Industrial truck with a surroundings detection sensor

Abstract

The present invention relates to a forklift truck (1) comprising a steering mechanism (4) for steering the forklift truck (1), a drive mechanism (5) for moving the forklift truck (1), at least one environmental sensing sensor (7), and a control unit (6) which is connected to the at least one environmental sensing sensor (7), the steering mechanism (4), and the drive mechanism (5). The environmental sensing sensor (7) is configured to monitor the area (9) surrounding the forklift truck (1) for obstacles (10).The controller (6) is configured to activate the environment detection sensor (7) to detect at least one obstacle (10) in a critical monitoring area (15) and / or a semi-critical monitoring area (16) of the environment (9) of the industrial truck (1), wherein the critical monitoring area (15) is limited by a critical area boundary (15-1), and wherein the semi-critical monitoring area (16) is arranged outside the critical monitoring area (15) and adjacent to the critical monitoring area (15) on the outside.The control unit (6) is designed to determine, depending on a steering angle of the industrial truck (1) set by the steering unit (4), a predicted travel corridor (12) of the moving industrial truck (1) within the critical monitoring area (15) and, for at least one future point in time of the travel movement of the industrial truck (1), to determine a predicted position (17) of the industrial truck (1) in the predicted travel corridor (12) and to determine a clearance distance (18) between the predicted position (17) of the industrial truck (1) and the position of an obstacle (10) detected by the environment sensor (7) in the semi-critical monitoring area (16).The control system (6) is further designed to determine a travel distance (19) between the predicted position (17) of the industrial truck (1) and a current position (20) of the industrial truck (1) and to control the drive system (5) to limit the travel speed of the industrial truck (1) depending on the determined travel distance (19) and depending on the determined passing distance (18).

Description

[0001] The invention relates to a forklift truck with at least one environmental sensing sensor, which is configured to monitor the environment of the forklift truck for obstacles, and to a method for controlling the driving speed of a forklift truck with at least one environmental sensing sensor.

[0002] Industrial trucks, especially counterbalance forklifts and reach trucks, are used daily in warehouse operations to pick up goods, transport them to other locations within the warehouse, and then set them down again. Warehouses often contain numerous obstacles or people with whom moving industrial trucks could potentially collide, particularly with the increasing use of semi-autonomous or even fully autonomous trucks, some of which operate independently without a driver. Therefore, there is a need for effective collision avoidance measures during the operation of conventional industrial trucks in a warehouse.

[0003] In this context, industrial trucks must repeatedly reverse during their daily operation. This is the case, for example, when a truck approaches a shelf location to pick up or set down a load. After picking up or setting down the load, the truck must reverse away from the shelf. Similarly, frequent forward and reverse movements of industrial trucks, also known as reversing, are necessary when unloading trucks. Risks can arise if, due to routine, drivers do not pay sufficient attention to obstacles or people behind the truck while reversing.

[0004] Current technology includes rear-view monitoring systems that use distance sensors to detect a relatively large area behind the forklift and react to the forklift approaching an obstacle while it is in motion. A disadvantage of this system is that when using such forklifts, for example in block storage areas or in halls with posts or columns, obstacles outside the travel path may also be detected. This triggers the intended restrictions associated with such obstacle detection, such as a reduction in travel speed, as well as visual or audible warnings. Such unnecessary obstacle detection restricts the driver and reduces the forklift's throughput.In the case of visual and acoustic warnings, the acceptance of the obstacle detection system among drivers is further reduced, as the constant "false alarms" are perceived as unpleasant, or could be ignored by drivers if they occur frequently.

[0005] Industrial trucks, particularly counterbalance forklifts, have a lifting mast with a load-handling device, such as forks, that is vertically adjustable on the mast. Goods are picked up, moved vertically, and placed down using these forks. Industrial trucks, especially counterbalance forklifts, are often designed so that the drive is provided at the front of the truck, via a front axle with non-steered wheels. At the rear of the truck are one or two steered, usually non-driven, wheels. Alternatively, it is also known, particularly for three-wheeled forklifts, to combine the drive and steering functions in a single wheel located under the counterweight.Even reach trucks are steered via one or more rear wheels, which are located at the front in the truck's main direction of travel. In all these cases, however, the steered wheels have very large steering angles to achieve the smallest possible turning radius. When starting off with the steering wheel fully turned, the rear of such trucks swings out very sharply. Consequently, collisions with obstacles located to the side of the truck's rear can occur.

[0006] A disadvantage of previously known collision avoidance methods for conventional industrial trucks is that obstacles which are not in the monitoring area but are nevertheless located close to it can often be overlooked, which may lead to collisions.

[0007] In the publication DE 10 2012 106 988 A1 a method for controlling a forklift truck is disclosed.

[0008] It is therefore an object of the present invention to provide a forklift truck and a method for controlling a forklift truck which enables effective collision avoidance with obstacles and yet allows advantageous material handling by the forklift truck.

[0009] This task is solved according to a first aspect by a forklift truck, comprising a steering system for steering the forklift truck, a drive system for moving the forklift truck, at least one environmental sensing sensor, and a control system which is connected to the at least one environmental sensing sensor, the steering system, and the drive system, wherein the environmental sensing sensor is configured to monitor the forklift truck's surroundings for obstacles, wherein the control system is configured to activate the environmental sensing sensor to detect at least one obstacle in a critical monitoring area and / or a semi-critical monitoring area of ​​the forklift truck's surroundings, wherein the critical monitoring area is bounded by a critical area boundary, and wherein the semi-critical monitoring area is arranged outside the critical monitoring area and adjacent to the critical monitoring area on the outside.wherein the control system is configured to determine, depending on a steering angle of the industrial truck set by the steering system, a predicted travel corridor, in particular a travel line, of the moving industrial truck within the critical monitoring area, wherein the control system is configured to determine at least one predicted position of the industrial truck in the predicted travel corridor for at least one future point in time of the industrial truck's travel, wherein the control system is configured to determine a clearance distance between the predicted position of the industrial truck and the position of an obstacle detected by the environmental sensor in the semi-critical monitoring area, wherein the control system is configured to determine a travel distance between the predicted position of the industrial truck and a current position of the industrial truck, and wherein the control system is configuredto control the drive system to limit the travel speed, in particular the maximum travel speed, of the industrial truck depending on the specified travel distance and depending on the specified passing distance.

[0010] This achieves the technical advantage that obstacles which are not directly in the critical monitoring area, which corresponds in particular to the predicted travel corridor, but are nevertheless located in the semi-critical monitoring area, i.e. close to the critical monitoring area, can be detected by the environment sensor and taken into account by the control system when limiting the maximum travel speed of the industrial truck when passing the obstacle, thus achieving effective collision protection.

[0011] Furthermore, the limit on the maximum speed of the forklift truck when passing an obstacle depends on the specific passing distance and the travel distance, allowing for a differentiated reduction of the maximum speed without unduly interfering with the truck's operation in the warehouse. For example, the maximum speed can be reduced less by the control system at a large travel distance or passing distance than at a small travel distance or passing distance.

[0012] Furthermore, the control system allows for advantageous parameterization of the limit on the maximum driving speed when passing the obstacle, so that, depending on the type of environmental sensor, the load on the industrial truck, or the potential hazard posed by people, the maximum driving speed can be reduced more or less depending on the specific operating situation.

[0013] Thus, effective collision protection can be achieved for obstacles located close to the predicted driving corridor, i.e., in the semi-critical monitoring area.

[0014] In particular, the semi-critical monitoring area, which is located adjacent to the critical monitoring area on the outside, extends outwards from the critical area boundary, which limits the critical monitoring area.

[0015] The control system thus determines and processes the driving distance and the passenger distance, and preferably determines a maximum driving speed as a limit value and output variable, which is transmitted to a speed controller of the industrial truck, which ensures that the driving speed limit is adhered to.

[0016] According to an advantageous embodiment, the control system is configured to determine the current position of the industrial truck at a first time, and the control system is configured to determine the predicted position of the industrial truck in the predicted travel corridor at a second time, wherein the second time differs from the first time.

[0017] This achieves the technical advantage that, by taking the different times into account, the control system can make a more favorable prediction of the position of the industrial truck.

[0018] According to an advantageous embodiment, the control system is configured to determine the current position of the industrial truck at a first time point in time, and the control system is configured to determine a plurality of predicted positions of the industrial truck in the predicted travel corridor at a plurality of second times in time, wherein the control system is configured to determine a plurality of clearance distances between each of the plurality of predicted positions of the industrial truck and the position of the obstacle detected by the environmental sensor in the semi-critical monitoring area, wherein the control system is configured to determine a plurality of travel distances between each of the plurality of predicted positions of the industrial truck and the current position of the industrial truck, and wherein the control system is configured to control the drive system to limit the travel speed, in particular the maximum travel speed.to control the industrial truck depending on the specified travel distances and passing distances.

[0019] This achieves the technical advantage that the control is not limited to a single second point in time, but can focus precisely on the predicted positions of the industrial truck at a plurality of second points in time with respect to the plurality of predicted positions of the industrial truck, in which the passing distance is smallest in order to enable effective collision protection.

[0020] According to an advantageous embodiment, the control system is designed to determine at least one position of the industrial truck predicted by the control system as a function of the steering angle of the industrial truck set by the steering system, in particular at the first time.

[0021] This achieves the technical advantage that, based on the current steering angle known at the first time of control, an advantageous prediction of the predicted position of the industrial truck at the second time is possible.

[0022] If, contrary to expectations, a change in the steering angle should occur between the first and second time points, the control system can of course update the predicted position of the industrial truck.

[0023] In this case, the control system is specifically designed to update at least one position of the industrial truck predicted by the control system at the second time point, depending on a change in the steering angle of the industrial truck set by the steering system between the first and second time points.

[0024] According to an advantageous embodiment, the control system is configured to determine the vehicle center point of the industrial truck according to the at least one position of the industrial truck predicted by the control system, particularly at the second time, and according to the current position of the industrial truck, particularly at the first time, wherein the control system is configured to determine an obstacle center point of the detected at least one obstacle in the semi-critical area based on obstacle monitoring by the environment detection sensor, and wherein the control system is configured to determine the clearance distance between the vehicle center point according to the at least one predicted position of the industrial truck and an obstacle center point of the detected obstacle, wherein the control system is configuredto determine the travel distance between the vehicle center at the predicted position of the forklift and the vehicle center according to the current position of the forklift.

[0025] This achieves the technical advantage that by taking into account the vehicle center point of the industrial truck or the obstacle center point of the detected obstacle, a particularly advantageous and easy-to-implement determination of the driving distance and the passing distance becomes possible, since only the distance between the respective points needs to be determined.

[0026] According to an advantageous embodiment, the control system is configured to determine at least two points on the outer contour of the industrial truck as the current position of the industrial truck and as the predicted position of the industrial truck, wherein the control system is configured to determine a plurality of passing distances between each of the two points on the industrial truck in the at least one predicted position of the industrial truck and the detected obstacle, and / or wherein the control system is configured to determine a plurality of travel distances between each of the two points on the industrial truck in the predicted position of the industrial truck and each of the two points on the industrial truck in the current position of the industrial truck.

[0027] This achieves the technical advantage that by taking into account at least two points on the outer contour of the industrial truck, a more precise specification of the driving corridor or the critical monitoring area is obviously obtained, even if the calculation of a large number of driving distances and passing distances becomes more complex.

[0028] According to an advantageous embodiment, the control system is designed to limit the travel speed, in particular the maximum travel speed, of the industrial truck based on the following formula: V lim d , q = maximum sqrt 2 ⋅ a ⋅ d , b ⋅ q whereV lim corresponds to the maximum travel speed of the industrial truck in the at least one predicted position of the industrial truck (1), where d corresponds to the travel distance, where q corresponds to the passing distance, where sqrt corresponds to the square root, where a corresponds to a first parameter, and where b corresponds to a second parameter, where a in particular corresponds to 1.5 m / s 2<, and where b in particular corresponds to 3 / s.

[0029] This achieves the technical advantage that the corresponding formula allows for a beneficial limitation of the maximum driving speed when passing the obstacle.

[0030] According to an advantageous embodiment, the control system is configured to activate the drive system, which is configured to move the industrial truck in at least one predicted position of the industrial truck, in particular at the second time, at the maximum driving speed determined by the formula.

[0031] This achieves the technical advantage of providing effective collision protection.

[0032] According to an advantageous embodiment, the control system is designed not to control the drive system to limit the travel speed of the industrial truck if the specified passing distance is greater than a passing distance threshold value.

[0033] This achieves the technical advantage that, in the case of an obstacle that is very far away from the industrial truck, so that a risk of collision is virtually eliminated, no intervention in the driving speed of the industrial truck is necessary.

[0034] According to an advantageous embodiment, the passage distance threshold is a predetermined passage distance threshold or a variable passage distance threshold, wherein the control is particularly configured to control the variable passage distance threshold depending on at least one of the following parameters: current travel speed of the industrial truck, current load weight of the industrial truck, presence of a speed-permitted area in which the industrial truck is moving, and presence of a speed-limited area in which the industrial truck is moving.

[0035] This achieves the technical advantage of enabling a particularly effective way of bypassing the obstacle.

[0036] According to an advantageous embodiment, the control system is designed to control the drive system to limit the travel speed of the industrial truck, in particular to initiate braking and / or emergency braking, when an obstacle is detected by the environmental sensor in the critical monitoring area.

[0037] This achieves the technical advantage that, in the event of an acute collision, the industrial truck reacts favorably.

[0038] According to an advantageous embodiment, the industrial truck is designed as a manually operated industrial truck, or as a non-autonomous industrial truck, or as a semi-autonomous industrial truck, or as a fully autonomous industrial truck.

[0039] This achieves the technical advantage of enabling a wide range of applications.

[0040] In a manually operated industrial truck, a driver is present in a driver's cab to actively control the truck. In a semi-autonomous industrial truck, at least some of the driving functions are performed by the truck itself, without the need for a driver. In a fully autonomous industrial truck, all driving functions are performed by the truck itself, without the need for a driver.

[0041] According to an advantageous embodiment, the industrial truck has a vehicle housing on which at least one environment detection sensor is arranged, wherein the environment detection sensor is in particular arranged and configured on a rear side of the vehicle housing to monitor a rear area of ​​the environment of the industrial truck for obstacles, and / or wherein the environment detection sensor is in particular arranged and configured on a front side of the vehicle housing to monitor a front area of ​​the environment of the industrial truck for obstacles.

[0042] This achieves the technical advantage of effective collision protection for both forward and reverse travel.

[0043] According to an advantageous embodiment, the environmental sensing sensor comprises a radar sensor and / or laser sensor and / or a camera. Generally, the environmental sensing sensor can be of any technology. When the environmental sensing sensor is implemented as a camera, it preferably has suitable image processing for detecting and locating objects / obstacles in the vicinity of the industrial truck. For this purpose, the camera can comprise two camera units with stereoscopic capability, or, if implemented as a single camera, it can be designed as a camera with intelligent object recognition.

[0044] Preferably, the environmental detection sensor generates a flat and horizontal 2D point cloud or a 3D point cloud.

[0045] This achieves the technical advantage of enabling effective environmental sensing.

[0046] This problem is solved according to a second aspect by a method for controlling the travel speed of a forklift truck, wherein the forklift truck has a steering system for steering the forklift truck, a drive system for moving the forklift truck, at least one environmental sensing sensor, and a control system which is connected to the at least one environmental sensing sensor, the steering system, and the drive system, wherein the method comprises the following steps: activating the environmental sensing sensor to detect at least one obstacle in a critical monitoring area and / or a semi-critical monitoring area of ​​the forklift truck's environment by the control system, wherein the critical monitoring area is bounded by a critical area boundary, and wherein the semi-critical monitoring area is located outside the critical monitoring area and adjacent to the critical monitoring area on the outside.Determining a predicted travel corridor, in particular a travel line, of the moving industrial truck within the critical monitoring area as a function of a steering angle of the industrial truck set by the steering system; determining at least one predicted position of the industrial truck in the predicted travel corridor for at least one future point in time of the industrial truck's movement by the control system; determining a clearance distance between one predicted position of the industrial truck and the obstacle detected by the environmental sensor in the semi-critical monitoring area by the control system; determining a travel distance between the predicted position of the industrial truck and a current position of the industrial truck by the control system; controlling the drive system to limit the travel speed, in particular the maximum travel speed.of the industrial truck depending on the specific travel distance and depending on the specific passing distance determined by the control system.

[0047] This achieves the technical advantage of a beneficial reduction in driving speed when passing an obstacle.

[0048] Further advantages and details of the invention are explained in more detail by way of example with reference to the embodiments shown in the schematic figures. These show: The Figure 1 a forklift truck with at least one environmental sensing sensor according to an embodiment of the prior art; The Figure 2 a forklift truck with at least one environmental sensing sensor according to an embodiment of the present invention; and The Figure 3a schematic representation of a method for controlling the travel speed of a forklift truck according to an embodiment of the present invention.

[0049] The Figure 1 Figure 1 shows a forklift truck with at least one environmental sensing sensor according to an embodiment of the prior art.

[0050] The one in Figure 1 The industrial truck 1, shown only schematically, is used for transporting goods in a warehouse and is specifically designed as a forklift truck.

[0051] Even if that is in the Figure 1 Not shown, the industrial truck 1 has, in particular, a vertically oriented lifting mast with a load handling device, such as load forks, attached to it in a height-adjustable manner, by means of which goods, for example boxes, can be picked up from a shelf of the warehouse and unloaded at another location in the warehouse, or vice versa.

[0052] Thus, according to the present disclosure, a forklift truck 1 always has a vertically oriented lifting mast with a load handling device attached to it in a height-movable manner for picking up goods.

[0053] The one in Figure 1 The industrial truck 1 shown in the present disclosure has a vehicle body 2 shown only schematically and wheels 3, in particular four wheels 3 (although three wheels 3 are also possible), to enable movement of the industrial truck 1 in the warehouse. The industrial truck 1 has a Figure 1 The steering mechanism 4, shown only schematically, is designed to steer the industrial truck 1, as by the turning of two wheels 3, in particular the two rear wheels of the reversing industrial truck 1, in the Figure 1 is shown.

[0054] The industrial truck 1 also has a Figure 1The drive mechanism 5, shown only schematically, is designed to move the industrial truck 1. The drive mechanism 5 includes, in particular, an electric motor designed to drive the wheels 3.

[0055] A control unit 6, which is technically connected to the steering 4 and the drive 5, is located in the Figure 1 also only shown schematically.

[0056] The one in Figure 1 The depicted industrial truck 1 can be configured as a manually operated industrial truck 1, which means that a driver in a Figure 1The operator's station (not shown) of the industrial truck 1 is located there, and the operator actively controls the industrial truck 1. The industrial truck 1 can also be configured as a non-autonomous industrial truck 1, a semi-autonomous industrial truck 1, or a fully autonomous industrial truck 1. In a semi-autonomous industrial truck 1, at least some of the driving functions are performed by the industrial truck 1 itself, without the need for a driver. In a fully autonomous industrial truck 1, all driving functions are performed by the industrial truck 1 itself, without the need for a driver.

[0057] In the Figure 1In the depicted scenario, the industrial truck 1 is reversing and has an environmental detection sensor 7 arranged on a rear side 2-1 of the vehicle housing 2, which is configured to monitor a rear area 8 of the environment 9 of the industrial truck 1 for obstacles 10. The rear area 8 of the environment 9 of the industrial truck 1 is bounded by a vertical guide line 8-1.

[0058] Even if this is in the Figure 1Not shown, the industrial truck 1 can alternatively or additionally have at least one further environmental sensing sensor 7, which is arranged on a front surface 2-2 of the vehicle housing 2 and which is configured to monitor a front area 11 of the environment 9 of the industrial truck 1 for obstacles 10. The front area 11 of the environment 9 of the industrial truck 1 is limited by a vertical guide line 11-1. The corresponding further environmental sensing sensor 7, optionally arranged on the front surface 2-2 of the vehicle housing 2, can ensure effective obstacle monitoring, particularly when the industrial truck 1 is moving forward.

[0059] The at least one environmental sensing sensor 7 can, in particular, comprise a radar sensor, a laser sensor, or a camera. Alternatively, the radar sensor and laser sensor or camera can be combined in one housing of the at least one environmental sensing sensor 7, or the radar sensor and laser sensor or camera can be used, in particular, as separate environmental sensing sensors 7 on the front and / or back.

[0060] As in the Figure 1 As highlighted, the control unit 6 of the industrial truck 1 is designed to determine a predicted travel corridor 12, in particular a travel line 13, of the moving industrial truck 1 depending on a steering angle of the industrial truck 1 set by the steering unit 4. As in the Figure 1 As shown, the driving corridor 12 is bounded by the two auxiliary lines 12-1, and the driving line 13 extends in particular approximately from a point in Figure 1only schematically represented vehicle center 14 of the industrial truck 1.

[0061] The control unit 6 of the industrial truck 1 is configured to activate the environment detection sensor 7 to detect at least one obstacle 10 in a critical monitoring area 15, wherein the critical monitoring area 15 is limited here by a critical area boundary 15-1, and corresponds to the travel corridor 12 limited by the two auxiliary lines 12-1.

[0062] As in the Figure 1 As shown, the environment detection sensor 7 detects an obstacle 10 in the critical monitoring area 15, which corresponds to the travel corridor 12, so that the control unit 6 is configured according to the present disclosure to limit the travel speed of the industrial truck 1, and the control unit 6 is in particular configured to initiate a braking or an emergency braking action of the industrial truck 1.

[0063] Here, the way in which the industrial truck 1 must be braked is kinematically predetermined or at least deterministically determinable. If the truck 1 is to come to a stop with a maximum braking deceleration a in front of the obstacle 10 at a distance d, the travel speed remains limited, in particular, below a value of sqrt(2·a·d), where "sqrt" corresponds to the square root of the term in parentheses.

[0064] According to the in Figure 1In the illustrated embodiment of the prior art, obstacles 10 outside the critical monitoring area 15, or outside the travel corridor 12, are ignored. For safety reasons, the travel corridor 12 can generally be designed to be somewhat wider, particularly by the control system 6, than would be expected purely geometrically from the outer contour of the industrial truck 1, in order to compensate for tolerances and uncertainties, for example, regarding the position of an obstacle 10 or the prediction of the travel corridor 12. Such compensation can be either fixed parameterized, dependent on the travel speed, or dependent on the distance of the obstacle 10 from the industrial truck 1.

[0065] However, according to the in Figure 1The illustrated embodiment of the prior art presents a hard separation between obstacles 10 inside the travel corridor 12 (which are taken into account) and obstacles 10 outside the travel corridor 12 (which are not taken into account). This can lead to the industrial truck 1 passing an obstacle 10 located just outside the travel corridor 12 relatively closely and without a significant reduction in speed, which could be problematic, especially if the obstacle 10 is not static but moves on its own.

[0066] On the other hand, if the driving corridor 12 is perhaps too wide, it may happen that if the surroundings are spatially restricted, for example by a wall of the warehouse, a detected obstacle 10 can only be bypassed with difficulty or not at all, leading to unnecessary and therefore uneconomical delays in the transport of goods.

[0067] For this reason, the following addresses, in accordance with the Figure 2 The illustrated embodiment of the present invention overcomes the corresponding disadvantages and optimizes the invention according to the Figure 1 The illustrated embodiment is shown again.

[0068] The Figure 2 Figure 1 shows a forklift truck with at least one environmental sensing sensor according to an embodiment of the present invention.

[0069] Regarding the industrial truck 1 and the environmental monitoring of the in the Figure 2The further embodiment shown refers to the extensive details in the Figure 1 Reference is made to the illustrated embodiment.

[0070] The difference in the Figure 2 In the illustrated embodiment, the environmental detection sensor 7, or the control unit 6, also takes into account obstacles 10 during obstacle detection which are located outside the driving corridor 12, or outside the critical monitoring area 15, i.e. in a semi-critical monitoring area 16.

[0071] The control unit 6 is therefore designed to activate the environment detection sensor 7 to detect at least one obstacle 10 in the critical monitoring area 15 and / or the semi-critical monitoring area 16 of the environment 9 of the industrial truck 1.

[0072] The critical monitoring area 15 is limited by a critical area boundary 15-1, and corresponds to the driving corridor 12 limited by the two auxiliary lines 12-1.

[0073] The semi-critical monitoring area 16 is located outside the critical monitoring area 15 and is externally adjacent to the critical monitoring area 15. From the Figure 2 It is evident that the obstacle 10 detected by the environment detection sensor 7 is located in the semi-critical monitoring area 16.

[0074] Also according to the in Figure 2In the illustrated embodiment, the control system 6 is designed to determine, depending on a steering angle of the industrial truck 1 set by the steering system 4, a predicted travel corridor 12, in particular at least one travel line 13 (in the present case two travel lines 13, which are explained below), of the moving industrial truck 1 within the critical monitoring area 15.

[0075] According to the Figure 2 In the illustrated embodiment, the control system 6 is further configured to determine at least one predicted position 17 of the industrial truck 1 in the predicted travel corridor 12 for at least one future point in time of the movement of the industrial truck 1.

[0076] The control unit 6 is specifically designed to determine at least one position 17 of the industrial truck 1 predicted by the control unit 6 as a function of the steering angle of the industrial truck 1 set by the steering unit 4, particularly at the first time.

[0077] In the Figure 2 Two predicted positions 17 are marked by a cross, which will be discussed in more detail below.

[0078] According to the in Figure 2 In the illustrated embodiment, the control unit 6 is configured to determine at least a clearance distance 18 between the predicted position 17 of the industrial truck 1 and the position of the obstacle 10 detected by the environmental sensor 7 in the semi-critical monitoring area 16. Figure 2 Based on the two predicted positions 17, two passing distances 18 are also marked.

[0079] According to the in Figure 2In the illustrated embodiment, the control unit 6 is further configured to determine a travel distance 19 between the predicted position 17 of the industrial truck 1 and a current position 20 of the industrial truck 1. In the Figure 2 Based on the two predicted positions 17, two travel distances 19 are also marked, in relation to two current positions 20 of the industrial truck 1, as explained in detail below.

[0080] According to the in Figure 2In the illustrated embodiment, the control unit 6 is configured to control the drive 5 to limit the travel speed, in particular the maximum travel speed, of the industrial truck 1 as a function of the specified travel distance 19 and as a function of the specified clearance distance 18. The limitation of the travel speed, in particular the maximum travel speed, of the industrial truck 1 is preferably achieved by setting a limit value for the travel speed, thus ensuring that the industrial truck 1 does not exceed this limit value. For this purpose, the control unit 6 can transmit the limit value for the travel speed to a speed controller of the industrial truck 1, which limits the travel speed of the industrial truck to the limit value.

[0081] This ensures that an obstacle 10 detected in the semi-critical area 16 can be safely bypassed by the industrial truck 1.

[0082] While the Figure 2 The forklift truck 1, according to the forklift truck points Vi or Vi' characterized by the current position 20 of the forklift truck 1, explicitly shows an outer contour of the forklift truck 1, is in the Figure 2 The position of the industrial truck 1 in the predicted position 17 is not shown, but only schematically indicated based on the characterized points of the industrial truck 1.

[0083] In this case, the control unit 6 is specifically configured to determine the current position 20 of the industrial truck 1 at a first time, and the control unit 6 is configured to determine the predicted position 17 of the industrial truck 1 in the predicted travel corridor 12 at a second time, wherein the second time differs from the first time.

[0084] This is complicated in the present case by the fact that control 6 naturally does not respond to the one in the Figure 2 The schematically indicated predicted position 17 of the industrial truck 1 is limited at the second time point.

[0085] The control unit 6 is specifically designed to determine the current position 20 of the industrial truck 1 at a first time point in time, and the control unit 6 is specifically designed to determine a plurality of predicted positions 17 of the industrial truck 1 in the predicted travel corridor 12 at a plurality of second times point in time.

[0086] The control unit 6 is specifically designed to determine a plurality of passing distances 18 between each of the plurality of predicted positions 17 of the industrial truck 1 and the position of the obstacle 10 detected by the environmental sensor 7 in the semi-critical monitoring area 16.

[0087] The control unit 6 is specifically designed to determine a plurality of travel distances 19 between each of the plurality of predicted positions 17 of the industrial truck 1 and the current position 20 of the industrial truck 1.

[0088] The control unit 6 is designed to control the drive unit 5 to limit the travel speed, in particular the maximum travel speed, of the industrial truck 1 depending on the specified travel distances 19 and depending on the specified passing distances 18.

[0089] This means that the control unit 6 can take into account a variety of travel distances 19 and a variety of passing distances 18 when limiting the travel speed, so that in particular the critical moment at which the industrial truck 1 passes the obstacle 10 at the smallest possible passing distance 18 can be taken into account.

[0090] The following section discusses the significance of two current positions 20 of the industrial truck 1, two predicted positions 17 of the industrial truck 1, two travel distances 19 and also two passing distances 18.

[0091] As in the Figure 2 As shown, the control system 6 is configured to define at least two forklift truck points Vi, or Vi' of an outer contour of the forklift truck 1 as the current position 20 of the forklift truck 1, in particular in relation to the one shown. Figure 2 to determine the first time point shown, and the two forklift points Vi, and Vi' of an outer contour of the forklift 1 as the predicted position 17 of the forklift 1, in particular at the time shown in the Figure 2 to determine the second point in time that was not indicated.

[0092] As in the Figure 2As shown, the control system 6 is designed to determine a plurality of passing distances 18 between each of the two forklift points according to the at least one predicted position 17 of the forklift 1 and the detected obstacle 10.

[0093] As in the Figure 2 As shown, the control system 6 is designed to determine a plurality of travel distances 19 between each of the two forklift points according to the predicted position 17 of the forklift 1 and each of the two forklift points Vi, or Vi' according to the current position 20 of the forklift 1.

[0094] As an alternative to the case just described, the control unit 6 can, instead of relying on different forklift truck points on the outer contour of the forklift truck 1, also use the one in the Figure 2 In the case not shown, take into account that the vehicle center point 14 of the industrial truck 1 is assumed.

[0095] In this case, the control unit 6 is specifically designed to determine the vehicle center point 14 of the industrial truck 1 according to the at least one position 17 of the industrial truck 1 predicted by the control unit 6, particularly at the second time, and according to the current position 20 of the industrial truck 1, particularly at the first time.

[0096] The controller 6 is designed to, based on obstacle monitoring by the environment detection sensor 7, to execute a Figure 2 to determine the obstacle center point of the detected at least one obstacle 10 in the semi-critical area 16, which is not shown.

[0097] The control unit 6 is configured to determine the clearance distance 18 between the vehicle center point 14, according to at least one predicted position 17 of the industrial truck 1, and the center point of the detected obstacle 10. The control unit 6 is configured to determine the travel distance 19 between the vehicle center point 14 at the predicted position 17 of the industrial truck 1 and the vehicle center point 14 according to the current position 20 of the industrial truck 1.

[0098] In this case, if only the first time point and only the second time point are taken into account, there is only a single driving distance 19 and a single passing distance 18.

[0099] The following section discusses the specific calculation of the maximum travel speed at the predicted position 17 of the industrial truck 1.

[0100] The control unit 6 is specifically designed to limit the travel speed, in particular the maximum travel speed, of the industrial truck 1 based on the following formula: V lim d , q = maximum sqrt 2 ⋅ a ⋅ d , b ⋅ q

[0101] Here, V lim corresponds to the maximum travel speed of the industrial truck 1 in the at least one predicted position 17 of the industrial truck 1, where d corresponds to the travel distance 19, where q corresponds to the passing distance 18, where sqrt corresponds to the square root, where a corresponds to a first parameter, and where b corresponds to a second parameter.

[0102] The control unit 6 is specifically designed to activate the drive unit 5, which is designed to move the industrial truck 1 in at least one predicted position 17 of the industrial truck 1, in particular at the second time, at the travel speed determined by the formula, in particular the maximum travel speed.

[0103] The first term "sqrt(2 · a · d)" of the formula above generates the same travel speed limit as if the forklift 1 were to collide at the predicted position 17 and thus have to come to a standstill before that point. The second term "b · q" of the formula above ensures that this travel speed limit from the first term is superseded by the travel speed from the second term, exceeding the maximum of both terms, from a certain small distance d onwards. Thus, the second term provides a minimum travel speed that is directly dependent on the passing distance 18 q.

[0104] A typical parameterization here is, in particular, a = 1.5 m / s² and b = 3 s⁻¹. In the case of a likely passing distance of 18, or q of 1 m, the first term would determine the speed limit at a larger distance d. With d = 12 m, the first term is √(2 · a · d) = √(2 · 1.5 m / s² · 12 m) = 6 m / s, and the second term is simply √(b · q) = 3 s⁻¹ · 1 m = 3 m / s, thus giving the speed limit V lim = 6 m / s. As the distance d decreases, the value of the first term also decreases, and with d = 3 m, both terms are exactly equal: √(2 · 1.5 m / s² · 3) = 3 m / s. For lower values ​​of d, the driving speed limit is determined via the second term and remains constant at 3 m / s until the industrial truck 1 has passed the obstacle 10.

[0105] Another possibility would be that a clearance threshold value is stored in the controller 6, which precludes intervention by the controller 6. In this case, the controller 6 would be specifically configured not to control the drive 5 for limiting the travel speed of the industrial truck 1 if the specified clearance distance 18 is greater than a corresponding clearance threshold value.

[0106] The passage distance threshold can be a predetermined passage distance threshold or a variable passage distance threshold, wherein the control unit 6 is particularly configured to control the variable passage distance threshold depending on at least one of the following parameters: current travel speed of the industrial truck 1, current load weight of the industrial truck 1, presence of a speed-permitted area in which the industrial truck 1 is moving, and presence of a speed-limited area in which the industrial truck 1 is moving.

[0107] Even if this is only for the exemplary embodiment of the Figure 1 As has been described, this naturally applies equally to the exemplary embodiment of the Figure 2, that the control unit 6 is specifically designed to control the drive unit 5 to limit the travel speed of the industrial truck 1, in particular to initiate braking or emergency braking, when an obstacle 10 is detected by the environmental sensor 7 in the critical monitoring area 15.

[0108] The essential aspect of the embodiment according to the exemplary embodiment of the Figure 2The described concept for designing a collision protection system is that, instead of focusing solely on detected obstacles 10 within a critical monitoring area 15, it also considers detected obstacles 10 in a semi-critical monitoring area 16 adjacent to the critical monitoring area 15, depending on their clearance distance 18 to the industrial truck 1. This allows the controller 6 to consider how critical the position of the obstacle 10 is with regard to the risk of a collision with the industrial truck 1 and to react accordingly. The basic idea here is the dedicated processing of the predicted clearance distance 18, at which the industrial truck 1 will pass the obstacle 10, when determining the intervention of the controller 6 in the movement of the industrial truck 1.

[0109] The control unit 6 allows the forklift 1 to be controlled so that it passes an obstacle 10 at a certain passing distance 18 at either a fast or slow speed. The advantage of the activated travel speed limit is directly reflected in the robustness of the collision protection with regard to tolerances and deviations concerning the measured and controlled variables, such as the position of the detected obstacles 10, the steering angle, the travel speed limit, as well as potential unpredictable movements of the detected obstacle 10 and unpredictable changes in the steering angle.

[0110] This freedom in designing the driving behavior with regard to detected obstacles 10 in the semi-critical area 16 is most beneficial when the function is configurable at that point. For example, the operator of the industrial truck 1 can set a compromise between the level of protection and performance by parameterizing the settings, especially since the appropriate configuration can depend heavily on the operating conditions of the industrial truck 1. For example, in a cordoned-off area without people or other road users, where it can be assumed that no obstacles 10 are moving, a performance-oriented configuration is more suitable, allowing the truck to pass close to an obstacle 10 at high speed.In other areas, where many people may be traveling, a configuration in which an obstacle is passed at a relatively low speed will certainly be preferred.

[0111] The idea behind the concept of the present disclosure is to reduce the driving speed depending on the driving distance 19, or d, and the passing distance 18, or q. Independent of the previously mentioned exemplary function, the driving speed reduction function, depending on the driving distance 19, or d, and the passing distance 18, or q, can have infinitely many mathematical forms and can be defined linearly, quadratically, rationally, or empirically, and can also be represented in the form of characteristic maps, and can be continuous or discontinuous, whereby a monotonic curve over the two quantities d and q should be ensured. The driving speed reduction function should result in the driving speed being reduced or at least remaining constant at the predicted position 17.

[0112] The speed reduction function mentioned above is just one of many conceivable solutions that ensure the speed limit remains constant in the last few meters before reaching the predicted position 17, for example, to prioritize driving comfort. Another implementation could be that, based on a combination of driving distances 19 or d and passing distances 18 or q, the speed limit gradually increases in the last few meters before reaching the predicted position 17, on the grounds that the danger is about to pass, as the estimated probability of a steering angle change leading to a collision decreases.In the event of a steering angle change leading to a collision in the last few meters, the chance of preventing the collision by braking intervention is lower, so that in this case the speed limit would more likely be further reduced in the last few meters before reaching the predicted position 17.

[0113] Furthermore, it is emphasized that a sensible, concise and easily understandable parameterization option for the passing behavior could be a question which could be phrased as follows: "At what maximum speed should the industrial truck 1 be able to pass an obstacle 10 at a distance of 1m (for example)?"

[0114] For example, when using a laser sensor as an environmental monitoring sensor, a maximum travel speed of 9.5 km / h can be set as a default. This parameterization ensures that the forklift 1 brakes in time before encountering a pedestrian traveling at 5 km / h on a collision course. If a higher level of protection is desired at the expense of driving performance, the parameter value can be reduced (e.g., to 7 km / h). With this setting, the forklift 1 begins to brake at a greater distance from the pedestrian, resulting in increased protection.

[0115] Conversely, if more performance is desired from the forklift 1, the parameter value can be increased accordingly (e.g., to 15 km / h). The forklift 1 will then only brake when stationary in front of obstacles 10 or will travel at a "strolling" speed.

[0116] The present disclosure thus enables the industrial truck 1 to react not only to detected obstacles 10 in the critical monitoring area 15, but also to detected obstacles 10 in the semi-critical monitoring area 16. The corresponding reaction of the industrial truck 1 is differentiated and dependent on its passing distance 18 to the obstacle 10, so that a limited passing maneuver is possible, with a maximum travel speed proportional to the passing distance 18, or to the travel distance 19. In addition, this reaction can be advantageously configured by parameterization, for example by a proportionality factor between the passing distance 18 and the travel speed during passing.

[0117] The present disclosure thus offers a new approach for dealing with detected obstacles 10 in the vicinity 9 of the industrial truck 1 that do not directly pose a collision hazard, whereby the corresponding obstacles 10 are not completely ignored by the collision protection function of the industrial truck 1. However, a weighting takes place, namely in the reduction of the travel speed of the industrial truck 1, which is variable and depends on the passing distance 18 of the corresponding obstacles 10 from the industrial truck 1. Obstacles 10 very far from the industrial truck 1 can essentially be ignored, while obstacles 10 near the critical monitoring area 15 lead to a significant reduction in travel speed.

[0118] The speed of the industrial truck 1 is reduced, in particular, before the detected obstacle 10 enters the critical monitoring area 15. To achieve a reasonable compromise between the level of protection and performance, the function can be parameterized by default so that braking always occurs in time before encountering a pedestrian traveling at 5 km / h.

[0119] The Figure 3 Figure 1 shows a schematic representation of a method for controlling the travel speed of a forklift truck according to an embodiment of the present invention.

[0120] The method 25 comprises as a first procedural step the activation 26 of the environment detection sensor 7 to detect at least one obstacle 10 in a critical monitoring area 15 and / or a semi-critical monitoring area 16 of the environment 9 of the industrial truck 1 by the control unit 6, wherein the critical monitoring area 15 is limited by a critical area boundary, and wherein the semi-critical monitoring area 16 is arranged outside the critical monitoring area 15 and adjacent to the critical monitoring area 15 on the outside.

[0121] The procedure 25 includes as a second procedural step the determination 27 of a predicted travel corridor 12, in particular a travel line 13, of the moving industrial truck 1 within the critical monitoring area 15 depending on a steering angle of the industrial truck 1 set by the steering system by the control unit 6.

[0122] The procedure 25 includes as a third procedural step the determination 28 of at least one predicted position 17 of the industrial truck 1 in the predicted travel corridor 12 for at least one future time of the movement of the industrial truck 1 by the control 6.

[0123] The procedure 25 includes as a fourth procedure step the determination 29 of a passage distance 18 between the one predicted position 17 of the industrial truck 1 and the obstacle 10 detected by the environment sensor 7 in the semi-critical monitoring area 16 by the control unit 6.

[0124] Method 25 comprises, as a fifth process step, the determination 30 of a travel distance 19 between the predicted position 17 of the industrial truck 1 and a current position 20 of the industrial truck 1 by the controller 6. The travel distance 19 is preferably the arc length of the travel path 13 between the predicted position 17 of the industrial truck 1 and the current position 20 of the industrial truck 1.

[0125] The predicted position 17 of the industrial truck 1 is preferably the position of the industrial truck 1 at which the industrial truck 1 passes the obstacle 10 transversely, i.e. the passing distance 18 is perpendicular to the travel line 13.

[0126] The procedure 25 includes, as a sixth procedure step, the control 31 of the drive 5 to limit the travel speed, in particular the maximum travel speed, of the industrial truck 1 depending on the determined travel distance 19 and depending on the determined passing distance 18 by the control 6. Reference symbol list

[0127] 1 Forklift truck 2 Vehicle body 3 Wheel 4 Steering 5 Drive 6 Control 7 Environment detection sensor 8 Rear area of ​​the forklift truck's surroundings 8-1 Auxiliary line limiting the rear area 9 Forklift truck's surroundings 10 Obstacle 11 Front area of ​​the forklift truck's surroundings 11-1 Auxiliary line limiting the front area 12 Travel corridor 12-1 Auxiliary line,which limits the travel corridor 13 Travel line 14 Vehicle center of the industrial truck 15 Critical monitoring area 15-1 Critical area boundary 16 Semi-critical monitoring area 17 Predicted position of the industrial truck 18 Clearance distance 19 Travel distance 20 Actual position of the industrial truck 25 Procedure for controlling the travel speed of an industrial truck 26 Procedure step: Activating the environmental sensing sensor 27 Procedure step: Determining a predicted travel corridor 28 Procedure step: Determining a predicted position 29 Procedure step: Determining a clearance distance 30 Procedure step: Determining a travel distance 31 Procedure step: Controlling the drive to limit the travel speed,

Claims

1. Industrial truck (1), comprising a steering system (4) for steering the industrial truck (1), a drive system (5) for moving the industrial truck (1), at least one environmental sensing sensor (7), and a control system (6) which is connected to the at least one environmental sensing sensor (7), the steering system (4) and the drive system (5), wherein the environmental sensing sensor (7) is configured to monitor the area (9) around the industrial truck (1) for obstacles (10), characterized by the fact thatthe control unit (6) is configured to activate the environment detection sensor (7) to detect at least one obstacle (10) in a critical monitoring area (15) and / or a semi-critical monitoring area (16) of the environment (9) of the industrial truck (1), wherein the critical monitoring area (15) is limited by a critical area boundary (15-1), and wherein the semi-critical monitoring area (16) is arranged outside the critical monitoring area (15) and adjacent to the critical monitoring area (15) to the outside, that the control unit (6) is configured to determine, depending on a steering angle of the industrial truck (1) set by the steering system (4), a predicted travel corridor (12), in particular a travel line (13), of the moving industrial truck (1) within the critical monitoring area (15), that the control unit (6) is configured,for at least one future point in time during the movement of the industrial truck (1), to determine at least one predicted position (17) of the industrial truck (1) in the predicted travel corridor (12), that the controller (6) is configured to determine a clearance distance (18) between the predicted position (17) of the industrial truck (1) and the position of an obstacle (10) detected by the environmental sensing sensor (7) in the semi-critical monitoring area (16), that the controller (6) is configured to determine a travel distance (19) between the predicted position (17) of the industrial truck (1) and a current position (20) of the industrial truck (1), and that the controller (6) is configured to control the drive (5) to limit the travel speed, in particular the maximum travel speed, of the industrial truck (1) depending on the determined travel distance (19) and depending on the determined clearance distance (18).

2. Industrial truck (1) according to claim 1, characterized by the fact that the control system (6) is designed to determine the current position (20) of the industrial truck (1) at a first time point in time, and the control system (6) is designed to determine the predicted position (17) of the industrial truck (1) in the predicted travel corridor (12) at a second time point in time, wherein the second time point in time differs from the first time point in time.

3. Industrial truck (1) according to claim 1 or 2, characterized by the fact thatthe controller (6) is configured to determine the current position (20) of the industrial truck (1) at a first time point in time, the controller (6) is configured to determine a plurality of predicted positions (17) of the industrial truck (1) in the predicted travel corridor (12) at a plurality of second times point in time, the controller (6) is configured to determine a plurality of passing distances (18) between each of the plurality of predicted positions (17) of the industrial truck (1) and the position of the obstacle (10) detected by the environment sensing sensor (7) in the semi-critical monitoring area (16), the controller (6) is configured to determine a plurality of travel distances (19) between each of the plurality of predicted positions (17) of the industrial truck (1) and the current position (20) of the industrial truck (1), and the controller (6) is configuredto control the drive (5) to limit the travel speed, in particular the maximum travel speed, of the industrial truck (1) depending on the specified travel distances (19) and depending on the specified passing distances (18).

4. Industrial truck (1) according to any of the preceding claims, characterized by the fact that the control (6) is designed to determine at least one position (17) of the industrial truck (1) predicted by the control (6) as a function of the steering angle of the industrial truck (1) set by the steering (4), in particular at the first time.

5. Industrial truck (1) according to any of the preceding claims, characterized by the fact thatthe control unit (6) is configured to determine a vehicle center point (14) of the industrial truck (1) in the at least one position (17) of the industrial truck (1) predicted by the control unit (6), in particular at the second time, and in the current position (20) of the industrial truck (1), in particular at the first time, that the control unit (6) is configured to determine an obstacle center point of the detected at least one obstacle (10) in the semi-critical monitoring area (16) based on obstacle monitoring by the environment detection sensor (7), and that the control unit (6) is configured to determine the passage distance (18) between the vehicle center point according to the at least one predicted position (17) of the industrial truck (1) and an obstacle center point of the detected obstacle (10), that the control unit (6) is configuredto determine the travel distance (19) between the vehicle center (14) at the predicted position (17) of the industrial truck (1) and the vehicle center (14) according to the current position (20) of the industrial truck (1).

6. Industrial truck (1) according to any one of the preceding claims 1 to 4, characterized by the fact thatthe control system (6) is configured to determine at least two points on the outer contour of the industrial truck (1) as the current position (20) of the industrial truck (1) and as the predicted position (17) of the industrial truck (1), wherein the control system (6) is configured to determine a plurality of passing distances (18) between each of the two points on the industrial truck in the at least one predicted position (17) of the industrial truck (1) and the detected obstacle (10), and / or wherein the control system (6) is configured to determine a plurality of travel distances (19) between each of the two points on the industrial truck in the predicted position (17) of the industrial truck (1) and each of the two points on the industrial truck in the current position (20) of the industrial truck (1).

7. Industrial truck (1) according to any of the preceding claims, characterized by the fact thatthe control system (6) is designed to limit the travel speed, in particular the maximum travel speed, of the industrial truck (1) on the basis of the following formula: V lim d , q = maximum sqrt 2 ⋅ a ⋅ d , b ⋅ q where V lim the maximum travel speed of the industrial truck (1) in the at least one predicted position (17) of the industrial truck (1), where d corresponds to the travel distance (19), where q corresponds to the passing distance (18), where sqrt corresponds to the square root, where a corresponds to a first parameter, and where b corresponds to a second parameter, where a is in particular 1.5 m / s 2 corresponds, and where b corresponds in particular to 3 / s.

8. Industrial truck (1) according to claim 7, characterized by the fact thatthe control (6) is designed to activate the drive (5), which is designed to move the industrial truck (1) in at least one predicted position (17) of the industrial truck (1), in particular at the second time, at the travel speed determined by the formula, in particular maximum travel speed.

9. Industrial truck (1) according to any of the preceding claims, characterized by the fact that the control (6) is designed not to control the drive (5) to limit the travel speed of the industrial truck (1) if the specified passing distance (18) is greater than a passing distance threshold value.

10. Industrial truck (1) according to claim 9, characterized by the fact thatthe passage distance threshold is a predetermined passage distance threshold or a variable passage distance threshold, wherein the control (6) is in particular configured to control the variable passage distance threshold depending on at least one of the following parameters: current travel speed of the industrial truck (1), current load weight of the industrial truck (1), presence of a speed-permitted area in which the industrial truck (1) is moving, and presence of a speed-limited area in which the industrial truck (1) is moving.

11. Industrial truck (1) according to any of the preceding claims, characterized by the fact thatthe control unit (6) is designed to control the drive unit (5) to limit the travel speed of the industrial truck (1), in particular to initiate braking and / or emergency braking, when an obstacle (10) is detected by the environment detection sensor (7) in the critical monitoring area (15).

12. Industrial truck (1) according to any of the preceding claims, characterized by the fact that the industrial truck (1) is designed as a manually operated industrial truck (1) or as a non-autonomous industrial truck (1) or as a semi-autonomous industrial truck (1) or as a fully autonomous industrial truck (1).

13. Industrial truck (1) according to any of the preceding claims, characterized by the fact thatthe industrial truck (1) has a vehicle housing (2) on which at least one environment detection sensor (7) is arranged, wherein the environment detection sensor (7) is in particular arranged and configured on a rear side of the vehicle housing (2) to monitor a rear area (8) of the environment (9) of the industrial truck (1) for obstacles (10), and / or wherein the environment detection sensor (7) is in particular arranged and configured on a front side of the vehicle housing (2) to monitor a front area (11) of the environment (9) of the industrial truck (1) for obstacles (10).

14. Industrial truck (1) according to any of the preceding claims, characterized by the fact that the environment detection sensor (7) includes a radar sensor and / or laser sensor and / or a camera.

15. Method (25) for controlling (6) the travel speed of a forklift truck (1), wherein the forklift truck (1) comprises a steering system (4) for steering the forklift truck (1), a drive system (5) for moving the forklift truck (1), at least one environmental sensing sensor (7), and a control system (6) which is connected to the at least one environmental sensing sensor (7), the steering system (4), and the drive system (5), wherein the method (25) comprises the following process steps: activating (26) the environmental sensing sensor (7) to detect at least one obstacle (10) in a critical monitoring area (15) and / or a semi-critical monitoring area (16) of the environment (9) of the forklift truck (1) by the control system (6), wherein the critical monitoring area (15) is limited by a critical area boundary (15-1),and wherein the semi-critical monitoring area (16) is arranged outside the critical monitoring area (15) and adjacent to the critical monitoring area (15) on the outside, determining (27) a predicted travel corridor (12), in particular a travel line (13), of the moving industrial truck (1) within the critical monitoring area (15) as a function of a steering angle of the industrial truck (1) set by the steering (4) by the controller (6), determining (28) at least one predicted position (17) of the industrial truck (1) in the predicted travel corridor (12) for at least one future time of travel of the industrial truck (1) by the controller (6), determining (29) a clearance distance (18) between the one predicted position (17) of the industrial truck (1) and the obstacle detected by the environment sensor (7) in the semi-critical monitoring area (16) (10) by the control (6),Determining (30) a travel distance (19) between the predicted position (17) of the industrial truck (1) and a current position (20) of the industrial truck (1) by the controller (6), controlling (31) the drive (5) to limit the travel speed, in particular the maximum travel speed, of the industrial truck (1) depending on the determined travel distance (19) and depending on the determined passing distance (18) by the controller (6).

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