Assistance system for self-driving industrial trucks with safety system

Abstract

The invention relates to an assistance system (5) for supporting the travel of a self-propelled industrial truck (3) for an increased level of safety, comprising a control device (15) for muting and reactivating the vehicle-internal safety system (9), wherein the control device (15) has a reader (14) for reading an RFID transponder (7) and comprises a timer (16) and / or an odometer, wherein the control device (15) is designed to switch off the vehicle-internal safety system (9) and / or to put it into an inactive state upon detection of the marking (7) or one of the markings (7) via the timer (16) for a predetermined period of time and / or via the odometer for a predetermined distance during continued travel, unless another of the markings (7) is detected within this period and / or on this distance.

Description

[0001] The invention relates to an assistance system for supporting the driving of a self-propelled industrial truck and a transport area.

[0002] It is known from the state of the art, for example, to mute person detection or obstacle detection at load transfer points under certain conditions. Self-driving industrial trucks can be used in a production process. However, it must therefore be ensured that they do not collide with people in the production area or with other objects. Sometimes it is not possible to completely separate the paths of the industrial trucks and person paths from each other everywhere. While a protective function such as person detection should generally be activated during the journeys of driverless transport systems, it is undesirable in special areas such as load transfer or material transfer zones because the protective function could prevent the transfer because, for example, the vehicle would not be able to drive close enough to a conveyor belt, etc.

[0003] From DE 10 2022 117 036 A1, a security system with a localization and detection system for detecting features of a security location and its position is known in the prior art in order to activate a security area or security functions there.

[0004] The object of the invention is to provide an assistance system to support the driving of a self-propelled industrial truck, which offers an increased level of safety.

[0005] The problem is solved by the features of claim 1, starting from an assistance system of the type mentioned at the outset.

[0006] Advantageous embodiments and further developments of the invention are possible by the measures mentioned in the dependent claims.

[0007] The assistance system according to the invention serves to support the operation of a self-driving industrial truck. The vehicle itself includes an internal safety system for collision monitoring during vehicle travel. This safety system can include appropriate sensors, but also a processing unit for evaluating and issuing commands to the vehicle (e.g., stopping). In principle, the evaluation can also be performed via an external processing unit, possibly a cloud.

[0008] The invention places particular emphasis on ensuring that the safety system, which is deactivated in certain zones (muting), is also reactivated when leaving that zone. This is the only way to guarantee a high level of safety, because otherwise, under unfavorable circumstances, a vehicle might leave the muting zone and the safety monitoring system would remain deactivated.

[0009] Accordingly, the assistance system according to the invention comprises a control device that enables the muting and reactivation of the safety system. The control device can, in principle, also have separate sub-devices for muting and reactivation. It also comprises a reader for reading an RFID transponder. The reader and / or the control device are typically located in the vehicle.

[0010] The assistance system further comprises at least one marking, which is designed as an RFID transponder or comprises one such, which can be attached in the area of ​​the travel path of the industrial truck. This marking or markings is / are therefore generally not attached on or in the vehicle, but outside the vehicle in the area of ​​the travel path or in the transport area. They can be attached, for example, to the floor, but also to the side walls or the like. The markings can be attached in such a way that they can be reliably detected by the vehicle's internal readers as the vehicle passes by, e.g. by keeping the distance as small as possible. The control device is then designed to deactivate the vehicle's internal safety system or to put it into an inactive state when markings are detected. As long as the vehicle can still detect a marking, muting can also be activated.If no marking can be detected anymore, the security system switches itself back on, either immediately or at least after a certain period of time.

[0011] Muting can place the safety system into an inactive state. This can be a kind of standby mode. It is also conceivable that it is completely shut down, or certain commands are no longer forwarded. The internal safety system is deactivated or switched off.

[0012] The in-vehicle safety system can be designed as an AOPD (active optoelectronic protective device). Such an optoelectronic protective device monitors the vehicle's surroundings using optical sensors, such as cameras. The use of TOF cameras, which also allow distance determination of detected objects, is conceivable, as is video cameras, particularly those with object recognition. The data can also be evaluated and analyzed using artificial intelligence or previously trained into a database. For example, it can be detected whether a person has entered the detection area or whether a sign has been detected.

[0013] According to the invention, a transport area comprises a route traveled by the industrial trucks and forming their travel path at least in sections. The route (or the travel path), in turn, has an unprotected zone in which the safety system can be deactivated or switched off (muting). There are various reasons for this. For example, it could be a material transfer area, such as a load transfer point, where goods to be transported, e.g. from a conveyor belt, are to be handed over to the vehicle. It is also conceivable that the vehicle must deliberately pass through a bottleneck where, without muting, the safety system would constantly issue a warning message due to the narrowness of the area or would stop the vehicle's travel or at least significantly slow it down because obstacles are detected too close.

[0014] As soon as the vehicle's reader detects a marker, this information is forwarded to the control device. Muting occurs, meaning the control device deactivates the safety system. If the unprotected zone through which the vehicle must pass is a certain length, it is conceivable to apply the markers continuously along this length. This can be achieved in various ways.

[0015] The markings may be located in the non-protected zone or near it.

[0016] In principle, one marker would be sufficient if the area in which the reader detects the marker extends across the entire area of ​​the non-protected zone. If this is not the case, a sequence of markers arranged directly one after the other could be used, or at least a sequence of markers that leaves no gap in the area in which the reader detects at least one marker, thus preventing the safety system from being reactivated in the muting zone.

[0017] According to the invention, the control device comprises a timer or a distance measuring device, or optionally both. If a marking is detected, the control device activates, for example, the timer or a timer, or waits a certain or predetermined period of time based on a clock, during which it deactivates the security system or puts it into an inactive state. The security system will only remain deactivated for a longer period if a marking is detected again during this period. If the control device has already reactivated the security system because no more markings were detected, it can be deactivated immediately by the control device upon detection of a new marking.

[0018] Instead of a timer, a distance sensor can also be provided. This means that after the last detection of a marker, i.e., from the location of the last detection of a marker, the vehicle can travel a predetermined distance until the safety system is switched on again or activated if no further marker could be detected along this distance. The distance is generally a portion of the route or path along which the industrial truck travels or can travel.

[0019] A combination of a timer and odometer is also conceivable. Both conditions can be linked by a logical logic, meaning that the safety system can be reactivated, for example, even if the predetermined distance has not yet been traveled since the last marker was detected, but the predetermined time period has elapsed, or conversely, if the time period since the last marker was detected is still ongoing, but the distance has already been traveled. This also allows for safety considerations that different vehicles travel at different speeds and can pass the corresponding zones in different times.

[0020] The odometer can offer the following advantage. For example, if the maximum distances covered by the unprotected zones are known, the odometer can be used to ensure that the vehicle can operate the safety system again at least after the maximum possible distance in a non-protected zone has been covered. Such assurance can also be achieved over time. A combination of these methods can further increase safety, as two criteria must be met for the safety system to remain inactive or deactivated. Furthermore, safety can be increased if one of the two methods—time measurement or distance measurement—fails to function.

[0021] The term "timer" is primarily understood in functional terms. It is any device that allows the measurement of a predetermined period of time and communicates its elapsed time to the control device. The timer, like the odometer, can be integrated into the control device.

[0022] The invention, or the corresponding developments of the invention, therefore require no marking, no trigger, no external signal to reactivate the safety system. For the safety system to remain deactivated, an external signal is required—in this case, the detection of a marking. This can significantly improve safety and reliability.

[0023] If a marking is not recognized or detected due to an error, regardless of whether the reader or the marking itself is defective, the control device reactivates the safety system. A warning would then be issued, or the vehicle would be stopped or at least significantly slowed down. This could potentially disrupt operations because the vehicle was not actually obstructed in the unprotected zone. However, this serves a safety purpose, as it is more risky for the vehicle to drive outside the unprotected zone without the safety system activated.

[0024] Nevertheless, in one embodiment of the invention, an additional sensor system can be used, for example, to perform a plausibility check. This can record secondary data. For example, the additional sensor system can be an optical system that detects certain optically recognizable additional markings to identify a position or location. For example, a reflector, a sign, a recognizable pattern, or a colored dot could be arranged in the area of ​​the non-protected zone and recognized by the additional sensor system. This is compared with the detection of the RFID marking, thus ensuring once again whether muting can occur or whether reactivation must occur or not.

[0025] In principle, the assistance system can include, for example, a positioning system or navigation system. This can also serve as an additional sensor system. For example, the position data can be used to check whether the vehicle is actually in the non-protected zone or outside of it. Depending on whether the plausibility check confirms the detection of a marking or the non-detection of a marking or not, the security system can be deactivated or reactivated. It is also conceivable that if the plausibility check fails, the control device only issues a warning signal. Furthermore, a probability check can be carried out to determine whether the deactivation or reactivation provided for by the security system should not take place, or whether only a warning or nothing should be issued. For example,When there is a deviation from position data, it must be taken into account whether a systematic or statistical error may be responsible for this.

[0026] The secondary data obtained by the additional sensor system can be compared with the information from the security system or the reader.

[0027] Positioning within a building can be achieved, for example, using transmitter modules installed inside or recognizable position markers. The self-driving vehicle can be navigated through the transport area using navigation.

[0028] The safety system and / or the control device can be partially or completely integrated into the vehicle, depending on the specific design. It is also conceivable that the data could be forwarded to a larger computing unit for evaluation (e.g., a server on-site or externally, an external cloud, or similar). In principle, however, a simple safety controller can be used in one design variant to perform the tasks of the safety system and / or the control device.

[0029] In one embodiment, the transport area can also include a guide wire attached to the floor that is detected by the industrial truck. This allows the industrial truck to be easily guided along the wire.

[0030] As already explained, the marking(s) can also be arranged along the guide wire, but only in the unprotected zone. To avoid overlap and thus interference with detection, the markings can be applied on one or both sides of the wire, e.g., parallel to the ground plane. This allows the markings to be arranged compactly along the route and does not require much space or installation space. Typical distances between the markings and the guide wire can be in the range of 20 cm. Examples of implementation:

[0031] Embodiments of the invention are illustrated in the drawings and are explained in more detail with further details and advantages.

[0032] In detail: Fig. 1: a schematic representation of a transport area with a self-propelled industrial truck and assistance system according to the invention, Fig. 2: a schematic representation of a self-propelled industrial truck with assistance system according to the invention, and Fig. 3: a schematic representation of a self-propelled industrial truck with a compact safety controller and a position determination system according to the invention.

[0033] Fig. Figure 1 shows a transport area 1 with a route 2 used by self-propelled industrial trucks 3 for material transport. Route 2 contains an unprotected zone 4, a so-called muting zone 4, in which no safety or collision monitoring is to take place, for example, because a charging station is located there or a narrow passage must be passed, in the vicinity of which an alarm from the safety system 9 would otherwise be falsely expected.

[0034] A guide wire 6 is laid in the ground along the route 2, which the self-propelled industrial truck 3 can use to navigate along the route 2 by detecting and following the wire 6. Along the wire 6, RFID markers 7 are embedded in the ground at alternating intervals on both sides. The self-propelled vehicle 3 moves in the direction of the arrows 8 along the route 2. At line 4a, the self-propelled vehicle 3 enters the area of ​​the muting zone 4 and leaves it again at line 4b.

[0035] Fig. Figure 2, in turn, shows the self-propelled industrial truck 3 with an on-board safety system 9, which includes an optical sensor 10 for detecting general obstacles and a computing unit 11 that evaluates the data from the sensor 10. With an optical sensor 10 in the form of a camera, the computing unit 11 enables, for example, the detection of an obstacle based on the image data. If an obstacle is detected, the safety system 9 forwards this information to the vehicle control system 12.

[0036] The guide wire 6 is also detected by a sensor 13 (e.g. inductive) and this information is forwarded to the automatic vehicle control 12 so that the self-driving vehicle 3 always drives over the guide wire 6.

[0037] Finally, there is another sensor, namely the reader 14, which can detect an RFID transponder, i.e. the marking 7, and thus detects whether an RFID marking 7 is directly in the area of ​​the self-driving vehicle 3. After Fig. 1, the RFID markers 7 are arranged in the ground around the guide wire 6. Therefore, the reader 14 is also arranged in a similar position to the reader 14 in order to reliably detect the markers 7. The data regarding whether a marker 7 has been detected or not is forwarded to the control device 15. The control device 15 also includes a timer 16.

[0038] As soon as the control device 15 detects a marking 7, the safety system 9 is muted, ie it is deactivated. This process is shown schematically in Fig. 2 by a switch 17, which can be switched on or off by the control unit, so that no stop signals can be forwarded to the vehicle control system 12 as a result of obstacle detection. At the same time, the timer 16 is activated by the control device 15 as soon as the marking 7 is detected. This timer measures a predetermined period of time and, once the period has elapsed, reactivates the safety system 9, unless the reader 14 detects another marking 7 within this time. Instead of the timer 16 or in combination with it, an odometer can also be used, and the safety system 9 is deactivated after the last marking 7 has been detected over the subsequent distance.

[0039] Fig. 3 shows opposite Fig. 2 an alternative embodiment, which basically corresponds to Fig. 2. Only the processing unit 11 and the control unit 15 are integrated as a single unit in a safety controller 18. Muting and reactivation also occur internally in the safety controller 18.

[0040] Together with the sensors 10, 13, 14, Fig. 2 the safety system 9 and the control device 15 or in Fig. 3 the safety controller 18 the assistance system 5.

[0041] Another difference is the design according to Fig. 3 compared to the Fig. 2 on: The embodiment according to Fig.3 additionally includes a sensor system 19 in the form of an internal positioning system. This provides secondary data in the form of a position indication on the route 2, which enables a plausibility check by comparing it with the detection of markings 7, by determining whether the self-driving vehicle 3 is located within the muting zone 4 based on the position data. A probability can also be calculated that the detection (or non-detection) of the marking 7 is correct.

[0042] For this purpose, the position data is transmitted to the control device 15. The position data can also be transmitted to the vehicle control system 12 for navigation purposes. Reference symbol: 1 transport area 2 route 3 self-propelled industrial trucks 4 non-protected zone / muting zone 4a Entry line to the muting zone 4b Exit line from the muting zone 5 Assistance system 6 Guide wire 7 Marking with RFID transponder 8 direction 9 in-vehicle safety system 10 optical sensor 11 Computing unit 12 Vehicle control 13 Sensor for detecting the guide wire 14 RFID transponder reader 15 Control device 16 timers 17 schematic switch 18 safety controllers 19 Positioning system

Claims

[1] Assistance system (5) for supporting the travel of a self-propelled industrial truck (3), comprising: • an in-vehicle safety system (9) for arrangement on and / or in a self-propelled industrial truck (3) for collision monitoring during travel of the self-propelled vehicle (3), • a control device (15) for muting and reactivating the vehicle-internal safety system (9), wherein the control device (15) has a reader (14) for reading an RFID transponder, • at least one marking (7) comprising an RFID transponder for attachment in the area of ​​the route (2) in or in the immediate vicinity of a non-protected zone (4), • wherein the control device (15) is designed to switch off the vehicle-internal safety system (9) upon detection of the marking (7) or one of the markings (7) and / or to put it into an inactive state, characterized bythat the control device (15) comprises a timer (16) and / or a distance measuring device, wherein the control device (15) is designed, upon detection of the marking (7) or one of the markings (7): i. via the timer (16) for a predetermined period of time and / or ii. to switch off the vehicle's internal safety system (9) and / or to put it into an inactive state via the odometer for a predetermined distance while continuing to drive if no further markings (7) are detected within this time period and / or on this distance, so that the safety system (9) only remains switched off and / or inactive for a longer period if a marking (7) is detected again within the time period and / or a further marking (7) is detected on this distance, and is otherwise switched on or activated again. [2] Assistance system (5) according to claim 1, characterized bythat the vehicle-internal safety system (9) is designed as an active optoelectronic protective device. [3] Assistance system (5) according to one of the preceding claims, characterized by that a sensor system is additionally provided and the control device (15) is designed to carry out a plausibility check by comparing the detection or non-detection of the marking (7) or one of the markings (7) with secondary data of the sensor system. [4] Assistance system (5) according to claim 3, characterized by that the sensor system is designed as a navigation and / or position determination system (19) which is designed to transmit position and / or navigation data as secondary data to the control device (15). [5] Assistance system (5) according to one of the preceding claims, characterized bythat a self-propelled industrial truck (3) is provided in which the vehicle-internal safety system (9) is integrated. [6] Assistance system (5) according to claim 5, characterized by that the control device (15) is also integrated in the self-propelled industrial truck (3). [7] Transport sector (1), comprising: • a route (2) which can be driven on by self-propelled industrial trucks (3) and which forms at least part of their route, • wherein the route (2) and / or the route has a non-protected zone (4), • an assistance system (5) according to one of the preceding claims, • wherein the at least one marking (7) is applied on the route (2) in the non-protected zone (4). •) [8] Transport area (1) according to claim 7, characterized by that the at least one marking (7) is applied on the route (2) in the ground area. [9] Transport area (1) according to claim 7 or 8, characterized by that the route is part of the route (2). [10] Transport area (1) according to one of claims 7 to 9, characterized by that at least two markings (7) are provided, which are arranged one behind the other along the direction of travel (8) in the non-protected zone (4). [11] Transport area (1) according to one of claims 7 or 10, characterized by that the travel route (2) has a guide wire (6) on the ground which is recognizable by the self-propelled industrial truck (3) in order to guide the self-propelled industrial truck (3) along the guide wire (6). [12] Transport area (1) according to claim 11, characterized by that the marking (7) and / or at least one of the markings (7) is / are arranged along the guide wire (6), preferably in the region of 20 cm to the right and / or left of the guide wire (6) parallel to the ground plane.

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