 1052, while the second visual indicator 1070 remains OFF, see below. Figure 28A When the first visual indicator 1060 is activated (i.e., pulses ON and OFF) and the second visual indicator 1070 is OFF, this indicates to the operator that the charging station 1050 is enabled and operational, and that he / she needs to couple the remote control device 1032 to the docking port 1052 of the charging station 1050 for pairing and charging. If the first visual indicator 1060 is not activated, this can indicate that the charging station 1050 is not enabled. Therefore, the first visual indicator 1060 and the second visual indicator 1070 can be configured to be activated independently of each other, such that the first visual indicator 1060 can be activated while the second visual indicator 1070 is not activated.

[0208] Once the remote control device 1032 has been physically connected to the docking port 1052 of the charging station 1050, the first visual indicator 1060 can be deactivated (OFF), and at least one of the lights defining the second visual indicator 1070 can be activated to convey to the operator that the remote control device 1032 has been physically connected to the docking port 1052. See also Figure 28B Once docking of the remote control device 1032 occurs, the remote control device 1032 will attempt to pair with the vehicle controller 103, and the rechargeable power supply 180 of the remote control device 1032 will begin charging from the charging station 1050. The lights defining the second visual indicator 1070 can be continuously activated, such as... Figure 26 , Figure 27 and Figure 28B The lights shown, activated from left to right, indicate the charging status of power supply 180 or the charging status when rechargeable power supply 180 is coupled to charging station 1050. Once rechargeable power supply 180 is fully charged, all lights defining the second indicator 1070 can be activated, i.e., turned on (ON), see [link to relevant documentation]. Figure 28C .

[0209] Figures 29A-29C Provided with Figures 28A-28C An alternative embodiment compared to the previous embodiment is used to activate and deactivate the first visual indicator 1060 and the second visual indicator 1070 during the physical connection and pairing of the remote control device 1032 with the docking port 1052 of the charging station 1050. Figures 29A-29C The embodiments can be used for all charging / pairing cycles, such as the initial cycle after vehicle 10 is powered on from the OFF state and subsequent charging cycles that occur before vehicle 10 is powered off. As described above, when vehicle 10, including charging station 1050, is powered on, i.e., transitions from the OFF state to the ON state, the first visual indicator 1060 can be activated and preferably pulses ON and OFF to provide a visual display in relation to inserting wearable remote control device 1032 into docking port 1052, while the second visual indicator 1070 remains OFF, see [link to documentation]. Figure 28A and Figure 29AWhen the first visual indicator 1060 is activated, i.e., pulsating ON and OFF, and the second visual indicator 1070 is OFF, this indicates to the operator that the charging station 1050 is enabled and operational, and that he / she needs to couple the remote control device 1032 to the docking port 1052 of the charging station 1050 for pairing and charging. Once the remote control device 1032 has been physically connected to the docking port 1052 of the charging station 1050, the first visual indicator 1060 can remain active to provide a steady-state ON display, and at least one of the lights defining the second visual indicator 1070 can be activated to convey to the operator that the remote control device 1032 has been physically connected to the docking port 1052, see [link to relevant documentation]. Figure 29B Once docking of the remote control device 1032 occurs, the remote control device 1032 will attempt to pair with the vehicle controller 103, and the rechargeable power supply 180 of the remote control device 1032 will begin charging from the charging station 1050. The lights defining the second visual indicator 1070 can be continuously activated, such as... Figure 26 , Figure 27 , Figure 29B and Figure 29C The lights shown, activated from left to right, indicate the charging operation status of power supply 180 or the charging status when rechargeable power supply 180 is coupled to charging station 1050. Once rechargeable power supply 180 is fully charged, all lights defining second indicator 1070 can be activated (i.e., turned on), and first visual indicator 1060 can be deactivated (i.e., turned off), see [reference]. Figure 29C .

[0210] Because the first visual indicator 1060 remains active, such as Figure 29B As shown, the rechargeable power supply 180 is charging, therefore both the first visual indicator 1060 and the second visual indicator 1070 provide a prompt to the operator that the remote control device 1032 should remain connected to the charging station 1050 and that the rechargeable power supply 180 is not fully charging until the first visual indicator 1060 is deactivated and all the lights of the second visual indicator 1070 are activated, i.e., see [link to diagram]. Figure 29C .

[0211] exist Figure 28B , Figure 28C , Figure 29B and Figure 29CIn this embodiment, the individual lights of the second visual indicator 1070 can be activated or turned on one after another, which can be described as causing the second visual indicator 1070 to "grow". As described above, the intended charging state of the rechargeable power supply 180, such as a substantially fully charged state, can be achieved by charging the rechargeable power supply 180 at a charging station for a period of five seconds or less. For example, if the second visual indicator 1070 has five discrete segments or lights, the timing of the "growth" of the second visual display 1070 can be configured such that the time interval between activating each of the five lights is approximately one second (+ / - 5%), such that activating all lights, including the fifth light, indicates that the rechargeable power supply is fully charged. Alternatively, according to embodiments of this disclosure, the timing between activating each of the first four segments, LEDs, or lights of the second visual indicator 1070 can be approximately 1.2 seconds (+ / - 5%), and the activation of the fifth and last segments occurs approximately 200 ms (+ / - 5%) after the activation of the previous or fourth light. One advantage of having a non-uniform timing delay between the light segments activating the second visual indicator 1070 is that it reduces the chance of the operator misinterpreting the lighting cues, prematurely removing the remote control device 1032, and thereby preventing the rechargeable power supply 180 from being fully charged.

[0212] In any embodiment involving activation of the first visual indicator 1060 (i.e., Figures 28A-28C or Figures 29A-29C In this scenario, if the rechargeable power supply 180 cannot be charged, the first visual display 1060 may flash or pulse ON and OFF to provide a visual indication of an error, while the second visual display 1070 is turned off. (See also...) Figure 28I The error may be related to a defect in the rechargeable power supply 180, the charging station 1050, or both. The rate at which the first visual indicator 1060 flashes ON and OFF to indicate an error may differ in frequency from the rate at which the first visual indicator 1060 pulses ON and OFF when the vehicle 10 is powered on.

[0213] As described above, once the rechargeable power supply 180 is fully charged, all the lights of the second visual indicator 1070 can be activated. All the lights of the second visual indicator 1070 can also pulse to provide an intermittent display to the operator as a prompt to perform actions, such as confirming that the remote control device 1032 is working and can communicate with the vehicle 10, i.e., a test that pairing has been successful. The remote control device 1032 may also include a horn button 197B and a brake button 197C, similar to the horn and brake buttons 197B, 197C provided on the remote control device 32, see [link to relevant documentation]. Figure 4Actions such as confirming that the remote control device 32 is operational and can communicate with the vehicle may include pressing the horn button 197B to determine if the horn on vehicle 10 is activated and / or pressing the brake button 197C to determine if the brakes on vehicle 10 are actuated. Once the test is successfully completed, all lights of the second visual indicator 1070 can be continuously activated to define a steady-state display. Therefore, based on the information to be conveyed to the operator / user, the second visual indicator 1070 can define an intermittent display, a steady-state display, or a display with fewer than all lights activated, i.e., a partially filled display. If the test is not successfully completed, the first visual indicator 1060 may flash or pulse ON and OFF to indicate an error, while the second visual indicator 1070 is turned off, see [link to relevant documentation]. Figure 28I The error may occur due to a failure to successfully pair between the remote control device 1032 and the vehicle controller 103. The rate at which the first visual indicator 1060 flashes or pulses ON and OFF to indicate that the test was not successfully completed may differ from the frequency at which the first visual indicator 1060 pulses ON and OFF when the vehicle 10 is powered on.

[0214] As described above, after the vehicle has been turned off and on, the rechargeable power supply 180 is successfully fully charged and the test is successfully completed, all lights of the second visual indicator 1070 can be continuously activated to define a steady-state display. If, after the rechargeable power supply 180 has been successfully fully charged and the test has been successfully completed, operation of the vehicle 10 and the remote control device 1032 causes the rechargeable power supply 180 to consume some of its charge, the operator may reconnect the remote control device 1032 to the socket port 1052 for charging before the vehicle is turned off. After charging, the second visual indicator 1070 may not pulse to prompt the operator to perform a test, even if the rechargeable power supply 180 may be fully charged again. Since the vehicle 10 has not been turned off and on again since the last successful test, the second visual indicator 1070 may not pulse to prompt the operator to perform a test again, but instead remain in its steady-state display, indicating that the rechargeable power supply 180 is fully charged.

[0215] Once the rechargeable power supply 180 is fully charged and the test has been successfully completed, indicating successful pairing, the first visual indicator 1060 can remain OFF and all lights of the second visual indicator 1070 can remain NO to define a steady-state display. When the first and second visual indicators 1060 and 1070 are in these states, see [link to documentation]. Figure 28EThis indicates to the operator that the pairing status between the remote control device 1032 and the vehicle controller 103 is positive and active, and that the vehicle 10 can be operated via the remote control device 1032. During operation of the vehicle 10 using the remote control device 1032, the rechargeable power supply 180 will lose power over time, which will be indicated by the second visual indicator 1070, i.e., as... Figure 26 , Figure 27 and Figure 28F The lights extending from right to left shown will be deactivated or turned off to indicate a decrease in the power level of the power supply 180 when the remote control device 1032 is not coupled to the charging station 1050. When the power is low, only a single light on the second visual indicator 1070 can be activated and the first visual indicator 1060 can be turned on to provide a steady-state display, signaling to the operator that they need to charge the power supply 180. See [link to relevant documentation]. Figure 28G Therefore, the first visual indicator 1060 can be defined as an intermittent display, see [link to relevant documentation]. Figure 28A and Figure 28I Or steady-state display, see Figure 28G and Figure 29B It should also be noted that the first and second visual indicators 1060 and 1070, in such a way... Figure 28G All of the indicators shown provide a steady-state display when activated. When the power on the rechargeable power supply 180 is depleted, the second visual indicator 1070 can be turned off and the first visual indicator 1060 can pulse to indicate to the operator that the power supply 180 needs to be recharged, see [link to relevant documentation]. Figure 28H .

[0216] As described above, the rate at which the first visual indicator 1060 flashes ON and OFF to indicate an error can be different from the rate at which the first visual indicator 1060 pulses ON and OFF when the vehicle 10 is powered on. For example, the error may be related to a fault in the charging station 1050, preventing it from charging the remote control device 1032. For example, the error may also be related to a fault in the remote control device 1032 or its power supply 180, preventing it from receiving charging from the charging station 1050. Furthermore, the error may involve both the charging station 1050 and the remote control device 1032, resulting in a communication message between the two devices that was not received by the intended receiver of the communication message.

[0217] As described above, the second visual indicator 1070, when activated, can provide, for example... Figure 28D The example shown can be an intermittent display that instructs the operator to perform an action, or as... Figure 28E The example shown is one of the steady-state displays that can indicate to the operator that the remote control device 1032 is fully ready for use.

[0218] Furthermore, when the first visual indicator 1060 and the second visual indicator 1070 are activated simultaneously, each of the first visual indicator 1060 and the second visual indicator 1070 can provide, for example, Figure 28G The example shown can indicate that the rechargeable power supply 180 has a corresponding steady-state display when the charge is low.

[0219] exist Figure 28A In the example, the first visual indicator 1060 may pulse to define the manner of the visual display associated with inserting the wearable remote control device 1032 into the charging station 1050.

[0220] As mentioned above, Figure 28I Examples include a flashing first visual indicator to provide a display indicating that some kind of error has occurred. This is merely an example, and more generally, at least one embodiment of this disclosure contemplates that the first visual indicator 1060 or the second visual indicator 1070 may provide, individually or in combination with each other, a visual display relating to a charging error occurring at the charging station 1050 or the rechargeable power supply 108.

[0221] As mentioned above, Figure 28I Examples include a flashing first visual indicator 1060 to provide a display indicating that some kind of error has occurred. This is merely an example, and more generally, at least one embodiment of this disclosure contemplates that the first visual indicator 1060 or the second visual indicator 1070 may provide a visual display, individually or in combination with each other, in relation to a pairing error occurring between the wearable remote control device 1032 and the vehicle 10. As previously stated, the term "pairing" (as used herein) describes the secure process by which the wireless remote control device 1032 and the vehicle controller 103 recognize each other as valid command and response devices. Pairing errors can occur when two devices initially attempt to pair with each other but fail, or after successful pairing, causing pairing to be interrupted or lost in some way.

[0222] As mentioned above, Figure 28I Examples include a flashing first visual indicator 1060 to provide a display indicating that some kind of error has occurred. This is merely an example, and more generally, at least one embodiment of this disclosure contemplates that the first visual indicator 1060 or the second visual indicator 1070 may provide a visual display, individually or in combination with each other, in relation to a communication error occurring between the wearable remote control device 1032 and the controller 103. Once paired, both the remote control device 1032 and the controller 103 act as a sender and receiver of messages transmitted between them according to a predetermined communication protocol. A communication error may include, for example, one of the devices failing to receive the expected message.

[0223] Figure 30A flowchart depicts a method for BLE communication (e.g., a BLE communication link) between peripheral Bluetooth Low Energy (BLE) devices and a central BLE device. As previously mentioned, it should be noted that the terms "transmitter" and "receiver" as used herein are intended to refer to devices capable of unidirectional communication, i.e., that the device only transmits or receives signals, or devices capable of bidirectional communication that both transmit and receive signals, such as transceivers. Peripheral BLE devices can be defined by a wireless remote control device 32 including a first microcontroller 32A, which includes a wireless transmitter 178 that can function as both a signal transmitter and a signal receiver. See [link to relevant documentation]. Figure 3 A first microcontroller 32A, including a wireless transmitter 178, can define a first BLE radio transceiver 32B. A central BLE device can be defined by a receiver 102, which includes a second microcontroller 102A, which in turn includes a second BLE radio transceiver 102B. The receiver 102 can include both a signal receiver and a signal transmitter. See [link to relevant documentation]. Figure 3 The receiver 102 can be located on a material handling vehicle. As shown in the figure, Figure 30 The flowchart method begins at step 3002 and continues to step 3004. The first and second microcontrollers may also be referred to herein as the first and second electronic controllers.

[0224] Figure 30 The methods and any other steps / methods discussed herein may be implemented by a first microcontroller 32A, a second microcontroller 102A, and a third microcontroller, each of which may include an electronic processor for executing program code written / designed to perform the methods and steps set forth herein, the program code being stored in a memory associated with and communicating with the processor.

[0225] As previously described, a remote control device 32, which can be worn by the vehicle operator, and a receiver 102, which can be part of the vehicle charging station 50, can establish a BLE communication link between the two microcontrollers 32A and 102A via their respective microcontrollers 32A and 102A. In this sense, and as previously described, the peripheral BLE device defined by the remote control device 32 may include the first microcontroller 32A, and the central BLE device defined by the receiver 102 may include the second microcontroller 102A, such that the two microcontrollers 32A and 102A are considered paired with each other when a communication link is established. The first and second microcontrollers implement the BLE communication link such that the central BLE device is considered or includes the central BLE device in the communication link, which sets, changes, and / or defines the parameters of the BLE communication link between the two microcontrollers 32A and 102A.

[0226] Figure 30 Step 3002 of the flowchart involves polling by a central BLE device via multiple connection event requests transmitted by peripheral BLE devices paired with the central BLE device, the peripheral BLE devices including one or more activatable switches. As described above, such as Figure 4 As depicted in Figure 8, the remote control device 32 may include first, second, and third controls 196A-C. Each control 196A-C may each include a button 197A-C and a dual-state activatable switch 198A-C located below the corresponding button 197A-C. Switches 198A-C are communicatively coupled to the first microcontroller 32A, such that actuation of each of the controls 196A-C causes the wireless transmitter 178 to wirelessly transmit a corresponding request to the vehicle 10, i.e., to the central BLE device. Therefore, in addition to the first microcontroller 32A, the peripheral BLE device also includes one or more activatable switches 198A-198C. As mentioned above, the first control 196A includes a drive button 197A, which, when pressed, actuates the corresponding switch 198A, causing the wireless transmitter 178 to wirelessly transmit a request for the vehicle 10 to drive on the floor surface. The term "activatable" is intended to include both the "off" state or the inactive state of the switch and the alternative "on" state or the activated state of the switch. In this way, each switch is either activatable or deactivatable and can be in a valid "on" state or an invalid "off" state.

[0227] Figure 30 The flowchart method continues in step 3004, including, based on the state of one or more activatable switches, the peripheral BLE device sending a response message to at least a portion of a plurality of connection requests according to at least one communication operation mode of the peripheral BLE device, wherein each response message indicates the state of one or more activatable switches. The central BLE device can determine the state of each of the activatable switches 198A-198C based on information in the response messages received from the peripheral BLE devices. As is typical of a general microcontroller, the first microcontroller 32A has inputs, such as input pins, that can be connected to the activatable switches 198A-198C. The state of each of the activatable switches 198A-198C can be determined based on a current or voltage detectable at such an input pin indicating whether the switch is in an "on" or "off" state. The state of the switches can be transmitted from the peripheral BLE devices to the central BLE device via the response messages.

[0228] A "connection request" (also referred to herein as a "connection event" or "connection event request") comprises a polling or request sent from the central BLE device to peripheral BLE devices to obtain a response message. This response message may include information such as the status of each active switch 198A-198C and may receive a timestamp from the central BLE device. A series of connection requests comprises multiple equally spaced connection requests, each such request being sent at a time interval corresponding to one connection request per connection interval, where the connection interval may include a fixed time period, such as 15ms, 30ms, 45ms, 60ms, or 75ms.

[0229] Therefore, there exists at least one first communication operation mode for the peripheral BLE device defined based on the state of one or more activatable switches 198A-198C. The first communication operation mode includes a delay amount, where the delay amount defines a number of connection event requests sent that is greater than one, allowing the peripheral BLE device to not respond to connection event requests from the central BLE device. In the first communication operation mode, the peripheral BLE device does not need to respond to each sent connection event request because it does not send any active vehicle control commands to the central BLE device; that is, all activatable switches 198A-198C are closed. As discussed further below, when the peripheral BLE device operates in the first communication operation mode, the central BLE device does not expect to receive a corresponding response message for each connection event request generated by the central BLE device. Alternatively, in other cases, such as when the peripheral BLE device operates in a second communication operation mode, the central BLE device, including the second microcontroller 102A, expects to receive a corresponding response message from the peripheral BLE device, including the first microcontroller 32A, in response to each of a series of equidistant connection requests. As mentioned above, the response messages generated by the peripheral BLE device can include the status of each activatable switch 198A-198C.

[0230] in other words, Figure 30The flowchart method may include at least one of the communication operation modes, including an embodiment of a first communication operation mode determined based on: a) none of the one or more activatable switches 198A-198C are activated, and b) the expiration of a hysteresis time interval, wherein the hysteresis time interval occurs after the state of the one or more activatable switches 198A-198C has transitioned from at least one of the one or more activatable switches 198A-198C being activated to none of the one or more activatable switches 198A-198C being activated. The “hysteresis time interval” may be set to a value equal to a predefined number of connection event requests or connection intervals sent, such that the hysteresis time interval is sufficient to allow the receiver 102 and the second microcontroller 102A to respond when the operator should respond, after releasing all buttons 197A-197C, i.e., after all buttons 197A-197C are deactivated, quickly selecting an item, and then immediately activating one of the switches 198A-198C. The end of the lag time interval can be determined by the second microcontroller 102A of the central BLE device based on a time period measured using a clock signal from the central BLE device or based on a count of transmitted connection events. It is also anticipated that, in alternative embodiments, the first communication operation mode may not include the lag time interval.

[0231] The hysteresis time interval can be hard-coded or predefined in the first microcontroller 32A. Therefore, the first microcontroller 32A independently determines whether the peripheral BLE device operates in a first communication mode or a second communication mode based on the timing between the activations of switches 198A-198C. For example, when none of the one or more activatable switches 198A-198C is activated and the hysteresis time interval (i.e., a fixed time interval predefined in the first microcontroller 32A) has expired, the hysteresis time interval begins after the state of the one or more activatable switches 198A-198C has transitioned from at least one of the one or more activatable switches 198A-198C being activated to none of the one or more activatable switches 198A-198C being activated.

[0232] Figure 30The flowchart method may include an embodiment in which a central BLE device, including a second microcontroller 102A, sends a connection event request to a peripheral BLE device, including a first microcontroller 32A, in each connection interval. As mentioned above, a “connection interval” refers to a fixed time interval between each of every two sequentially occurring connection events or connection requests sent by the central BLE device to the peripheral BLE device. The length of the connection interval may be a fixed time period, such as 15ms, 30ms, 45ms, 60ms, or 75ms, which is predefined and may be entered or stored in a lookup table of the central BLE device during the design process. When the two devices initially pair up to establish a communication link, the central BLE device notifies the peripheral BLE device of the connection interval. The connection interval is defined or configured to allow vehicle responsiveness perceived after switch activation to satisfy the vehicle operator and may also be configured to allow energy savings, as a longer connection interval results in fewer connection requests (and possible response messages). Switch activation causes a corresponding command or message to be sent from the peripheral BLE device to the central BLE device. In response to a connection request from the central BLE device, only messages are transmitted from the peripheral BLE device. A longer connection interval, i.e., a longer time period between connection requests, results in a lower rate at which peripheral BLE devices can forward commands or messages to the central BLE device due to the vehicle operator activating / deactivating one or more of the switches 198A-198C, thus reducing the vehicle's responsiveness to operator commands. However, while a shorter connection interval leads to a higher rate at which peripheral BLE devices send response messages to connection requests from the central BLE device, it also causes the rechargeable power supply 180 on the peripheral BLE devices to deplete more quickly.

[0233] In particular, Figure 30The flowchart method may include an embodiment where a delay amount defined by a number of connection event requests sent greater than one is present, for which the peripheral BLE device is allowed not to respond to connection event requests from the central BLE device. Therefore, the peripheral BLE device may respond to a connection event request from the central BLE device, then ignore a predefined number of subsequent connection event requests or polling from the central BLE device equal to the delay amount, and then respond to a connection event request from the central BLE device again. Thus, in the first communication operation mode, the peripheral BLE device sends messages to the central BLE device only in response to certain connection requests spaced apart by a predefined number of intermediate connection requests equal to the delay amount, and ignores those intermediate connection requests. The delay amount corresponds to a first predetermined time interval equal to the predefined number of connection event requests that can be ignored multiplied by the connection interval. The frequency of sending connection event requests or the connection interval, and the delay amount or the first predetermined time interval (e.g., delay amount multiplied by the connection interval), may be parameters defined by the second microcontroller 102A and transmitted to the peripheral BLE device during BLE pairing of the first and second microcontrollers 32A and 102A. Figure 30 In the flowchart, the first predetermined time interval may include a peripheral device latency period, which is defined by multiplying the latency amount (i.e., the number of ignored connection event requests) by the connection interval. The latency amount corresponding to the first predetermined time interval can be set to any value such that the first predetermined time interval is equal to any desired time interval, such as 0.5 seconds, 1 second, or 1.5 seconds, and can be empirically determined during the system design process according to the embodiments described herein in order to maximize power savings at the rechargeable power supply 180.

[0234] As an alternative to the above embodiments Figure 30 The flowchart method may include an embodiment in which at least one communication operation mode is defined based on a second communication operation mode determined by at least one of one or more activatable switches 198A-198C becoming activated. Specifically, Figure 30The flowchart method may include an embodiment in which, in a second communication operation mode, a central BLE device including a second microcontroller 102A sends a connection event request to a peripheral BLE device including a first microcontroller 32A at each connection interval, identical to the first communication operation mode. Furthermore, according to this embodiment, when in the second communication operation mode, if at least one of one or more activatable switches 198A-198C is activated, the peripheral BLE device responds to each connection request sent from the central BLE device with a reply message including information about whether at least one of the one or more activatable switches 198A-198C remains activated. Moreover, in the second communication operation mode, the peripheral BLE device sends a corresponding reply message for each connection request it receives from the central BLE device, and the central BLE device waits to receive a reply message for each connection request it sends to the peripheral BLE device. As discussed further below, the communication link between the peripheral BLE device and the central BLE device may not always be perfect, such that the peripheral BLE device may not receive the connection request for the expected connection interval, or the reply message from the peripheral BLE to the connection request from the central BLE device may not be received by the central BLE device.

[0235] Note that even if no switch is activated, a status flag corresponding to the status of each of the one or more activatable switches 198A-198C can be provided in each response message during the first or second communication operation mode.

[0236] Furthermore, during the second communication operation mode, the peripheral BLE device responds to each connection request sent from the central BLE device during a hysteresis interval, which occurs after the state of at least one of the one or more activatable switches has transitioned from being activated to being deactivated. Therefore, the hysteresis interval is considered part of the second communication operation mode. Additional active time periods occurring prior to the hysteresis interval are also considered part of the second communication operation mode. An active time period begins when the state of one or more activatable switches 198A-198C changes from being deactivated to being activated, and continues until the one or more activatable switches are deactivated, thus initiating the hysteresis interval.

[0237] Therefore, based on the above description which depends on the lag time interval, according to Figure 30At least one communication operation mode transitions back to the first communication operation mode of the peripheral BLE device, which is determined based on the expiration of a lag time interval. As mentioned, in the first communication operation mode, the central BLE device sends a connection event request to the peripheral BLE device at each connection interval, but the peripheral BLE device only responds to certain connection requests spaced apart by a predefined number of intermediate connection requests equal to the delay amount by sending a reply message to the central BLE device, and the peripheral BLE device ignores these intermediate connection requests from the central BLE device.

[0238] As described above, in the first communication operation mode, a delay amount greater than one, defined by the number of connection event requests sent, can correspond to a first predetermined time interval that allows peripheral BLE devices to not respond to connection event requests from the central BLE device. This delay amount allows peripheral BLE devices to not respond to connection event requests from the central BLE device. When two devices (or their respective microcontrollers) are initially paired, the delay amount can be input into the central BLE device, determined, calculated, or defined by the central BLE device, and used to communicate with the peripheral BLE devices. When responding to a connection request from the central BLE device, the peripheral BLE device, including the first microcontroller 32A, can communicate with the central BLE device, including the second microcontroller 102A, based on this defined delay amount.

[0239] According to Figure 30 In the embodiments, as mentioned above, controls 196A-C may each include buttons 197A-C and dual-state activatable switches 198A-C located below the corresponding buttons 197A-C. Figure 4 In the exemplary remote control device 32 depicted in Figure 8, a first control 196A may include a drive button 197A, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to drive the vehicle 10 on the floor surface; a second control 196B may include a horn button 197B, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to sound a horn / alarm from the vehicle 10; and a third control 196C may include a brake button 197C, which, when pressed, causes a wireless transmitter 178 to wirelessly transmit a request to stop the vehicle (if moving under wireless control) and optionally to power off. Also as previously described, the remote control device 32 can allow an operator to operate the vehicle without occupying an operator platform on the vehicle itself. For example, an operator can use the remote control device 32 to operate the drive button 197A, which, under the operator's control, allows the operator to instruct the vehicle to move forward.

[0240] As described above, the first microcontroller 32A independently determines whether the peripheral BLE device is operating in a first communication mode or a second communication mode based on the timing between the activations of switches 198A-198C. For example, when one or more activatable switches 198A-198C are not activated and a hysteresis time interval (i.e., a fixed time interval predefined in the first microcontroller 32A) has expired, the first microcontroller 32A determines that the peripheral BLE device is operating in the first communication mode. When at least one of the one or more activatable switches 198A-198C is activated, or if one or more activatable switches 198A-198C are not activated and the hysteresis time interval that began after the state of one or more activatable switches 198A-198C has transitioned from the activation of at least one of the one or more activatable switches 198A-198C to the deactivation of one or more activatable switches 198A-198C has not expired, the first microcontroller 32A determines that the peripheral BLE device is operating in the second communication mode.

[0241] The second microcontroller 102A may determine the communication operation mode of the peripheral BLE device in several different ways. In one example, each response message may include a corresponding status flag for the operating state of each of the activatable switches 197A-197C. The central BLE device can then infer from the status flags in the response message, either individually or in combination with those from previous response messages, whether the peripheral BLE device is responding to a corresponding connection request according to a first or second communication operation mode. For example, if one of the status flags indicates that one of the activatable switches 197A-197C has been activated, then the central BLE device knows that the peripheral BLE device is operating in the second communication mode. In another example, if all the status flags in the current response message indicate that all activatable switches 197A-197C are off or inactive, and in previously sent response messages, at least equal to the number of connection events corresponding to the "hysteresis time interval" also have status flags indicating that all activatable switches 197A-197C are inactive, then the central BLE device knows that the peripheral BLE device is operating in the first communication mode. Alternatively, and more directly, the response message from the peripheral BLE device may include specific flags indicating whether the peripheral BLE device is currently responding to the corresponding connection request according to a first communication operation mode or a second communication operation mode.

[0242] Therefore, according to Figure 30The flowchart method implements a dual-speed communication system, enabling the wearable wireless remote control device 32, which defines the peripheral BLE device, to communicate at a high "active" rate during the pressing of the control button, i.e., sending reply messages at a high rate. Then, when the operator does not actively use the wearable wireless remote control device 32 to operate the vehicle, i.e., during operation in the first communication operation mode, the device 32 reverts to a slow "latency" rate (sending reply messages at a slow rate, for example, one reply message per second), significantly reducing the communication frequency and greatly reducing the power consumption of the rechargeable power supply 180. One of the at least two communication rates is set based on operator input, such as whether the active switches 197A-197C of the wearable remote device 32 are active or inactive.

[0243] Figure 31 Depicting and Figure 30 A similar flowchart illustrates a method for Bluetooth Low Energy (BLE) communication (e.g., a BLE communication link) between a wireless remote control device 32 and a receiver 102. The wireless remote control device 32 includes a first microcontroller 32A that implements a wireless transmitter 178 defining a first BLE radio transceiver 32B, wherein the remote control device 32 defines peripheral BLE devices. The receiver 102 includes a second microcontroller 102A that implements a second BLE radio transceiver 102B, wherein the receiver 102 is located on the material handling vehicle 10 and defines a central BLE device. As shown in the figure... Figure 31 The flowchart method starts from step 3102 and continues with steps 3104-3106.

[0244] Figure 31 The methods and any other steps / methods discussed herein may be implemented by a first microcontroller 32A, a second microcontroller 102A, and a third microcontroller, each of which may include an electronic processor for executing program code written / designed to perform the methods and steps set forth herein, the program code being stored in a memory associated with and communicating with the processor.

[0245] As previously described, a remote control device 32, which can be worn by the vehicle operator, and a receiver 102, which can be part of the vehicle charging station 50, can establish a BLE communication link between the two microcontrollers 32A and 102A via their respective microcontrollers 32A and 102A. In this sense, and as previously described, the peripheral BLE device defined by the remote control device 32 may include the first microcontroller 32A, and the central BLE device defined by the receiver 102 may include the second microcontroller 102A, such that the two microcontrollers 32A and 102A are considered paired with each other once a communication link is established. The first and second microcontrollers implement the BLE communication link, such that the central BLE device is considered or includes the central BLE device in the communication link, which sets, changes, and / or defines the parameters of the BLE communication link between the two microcontrollers 32A and 102A.

[0246] Figure 31 Step 3102 of the flowchart involves polling by a central BLE device via connection event requests transmitted by a peripheral BLE device paired with the central BLE device, the peripheral BLE device including one or more activatable switches.

[0247] Figure 31 The flowchart method continues in step 3104, including, based on the state of one or more activatable switches, the peripheral BLE device sending a response message to at least a portion of a plurality of connection requests according to at least one communication operation mode of the peripheral BLE device, wherein each response message indicates the state of one or more activatable switches.

[0248] exist Figure 31In step 3106 of the flowchart, the method ends with the central BLE device calculating the number of missed response messages from the peripheral BLE devices, wherein the missed response messages are response messages that the central BLE device is expected to receive from the peripheral BLE devices when the peripheral BLE devices operate according to at least one communication operation mode. As mentioned above, the communication link between the peripheral BLE devices and the central BLE device may not always be perfect, such that the peripheral BLE device may not receive a connection request at the expected connection interval (causing the corresponding response message not to be sent in accordance with the expected connection interval and connection request), or the response message from the peripheral BLE device to the connection request from the central BLE device may not be received by the central BLE device. Also as mentioned above, at least one communication operation mode may include a first communication operation mode and a second communication operation mode. In the first communication operation mode, the peripheral BLE device sends messages to the central BLE device only in response to certain connection requests spaced apart by a predefined number of intermediate connection requests equal to the delay amount, and ignores those intermediate connection requests. In the second communication operation mode, the peripheral BLE device sends a response message to each connection request generated by the central BLE device.

[0249] According to at least Figure 31 In one embodiment, a vehicle control command can be determined based on the calculated number of missed response messages from peripheral BLE devices. The number of missed messages can be calculated by a central BLE device and compared with one or more predetermined thresholds. When the central BLE device determines that the number of missed messages has exceeded at least one of the one or more predetermined thresholds, the central BLE device can transmit a corresponding vehicle control command, configured to control the operation of the vehicle, to a third microcontroller operating on vehicle 10. The third microcontroller in the illustrated embodiment includes those discussed above and... Figure 3The vehicle controller 103 is shown, but may include a separate microcontroller communicating with the vehicle controller 103. Furthermore, the third microcontroller 103 communicates with the second microcontroller 102A such that if the corresponding number of missed messages is counted by the second microcontroller 102A and exceeds one or more thresholds, then the second microcontroller 102A can notify the third microcontroller 103 of an appropriate vehicle control command, such as coasting or braking. In other words, the central BLE device (or the second microcontroller 102A) can count the number of missed response messages from peripheral BLE devices, compare the count of missed messages with one or more thresholds to determine if the count exceeds one or more thresholds, and if so, transmit the corresponding vehicle command to the third microcontroller 103. In the illustrated embodiment, the transmitted vehicle command is either a coasting command or a braking command, generated to slow or brake the vehicle considering problems in the communication link between the peripheral and central BLE devices (i.e., missed messages). In at least some embodiments, the second microcontroller 102A and the third microcontroller 103 of the central BLE device communicate with each other via hardwired connections.

[0250] Figure 31 The flowchart method may include an embodiment in which a central BLE device, including a second microcontroller 102A, sends a connection event request to a peripheral BLE device, including a first microcontroller 32A, at each connection interval. According to... Figure 31 The flowchart method allows the central BLE device to calculate the number of missed messages during the first communication operation mode using the following formula:

[0251] Equation 1:

[0252] Missed message = (current time - last message time - scheduled processing time) / (latency * connection interval)

[0253] The "scheduled processing time" includes an estimated time period, such as 5ms, which corresponds to the amount of time it takes for the peripheral BLE device to respond to a recent connection request from the central BLE device and for the central BLE device to process the received message.

[0254] Each message received from the peripheral BLE devices receives a corresponding timestamp from the central BLE device after being received by the central BLE device, and...

[0255] a) The "Present Time" is defined for the most recent state request from the third microcontroller 103, using the clock of the central BLE device. This state request can be generated by the third microcontroller 103 at a rate of once every 16 milliseconds or at any other desired rate.

[0256] b) The "Last Message Time" definition uses the clock of the central BLE device to determine the corresponding timestamp for the last reply message received in response to a previous connection event request.

[0257] "Latency" is equal to the number of connection event requests sent that are greater than one; for this latency, peripheral BLE devices are allowed not to respond; and

[0258] "Connection interval" is the time interval between connection event requests sent by the central BLE device.

[0259] In at least one embodiment, (latency * connection interval) can be selected to be approximately 1 second, for example, latency = 12 and connection interval = 75ms.

[0260] Once each status request is received from the third microcontroller 103, the central BLE device can calculate the number of messages missed during the first communication operation mode. Status requests are generated by the third microcontroller 103 at a predetermined rate (e.g., once every 16 ms) so that the central BLE device can calculate the number of missed response messages, etc. In response to each status request received from the third microcontroller 103, if the number of missed messages exceeds a first or second threshold, the central BLE device sends a coasting or braking vehicle control command to the third microcontroller 103; and if the number of missed messages is less than both the first and second thresholds, the central BLE device sends an update regarding the status of the activatable switches 198A-198C.

[0261] The example of missed messages calculated using Equation 1 includes:

[0262] A.

[0263] Current time = 307030ms;

[0264] Last message time = 306270ms;

[0265] Scheduled processing time = 5 ms;

[0266] Delay = 12 connection intervals;

[0267] Connection interval = 75ms.

[0268] Missed messages = (307030ms – 306270ms – 5ms) ÷ (12 * 75ms) = 755ms / 900ms = 0 missed messages (the decimal part is never rounded).

[0269] B.

[0270] Current time = 609024ms;

[0271] Last message time = 603270ms;

[0272] Scheduled processing time = 5 ms;

[0273] Delay = 12 connection intervals;

[0274] Connection interval = 75ms.

[0275] Missed messages = (609024ms – 603270ms – 5ms) ÷ (12 * 75ms) = 5749ms / 900ms = 6 missed messages

[0276] As discussed above, at least one communication operation mode may include a second communication operation mode determined based on at least one of the activatable switches 198A-198C becoming activated. Specifically, Figure 31 The flowchart method may include an embodiment in which, in a second communication operation mode, a central BLE device including a second microcontroller 102A sends a connection event request to a peripheral BLE device including a first microcontroller 32A at each connection interval.

[0277] Furthermore, according to this embodiment, when in the second communication operation mode, the peripheral BLE device responds to each request sent from the central BLE device with a reply message, which includes information about whether at least one of the one or more activatable switches remains active. Moreover, during the second communication operation mode, the peripheral BLE device responds to each connection request sent from the central BLE device during a hysteresis interval that occurs after the state of at least one of the one or more activatable switches has transitioned from being active to being inactive.

[0278] In contrast to the first communication operation mode, the central BLE device, including the second microcontroller 102A, can calculate the number of missed messages during the second communication operation mode according to the following formula:

[0279] Equation 2:

[0280] Missed messages = (Current time - Last message time - Scheduled processing time) / Connection interval

[0281] The "scheduled processing time" includes an estimated time period, such as 5ms, which corresponds to the amount of time it takes for the peripheral BLE device to respond to a recent connection request from the central BLE device and for the central BLE device to process the received message.

[0282] Each message received from the peripheral BLE devices receives a corresponding timestamp from the central BLE device after being received by the central BLE device, and

[0283] a) The "current time" is defined from the timestamp of the most recent state request from the third microcontroller 103, and

[0284] b) "Last Message Time" defines the timestamp of the last reply message received in response to a previous connection event request, and

[0285] The “connection interval” is the time interval between connection event requests sent by the central BLE device, wherein in at least one embodiment, the connection interval is selected to be approximately 75ms.

[0286] The central BLE device can calculate the number of messages missed during the second communication operation mode each time a status request is received from the third microcontroller 103. In response to each status request received from the third microcontroller 103, if the number of missed messages exceeds a first or second threshold, the central BLE device sends a coasting or braking vehicle control command to the third microcontroller 103, and if the number of missed messages is less than both the first and second thresholds, the central BLE device sends an update on the status of the activatable switches 198A-198C.

[0287] The example of missed message calculations using Equation 2 includes:

[0288] C.

[0289] Current time = 307030ms;

[0290] Last message time = 306270ms;

[0291] Scheduled processing time = 5ms;

[0292] Connection interval = 75ms.

[0293] Missed messages = (307030ms – 306270ms – 5ms) ÷ (75ms) = 755ms / 75ms = 10 missed messages

[0294] D.

[0295] Current time = 609024ms;

[0296] Last message time = 609005ms;

[0297] Scheduled processing time = 5ms;

[0298] Connection interval = 75ms.

[0299] Missed messages = (609024ms – 609005ms – 5ms) ÷ (75ms) = 14ms / 75ms = 0 missed messages

[0300] According to Figure 31 In the embodiments mentioned above, each of the controls 196A-C may include a button 197A-C and a dual-state activatable switch 198A-C located below the corresponding button 197A-C.

[0301] exist Figure 31 In the flowchart method, the calculation of the number of missed messages varies depending on whether the peripheral BLE device operates according to the first communication operation mode or the second communication operation mode.

[0302] The second microcontroller 102A may determine the communication operation mode of the peripheral BLE device in several different ways, allowing the central BLE device to calculate the "missed message" using an appropriate equation (Equation 1 or Equation 2). In one example, each response message may include a corresponding status flag for the operating state of each of the activatable switches 197A-197C. The central BLE device can then infer from the status flags in the response message, either individually or in combination with those from previous response messages, whether the peripheral BLE device is responding to the corresponding connection request according to a first or second communication operation mode. For example, if one of the status flags indicates that one of the activatable switches 197A-197C has been activated, then the central BLE device knows that the peripheral BLE device is operating in the second communication mode. In another example, if all the status flags in the current response message indicate that all activatable switches 197A-197C are off or inactive, and in a previously sent response message, at least equal to the number of connection events corresponding to the "hysteresis time interval" also has a status flag indicating that all activatable switches 197A-197C are inactive, then the central BLE device knows that the peripheral BLE device is operating in the first communication mode.

[0303] Alternatively, and more directly, the response message from the peripheral BLE device may include specific flags indicating whether the peripheral BLE device is currently responding to the corresponding connection request according to a first communication operation mode or a second communication operation mode.

[0304] The central BLE device sends a connection request at each connection interval and, based on one or more switch status flags or specific flags indicating the communication operation mode in the most recently received response message, determines whether the peripheral BLE device is responding to the connection request according to a first or second communication operation mode. The central BLE device then determines the appropriate equation (Equation 1 or Equation 2) to use based on the indicated communication mode and uses this equation to calculate whether there are one or more missed response messages that the central BLE device has not received. Missed response messages are those that have been sent or should have been sent since the central BLE device successfully received the last response message. Regardless of whether the peripheral BLE device is responding to the connection request according to the first or second communication operation mode, the central BLE device is interested in determining the number of missed messages encountered during communication between the central and peripheral BLE devices, which can indicate a problem in the communication link between the central and peripheral BLE devices. The calculation of the number of missed messages meaningful for assessing the condition of the communication link is complicated by the existence of communication operation modes with delays, which allows peripheral BLE devices to skip responses to at least some of the connection requests or polls sent by the central BLE device. As discussed below regarding the graph, the number of missed messages compared to at least one threshold can provide specific information useful for the central BLE device to determine whether there is a fault in the communication link.

[0305] As mentioned above, embodiments of this disclosure may utilize the concept of latency, referred to above as a "latency amount," which corresponds to a first predetermined time interval equal to a predefined number of connection event requests that can be ignored by the peripheral BLE device multiplied by the connection interval. The latency allows the peripheral BLE device to skip responding to a predefined number of connection events that send data to the central BLE device and corresponds to a first communication operation mode, which can be considered a low-speed communication mode. The latency allows the peripheral BLE device to "sleep" by as many connection event requests as possible, as permitted by configuration parameters corresponding to the latency amount set by the central BLE device. For example, a peripheral BLE device with a latency amount or "latency period" of "three" can skip responding to three connection event requests as long as the peripheral BLE device is in the first communication mode (i.e., the state of the active switches 198A-198C remains inactive).

[0306] The central BLE device will continue to poll the peripheral BLE devices at set connection intervals, listening for response messages or packets from the peripheral BLE devices in each connection interval corresponding to a connection event. The peripheral BLE devices determine whether to transmit response messages for each connection interval or connection event, or only for certain intervals, based on whether they are operating in a first or second communication operating mode. If the peripheral BLE device is operating in the first communication operating mode, it will only send response messages to the central BLE device in response to certain connection requests spaced out by a predefined number of intermediate connection requests equal to the delay amount, and will ignore these intermediate connection requests. If the peripheral BLE device is operating in the second communication operating mode, it will send a response message to the central BLE device in response to each connection request generated by the central BLE device.

[0307] As described above, a "latency period" can be defined by multiplying the latency amount (i.e., the number of connection event requests that are ignored) by the connection interval. A "latency cycle" equals one connection event request from the central BLE device, which the peripheral BLE device can ignore. The latency amount corresponding to the latency period can be set to any value such that the latency period equals any desired time period, such as 0.5 seconds, 1 second, or 1.5 seconds, and can be empirically determined during the system design process according to the embodiments described herein to maximize power savings at the rechargeable power supply 180. For example, if the latency period is approximately 1 second and the connection interval is 75 ms, then the latency amount is 12 latency cycles. If the latency period is approximately 1 second and the connection interval is 30 ms, then the number of latency cycles is 33. In this latter example, when operating in the first communication mode, the peripheral BLE device can send a reply message and then skip responding to 33 consecutive connection events before sending the next reply message. Therefore, after skipping 33 consecutive connection events, the peripheral BLE device will send a response to the 34th connection event from the central BLE device. Because the central BLE device knows that the peripheral BLE device is operating in the first communication mode, it does not expect to receive a reply message during the delay period (i.e., during the skipped 33 consecutive connection events). If the central BLE device does not receive a response on the 34th connection event, the absence of that response will be considered a missed message from the peripheral BLE device. Therefore, a missed message refers to a reply message from the peripheral BLE device that the central BLE device expected to receive in response to the connection request but did not receive.

[0308] As mentioned, when at least one of the activatable switches 198A-198C is in the "on" state, the peripheral BLE device responds to each connection event and is considered to be in a second communication operation mode, which can be considered a high-speed mode. Also as mentioned above, when all activatable switches 198A-198C are released to the "off" state, the peripheral BLE device can remain in the second communication operation mode for a hysteresis interval so that if the operator quickly picks up an item after releasing all buttons 197A-197C (i.e., all buttons 197A-197C are inactive) and then immediately activates one of the switches 198A-198C, the receiver 102 and the second microcontroller 102A are allowed to respond. Thus, the operation of the material handling vehicle 10 continues to respond readily during the hysteresis interval. The "hysteresis interval" can be determined empirically and can be defined for a predetermined number of connection intervals. As an example, it can also be approximately 1 second, which coincidentally may be the same as a previously determined delay period, but in other cases it can be a different time period.

[0309] Figure 32 This is a first example of a response message generated by a peripheral BLE device in response to a connection request from a central BLE device during the first and second communication operation modes. Figure 32 The graph includes an x-axis 3202 representing time and a y-axis 3204 that allows for the representation of various information. For example, the state of the vehicle drive button 197A is shown as "on" or "off" by the timing diagram 3206. The switch 198A associated with the drive button 197A transitions to the "on" state at time 3208 and to the "off" state at time 3210. Figure 32 The graph also depicts, in region 3212, the response messages generated by the peripheral BLE device during the six (6) seconds of vehicle operation, with each response message specified by a corresponding arrow 3222. Therefore, in Figure 32When the drive switch 198A is "off", the peripheral BLE device is in the first communication operation mode 3214 from 0 seconds to 1 second (time 3208). At 1 second (time 3208), the switch 198A associated with the drive button 197A transitions to the "on" state, causing the peripheral BLE device to enter the second communication or high-speed operation mode 3216. The drive switch 198A transitions to the "off" state at time 3210, but the peripheral BLE device continues to lag the time interval 3211 in high-speed mode 3216 at time 3210. After the lag time interval expires, the peripheral BLE device returns to the first communication operation mode 3214, in which the peripheral BLE device only responds to certain connection requests that are spaced apart by a predefined number of intermediate connections equal to the delay amount, and the peripheral BLE device ignores these intermediate connection requests.

[0310] Therefore, in region 3214, the peripheral BLE device can be considered to be in a low-speed mode, where it utilizes latency to skip responding to multiple connection events, thereby reducing power consumption from the rechargeable power supply 180 on the peripheral BLE device. However, when the peripheral BLE device enters the second communication operation mode 3216, the peripheral BLE device provides a response to each connection event from the master BLE device.

[0311] Figure 33 The illustration shows a response message generated by a peripheral BLE device in response to a connection request from a central BLE device during the first and second communication operation modes, and also illustrates a second example of three missed messages that occur during the second communication mode. Figure 33 The graph includes an x-axis 3302 representing time and a y-axis 3304 that allows for the representation of various information. For example, the state of the vehicle drive button 197A is shown as "on" or "off" by the timing diagram 3306. The switch 198A associated with the drive button 197A transitions to the "on" state at time 3308 and to the "off" state at time 3310. Figure 33 The graph also depicts, in region 3312, the response messages generated by the peripheral BLE devices during vehicle operation, with each response message specified by a corresponding arrow 3322. Therefore, in Figure 33 When the drive switch 198A is "off", the peripheral BLE device is in the first communication operation mode 3314 from 0 seconds to 1 second (time 3308). At 1 second (time 3308), the switch 198A associated with the drive button 197A transitions to the "on" state, causing the peripheral BLE device to enter the second communication or high-speed operation mode 3316. The drive switch 198A transitions to the "off" state at time 3310, but the peripheral BLE device continues to lag the time interval 3311 in high-speed mode 3316 at time 3210. Figure 33The graph also illustrates a speed graph 3340, where 0 speed units and 3 speed units are plotted on the y-axis 3304. In this example, during the second communication operation mode 3316, three missed messages 3324 occur, meaning that the central BLE device fails to receive three response messages from the peripheral BLE device in response to three corresponding connection requests generated by the central BLE device. Furthermore, in this example, first and second thresholds are defined and stored in the central BLE device. The first threshold equals three missed response messages, and the second threshold equals four missed response messages. The values ​​of the first and second thresholds can include different values. In another example, the first threshold equals three missed response messages, and the second threshold equals seven missed messages. If the number of missed messages is equal to or greater than the first threshold but less than the second threshold, the central BLE device generates a coasting vehicle control command to the third microcontroller 103. If the number of missed messages is equal to or greater than the second threshold, the central BLE device generates a braking vehicle control command to the third microcontroller 103. Because the number of missed messages in this example equals three missed messages 3324, the central BLE device generates a coasting vehicle control command to the third microcontroller 103, causing the vehicle to coast, which occurs at approximately 2.9 seconds (see speed graph 3340). However, since the central BLE device receives a valid response message 3322A corresponding to the driving request from the peripheral BLE device in response to the next connection request, the central BLE device no longer sends a coasting command to the third microcontroller. Instead, it forwards the states of the activatable switches 198A-198C to the third microcontroller 103, where the state of switch 198A corresponds to the driving request, causing the vehicle to accelerate back to approximately its original speed before being commanded to coast.

[0312] Figure 34 The illustration shows a response message generated by a peripheral BLE device in response to a connection request from a central BLE device during the first and second communication operation modes, and also illustrates a third example of four missed messages that occurred during the second communication mode. Figure 34 The graph includes an x-axis 3402 representing time and a y-axis 3404 that allows for the representation of various information. For example, the state of the vehicle drive button 197A is shown as "on" or "off" by the timing diagram 3406. The switch 198A associated with the drive button 197A transitions to the "on" state at time 3408 and to the "off" state at time 3410. Figure 34 The graph also depicts, in region 3412, the response messages generated by the peripheral BLE devices during vehicle operation, with each response message specified by a corresponding arrow 3422. Therefore, in Figure 34When the drive switch 198A is "off", the peripheral BLE device is in the first communication operation mode 3414 from 0 seconds to 1 second (time 3408). At 1 second (time 3408), the switch 198A associated with the drive button 197A transitions to the "on" state, causing the peripheral BLE device to enter the second communication or high-speed operation mode 3416. The drive switch 198A transitions to the "off" state at time 3410. Figure 34 The graph also illustrates speed graph 3440, where 0 speed units and 3 speed units are plotted on the y-axis 3404. In this example, during the second communication operation mode 3416, four missed messages 3324 occur, meaning that the central BLE device does not receive four response messages from the peripheral BLE devices in response to four corresponding connection requests generated by the central BLE device. Furthermore, in this example, first and second thresholds are defined and stored in the central BLE device. The first threshold equals three missed response messages, and the second threshold equals four missed response messages. If the number of missed messages is equal to or greater than the first threshold but less than the second threshold, the central BLE device generates a coasting vehicle control command to the third microcontroller 103. If the number of missed messages is equal to or greater than the second threshold, the central BLE device generates a braking vehicle control command to the third microcontroller 103. In this example, when the number of missed messages equals three, the central BLE device generates a coasting vehicle control command to the third microcontroller 103, causing the vehicle to coast, which occurs at approximately 2.9 seconds, see speed graph 3440. Additionally, when the number of missed messages equals four, the central BLE device generates a braking vehicle control command to the third microcontroller 103, causing the vehicle to brake, which occurs precisely after the vehicle begins to coast. Furthermore, once the central BLE device generates the braking vehicle command, it also sets a stop condition flag 3452 in parallel (see brake flag figure 3450), which allows the vehicle to be manually driven but prevents acceleration based on the activation of the switch 198A associated with the drive button 197A. In response to a subsequent connection request beginning with a reply message 3422A, the central BLE device receives a valid reply message from the peripheral BLE device. However, the central BLE device does not deactivate the stop condition flag 3452 until the switch 198A associated with the drive button 197A transitions to the "off" state, i.e., the button 197A is released, which occurs at approximately 3.9 seconds. Then, once the switch 198A is reactivated by actuating or pressing the button 197A (which occurs at approximately 4.2 seconds), the vehicle begins to accelerate again.

[0313] Figure 35The illustration shows a response message generated by a peripheral BLE device in response to a connection request from a central BLE device during the first and second communication operation modes, and also illustrates a fourth example of four missed messages during the first communication mode. Figure 35 The graph includes an x-axis 3502 representing time and a y-axis 3504 that allows for the representation of various information. For example, the state of the vehicle drive button 197A is shown as "on" or "off" by the timing diagram 3506. The switch 198A associated with the drive button 197A transitions to the "on" state at time 3508 and to the "off" state at time 3510. Figure 35 The graph also depicts, in region 3512, the response messages generated by the peripheral BLE devices during vehicle operation, with each response message specified by a corresponding arrow 3522. Therefore, in Figure 35 When the drive switch 198A is "off", the peripheral BLE device is in the first communication operation mode 3514 from 0 seconds to 1 second (time 3508). At 1 second (time 3508), the switch 198A associated with the drive button 197A transitions to the "on" state, causing the peripheral BLE device to enter the second communication or high-speed operation mode 3516. The drive switch 198A transitions to the "off" state at time 3510. Figure 35 The graph also illustrates a velocity plot 3540, where 0 velocity units and 3 velocity units are plotted on the y-axis 3404. In this example, during the first communication operation mode 3514, four missed messages 3524 occur. Figure 35Only one example is shown (and it is assumed that the other three have been missed), meaning that in response to the four corresponding connection requests generated by the central BLE device, the central BLE device did not receive four response messages from the peripheral BLE devices. Furthermore, in this example, first and second thresholds are defined and stored in the central BLE device. The first threshold equals three missed response messages, and the second threshold equals four missed response messages. If the number of missed messages is equal to or greater than the first threshold and less than the second threshold, then the central BLE device will generate a coasting vehicle control command to the third microcontroller 103. If the number of missed messages is equal to or greater than the second threshold, then the central BLE device will generate a braking vehicle control command to the third microcontroller 103. In this example, when the number of missed messages is three, the central BLE device generates a coasting vehicle control command to the third microcontroller 103. However, since the vehicle is not moving when this vehicle control command is generated, it has no actual effect on the vehicle. Conversely, when the number of missed messages is four, the central BLE device generates a braking vehicle control command to the third microcontroller 103, causing the vehicle to brake. When the drive button 197A is activated, the central BLE device receives a valid response message from the peripheral BLE device in approximately 1 second. When the drive button 197A is activated twice in quick succession, the third microcontroller 103 removes the braking command and accelerates the vehicle. Note that once a braking vehicle control command is generated, the central BLE device sets the stop condition flag 3552 (see brake flag diagram 3550). This stop condition flag 3552 allows the vehicle to be driven manually, but prevents vehicle acceleration based on the activation of the switch 198A associated with the drive button 197A once. As described above, the central BLE device receives the first valid response message from the peripheral BLE device in approximately 1 second. Once the switch 198A is activated twice in quick succession by the button 197A, the central BLE device deactivates the stop condition flag 3552.

[0314] The invention of this application has been described in detail with reference to its embodiments. It is obvious that modifications and variations can be made without departing from the scope of the invention as defined in the appended claims.

Claims

1. A method for wireless communication between a wireless remote control device including peripheral devices and a controller on a material handling vehicle including central devices, the method comprising: The central device is polled via a plurality of connection event requests transmitted by peripheral devices paired with the central device, the peripheral devices including one or more activatable switches; as well as Based on the state of the one or more activatable switches, the peripheral device sends a reply message to at least a portion of a plurality of connection requests according to at least one of a first communication operation mode or a second communication operation mode. When operating in the first communication operation mode, the peripheral device replies to only a portion of the plurality of connection requests, wherein each reply message indicates the state of the one or more activatable switches.

2. The method of claim 1, wherein the at least one communication operation mode includes a first communication operation mode determined based on the fact that none of the one or more activatable switches are activated.

3. The method of claim 2, wherein the first communication operation mode is further determined based on the expiration of a lag time interval, the lag time interval occurring after the state of the one or more activatable switches has transitioned from at least one of the one or more activatable switches being activated to none of the one or more activatable switches being activated.

4. The method of any one of claims 1-3, wherein the central device sends one of the plurality of connection event requests to the peripheral device in each connection interval, and wherein a delay amount defines a number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event request from the central device.

5. The method of claim 4, wherein the delay corresponds to a first predetermined time interval, the first predetermined time interval including a peripheral delay period defined by the delay and the connection interval.

6. The method of claim 1 or 2, wherein the at least one communication operation mode further comprises a second communication operation mode determined based on at least one of the one or more activatable switches becoming activated.

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

8. The method of claim 7, wherein, In the second communication operation mode, the peripheral device responds to each connection event request sent from the central device with information about whether at least one of the one or more activatable switches remains activated.

9. The method of claim 6, further comprising, after the state of at least one of the one or more activatable switches has transitioned from the activation of at least one of the one or more activatable switches to the deactivation of all one or more activatable switches, the peripheral device responds to each connection event request sent from the central device during a hysteresis time interval.

10. The method of claim 9, wherein the first communication operation mode of the peripheral device is determined based on the expiration of the lag time interval.

11. The method of claim 6, wherein, In the first communication operation mode, the central device sends one of the multiple connection event requests to the peripheral device at each connection interval.

12. The method of claim 11, wherein, In the first communication operation mode, the latency is defined by the number of connection event requests sent that is greater than one, within which peripheral devices are allowed not to respond to connection event requests sent from the central device.

13. The method of claim 1, wherein the one or more activatable switches include a drive button for a remote control device.

14. The method of claim 1, wherein the one or more activatable switches include a button associated with one of the vehicle horn or vehicle brakes.

15. The method of claim 1 or 2, wherein the central device sends one of the plurality of connection event requests to the peripheral device in each connection interval, and wherein a delay amount defines a number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event request from the central device.

16. A system for wireless communication, comprising: Peripheral devices, including a first microcontroller and an activatable switch; as well as The central device includes a second microcontroller on the vehicle, wherein peripheral devices are wirelessly coupled to the central device via a communication link; The first microcontroller communicates with the memory storing executable instructions, and when executing the executable instructions: Receive multiple connection event requests from the central device; as well as Based on the state of the activatable switch, a response message is sent to at least a portion of a plurality of connection requests according to at least one of a first communication operation mode or a second communication operation mode. When operating in the first communication operation mode, the peripheral device responds to only a portion of the plurality of connection requests, wherein each response message indicates the state of the activatable switch.

17. The system of claim 16, wherein the peripheral device operates in a first communication operation mode based on the fact that one or more activatable switches are not activated.

18. The system of claim 17, wherein the peripheral device further operates in a first communication operation mode based on the expiration of a lag time interval, the lag time interval occurring after the state of the one or more activatable switches has transitioned from at least one of the one or more activatable switches being activated to none of the one or more activatable switches being activated.

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

20. The system of claim 19, wherein the delay corresponds to a first predetermined time interval, the first predetermined time interval including a peripheral delay period defined by the delay and the connection interval.

21. The system of claim 16 or 17, wherein the peripheral device operates in a second communication operation mode based on at least one of one or more activatable switches becoming activated.

22. The system of claim 21, wherein, In the second communication operation mode, the peripheral device receives one of the multiple connection event requests from the central device at each connection interval.

23. The system of claim 22, wherein, In the second communication operation mode, the peripheral device sends a response to the central device for each sent connection event request, the response having information about whether at least one of the one or more activatable switches remains active.

24. The system of claim 21, wherein after the state of at least one of the one or more activatable switches has transitioned from the activation of at least one of the one or more activatable switches to the deactivation of all one or more activatable switches, the central device also receives a response from the peripheral device for each connection event request sent from the central device during a lag time interval.

25. The system of claim 24, wherein the first communication operation mode of the peripheral device is determined based on the expiration of the lag time interval.

26. The system of claim 21, wherein, In the first communication operation mode, the peripheral device receives one of the plurality of connection event requests from the central device at each connection interval.

27. The system of claim 26, wherein, In the first communication operation mode, the latency is defined by the number of connection event requests sent that is greater than one, within which peripheral devices are allowed not to respond to connection event requests sent from the central device.

28. The system of claim 16, wherein one or more activatable switches include a drive button of a peripheral device.

29. The system of claim 16, wherein one or more activatable switches include a button associated with one of the vehicle horn or vehicle brakes.

30. The system of claim 16 or 17, wherein, When operating in the first communication operation mode, the peripheral device receives one of the plurality of connection event requests from the central device in each connection interval, and wherein a delay amount defines the number of connection event requests sent that is greater than one, within which the peripheral device is allowed not to respond to the connection event requests from the central device.

31. The system of claim 16, wherein the peripheral devices include peripheral Bluetooth Low Energy (BLE) devices, and the central device includes a central BLE device.

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