MONITORING OF LOGISTICS VEHICLES

Abstract

A material handling vehicle technology monitor wirelessly receives electronic vehicle records (EVCRs) from a fleet of material handling vehicles. Each EVCR includes technology feature data recorded by a controller in an associated material handling vehicle. Typically, the EVCR is generated in response to a corresponding technology feature on the material handling vehicle being operated in a work environment. Additionally, each EVCR includes the operator ID of the material handling vehicle operator at the time the technology feature data is recorded.The monitor also generates an electronic measurement for each operator based on a comparison of expected technological feature usage, such as a threshold, against technological feature data in the electronic vehicle records received and associated with the corresponding operator. The process also includes providing a graphical representation of the generated measurements on an instrument panel.

Description

Several aspects of this disclosure generally relate to the use of technological features in material handling vehicles, and more particularly to the monitoring, management, control, modification, and combinations thereof, of material handling vehicles, technological features in material handling vehicles, and work environments that support such technological features. Background of the invention Material handling vehicles are commonly used to pick products in warehouses and distribution centers. These vehicles typically include a power unit and a load handling assembly, which may include forks. The vehicle also has control systems to manage its operation and movement. Furthermore, various companies are implementing wireless technologies to improve the efficiency and accuracy of their operations. For example, in a typical warehouse implementation, a forklift is equipped with a communications device that links a forklift operator to a management system running on a partner computer via a wireless transceiver. Essentially, the communications device is used as an interface to the management system to direct the forklift operator's tasks, for example, by instructing the operator where and / or how to pick, pack, store, move, organize, process, or otherwise handle items within a facility. Brief description of the invention According to aspects of this disclosure, a process is provided for implementing a material handling vehicle technology monitor. The method involves wirelessly receiving electronic vehicle logs from a fleet of material handling vehicles. Each electronic vehicle log comprises technology characteristic data recorded by a controller in an associated material handling vehicle. Generally, the electronic vehicle log is generated in response to a corresponding technology characteristic on the material handling vehicle being operated in a work environment, but other triggers may cause an electronic vehicle log to be generated. In addition, each electronic vehicle log may include an operator ID of a material handling vehicle operator at the time the technology characteristic data is recorded.The process also includes generating, for each operator, an electronic measurement based on a comparison of an expected technological feature usage, for example, a threshold, against the technological feature data in the received electronic vehicle records associated with the corresponding operator. The process further includes providing a graphical representation of the generated measurements on an instrument panel. In accordance with other aspects of this disclosure, a process for implementing a material handling vehicle technology monitor is provided. The process involves wirelessly receiving electronic vehicle logs from a fleet of material handling vehicles. Each electronic vehicle log comprises technology feature data recorded by a controller in an associated material handling vehicle, for example, in response to a corresponding technology feature on the material handling vehicle being operated. Each electronic log may include an operator ID of the material handling vehicle operator at the time the technology feature data is recorded.The process also includes generating an electronic measurement for each operator based on a comparison of expected technological feature usage data against the electronic vehicle records associated with the operator. The process also includes providing a graphical representation of the generated measurements on an instrument panel. In some versions, the process also includes analyzing the generated measurements to determine if there is a detectable equipment problem, based on rules extracted from a rules engine, that is adversely affecting the comparison for at least one operator. Furthermore, the process includes automatically generating an electronic signal to address the detected equipment problem. In accordance with aspects of this disclosure, a process is provided for implementing a material handling vehicle characteristics monitor. The process involves wirelessly receiving electronic vehicle logs from a fleet of material handling vehicles. Each electronic vehicle log comprises displacement-related data recorded by a controller in an associated material handling device environment, and an operator ID of the corresponding material handling vehicle operator. The process also involves analyzing the vehicle logs for each vehicle operator to extract dashboard data.Here, the dashboard data may include the travel distance the material handling vehicle has traveled, for example, in response to the operator using a remote-controlled travel function for a predetermined period of time, the total travel distance the material handling vehicle has traveled during the predetermined period of time, and so on. The process also involves establishing an expected travel distance under remote control relative to the total travel distance for the predetermined period of time.Furthermore, the process comprises generating for each operator an electronic measurement of the expected travel distance under remote control with respect to the total travel distance for the predetermined time period compared to the travel distance recorded under remote control with respect to the total travel distance for the predetermined time period, and providing to an instrument panel a graphical representation of the generated measurements. In accordance with other aspects of this disclosure, a material handling vehicle is provided, which is suitable for use with a material handling vehicle feature monitor. The material handling vehicle comprises a power unit having a traction motor controller coupled to a traction motor that drives at least one steering wheel of the material handling vehicle. The material handling vehicle also comprises a technological feature, for example, a remote control receiver that is paired with a wireless remote control device. The material handling vehicle also comprises a transceiver that communicates wirelessly with a remote server computer. Furthermore, the material handling vehicle comprises a controller on the industrial vehicle that is coupled to memory. In one exemplary mode, the controller executes program code stored in memory to receive a command from the remote control receiver. This command initiates a function in response to the remote control receiver's communication with the paired remote control device. The controller then communicates a command to a traction motor controller, causing the material handling vehicle to automatically move forward in response to the remote-controlled movement command. The controller further executes program code to generate a vehicle log containing data related to the material handling vehicle's movement associated with the remote-controlled movement function. This log is then transmitted via the information link device to a remote server to record the use of the remote-controlled movement function. In some configurations, feedback and control are used to modify a corresponding material handling vehicle (MV) in response to monitoring feature usage. The modification can be initiated by a remote server or by a processor on the MV itself. For example, a remote server might analyze an electronic measurement of the expected travel distance under remote control relative to the total travel distance for a predetermined period, comparing it to a recorded travel distance under remote control relative to the total travel distance for the same period. Based on this analysis, the server could initiate a modification to the MV, such as adjusting an operating parameter of the technological feature, or modify the MV itself.As another non-limiting but illustrative example, a processor in the material handling vehicle might monitor the use of a feature (for example, a remote-controlled travel function). By querying task information, the processor might, for instance, deny a remote start / distance travel command if a subsequent pick operation is too far from the material handling vehicle's current position. Similarly, the processor might deny a remote start / distance travel command where a subsequent pick operation is too close to the material handling vehicle's current position. Further examples are provided, as discussed in more detail later in this document. Λ Brief description of the figures Figure 1 is a schematic view of an operating environment for material handling vehicles; Figure 2 is a side view of a material handling vehicle that has a technological feature that implements a remotely controlled displacement function; Figure 3 is a schematic diagram of several electrical components of a material handling vehicle that supports one or more technological features; Figure 4 is a block diagram of a system for monitoring and controlling technological characteristics of use and usage trends; Figure 5 is a process for implementing a vehicle characteristic monitor for material handling; Figure 6 is a schematic illustration of a screen, which can be mounted on a material handling vehicle, where a graphical user interface presents a dashboard of technological feature metrics; Figure 7 is a schematic illustration of a screen, where a graphical user interface presents a dashboard of technological feature metrics; Figure 8 is a block diagram of a system for monitoring and controlling technological characteristics of use and usage trends; Figure 9 is a schematic of a vehicle-mounted display that provides an instrument panel of add-ons directed at technological features of the operator and / or the material handling vehicle; Figure 10 is a schematic of an electronic tablet screen that provides add-ons aimed at technological features of the operator and / or a specific fleet of material handling vehicles; Figure 11 is a block diagram of a system for monitoring and control of a competitive technological feature; Figure 12 is a block diagram of a system for monitoring and controlling the state of a technological feature; Figure 13 is a block diagram of a system for monitoring and version control of a technology feature map; and Figure 14 is a block diagram of a computer system that has a computer-readable storage medium to implement functions according to various modalities as described in more detail in this document. In the following detailed description of the illustrated embodiments, reference is made to the accompanying drawings, which form part of this invention and are shown for illustrative purposes only, and not as a limitation, the specific embodiments in which the invention may be implemented. It should be understood that other embodiments may be used and that changes may be made without departing from the invention. IVIA / a / ZUZZ / UI 01 ¿L of the spirit and scope of various modalities of the present invention. Best way to carry out the invention A material handling vehicle may be equipped with one or more “technology features.” As used herein, a technology feature is any or more of: a vehicle capability that an operator has the option to use or not use; a vehicle capability that an operator has the option of when to use (e.g., if at all), e.g., in the course of performing a task; a vehicle capability where an operator has a choice of how the capability affects the operation of the material handling vehicle (e.g., when it is used); a vehicle capability that an operator must actively enable, actuate, operate, etc., to engage, allow, or otherwise utilize, or a combination thereof. In this regard, the appropriate use of such a technological feature can bring one or more benefits, which may include increased vehicle battery life (including longer intervals between charging needs), reduced wear and tear on the material handling vehicle, increased intervals between service or maintenance requirements, reduced operator fatigue, or combinations thereof. Likewise, the inappropriate use of such a technological feature may bring one or more negative results, which may include decreased battery life (for example, shorter intervals between charging needs), decreased intervals between service or maintenance requirements, increased operator fatigue, or combinations thereof. Introduction: Assistive technology feature As an illustrative example, a commercial vehicle can be equipped with a technological feature such as an assistance system that provides autonomous operation, semi-autonomous operation, remotely controlled operation, or a combination thereof. However, the assistance system must be used appropriately to be effective. Briefly, one example involves a remote-controlled travel function. To use the remote-controlled travel function, an operator presses a button on a wireless transmitter, which causes an associated material handling vehicle to move forward based on a predetermined criterion, without the need for an operator to be physically on board and operating the material handling vehicle. This allows an operator to walk alongside or behind the material handling vehicle to prepare for the next task. Because this is a remote-controlled operation, the operator has the option to use (or not use) the remote-controlled travel function. Introduction: Automatic positioning technology feature iviA / a / zuzz / ui oí ¿ i As another illustrative example, a material handling vehicle can be equipped with a technological feature such as an Automatic Positioning System (APS). The APS automatically plans and then controls the material handling vehicle to follow a predefined route from its current position to the next, using a calculated, more efficient path that combines lifting and travel functions to optimize the time and / or energy required to reach and automatically stop at the next racking location. In this regard, the APS can take into account characteristics such as travel distance, travel path, and lift height to optimize the path. However, an operator generally has the option to use APS or not. Furthermore, in some scenarios, the operator may be able to control when to activate APS in relation to the destination location. For example, an operator can initiate automatic positioning to move to the next location by manually programming that next position, or the material handling vehicle can automatically obtain the next location, for example, by interacting with a warehouse management system on a remote server. Introduction: Technological feature of end-of-aisle control As yet another illustrative example, a material handling vehicle can be equipped with a technological feature such as end-of-aisle control (EAC). End-of-aisle control is implemented to automate how the material handling vehicle responds when approaching the end of an aisle, an intersection, or another operating region designated by the EAC. Briefly, when a vehicle enters a boundary defined or otherwise recognized by the EAC, a processor in the vehicle takes control of the vehicle's drive controls (e.g., traction control module, braking module, etc.) to achieve control of the material handling vehicle—for example, to stop or slow down within the designated boundary. For example, in some modes, the EAC can cause the material handling vehicle to stop when it reaches a designated position, such as the end of an aisle. In other modes, the EAC can reduce the material handling vehicle's speed, for example, when traveling through an intersection. For instance, the EAC can reduce a material handling vehicle's speed to a selectable level. In still other modes, the EAC can be a selectable feature, for example, to reduce or stop the material handling vehicle in response to an approaching EAC boundary. Also, the EAC can be activated by an operator-initiated control or action; therefore, a material handling vehicle's response to an EAC boundary can be dynamic, for example, depending on when the EAC was activated. Introduction: Automatic perimeter technology feature Yet another exemplary technological feature is automatic perimeter technology. When activated, the automatic perimeter (AF) capability uses geographic features—for example, RFID tags, ultra-wideband identification tags, environment-based location tracking, virtual markers (e.g., assigned to physical locations within a facility), or a combination thereof—to define control regions. Automatic perimeter enables numerous applications, such as establishing speed or height zones, automatically reducing vehicle speed, and stopping or limiting lift height based on the vehicle's location within a designated zone.In some modes, AF can be activated by means of a control or action initiated by the operator; therefore, a material handling vehicle's response to a geographical AF feature can be dynamic. Introduction: Technological feature of shelf height selection Yet another example of a technological feature is a rack height selection (RHS) feature, which allows multiple fork height settings to be pre-programmed so that, after a control operation, the material handling vehicle's forks rise to a pre-programmed height. In short, an operator can repeatedly raise a vehicle's forks to a known height (e.g., corresponding to various rack heights) by selecting a corresponding preset on a rack height selection interface. Again, the operator has the option to use rack height selection. Introduction: Multitasking Control Handling Technological Feature Yet another exemplary technological feature is a multitasking control system that combines hydraulic and traction control functions. For example, an operator can "combine" traction and lifting, for instance, by starting to raise the forks on a material handling vehicle as the vehicle approaches a destination container, so that the forks are at or near the correct height when the vehicle arrives.This is an example of a technology feature where an operator has a choice of "when" to use the technology feature (if at all), because the operator's interaction with the multitasking system controls when the "combination" begins, and the operator's interaction with the multitasking control system controls the lift-to-traction ratio (the speed at which the load is raised or lowered relative to the speed at which the vehicle approaches the destination). Introduction: Travel Speed ​​Technology Feature. Yet another example of a technological feature is a "turtle / rabbit" travel speed switch that allows a material handling vehicle to have a travel setting for easier operator maneuvering control (turtle) and a travel setting for situations requiring relatively less maneuvering within a given travel path (rabbit), with an increased maximum travel speed compared to the turtle setting. The travel speed switch is an example where an operator has a choice regarding how the vehicle's capabilities affect the material handling vehicle's operation, because the operator has control over the switch's position and when to change it. Other examples of technological features within the scope of this disclosure may be implemented in this document. For example, certain technological features may be accessed and controlled by an operator during the normal use of a material handling vehicle. Such uses may involve or otherwise affect the vehicle's movement, limitations on control (e.g., setting set points), automate or semi-automate temporary interactions (e.g., automated or semi-automated aisle-passing maneuvers), etc. Such uses may alter or control the vehicle's load-handling capabilities, e.g., lift height, weight limits, towing capacity, etc.Such technology can also be operator-focused, for example, by selecting and / or customizing the performance of the technological feature, controlling information indicators such as lights, instrument panel output, screen output, etc. Notably, a given technological feature must be used appropriately to be effective. Furthermore, the technological feature on each material handling vehicle in a fleet must be properly maintained to ensure consistent and effective operation. In this respect, traditional technological features do not provide any way to monitor usage, for example, by individual operators or groups of operators. As such, a technological feature may remain largely unused, overused, or misused if an operator is not adequately trained on how to operate the technological feature in the context of the task at hand. Additionally, traditional technological features do not provide any way to monitor condition, operability, proper calibration, adjustment, wear, or other service conditions.As such, the maintenance and servicing of a technological feature can be neglected, rendering the technological feature inoperative. In light of the above, this document discloses a material handling vehicle feature monitor that tracks the use of material handling vehicle features. This document also discloses a material handling vehicle technology system that monitors, manages, controls, modifies (e.g., adjusts a technology feature under a specific set of conditions, which may optionally include dynamic conditions such as environmental conditions, operator conditions, etc.), combinations thereof, etc., the use of material handling vehicle technology features. In a practical application, a material handling vehicle feature monitor is implemented as a control center that actively monitors one or more technology features across a fleet of vehicles.The control center monitors how operators are using technological features. Based on this information, the control center provides data on operator usage of a technological feature, the evolution of operator usage of the technological feature over time, technical problems preventing operators from using the technological feature, combinations of these, and so on. In some modalities, the control center also provides feedback based on the monitored information. For example, feedback can be given to the operator (e.g., in real time, during use). Feedback can also be given to a material handling vehicle (MV), for example, modifying the MV's controls, adjusting benchmarks, changing a MV's performance setting, etc. Furthermore, feedback can be given to the technological feature within the same associated MV, for example, based on actual measured use (or lack thereof), for example, performing updates, "adjusting" the performance of the technological feature (e.g., by modifying benchmarks, operating parameters of the specific technological feature, etc.), etc., including the ability to control the technological feature to take certain actions, etc., as will be described in more detail in this document. In still other modalities, the control center provides feedback to monitor, schedule, control, modify, or otherwise affect an environment in which the technological feature is being used, as will be described in more detail in this document. According to other approaches in this document, the appropriate use of technological features can bring about additional improvements, including operational efficiency, which can lead to increased productivity. Conversely, the inappropriate use of such technological features may result in decreased operational efficiency, which can lead to decreased productivity. System Synopsis With reference to the drawings, and in particular to Figure 1, a schematic diagram illustrates a material handling vehicle system 100 comprising a plurality of processing devices 102 equipped with hardware that are linked together by means of one or more networks 104. Network 104 provides communication links between the various processing devices 102 and can be supported by network components 106 that interconnect the processing devices 102, including, for example, routers, hubs, firewalls, network interfaces, wired or wireless communication links and their corresponding interconnections, cell stations and the corresponding cellular conversion technologies (for example, to convert between cellular and TCP / IP, etc.).In addition, the network(s) 104 may comprise intranets, extranets, local area networks (LANs), wide area networks (WANs), wireless networks (WiFi), the Internet, including the World Wide Web (www), ad hoc networks, localized networks, mesh networks (e.g., between two or more processing devices 102), cellular arrangements and / or others to enable communication between processing devices 102, etc. A processing device 102 can be implemented as a server, personal computer, laptop, electronic tablet, special purpose appliance, Internet of Things (IoT) device, special purpose computing device, cellular device including a smartphone, information processing device in a vehicle, information processing device in a machine (fixed or mobile), or other device capable of communicating via network 104. In particular, a processing device 102 is provided in one or more material handling vehicles 108. In the exemplary configuration illustrated, a processing device 102 in a material handling vehicle 108 communicates wirelessly via one or more technologies, for example, via Wi-Fi access points 110 with a corresponding network component 106, which serves as a connection for the network(s) 104. As another example, a material handling vehicle 108 may be equipped with cellular or other suitable wireless technology that enables the processing device 102 in the material handling vehicle 108 to communicate directly with a remote device (for example, via the network(s) 104). System 100 also includes a processing device implemented as a server 112 (e.g., a web server, file server, and / or other processing device) that supports a platform 114 and the corresponding data sources (collectively identified as data sources 116). In exemplary modalities, the platform 114 can be used to implement the control center (feature monitor), as described in more detail herein. For example, material handling vehicles 108 are typically operated in a work environment such as a warehouse, distribution center, retail establishment, etc. As such, the platform 114 provides monitoring, management, control, or combinations thereof of the material handling vehicle. As discussed in more detail in this document, the 108 material handling vehicles may be equipped with one or more technological features that require training and experience to be used effectively. As such, the 114 platform provides monitoring, management, control, or combinations thereof, of technological features, for example, in response to the use of the technological features (and optionally in response to a lack of use of these features). In the illustrative example, the data sources 116, which do not necessarily have to be located in the same place, include databases that link processes running for the benefit of a company from multiple and different domains. In the example shown, the data sources 116 include a material handling vehicle information data source 118 that collects data on the operation of material handling vehicles 108, for example, within a material handling vehicle domain. As an example, the material handling vehicle information database might store electronic vehicle records, for example, received wirelessly, from a fleet of material handling vehicles.In this regard, each electronic vehicle record may comprise data related to travel, operating data, maintenance data, observation data, configuration data, component status data, measured sensor data, impact data, or other information recorded by means of a processing device 102 in an associated material handling vehicle 108. Each electronic vehicle record may also include an operator identification of the corresponding operator of the material handling vehicle. Data sources 116 may also include a management system data source 120, for example, a warehouse management system (WMS). The WMS links information to the movement and tracking of goods within the work environment in a WMS domain. As such, in some modalities, WMS data (alone or in combination with data from one or more other data sources, such as the material handling vehicle information data source 118) may be used to select, define, refine, etc., characteristics that affect the operation of a technological feature, for example, a threshold or threshold range that characterizes remote control travel distances for the work environment, and other examples as will be described in more detail in this document. In addition, data sources 116 may include any other data source 122 required by the work environment, such as a work management system (LMS), etc. In some embodiments, the system may also include a data source such as a geolocation system 124 that stores information pertaining to geographic features in an environment, geographic capabilities, and / or restrictions imposed on the material handling vehicle, for example, by means of a technological feature or otherwise. Geographic location data may also include data related to positioning within an environment, for example, by means of an environment-based location tracking system, etc. The foregoing list is not exhaustive and is intended for illustrative purposes only. Material handling vehicle Material handling vehicles may include, for example, a low-level order picking forklift, a forklift, a reach truck, a narrow aisle truck, a stacker, a pallet truck, a tow tractor, an order picker, etc. In this sense, a material handling vehicle may include forks that raise and lower. In other exemplary embodiments, a material handling vehicle may include a tow tractor that has a hitch or other coupling structure for pushing and / or pulling loads. Forklift for picking orders of exemplary level Referring now to Figure 2, a material handling vehicle 208 is illustrated as a low-level order picking forklift. The material handling vehicle 208 is such an example of a material handling vehicle 108 (Figure 1), and therefore similar items are illustrated with similar reference numbers multiplied by 100. In this respect, the description of the material handling vehicle 108 (Figure 1) applies by analogy to the material handling vehicle 208 (Figure 2), and therefore different or specific characteristics will be described in detail with respect to the low-level order picking forklift. The illustrated material handling vehicle 208 includes a load handling assembly 232 extending from a power unit 234. The load handling assembly 232 includes a pair of forks 236, each fork 236 having a load support wheel assembly 238. The load handling assembly 232 may include other load handling features in addition to, or instead of, the polished arrangement of the forks 236. The illustrated power unit 234 comprises a stepped operator station 240 that divides a first end section of the power unit 234 (opposite the load handling assembly 232) from a second end section (near the load handling assembly 232). The stepped operator station 240 includes a platform 242 on which an operator can stand to drive the material handling vehicle 208, for example, using the controls 244, and / or to provide a position from which the operator can operate various features of the material handling vehicle 208, including the controls 244. In some embodiments, presence sensors 246 may be provided to detect the presence of an operator positioned within operator station 240. For example, presence sensors 246 may be located on, above, below, combinations thereof, etc., of platform 242, or may be provided in a manner otherwise around the stepped operator station 240. A processing device equipped with hardware 202 (analogous to that described with reference to processing device 102, figure 1) is positioned in the material handling vehicle 208, for example, within the power unit 234. In the context of implementation in the material handling vehicle 208, the processing device equipped with hardware 202 is also referred to herein as an information link device 202, as will be described in more detail herein. In the exemplary low-level order picking forklift, a pole 250 extends vertically from the power unit 234 and includes one or more antennas 252. For example, one or more antennas 252 may be provided to receive control signals from a corresponding wireless remote control device. Alternatively, one or more antennas 252 may be used to connect the information link device 202 and / or the material handling vehicle 208 to a remote computing device, for example, the server 112 (Figure 1). The antenna(s) 252 are illustrated schematically and, in practice, may be integrated into the pole 250. In other exemplary embodiments, the antenna(s) 252 may be positioned at any practical location on the material handling vehicle 208. A light 254 can be positioned on the pole 250, for example, on top of the pole 250. The light 254 can be used as part of a situational awareness system to provide feedback to the vehicle operator and / or pedestrians in the vicinity of the material handling vehicle 208. Alternatively, a display 256 can be mounted on the pole 250 or in another suitable location on or near the power unit 234. The display 256 provides a graphical user interface that enables an operator to interact with the functions of the material handling vehicle 208, interact with programming and data exchanges with the remote server 112 (Figure 1) by means of the information link device 202, combinations thereof, etc. The material handling vehicle 208 also comprises one or more contactless obstacle sensors 258. The obstacle sensors 258 can be operated to define one or more detection zones, for example, three detection zones Z1, Z2, and Z3 as illustrated. For example, at least one detection zone can define an area at least partially in front of a forward travel direction of the material handling vehicle 208 when the material handling vehicle 208 is moving in response to a wirelessly received travel request, described in more detail herein. The 258 obstacle sensors can comprise any suitable proximity sensing technology, such as ultrasonic sensors, image capture devices, infrared sensors, laser scanner sensors, etc., that are capable of detecting the presence of objects / obstacles or are capable of generating signals that can be analyzed to detect the presence of objects / obstacles within the predefined detection zone(s). Remote control feature According to aspects of this disclosure, a system 260 includes the material handling vehicle 208, a remote control device 262, and optionally, the remote server 112 (Figure 1), for example, by means of wireless communication through the information link device 202. The system enables a technological feature such as remotely controlled movement. The remote control device 262 is manually operable by an operator, for example by pressing a button or other control, to cause the remote control device 262 to wirelessly transmit a signal designating a movement request to the material handling vehicle 208. In some configurations, before the material handling vehicle 208 accepts the movement request, the remote control device 262 may be required to be paired with a corresponding controller in the material handling vehicle 208, for example, using Bluetooth, ultra-wideband, or other wireless communication technology. Although the remote control device 262 is illustrated in Figure 2 as a finger-mounted structure, numerous implementations of the remote control device 262 are possible, including, for example, a glove structure, a lanyard or belt-mounted structure, etc. Using a pairing system / protocol ensures that the material handling vehicle responds only to movement messages from the paired wireless remote control device. In some configurations, pairing is performed using a PIN code or other authentication, including authentication using near-field communication (NFC), physical electrical contacts, etc. In this regard, the material handling vehicle 208 communicates with the remote server 112 (Figure 1) via a first wireless connection (e.g., by means of the information link device 202 using Wi-Fi), and communicates with the remote control device 262 via a second wireless connection (e.g., Bluetooth, ultra-wideband, etc.), which is different from the first wireless connection. ινΐΛ / a / zuzz / ui oí ¿i Vehicle-integrated information link device for material handling Referring to Figure 3, a block diagram illustrates an electronic control arrangement for a material handling vehicle 308, for example, either the material handling vehicle 108 of Figure 1, and / or the material handling vehicle 208 (Figure 2). The material handling vehicle 308 has a processing device 302 implemented as a particular, special-purpose computer (further designated herein as an information link device 302) that is mounted on or otherwise integrated with the material handling vehicle 308. In practical applications, the processing device 302 is an exemplary implementation of the processing device 102 (Figure 1) and / or the processing device 202 (Figure 2). The information link device 302 comprises the circuitry necessary to implement wireless communication, data and information processing, and wired (and optionally wireless) communication with material handling vehicle components 308, and with the server 112 (Figure 1), for example, through access points 110 (Figure 1), cellular technology, or other wireless technology, etc. The illustrated information link device 302 includes a transceiver 304 for wireless communication. Although only one transceiver 304 is illustrated for convenience, in practice, one or more wireless communication technologies can be provided. For example, the transceiver 304 can communicate with a remote server, such as server 112 in Figure 1, via 802.11.xx at the access points 110 in Figure 1, support other wireless communication (such as cellular, Bluetooth, infrared (IR), ultra-wideband (UWB), or any other technology), or combinations thereof. Alternatively, the transceiver 304 can be implemented as a separate component in the material handling vehicle, communicating with the information link device 302 via a suitable connection, such as a bus connection. The information link device 302 also comprises a control module 306, which has a memory-coupled processor for implementing computer instructions, including computer-implemented processes, or aspects thereof, as further explained and described herein. For example, the control module 306 uses the transceiver 304 to exchange information with a remote server 112 (Figure 1) to control the operation of the material handling vehicle 308. In some configurations, the information link device 302 further includes power enable circuitry 308 controlled by the control module 306 to selectively enable or disable the material handling vehicle 308 (or alternatively, to selectively enable or disable specific control modules or vehicle functions such as the hydraulic system, traction, etc.). For example, the control module 306 can control the power enable circuitry 308 to provide power to the material handling vehicle 308, provide power to select components of the material handling vehicle 308, provide power to select vehicle functions, etc., via the power line 310, based, for example, on operator login, detected geographical features, etc. OI ¿Λ In some embodiments, the information link device 302 includes a monitoring input / output (I / O) module 312 for communicating via a wired or wireless connection with peripheral devices attached to or otherwise mounted on the material handling vehicle 308, such as sensors, gauges, encoders, switches, lights, etc. (collectively represented by part number 314). The module 312 can also be connected to other devices, for example, third-party devices 316 such as REID scanners, displays, gauges, etc. This enables the control module 306 to obtain and process information monitored, collected, or otherwise detected on the material handling vehicle 308. The information link device 302 connects to and / or communicates with other components of the industrial vehicle system via a suitable vehicle network 318. The vehicle network 318 is any wired or wireless network, bus, or other communication capability that enables the electronic components of the material handling vehicle 308 to communicate with each other. By way of example, the vehicle network 318 may comprise a Controller Area Network (CAN) bus, a Local Interconnect Network (LIN), a Time-Triggered Data Bus Protocol (TTP), an RS422 bus, or other suitable communication technology. In the exemplary configuration, the control module 306 of the information link device 302 connects with, understands, and is able to communicate with native vehicle electronic components, such as traction controllers, hydraulic controllers, modules, devices, bus-enabled sensors, displays, lights, light bars, sound-generating devices, input / output devices, etc. (collectively referred to by reference 320). In some configurations, the 308 material handling vehicle may also include features / capabilities that support one or more technological features, such as an optional 322 environment-based location tracking system, an optional 324 remote control receiver, an optional 328 identification tag communicator, an optional 330 display, or combinations thereof. The optional 322 environment-based location tracking device enables the 308 material handling vehicle to be spatially aware of its location within a dimensionally constrained environment, such as a mapped portion of an industrial facility. As such, the 322 environment-based location tracking device can support technological features such as AF, APS, and other technological features that utilize or can be augmented by positional information. Here, the 322 environment-based location tracking device can comprise a local knowledge system that uses markers, including reference markers, RFID, beacons, lights, reflectors, ultra-wideband identification tags, other external devices, combinations thereof, etc., to enable spatial awareness within the industrial environment (e.g., warehouse, manufacturing plant, etc.).In addition, local knowledge can be implemented through machine vision guidance systems, for example, using one or more cameras, inertial sensors, vehicle sensors, encoders, accelerometers, gyroscopes, etc. If the material handling vehicle 308 implements a technological feature such as a remote-controlled travel function, then the material handling vehicle 308 may optionally include a remote control receiver 324. In alternative embodiments, the remote control receiver 324 may be integrated with or otherwise incorporated into the information link device 302. Likewise, in some embodiments, the information link device 302 may be integrated into the remote control receiver 324. The remote control receiver 324 includes a transceiver for short-range communication with a suitably configured remote control device 362 (e.g., analogous to remote control device 262, Figure 2). In certain illustrative implementations, the remote control device 362 is worn or otherwise carried by an operator and can communicate with the remote control receiver 324, for example, at a range of approximately 20 to 35 meters or less. The remote control receiver 324 can communicate using any proprietary or standardized communication protocol, including Bluetooth (via IEEE 802.15.1), Ultra Wideband (UWB, via IEEE 802.15.3), ZigBee (via IEEE 802.15.4), Wi-Fi (via IEEE 802.11), WiMAX (via IEEE 802.16), and others. In certain illustrative implementations, the remote control receiver 324 includes at least two or three antennas 326. The availability of multiple antennas allows not only signal detection but also positioning within the detection region. In any case, the remote control receiver 324 can calculate position (or distance) by means of time-of-flight calculations, phase calculations, received signal strength calculations, time-of-arrival difference, trilateration, multilateration, combinations thereof, and / or other techniques. As illustrated, the remote control receiver 324 can pass information related to interaction with a remote control device 362 corresponding to the control module 306 of the information link device 302. The control module 306 of the information link device 302 (or the remote control receiver 324) can then process the received information, send commands to vehicle controllers or modules 320, take actions based on a known location of the material handling vehicle 108 using information collected from the environment-based location tracking device 322 and / or other sensors on the material handling vehicle 108, communicate the collected information to a remote server (e.g., server 112 in Figure 1), take actions based on information received from the remote server, combinations of these, etc. In one example, when the operator activates a control (e.g., presses a button) on remote control device 362, the circuitry within remote control device 362 wirelessly transmits a control signal to remote control receiver 324. Remote control receiver 324 passes the received control signals to a controller (e.g., a dedicated controller within remote control receiver 324, control module 306, or another processing device within material handling vehicle 308). Regardless of its location, the controller implements the appropriate response to the received commands to perform the technological feature. Information link device 302 can also send a corresponding vehicle record to server 112 (Figure 1), as described in more detail herein. The controller's response to wirelessly received commands, for example, via wireless transmission through remote control device 362, can trigger the material handling vehicle 308 to perform one or more actions, or inaction, depending on the implemented logic. Positive actions may include controlling, adjusting, or affecting one or more components of the material handling vehicle 308. The controller can also receive input from other sources, such as sensors 314, including presence sensors 242 (Figure 2), obstacle sensors 258 (Figure 2), switches, load sensors, encoders, and other available devices / features, enabling the material handling vehicle 108 to determine the appropriate action in response to commands received from remote control device 362.For example, in some modes, the sensors communicate directly through the vehicle network 318. Therefore, sensor data read through the vehicle bus 318, for example, a current state of a presence sensor, a current state of obstacle sensors 258 (Figure 2), etc., may influence, cancel, change, or otherwise affect an otherwise appropriate command from the remote control device 362. In an exemplary arrangement, the remote control device 362 is operative for wirelessly transmitting a control signal, representing a first-type signal such as a travel command, to the remote control receiver 324 in the material handling vehicle 108. The travel command is also referred to herein as a “travel signal,” “travel request,” or “advance signal.” Upon recognizing a travel request, the controller interacts with one or more controllers 320, such as a traction motor controller, steering controller, braking controller, or a combination thereof, either directly or indirectly, for example, via the vehicle network, to advance the material handling vehicle. In one example, the move request is used to initiate a request for the material handling vehicle 308 to move, for example, while the move signal is being received by the remote control receiver 324 and / or sent by the remote control device 362. As another example, the move request can be configured to initiate a request for the material handling vehicle 308 to move a predetermined amount, for example, to cause the material handling vehicle 308 to move forward in a first direction a limited travel distance, or for a limited time. In addition, the controller can be configured to stop the journey of the 108 material handling vehicle based on a predetermined event, such as exceeding a predetermined time period or travel distance, regardless of the OI ¿L detection of the maintained drive of a corresponding control in the remote control device 362. The stopping of the material handling vehicle 308 can be implemented, for example, by allowing the material handling vehicle 308 to coast to a stop or by initiating a braking operation to bring the material handling vehicle 308 to a complete stop. In one example configuration, the controller communicates with one or more controllers 320, such as the traction motor controller, steering controller, braking controller, or a combination thereof, via the vehicle 318 network to terminate the remotely controlled movement of the material handling vehicle. For example, the braking controller operates the vehicle's brakes to decelerate, stop, control the speed of the material handling vehicle 308, or otherwise bring the material handling vehicle 308 to a complete stop. The 362 remote control device can also be used to transmit a second type of signal, such as a stop signal, indicating that the material handling vehicle should brake and / or stop. This second type of signal can also be implicit, for example, after a travel command has been executed—for instance, after the material handling vehicle has traveled a predetermined distance or time, etc.—under remote control in response to the travel command. If the controller determines that a wirelessly received signal is a stop signal, it sends a signal to the traction motor controller, the brake controller, and / or other electronic components of the vehicle to bring the material handling vehicle to a stop.As an alternative to a stop signal, the second type of signal may comprise a coasting signal or a controlled deceleration signal that designates that the material handling vehicle should coast, eventually reducing speed to a standstill. The time it takes to bring a material handling vehicle to a complete stop can vary, depending on factors such as the intended application, environmental conditions, the capabilities of the specific material handling vehicle, the load on the vehicle, and other similar factors. For example, after completing an appropriate travel movement, it may be desirable to allow the material handling vehicle to coast a certain distance before coming to a complete stop. This can be achieved by using regenerative braking to slow the material handling vehicle to a standstill.Alternatively, a braking operation can be applied after a predetermined delay to allow the 308 material handling vehicle a predetermined additional travel range after the stop operation begins. It may also be desirable to bring the material handling vehicle to a relatively quick stop, for example, if an object is detected in the vehicle's path or if an immediate stop is desired after a successful travel operation. For instance, the controller can apply a predetermined torque to the braking operation. Under such conditions, the controller can instruct the braking controller to apply the brakes to stop the material handling vehicle. All these parameters can be adjusted, for example, in response to workflows, examples of which are described in more detail later in this document. Furthermore, the controller can be configured to perform various actions if the material handling vehicle 108 is moving (or is instructed to move) under remote control in response to a movement request. For example, the material handling vehicle 308 can stop upon detecting an obstacle in one or more of the detection zones, e.g., detection zones Zi, Z2, Z3 (Figure 2). The controller can refuse to acknowledge a received movement request, e.g., if an operator is in the material handling vehicle 308 (e.g., as determined by the presence sensors 146 (Figure 2)). Similarly, if the obstacle sensors 258 (Figure 2) detect that an object, including the operator, is in a detection zone of the material handling vehicle 108, the controller can refuse to acknowledge a movement request from the remote control device 362. In some exemplary configurations, the 302 information link device may include a 328 identification tag communicator. The 328 identification tag communicator includes a transceiver for short-range communication with appropriately configured electronic identification tags in the vicinity of the 328 identification tag communicator, for example, and without limitation, within a range of approximately 15 to 20 meters or less. The 328 identification tag communicator can communicate using any proprietary or standardized communication protocol, including Bluetooth (via IEEE 802.15.1), Ultra Wideband (UWB, via IEEE 802.15.3), ZigBee (via IEEE 802.15.4), Wi-Fi (via IEEE 802.11), WiMAX (via IEEE 802.16), RF for interfacing with identification tags implemented as RFID tags, etc. In certain illustrative implementations, electronic identification tags are used by pedestrians, workers, material handling vehicle operators, and others. Additionally, electronic identification tags can be mounted on mobile equipment, material handling vehicles, or other moving objects. On the other hand, some electronic identification tags can be stationary, such as when mounted at the end of an aisle, on shelving, above doorways, or near break rooms, along the floor as a cookie crumb trail, or in other situations where the electronic identification tag is not intended to move. In certain illustrative implementations, the 328 ID tag communicator includes at least three 326 antennas. The availability of multiple 326 antennas enables not only signal detection but also positioning within the detection region. Here, the 328 ID tag communicator calculates position by means of time-of-flight calculations, phase calculations, received signal strength calculations, time-of-arrival difference, trilateration, multilateration, combinations thereof, and / or other techniques. As illustrated, the 330 display is coupled to the vehicle's 318 network system. The 330 display provides information to the operator that can be generated by one or more components (by MA / a / 2U22 / Ul OI 2 1 example, a module 320), by means of the control module 306, of the analysis engine 114 (figure 1) by means of the transceiver 304 (for example, to display forklift data from the material handling vehicle data source 118, display WMS data from the WMS data source 120, display job data from the LMS data source 122, display geography-based event data from the geographic data source 124, etc.). In exemplary modes, the display 330 provides a graphical user interface that enables an operator to interact with the functions of the material handling vehicle 308, interact with the programming and data exchanges with the remote server 112 (figure 1) by means of the information link device 302, combinations of these, etc. Vehicle characteristics monitor for material handling With reference to Figure 4, and in accordance with aspects of this disclosure, Process 400 is provided for implementing a vehicle characteristics monitor for material handling. Process 400 is applicable to the technological features described throughout this disclosure. Process 400 involves receiving, wirelessly, electronic vehicle records from a fleet of material handling vehicles at 402. Process 400 also involves analyzing, in 404, the vehicle records for each vehicle operator to extract dashboard data. Process 400 also includes establishing, in 406, an expected use. Process 400 also involves generating, in 408, for each operator, an electronic measurement, for example, based on the particular technological characteristic implemented. Process 400 also involves providing a result in process 410. For example, process 400 can provide a dashboard with a graphical representation of the generated measurements, trigger a workflow, perform another action, etc., as explained in more detail in this document. Monitoring of technological feature usage - Remote controlled movement function With reference to Figure 5, a usage and / or usage trend block diagram 500 illustrates an example of communication between a material handling vehicle and a remote server to perform automated monitoring and control of the material handling vehicle in response to monitoring the usage of a technological feature, in accordance with the aspects in this document. The illustrated block diagram 500 is suitable for a technological feature such as a remotely controlled displacement function, but it can be applied to other technological features. Furthermore, diagram 500 provides a suitable scheme for carrying out process 400, Figure 4. The block diagram 500 can be implemented, for example, by means of a material handling vehicle 108 (Figure 1); 208 (Figure 2); 308 (Figure 3) that communicates with a remote server 112 (Figure 1), for example, by means of an information link device 102 (Figure 1); 202 (Figure 2); 302 (Figure 3). As illustrated, the electronic components in a 508 material handling vehicle are OI ¿L communicate with an analysis engine 514 (e.g., analogous to platform 114, figure 1) by communicating wirelessly, e.g., through a network 504 (analogous to network 104, figure 1). During normal operation, a vehicle operator can activate a technology feature 540, for example, activate a remote control button (remote control 262, figure 2; 362, figure 3) that communicates with a remote control receiver (324, figure 3) to request a remote-controlled travel function. In response, several modules in the 508 material handling vehicle are designed to perform the required technological functionality. Specifically, information and messages are communicated via a network within the 518 vehicle. For illustrative purposes, a vehicle network 518 (analogous to the vehicle network 318, Figure 3) facilitates communication between a plurality of control modules 520 (analogous to the control modules 320, Figure 3). For example, the optional control module 520A may comprise a sensor control module (SCM) 520A or another suitable network-enabled control module or device. The optional control module 520B may comprise a traction control module (TCM) 520B, which controls the movement of the material handling vehicle 508. The system may also optionally include other network-enabled devices, such as those schematically illustrated as control module 520C, such as a steering module, braking module, etc. In addition, one or more other electronic components may also contribute, examples of which are described with reference to Figure 3.As illustrated schematically, the technology feature 540 itself may include electronic components that function as a boundary intermediary, for example, to control the flow of information related to the use (or lack thereof) of the technology feature between the material handling vehicle 508 and a corresponding remote server 514. In other embodiments, this functionality may be carried out by means of other electronic components (for example, the information link device 302, as described with reference to Figure 3). The technology feature 540 (or other device) interacts with the control modules 520 and / or other electronic components of the vehicle to collect information, send commands, send reports to the remote server 514, receive information from the remote server 514, carry out the technology feature, and so on.For example, in one exemplary mode, the technology feature 540 collects and / or reads active status information from the SCM 320B sensor, speed information from the TCM 320B, remote control usage from a module such as the remote control receiver (324, figure 3), etc., by communicating through the vehicle network 518 (e.g., a CAN bus). Technology Feature 540 also communicates wirelessly (directly or via a transceiver, information link device, etc.) with Remote Server 514 through Remote Module Server 550, for example, via Wi-Fi, cellular, etc. Information communicated to Module Server 550 may include information collected from various Modules 520A through 520C or other devices on the material handling vehicle, as well as other information that is measured, calculated, recorded, received, or otherwise obtained by or for the technology feature. 540. For example, in the case of a remote-controlled movement function, technology feature 540 may report guidance usage by including the distance the remotely controlled vehicle has traveled, the distance traveled without using the remote control, the operator ID, vehicle ID, time, other relevant data, or combinations thereof. In some modes, technology feature 540 may report information, which may include information related to a lack of use of a corresponding technology feature. In some configurations, the 540 technology feature can send logs at predetermined intervals, such as every X seconds (where X is any integer), every minute, every 5 minutes, every 30 minutes, every hour, every use, every login, every logout, whenever new data is available, dynamically based on conditions, and so on. The specific configuration will likely dictate and control the timing. The 550 module server can be deployed as a module server running on a remote server as part of an analysis engine (for example, analogous to the 114 analysis engine, Figure 1). The 550 module server feeds an extract, transform, load (ETL) pipeline comprising a set of processes that extract data from the input received from the 540 technology feature. The processes in the ETL pipeline collectively transform the data and then load the data into an output destination for reporting, analysis, and data synchronization. For example, ETL processes might include a usage percentage process (552A) that extracts data from the data collected by the module server (550), which corresponds to the percentage of time each operator uses an associated technology feature. From this collected data, a usage trend process (552B) extracts technology usage trends (e.g., usage trends for remote travel). The output of the usage percentage process (552A) and / or usage trend process (552B) is a usage percentage trend plugin (552C). The usage percentage trend plugin (552C) can include graphical plugins, visual outputs, interactive outputs, detailed reports, and more. In this sense, the plugin can function as a dashboard by displaying real-time (or near real-time) updates to the data collected by the ETL pipeline. In some optional modes, the data collected in the percentage usage process in 552A can be further evaluated, such as by an above / below target process in 554, which compares the percentage usage determinations to a set threshold(s). In one example implementation, the above / below target process in 554 receives inputs from usage target adjustments in 556 to evaluate the percentage usage measurements recorded in the percentage usage process in 552A. In this regard, the above / below target process in 554 provides a usage add-on in 558, which includes breakdowns, reports, or a combination thereof. The Usage Percentage Trend add-on 558 provides one or more visual metaphors that graphically illustrate usage and trend information. For example, a pie chart OI can illustrate a measure of the percentage of operators meeting a programmed usage target compared to those operators falling short of the target for the automation feature (e.g., operators underutilizing the feature). A trend chart can extend the data corresponding to average utilization (at target vs. below target) across a predetermined data range. The data associated with the 540 technology feature can also allow the system to track disruptions (e.g., a lost connection with a remote device (or other external devices); deactivation of an automation feature by a user; unintentional deactivation, such as due to low battery or technical malfunction; unexpected stops, such as due to obstacle or pedestrian detection near the AGV, etc.).) to the associated automation feature. Furthermore, the output of processing on the server can trigger a 560 workflow, described in more detail in this document. The add-ons offer a technical advantage by being able to visualize not only the usage of the technology feature, but also trends (including trends for groups of operators, for example, based on the operator's shift, department, or the facility where the operators work, etc.) in the use of the technology feature. For example, in some modes, the system provides feedback commands to the 508 material handling vehicle. Feedback can be provided to adjust the specific technology feature, such as to perform a software update, calibrate, adjust, accommodate reference points, establish an operating range, adjust a frequency, or another parameter that may affect the performance of the technology feature.In some modes, feedback commands are provided to an operating environment, such as to perform a software update, calibrate, adjust, accommodate reference points, establish an operating range, adjust a frequency, or adjust another parameter that may affect the performance of the technology feature or otherwise control peripherals that assist the associated technology feature. For example, poor performance detected in a remote-controlled scrolling function may be due to poor Bluetooth signal strength, the need for calibration, etc. In some modes, feedback commands are intended to provide advice, feedback, trigger workflows to implement corrections, optimize performance, and improve the operation of the corresponding material handling vehicle, such as adjusting the controller's reference points to control speed, lift height, etc. Here, the material handling vehicle can interact with the module 550 server to communicate information back to the material handling vehicle, interacting with the 560 workflow, for example, to communicate directly with a remote server, remote controller, remote maintenance scheduler, or remote equipment (e.g., REID tags, ultra-wideband identification tags, transponders, mesh processors, positioning system components such as location-based environmental markers deployed in a work environment, etc.) to request maintenance, equipment performance tuning, disable equipment, enable equipment, combinations of these, etc. For example, a root cause of underutilization of a given technological feature, such as remote-controlled movement, may be a poor transmitter condition (e.g., weak battery, broken antenna, poor pairing stability, etc., in remote control 262, Figure 2; 362, Figure 3) that impairs performance. The poor transmitter condition may be difficult or undetectable without the considerations outlined herein. Therefore, underutilization of the technological feature may actually encourage the implementation of assistive technology in the material handling vehicle's operating environment. Furthermore, interruptions or trends in the use of the technological feature may indicate an equipment problem, such as a mechanical defect, that might not be detectable solely through electronic components or error codes. Example of remotely controlled movement As discussed in more detail later in this document, a remote-controlled movement function can help operators, such as entry-level order pickers, become more productive and less fatigued by remotely controlling an associated order picker. An operator who correctly utilizes remote control technology can pick significantly more items per hour without changing any other behaviors. This productivity increase can be measured using a corresponding warehouse management system (WMS). However, knowing when to ideally use wireless remote control technology (instead of riding on an operator platform to drive the order picker) requires some experience, which is typically gained through onboarding and practical training. As an example, and not as a limitation, suppose the vehicle travel distance to the next picking location falls below a first threshold. In this case, the appropriate response is for the operator to use the remote control device to remotely control the material handling vehicle to move to the appropriate destination. On the other hand, when the travel distance to the next picking location is equal to or exceeds the first threshold, then the appropriate response is for the operator to get on and drive the material handling vehicle to the destination in a conventional manner. The distance of the first threshold can vary based on a number of factors, including the environment, the forklift's setup and / or performance characteristics, the operator's skill, and so on. Similarly, in some applications, a travel distance to a next picking location that falls below a second threshold would require the operator to walk to that next picking location. However, a travel distance to a next picking location that is at or greater than the second threshold (and optionally below the first threshold) must be traversed using wireless remote control technology. In still other modalities, the remote control device must be used to remotely control the material handling vehicle to advance to the appropriate destination when the distance to the destination falls within a range, for example, defined between the first and second thresholds (minimum and maximum travel distances).Therefore, the appropriate response is for the operator to use the remote control device to remotely control the material handling vehicle to move to the appropriate destination. Again, the distance to the second threshold may vary based on a number of factors, including the environment, the forklift's settings and / or performance characteristics, the operator's skill, etc. In some configurations, the 560 workflow feedback can be information provided to the operator, such as advice. For example, it might suggest that an operation was performed incorrectly, such as operating the remote-controlled travel function for a distance that is too short or too long to the next pickup. Here, the operator must have walked or driven during the last pickup, and therefore an instruction can be given, for example, from the 560 workflow back to the display on the material handling vehicle (retrospective). In another configuration, an application (app) on the material handling vehicle (for example, a material handling vehicle feature monitor) queries the WMS, and the system tells the operator, for example, via a warning, tone, light, message, etc., whether they are walking or driving (prospective).In other words, the application is dynamic, checking the status of the next pickup operation so the operator can receive real-time, on-demand guidance on how to use the remote control feature. In still other alternative modes, the system uses WMS data and current operational data to enable, disable, or override operator actions. Here, the system can refuse to move the vehicle when the application deems it the most efficient operation. An optional warning can be provided, for example, via a message, light, sound, haptic feedback, etc. On the other hand, when an operator needs to use the remote control feature, the application can alert them that the next pickup presents an opportunity to use it. If all order pickers use wireless remote control technology appropriately, the overall productivity of a facility increases. Conversely, insufficient or incorrect use of wireless remote control technology can reduce (or in some cases eliminate) the productivity gains associated with it. Currently, distribution center (DC) managers or team leaders lack the data to identify operators who are not using wireless remote control technology sufficiently or correctly. In addition, insufficient or improper use of wireless remote control technology could be caused by an operator using a material handling vehicle (MV) enabled with wireless remote control technology but without pairing a remote control with the MV. Insufficient or improper use of wireless remote control technology can also be caused by an operator who has paired a remote control but is not operating it. Furthermore, insufficient or improper use of wireless remote control technology can be caused by an operator who operates the remote control either insufficiently or too frequently. Insufficient or improper use of wireless remote control technology can also be caused by technical problems (e.g., low remote control battery, pairing issues, mechanical wear of switches or other components, etc.). As an example, if an application running on a material handling vehicle detects that a material handling vehicle is moving without a remote control paired to the corresponding remote control receiver, the system can take action, such as adjusting the material handling vehicle's performance to operate differently, displaying a message, requiring pairing, etc. For example, a feature can be added or removed to provide a performance incentive for pairing. As yet another example, if the application detects that the pairing is inactive but the material handling vehicle has moved or done something, the system can take action (e.g., by providing an output to the operator, by adjusting performance to modify the forklift's capacity, providing some indicator that the forklift is not being used appropriately, etc.).If the app detects a connectivity issue, such as low battery, charging failure, or a failed pairing attempt, the platform can initiate automatic corrective actions. These actions might include reprogramming the feature to operate at a shorter distance to conserve power, reducing the remote control's range, limiting the number of remote control operations, and so on, to extend battery life. The app can also attempt to correct pairing problems, such as by modifying the discovery process.For example, when pairing is initiated by an operator who sends a pairing request on the screen, then presses a button on the remote control to pair, and the request fails—for example, because many operators are trying to pair a device—the discovery process may reconfigure itself. This could mean, for instance, that the forklift initiates automatic pairing by searching for a remote control with a stronger signal (for example, using RSSI). If a remote control has a signal strength greater than a predetermined threshold, the system can pair. Referring again to Figure 4, in an exemplary mode, each electronic record received in 402 may comprise data related to movement, for example, recorded by a controller in an associated material handling vehicle that is being operated in a work environment by a corresponding operator as set out with respect to Figure 1 to Figure 3, and Figure 5. Each record may also include an operator identification of the corresponding operator of the material handling vehicle. As further illustrative examples, electronic vehicle records can indicate whether the movement of a corresponding material handling vehicle occurred while a remote control device was not paired with a remote control receiver, whether the movement of a corresponding material handling vehicle occurred while a remote control device was paired with a remote control receiver, and so on. Electronic vehicle records can also enable a determination that the movement of a corresponding material handling vehicle occurred as a result of the operation of a control feature on the remote control device paired with the corresponding material handling vehicle's remote control receiver to implement the remote-controlled movement function.Electronic vehicle logs can also be used to indicate the amount of time a remote control device was paired with a corresponding material handling vehicle remote control receiver. In some modalities, the received electronic log data is analyzed in 404, in a travel distance that the material handling vehicle has traveled in response to the corresponding operator using a remotely controlled travel function for a predetermined period of time, and / or a total travel distance that the material handling vehicle has traveled during the predetermined period of time. In 406, the processor can establish the expected usage by setting the remotely controlled travel distance relative to the total travel distance, for example, for a predetermined time period. In some modes, the expected remotely controlled travel distance relative to the total travel distance in 406 may involve setting the expected remotely controlled travel distance relative to the total travel distance as a range of travel distance ratios relative to the total travel distance.In this sense, providing a dashboard with a graphical representation of the generated measurements can include a remote control usage trend graph comparing operator usage of a control feature on a remote control device paired with a corresponding remote control receiver for the material handling vehicle to implement the remote-controlled movement function, with a range, over time. For example, the graph could show a historical development of average remote control device usage by operators. Furthermore, the dashboard could provide a detailed graphical representation, including a graph for each individual operator and a comparison graph that defines other individuals or the average of all operators within a user-configured filter setting.Here, a usage objective can be visually highlighted (e.g., using color, shading, or other cues) to differentiate when the objective was achieved and when the objective was not achieved. In some modalities, the underlying data and / or calculations can be used to activate a gamification process, for example, to allow an operator to directly compare their performance against a target performance. The process in 408 may comprise, for each operator, generating an electronic measurement of the expected displacement distance under remote control with respect to the total displacement distance for the predetermined time period compared to the displacement distance recorded under remote control with respect to the total displacement distance for the predetermined time period. In some modes, the measurement generated in 408 may comprise an expected remote-controlled travel distance relative to the total travel distance, calculated by establishing the expected remote-controlled travel distance relative to the total travel distance as a range of remote-controlled travel distance ratios relative to the total travel distance. For example, an exemplary range might be an expected remote-controlled travel distance of 57% to 83% relative to the total travel distance. Of course, the above exemplary range is purely illustrative. As another example, the range of remote-controlled travel distance ratios to total travel distance can be established by programming different ranges of travel distance ratios to total travel distance based on metadata associated with received electronic vehicle records. For example, the range could be 57% to 83% for first-shift operators, but only 15% to 40% for second-shift operators. As another example, the range could be 30% to 45% for operators working the first section of a warehouse, but 55% to 75% for operators working the second section, and so on.Therefore, relationship interval scheduling can be based on at least one of: different locations, different work shifts, different time intervals, different day intervals, different operator skill levels, or a combination of these. In some modes, the vehicle characteristics monitor for material handling provides, in 410, an instrument panel as a graphical representation of the generated measurements.As an illustrative example, a graphical representation may comprise graphically generating a donut chart that differentiates: operators with performance above the target range in a first cue for operators operating the remote-controlled shift function at a level above the target range, operators with performance below the target range in a second cue different from the first cue for operators operating the remote-controlled shift function below the target range, operators with performance within the target range in a third cue different from the first and second cue for operators operating the remote-controlled shift function within the target range, or combinations thereof. In some exemplary configurations, the instrument panel implements a graphical representation of the generated measurements that characterize the use of the control feature compared to the time the remote control device is paired with the remote control receiver. In another example, the instrument panel might provide a graphical representation of a user who is paired but not operating the remote control feature, a user who uses the control feature very infrequently compared to a target usage, a user who uses the control feature very frequently compared to the target usage parameter, combinations of these, and so on. In another exemplary approach, the system creates “user personas.” For instance, a user persona can be created to measure how well a real user can identify use cases for a feature and utilize the system accordingly (“competence”). Based on a user’s individual competence, a WMS / ERP system assigns order picking to individuals whose experience matches the nature of a given pickup route. For example, a user who frequently fails to identify opportunities to use a feature (such as using a remote control feature based on the distance to the next pickup location) might be assigned only to routes with a high number of long distances between pickups.As another example, an operator who demonstrates a tendency to overuse a feature could be assigned to pickup routes with a high percentage of short distances between pickups. In this way, by using features, the user's weaknesses could be mitigated or even turned into advantages. In yet another exemplary mode, the material handling vehicle's feature monitor receives feedback from a graphical user interface operator who selects a usage detail per operator report. This triggers the instrument panel to provide a graphical representation of an operator list. This list can include a measurement of their operation of a control feature on a remote control device paired with the corresponding material handling vehicle's remote control receiver to implement the remote-controlled travel function.The list may also include a percentage of the time the operator operated the material handling vehicle with the remote control device paired with the remote control receiver compared to the time the operator operated the material handling vehicle with the remote control not paired with the remote control receiver. The list may also include usage and paired time values ​​that are aggregated averages over a user-selected time period. The dashboard can also provide a graphical representation of technical issues with a remote control device paired with a corresponding remote control receiver on the material handling vehicle to implement the remote-controlled movement function. Examples of technical issues include a pairing failure, a number of material handling vehicles currently being operated without a paired remote control, a number of remote controls reporting a low battery, and so on. By integrating dashboard data with predictive maintenance, the system can automate the ordering of maintenance / repair parts so that technical issues can be resolved expeditiously and based on automated workflows. As an introduction and summary, the 114 platform can perform a process that analyzes vehicle logs for each vehicle operator to extract dashboard data. This dashboard data includes the remote-controlled travel distance the material handling vehicle has traveled, for example, in response to the command `inala / a / zuzz / uio`, indicating that the operator is using a remote-controlled travel function for a predetermined period, and the total travel distance the material handling vehicle has traveled during that same period. The process also involves establishing an expected remote-controlled travel distance relative to the total travel distance for the predetermined period.As mentioned above, the expected values ​​can be defined by the user, and / or can be derived by platform 114 from the data source material handling vehicle information 118, the data source management system 120, the other data source(s) 122, combinations of these, etc. Furthermore, the process implemented by the 114 platform can include generating, for each operator, an electronic measurement of the expected travel distance under remote control relative to the total travel distance for a predetermined time period, compared to the actual travel distance recorded under remote control relative to the total travel distance for the same period, and providing a graphical representation of the generated measurements to a dashboard. This dashboard can be a display in a material handling vehicle, a desktop computer, or other similar device. Furthermore, the 114 platform can cooperate with a processor in a corresponding material handling vehicle to perform one or more of the functions, features, capabilities, etc., described in more detail herein. In this respect, the 114 platform can function as a supervisor, offload processing to a processor in a material handling vehicle, divide processing duties with a processor in a material handling vehicle, and so on, examples of which are described in greater detail herein. In some configurations, the material handling vehicle's feature monitor can communicate back with the material handling vehicle in response to data analysis displayed on the instrument panel. This feedback can take the form of output on a screen, for example, to the instrument panel. It can also be situational, for example, by illuminating a light, providing an advisory message on the screen, and so on. Furthermore, feedback can take the form of control. Here, control can affect the performance of the material handling vehicle, for example, by adjusting the vehicle's performance, such as altering remote travel speed, remote acceleration, braking, sensor sensitivity, etc., modifying reference points, or otherwise improving vehicle operation. In still other modes, feedback can involve adjusting the remote control system itself, for example, by setting intervals, modifying remote travel distance, modifying thrust operation, modifying reference points, control characteristics, speed limits, requirements, etc. OI ¿L braking, rules of use, etc. For example, the material handling vehicle's performance monitor can send a return command to the vehicle reporting a technical problem, modifying its performance to correct the issue. The graphical representation of technical problems can also be displayed as a real-time view without showing historical data. In another example, based on the operator's records and pace, the system can dynamically change the remote travel operation to adapt to the operator's physical condition in order to reduce operator fatigue, stress, and strain. In some configurations, the material handling vehicle's feature monitor performs a backhaul of a warehouse management system database and extracts picking metrics from it. For example, picking metrics might include at least one of the following: average distance between picks, aisle lengths, picking patterns, historical picking lists, and combinations thereof. The warehouse management system backhaul might also include automatically evaluating warehouse management data for each picking run. This data can then be used to modify the distance traveled remotely, for example, through dynamic updates, real-time updates, or fixed-distance updates. In this regard, in some configurations, the remote server can analyze electronic measurements of the expected travel distance under remote control relative to the total travel distance for a predetermined period, comparing it to the actual travel distance recorded under remote control relative to the total travel distance for the same period. Based on this analysis, the workflow can then direct a return command to the material handling vehicle, for example, to initiate a modification to the vehicle. For instance, when querying task information, the processor might deny a remote start / travel command if the next picking operation is too far from the current position of the material handling vehicle.Similarly, the processor may deny a remote start / distance travel command where the next pickup is very close to the material handling vehicle's current position. For example, it may be more efficient for the pickup operator to walk to the next location. In one example, a user interacting with the dashboard via a graphical user interface can select, within the dashboard view, to display a graphical representation of operator section usage details. They can also filter the records that contribute to the dashboard view, such that the usage and matched time values ​​provided are aggregated averages over the time period chosen by the user. Records can be selected in the dashboard view based on at least one of the following criteria: a chosen location, a shift, a department, a skill level, a time period, or a combination thereof. In yet another modality, the material handling vehicle characteristics monitor electronically classifies the instrument panel data, sorted by operator identification, and graphically displays the classified instrument panel data in such a way that the classified instrument panel data reveals operators who use remote-controlled travel sufficiently, or who do not use remote-controlled travel sufficiently. As a specific example, reference is made to Figure 6 and Figure 7, which show an instrument panel on a screen in the material handling vehicle (Figure 6) for operator interaction, and an instrument panel display (Figure 7) on a computer screen, e.g., a desktop computer screen, a smartphone screen, an electronic tablet screen, etc., for a manager, etc. Example of a workAs an example, a feature application in fleet management software (e.g., running on platform 114 – Figure 1, running as a program in control module 306 on a material handling vehicle – Figure 3, a combination of these, etc.) collects electronic vehicle logs (e.g., see 402 – Figure 4). These electronic vehicle logs may include feature-specific information (e.g., related to travel) collected from a corresponding material handling vehicle. Example travel information might include total travel distance per recorded operator, total travel distance in response to remote control, and distance driven manually. The feature application then uses these two datasets to generate a usage percentage.For example, when run by a server, the 114 platform can calculate a usage percentage for each operator. For example, exemplary usage can be set as Usage Characteristic = distance / Total. Through an initial assessment of the warehouse and representative WMS data, the feature application can establish an expected ratio of remotely controlled movement to total movement for any given facility. This information is an estimate. The feature application can optionally add a margin of error around this value to create a target usage area specific to the location. For example, a target usage for a company's location A might be 25% to 38%, while for location B it might be 12% to 20%. Next, the feature app compares each individual operator's feature usage percentage to the location's feature usage target and also calculates average usage values ​​for groups of operators (e.g., teams or shifts). The application of features can display data in add-ons and associated detail pages. Referring briefly to Figure 6, a graphical user interface (GUI) on a screen (e.g., screen 330, Figure 3) illustrates two add-ons that are visible on a material handling vehicle. In comparison, Figure 7 illustrates a GUI on a screen displaying add-ons on a computing device such as a tablet, laptop, computer monitor, smartphone screen, etc. Feature usage add-on Again, with reference to Figure 6 and Figure 7, as an example, a first add-on, illustrated on the left side of the screen, displays a donut chart that breaks down all feature usage operators in the chosen location, shift, department, and time period into the following groups: a) Above target: Operators who move their material handling vehicles remotely more than expected. Since this may slightly decrease the productivity gains associated with the features, this group is illustrated with an initial indicator, for example, a color code for this group in the application shown in yellow. b) Below target: Operators who move their material handling vehicles remotely less than expected or not at all. Since this can lead to severe productivity losses, this group is represented by a second indicator different from the first, for example, by a color code for this group in the application shown in red. c) Target use: all operators who move their vehicles for material handling remotely within the target percentage. This is represented by a third indicator, different from the first and second indicators, for example, by a color code for this group in the application shown in green. In an ideal user experience, clicking on any number will take the user to a detailed usage report for each operator. This operator usage report provides a list of operators with their respective features and the percentage of time they were paired ("What percentage of the total recorded time did the operator have a remote control paired with the forklift?"). Combining these two values ​​helps users troubleshoot the reasons for low usage (or low WMS productivity). For example, an operator with low matched time percentages is expected to have low usage values, so a supervisor could speak with the operator and educate them about the benefits of the feature and why they should use it appropriately. On the other hand, operators with high matched time percentages but low usage might need additional training on how best to use the feature. As an example, an algorithm that calculates usage details can access WMS data and automatically calculate a theoretical maximum productivity measure for any given picker. This theoretical maximum productivity measure can then be communicated back to the picker and used as a basis for scoring them, branching a task by presenting a "score to beat" or "score to match," providing a visual metaphor that allows pickers to track their current performance against an ideal performance, or a combination thereof. As another example, using the calculated theoretical maximum, a cadence of OI ¿L work to pick orders, which presents a visual means to maintain a pace of order picking. For example, in additional modes, the calculated theoretical value can be used as a reference "rhythm," which can be displayed to the operator on a visual display, or the rhythm can be represented by a pulse, tone, etc. Here, the algorithm can automatically adjust / accelerate / de-adjust or otherwise change the theoretical maximum to the specific operator's capacity, intrinsic factors, physiological factors, or combinations thereof. For example, examples of an operator's capacity include variables that track the operator's experience, knowledge, and understanding of the tasks, experience with remote control operation, etc. Examples of intrinsic factors include variables such as task difficulty, warehouse layout, characteristics of the material handling vehicle the operator is registered to, shift requirements, etc.Exemplary physiological requirements may include variables that represent biometric measurements, such as number of steps taken, number of times squatting, total weight lifted, average heart rate, etc., measured at any interval, e.g., per hour, per shift, etc. By presenting a "rhythm," an order picking cadence / rhythm is established and controlled by the algorithm. In this sense, the algorithm can be dynamic, updating itself during a shift. In one example, the algorithm can adjust the behavior of the technological feature based on biometric limitations, capacities, restrictions, etc., so that an order picker maintains stable production over a period of time. Therefore, the algorithm adjustment doesn't need to be based solely on productivity. Rather, a technological improvement can be observed because the algorithm is adjusted to the operator's capacity. This cadence information can also be sent back to the WMS so that pickup assignments can be managed. In feature implementations, there can be a direct link between automation usage and picker productivity. In this case, with access to WMS data, the system can automatically calculate a theoretical maximum number of pickups / tasks for any given picker. This value is provided to the operator, for example, via a screen on the forklift. Gamification can then be implemented, allowing an operator to view, aim for, and attempt to beat a high theoretical score. Here, all usage and time values ​​can be aggregated as averages over the time period selected in the time period filter on the list / add-on. Complement and detail of trend usage of feature As yet another illustrative example, a feature usage trend add-on and detail can display all individual data points comparing average values ​​in the usage add-on and detail. The feature usage trend add-on and detail can show the historical development of average usage for all operators, while the detail can provide a graph for each individual and a comparison graph (other individuals or the average of all operators within the filter settings). The usage target can be highlighted so that it is easy to recognize when the target is met and when it is not. In some modes, trends can be calculated for groups of operators based on the operator's shift, department, or the facility where the operators work, etc. Connectivity add-on and detail Since technical issues can limit an operator's access to a feature (e.g., failed pairing, etc.) and thus ultimately decrease overall productivity, another exemplary add-on provides information about the number of material handling vehicles (MVs) currently being operated without a paired remote control and / or the number of remote controls reporting a low battery that will eventually lead to the remote control disconnecting from the MV's remote control receiver. This add-on provides details about the associated operators so they can be contacted individually and the problem resolved. In some versions, this feature provides a real-time view (e.g., which can be limited based on the browser's refresh rate).Assuming there are no technical restrictions, this could happen in real time and notify managers of current changes, e.g., the operator ID corresponding to operator XYZ is now matched, etc. Reports In some modalities, data files, for example, comma-separated value (CVS) files, which are generated for use by operators and usage trends, can be exported to third-party tools, a spreadsheet, for direct comparison with data extracted from a WMS, etc. Monitoring the use of technological features With reference to Figure 8, a usage and / or usage trend block diagram 800 illustrates an example of communication between a material handling vehicle and a remote server to perform technology feature usage monitoring and automated control of the material handling vehicle in response to the technology feature usage monitoring, in accordance with the aspects in this document. The block diagram 800 can be implemented, for example, by means of a material handling vehicle 108, Figure 1; 208, Figure 2; 308, Figure 3 communicating with a remote server 112, Figure 1, for example, by means of an information link device 202, Figure 2; 302, Figure 3. Diagram 800 is largely analogous to diagram 500, Figure 5. In this respect, a similar structure with similar reference numbers 300 higher is illustrated in Figure 8 compared to Figure 5. As such, the disclosure of Figure 5 is incorporated into the details of Figure 8, and only the changes or differences are described in detail. As illustrated in Figure 8, the electronic components in a material handling vehicle 808 communicate with an analysis engine 814 by communicating wirelessly, for example, through an 804 network, in a manner analogous to that established with respect to Figure 1. Within the electronic components of the material handling vehicle 808, during normal operation, a vehicle operator can activate a technological feature 840, for example, activate an automatic positioning system (APS), activate an automatic perimeter (AF), perform a combination, press a remote automation button, operate a remotely controlled travel function, perform a technological function described in more detail herein, etc. In response, various modules in the material handling vehicle 808 respond to carry out the functionality of the technological feature. In this regard, information and messages are communicated via a vehicle network 818 between control modules 820, the technological feature 840, and optionally, other electronic components of the vehicle (for example, those described with reference to Figure 3).Control modules 820 examples include a sensor control module (SCM) 820A, a traction control module (TCM) 820B, a guidance control module (GCM) 820C, etc. Furthermore, an industrial status monitor 842 is communicatively coupled to the vehicle network 818. Unlike the configuration shown in Figure 5, here the industrial status monitor 842 functions as a boundary intermediary, for example, to control the flow of information related to the use (or lack thereof) of the technological feature between the material handling vehicle and a corresponding remote server. The industrial status monitor 842 interacts with the control modules 820 (and optionally, other vehicle electronics described with reference to Figure 3) to collect information, send commands, interact with the control modules, and so on.For example, in one exemplary configuration, the industrial status monitor 842 gathers technological information from various control modules, such as active automation status information from the SCM 820A, speed information from the TCM 820B, guidance status information acquired from the GSM 820C, etc., communicating via the vehicle network 818 (e.g., a CAN bus). In this respect, the industrial status monitor 842 can function as a common boundary intermediary for one or more technological features 840 and / or other electronic components in the material handling vehicle, enabling scalability and the ability to easily add technological features. The 842 industrial status monitor also communicates wirelessly with an 850 remote module server, analogous to the one described with reference to Figure 5. For example, in an APS system, the 842 industrial status monitor can report guidance usage by including the distance the vehicle has traveled along the cable, the distance traveled using automatic positioning, the operator ID, vehicle ID, time, other relevant data, or combinations thereof. In some modes, the 842 industrial status monitor can report information, which may include information related to the non-use of a corresponding technological feature. In some configurations, the 842 industrial status monitor can query control modules to gather vehicle information. As another example, the 842 industrial status monitor can receive or otherwise read information circulating on a vehicle network (e.g., CAN bus) as part of the 818 vehicle network. Furthermore, the 842 industrial status monitor can read current vehicle status data values ​​that are actively collected and stored in memory (e.g., in a data object model), which are indicative of the use (or lack thereof) of a corresponding technological feature, etc. In one exemplary configuration, the 842 industrial condition monitor may include an onboard processor and memory and may communicate via the 818 vehicle network. Such a configuration allows the 842 industrial condition monitor to collect and process any data that can be extracted via the 818 vehicle network. The 842 industrial condition monitor may also be able to process the received information, for example, based on programming loaded into memory, and then send the processed (or unprocessed) data to the server. The module server 850 can be implemented as a module server running on a remote server as part of an analysis engine 814 (for example, analogous to analysis engine 114, Figure 1). The module server 850 feeds an extract, transform, load (ETL) pipeline comprising a set of processes that extract data from the input received from the industrial status monitor 842. The processes in the ETL pipeline can operate in a manner analogous to that described with reference to Figure 5, except that they target the corresponding technology feature. For example, ETL processes might include a usage percentage process (852A) that extracts data from the data collected by the module server (850), corresponding to the percentage that each operator uses an associated technology feature. From the collected data, a usage trend process (852B) extracts technology usage trends. The output of the usage percentage process (852A) and / or usage trend process (852B) is a complementary usage percentage and trend (852C), for example, analogous to that in Figure 5, but focused on the associated technology feature. In some optional modes, the data collected in the percentage usage process in 852A can be further evaluated, such as by an above / below target process in 854, which compares the percentage usage determinations to a set threshold(s). In one example implementation, the above / below target process in 854 receives inputs from usage target adjustments in 856 to evaluate the percentage usage measurements recorded in the percentage usage process in 852A. In this regard, the above / below target process in 854 provides a usage add-on in 858, which offers additional features including breakdowns, reports, or a combination thereof. The Usage Percentage Trend add-on 858 provides one or more visual metaphors that graphically illustrate usage and trend information. For example, a pie chart might illustrate a measure of the percentage of operators meeting a scheduled usage target compared to those operators falling short of the target for the automation feature (e.g., operators underutilizing the feature). A trend chart might extend data corresponding to average utilization (at target versus below target) across a predetermined data range. Data from the Industrial Status Monitor 842 might also allow the system to track disruptions (e.g., a lost connection to a remote device (or other external devices); a power outage of MA / a / 2U22 / Ul OI 2 1 an automation feature followed by a user; unintentional deactivation, such as due to low battery, technical malfunction; unexpected stops, such as due to the detection of obstacles or pedestrians near the AGV, etc.) to the associated automation feature. Furthermore, the output of processing on the server can trigger an 860 workflow, described in more detail in this document. The add-ons offer a technical advantage in that they can visualize not only the use of technological features, but also trends and problems encountered when using those features. For example, in some modes, the system provides feedback commands to the material handling vehicle. This feedback can be used to adjust the specific technological feature, such as to perform a software update, calibrate, adjust, accommodate reference points, establish an operating range, adjust a frequency, or other parameter that may affect the performance of the technological feature.In some modes, feedback commands are provided to an operating environment, such as to perform a software update, calibrate, adjust, accommodate reference points, establish an operating range, adjust a frequency, or adjust another parameter that may affect the performance of the technology feature or otherwise control peripherals that assist the associated technology feature. For example, poor performance detected in an APS may be due to poor RFID signal strength, the need for calibration, etc. In some modes, feedback commands are provided to trigger workflows to implement corrections, optimize performance, and improve the functioning of the corresponding material handling vehicle, such as adjusting the controller's reference points to control speed, acceleration, braking, lift height, geographical feature recognition, etc. Here, the material handling vehicle can interact with the module 850 server to communicate information back to the material handling vehicle, interacting with a workflow 264, for example, to communicate directly with a remote server, remote controller, remote maintenance scheduler, or remote equipment (e.g., RFID tags, ultra-wideband identification tags, transponders, mesh processors, positioning system components such as location-based environmental markers deployed in a work environment, etc.) to request maintenance, equipment performance adjustment, disable equipment, enable equipment, combinations of these, etc. For example, a root cause of underutilization of a given technology feature such as Automatic Positioning System (APS) might be the poor condition of the RFID tag, which is impacting automatic positioning performance. The poor condition of the RFID tag might be difficult or undetectable without the considerations outlined here. Therefore, the utilization of the technology feature could actually prompt the implementation of assistive technology solutions within the material handling vehicle's operating environment. Furthermore, disruptions or trends in the use of the technology feature (including trends for operator groups based on operator shift, department, or the facility where the operators work) might indicate an equipment problem, such as a mechanical defect that might not be detectable by electronic event / error codes alone. Another example is an interruption of APS movement, for example, when an operator cancels a pickup, APS cancellation, deactivation of an interlock (such as the decoupling of a sensor such as a hand or foot sensor), requesting braking during an APS movement, etc.). In light of the above, a process for implementing a material handling vehicle technology monitor involves wirelessly receiving electronic vehicle records from a fleet of material handling vehicles. Each electronic vehicle record comprises technology feature data recorded by a controller in an associated material handling vehicle in response to a corresponding technology feature on the material handling vehicle being operated in a work environment by an operator. Each electronic vehicle record also includes the operator ID of the material handling vehicle operator at the time the technology feature data is recorded. For example, as illustrated, each material handling vehicle case includes an industrial status monitor 842 that communicates electronic vehicle records via network 804 to the analysis engine's module server 850 814. Each electronic vehicle record comprises technology feature data recorded by at least one controller in the associated material handling vehicle in response to a corresponding technology feature in the material handling vehicle being operated in a work environment by an operator. For example, in the example in Figure 8, an SCM module 820A communicates active automation data to the HMI 842. Also, the TCM 820B communicates speed data to the HMI 842. In addition, the GCM communicates acquired guidance information to the HMI 842.The IHM 842 condenses this collected information into an electronic vehicle record that characterizes information related to the technological characteristic, for example, by sending to the module 850 server, a distance traveled on the cable, a distance on the cable using APS, etc. In some configurations, it may be desirable to track the operator's use of technological features. In this case, each 842 industrial status monitor also communicates to the 850 module server an operator ID of the material handling vehicle operator who is operating the material handling vehicle at the time the technological feature data is recorded. The process generates for each operator an electronic measurement (e.g., by means of the usage process 852A and the usage trend process 852B in this example) based on a comparison of an expected technology feature usage (e.g., expressed as a threshold such as above / below target 854) against the technology feature data in the received electronic vehicle records, which are associated with the corresponding operator. The process also includes providing (for example, by means of the 852C usage percentage and trend add-on, the 858 usage add-on, etc.) to a dashboard, a graphical representation of the generated measurements. In some modalities, the system and corresponding process can perform active processes such as analyzing the generated measurements to detect if there is an equipment problem that is adversely affecting the comparison for at least one operator, and automatically generating an electronic signal that triggers a workflow in 860 to address the detected equipment problem. In this regard, automatically generating an electronic signal that triggers an 860 workflow to address the detected equipment problem can be accomplished by wirelessly communicating a signal to a material handling vehicle associated with the detected equipment problem. This signal adjusts the material handling vehicle's performance, the specific technological feature, or a combination of both. Alternatively, a return message, such as a maintenance item or maintenance checklist, can be sent to require the operator to repair, reconnect, or change a setting. For example, the return flow to the 850 module server can trigger the 850 module server to communicate back over the 804 network with the associated 842 industrial status monitor, which can then send any updates to the relevant 820 control modules. Automatically generating an electronic signal that triggers a workflow in module 860 to address the detected equipment problem can also be accomplished, and / or alternatively, by wirelessly communicating a signal to a material handling vehicle associated with the detected equipment problem to disable the technology feature. For example, the flow back to module 850 server can trigger the module 850 server to communicate back over the 804 network with the associated industrial status monitor 842, which can send any updates to technology feature 840, including a command to disable technology feature 840, request diagnostic data, error codes, etc. Furthermore, automatically generating an electronic signal that triggers an 860 workflow to address the detected equipment issue can also be accomplished by wirelessly communicating a signal to a processor or device in the work environment to adjust equipment that interacts with the technological feature in material handling vehicles. For example, a flow to the 860 workflow can cause electronic devices—such as tags, UWB identification labels, electronic beacons, mesh points, communication devices, machines, etc.—deployed in the work environment to be updated. For example, for a technological feature such as APS, in some modalities, the travel paths available to an automatic positioning system can be defined by a guidance system. In an exemplary implementation, the direction of a material handling vehicle is controlled using sensors mounted on the material handling vehicle to detect an electronic signal, for example, transmitted through a cable embedded in the floor by a line conductor, transmitted by positioning markers, for example, RFID tags, ultra-wideband identification tags, reflectors and / or laser scanning systems, an environment-based location tracking device or other navigation system, position triangulation, dead reckoning, or combinations thereof, which are controlled by rail guidance, etc.Here, the 860 workflow can adjust the vehicle's material handling steering sensors, the guidance system device(s), or a combination of these, for example, to improve reliability or signal strength, tracking, timing, etc. Furthermore, automatically generating an electronic signal that triggers an 860 workflow to address the detected equipment problem can also, and / or alternatively, involve wirelessly communicating a signal to a processor in the work environment to disable equipment that interacts with the technological feature in material handling vehicles. For example, certain features, such as RFID tags or ultra-wideband identification tags, can be programmed, reprogrammed, disabled, enabled, etc. With reference to Figure 9, an example of a 900 instrument panel output is illustrated. The example instrument panel is displayed on a screen in the same material handling vehicle. The example shows an automatic positioning technology feature that has diagnosed a poor RFID status and equipment problems. A usage trend is also illustrated. Since the example instrument panel output is for a screen in a material handling vehicle, the data displayed graphically is relevant to the specific case of the material handling vehicle, the operator, or a combination of both. This information can enable an operator to take corrective action. In this respect, the system can distinguish between operator deficiencies in the use of the technology feature and electronic deficiencies in the corresponding technology feature. With reference to Figure 10, an example of a 1000 instrument panel output on a tablet computer is illustrated. The view in Figure 9 differs from the view in Figure 10 in that the view in Figure 9 is specific to the particular operator and / or material handling vehicle on which the display is mounted. The view in Figure 10 is on a tablet computer and represents data collected from multiple operators operating multiple different material handling vehicles, for example, a fleet. Here, trends can be calculated for groups of operators based on the operator's shift, department, or the facility where the operators work, etc. With reference to Figures 9 and 10, an operator can view their specific statistics, identify problems with the equipment being operated, and take steps to correct any detected issues. Similarly, a manager can view an entire fleet or a subset of a fleet, see its specific statistics, identify problems with the equipment being operated, and take steps to correct any detected issues. In some models, the action to correct detected problems can be automated. For example, in some models, the system learns patterns in the use of the technological feature and suggests OI (Operator) - Does the system act as an advisor to operators who use patterns that differ from the learned system pattern? Based on this data, dashboards monitor the use and usage trends of the technology feature, which can be used to determine how often or how much an associated technology feature (e.g., automatic positioning) is being used. This can trigger advisory / training events, allowing a correlation to be established through the use of the technology feature, etc. It also provides the ability to study the total cable distance traveled by one or more material handling vehicles, to evaluate the percentage of that cable distance traveled using the automatic positioning system, and the percentage of total travel distance without using the automatic positioning system (e.g., operating in manual mode).As additional examples, the views can demonstrate usage trends to determine if changes to the automatic positioning hardware, etc., are needed. In some modalities, counseling is conducted through onboard / dynamic counseling triggered by automated computing technology. However, in some modalities, counseling can be conducted by triggering a notification to an entity such as a supervisor for person-to-person counseling. As some illustrative examples, workflow 864 (Figure 8) can trigger and fix problems that inhibit the use of the technology feature, for example, for APS, identify RFID status problems, generate alerts for material handling vehicles that have not used automatic positioning in a predetermined period of time, etc. For example, analyzing output dashboards (add-ons) can reveal whether technology feature usage trends are changing at the fleet level. Furthermore, this visibility is available across an entire fleet of vehicles, operators, or both. Through trend analysis, technical elements such as layout can be correlated with changes in technology feature usage to trigger workflows. Monitoring of competitive technological characteristics With reference to Figure 11, a block diagram 1100 illustrates an example of communication between a material handling vehicle and a remote server to perform technology feature usage monitoring and automated vehicle control in response to the technology feature usage monitoring, in accordance with the aspects in this document. The block diagram 1100 can be implemented, for example, by means of a material handling vehicle 108, Figure 1; 208, Figure 2; 308, Figure 3 communicating with a remote server 112, Figure 1, for example, by means of an information link device 202, Figure 2; 302, Figure 3. Diagram 1100 is largely analogous to Diagram 500, Figure 5, and / or Diagram 800, Figure 8. In this respect, a similar structure is illustrated with similar reference numbers, 300 higher in Figure 11 compared to Figure 8, and 600 higher in Figure 11 compared to Figure 5. As such, the disclosure of Figure 5 and Figure 8 is incorporated into the details of Figure 11, and only the changes or differences are described in detail. As illustrated in Figure 11, the electronic components of a material handling vehicle 1108 include a plurality of control modules that are communicatively coupled to a vehicle network 1118. For example, in the illustrated example, the control modules include a sensor control module (SCM) 220A, which provides data such as whether a hand is present at a presence sensor, whether a task is being performed, whether automation is active, whether a pick is active, etc. The control modules may also include a vehicle control module (VCM) 1120B. The VCM 220B provides data such as an indication of whether a pedal is pressed, whether a door is closed, etc. The electronic components of the 1108 material handling vehicle also include a technological feature 1140, for example, combination, APS, remote control, shelf height selection, etc., as described in more detail herein. Furthermore, an industrial status monitor 1142 is communicatively coupled to the vehicle network 1118. Analogous to that described in Figure 8, the industrial status monitor 1142 functions as a boundary intermediary, for example, to control the flow of information between the corresponding material handling vehicle and a remote server, such as a module server 1150. The industrial status monitor 1142 collects technological characteristic information from the various control models 1120, such as competition event types, operator identification, vehicle identification, timestamps, etc. Additionally, the industrial status monitor 1142 communicates with a module server 1150 via a communication path, such as Wi-Fi, as illustrated by the network 1104. The 1150 module server feeds an ETL pipeline comprising a set of processes that extract data from the input received from the 1142 industrial status monitor. The processes in the ETL pipeline collectively transform the data and then upload it to an output destination for reporting, analysis, and data synchronization. For example, the ETL processes might include an event competency process 1152, which provides a competency plugin 1154. In some configurations, the competency plugin 1154 also provides detailed reports for on-screen visualization of the underlying data that contributes to the plugin's output. Competency Plugin 1154 generates plugin data that can trigger competency-based workflows. For example, Competency Plugin 1154 can communicate with Module Server 1150 (for example, Module Server 1150 can read plugin values ​​and / or detailed, broken-down information) and, based on the data values, send commands back to Material Handling Vehicle 1108, for example, to adjust vehicle performance, adjust the performance of the associated Technology Feature 1140, update or repair the Technology Feature, lock the vehicle, or take some other action to improve the operation of the Technology Feature. In some modes, communication from the module server 1150 back to the material handling vehicle via the industrial status monitor 1142 can include instructions, training, and other operator handling indications to enhance operator interaction with the technological feature 1140. The output of Competency Add-on 1154 can also trigger workflow 1164, such that the enhancement, repair, or other modification of technology feature 1140 is carried out by electronically controlling an operating environment in which technology feature 1140 is operated. The feedback and workflow can be used, for example, to diagnose and fix problems that inhibit the use of the technology feature. For example, the system can immediately identify and address RFID tag status issues, location information module (LIM) problems (e.g., updating an RFID reader, slot maps, tag map logic for an automatic positioning system, logic for an automatic perimeter system, etc.).), sends an alert to the vehicles and / or management systems to indicate that the technological feature 1140 of the material handling vehicle has not been used for a period of time, etc. In some models, feedback is directed back to the operator, for example, through advisory instructions, positive affirmations, corrections, or other appropriate messaging. Feedback can be based on comparisons with benchmark data. Here, because an entire fleet is being evaluated, the system knows which operators to advise, and what advice to give them, based on the collected technology feature usage data. By way of non-limiting example, by knowing the relative relationships between interruptions of technological characteristic (e.g., sensors indicate that an operator's hands are off a necessary control, a foot is off a necessary pedal, a task is canceled, a door is opening, etc.), then the interruptions can be counted, organized, evaluated and presented back to the operator (e.g., via the forklift screen - Figure 9), or back to the manager (e.g., via the electronic tablet - Figure 10). System status With reference to Figure 12, a block diagram 1200 illustrates an example of communication between a material handling vehicle and a remote server to perform technology feature usage monitoring and automated vehicle control in response to the technology feature usage monitoring, in accordance with the aspects in this document. The block diagram 1200 can be implemented, for example, by means of a material handling vehicle 108, Figure 1; 208, Figure 2; 308, Figure 3 communicating with a remote server 112, Figure 1, for example, by means of an information link device 202, Figure 2; 302, Figure 3. Diagram 1200 is largely analogous to Diagram 500 (Figure 5), Diagram 800 (Figure 8), Diagram 1100 (Figure 11), or combinations thereof. In this respect, a similar structure is illustrated with similar reference numbers that are 100 times greater in Figure 12 compared to Figure 11; 400 times greater in Figure 12 compared to Figure 8; and 700 times greater in Figure 12 compared to Figure 5. As such, the information in Figure 5, Figure 8, and Figure 11 is incorporated into the details of Figure 12, and only the changes or differences are described in detail. As illustrated in Figure 12, the electronic components of a material handling vehicle 1208 include a plurality of control modules 1220 that are communicatively coupled to a vehicle network 1218. For example, in the illustrated example, the control modules include a sensor control module (SCM) 1220A, which provides data such as whether a pickup has been accepted, etc. The control modules 1220 may also include a location information module (LIM) 1220B. The LIM 1220B provides data such as whether a module failure has occurred, a tag condition indication, etc. In addition, an industrial status monitor 1242 is communicatively coupled to the vehicle network 1218. Analogous to what is described in other modalities, the industrial status monitor 1242 functions as a border intermediary, for example, to control the flow of information between the corresponding material handling vehicle and a remote server, for example, a module server 1250. The industrial status monitor 1242 collects technological characteristic information from the various control modules 1220 (and optionally, other vehicle electronics as described with reference to figure 3) such as competition event types, operator identification, vehicle identification, timestamps, etc. The 1250 module server collects information from the 1242 industrial status monitor, such as information corresponding to whether a pickup was accepted and an associated timestamp, a fault status, a tag ID, tag status, etc. The module server 1250 also feeds an ETL pipeline comprising a set of processes that extract data from the input received from the industrial status monitor 1242. For example, the ETL processes might include a last accepted pickup process 1252, which provides an indication of the last accepted pickup for each material handling vehicle. ETL might also include a module status process 1254, which provides status information regarding technology feature 1240. Furthermore, ETL includes environment status processes 1256. Environment status processes provide the status of electronic devices deployed within an operating environment to support the corresponding technology feature.For example, in the context of an automatic positioning system, the 1256 environment status process can collect and provide data regarding RFID tags, ultra-wideband identification tags, etc., that cooperate with the automatic positioning controls in the corresponding material handling vehicles. Each of the last accepted collection process 1252, the module status process 1254, and the environment status process 1256 provides a system status snap-in 1158. In some modes, the system status snap-in 1258 can also provide detailed reports for display on the screen, the underlying data that contribute to the snap-in output, as described in more detail in this document. The 1258 system status plugin generates plugin data that can trigger workflows based on the system status of a corresponding 1240 technology feature. For example, the 1258 system status plugin can communicate with the OI ¿L module server 1250 (for example, module server 1250 can read the values ​​of the add-ons and / or detailed broken-down information) and based on the data values, send commands back to the material handling vehicle 1208, for example, to adjust the vehicle's performance, adjust the performance of the associated technology feature 1240, update or repair the technology feature, lock the vehicle, or take some other action to improve the operation of the technology feature. In some modes, communication from the module server 1250 back to the material handling vehicle 1208 by means of the industrial status monitor 1242 may include instructions, training, and other operator handling prompts to enhance the operator's interaction with the technology feature 1240. The output of system status add-on 1258 can also trigger workflow 1260, such that the enhancement, repair, or other modification of technology feature 1240 is carried out by electronically controlling an operating environment in which technology feature 1240 is operated. The feedback and workflow can be used, for example, to diagnose and fix problems that inhibit the use of the technology feature in a manner analogous to that described in more detail herein. For example, the system can identify and address problems such as RFID tag status, ultra-wideband identification tag status, LIM issues, generate alerts when a technology feature has not been used on an associated material handling vehicle 1208 within a predetermined amount of time, and so on. In practical applications, the plugin can provide detailed information such as an alarm status (e.g., new, old, resolved, etc.). The plugin's detailed information can also include a date and the type of status issue. For example, in the case of an automatic positioning system, the status issue might be a location-based problem (e.g., location information mode failure), a vehicle electronics component failure (e.g., steering control mode failure), a load handling automation status issue (e.g., hydraulic automated control mode failure), or identify repeated occurrences of similar event codes, etc. As another example, a provided breakdown can identify the type of environmental asset supporting the technological feature in the vehicle (e.g., RFID tag, ultra-wideband identification tag) and the asset's status. For example, the breakdown might list an RFID tag, an identifier for that RFID tag, the tag's location, and the last event associated with the asset (e.g., depleted status, low battery, poor communication, etc.).The breakdown can also identify technology feature problems, such as by providing an identifier for the technology feature, the vehicle on which the technology feature is installed, a material handling vehicle location associated with the technology feature, and the last event code associated with the technology feature (e.g., lost connection to industrial vehicle data (see 118, Figure 1), lost connection to the warehouse management system (see WMS data 120, Figure 1), lost connection to LIM data (see LMS data 122, Figure 1), lost connection to location information (see geographic data 124, Figure 1)). The output can also identify a technology feature module failure, a sensor or controller module failure on the material handling vehicle responsible for supplying data to IVM 1240. Map status With reference to Figure 13, a block diagram 1300 illustrates an example of communication between a material handling vehicle and a remote server, in accordance with aspects in this document. The block diagram 1300 can be implemented, for example, by means of a material handling vehicle 108, Figure 1; 208, Figure 2; 308, Figure 3 communicating with a remote server 112, Figure 1, for example, by means of an information link device 202, Figure 2; 302, Figure 3. Diagram 1300 is largely analogous to Diagram 500 (Figure 5), Diagram 800 (Figure 8), Diagram 1100 (Figure 11), Diagram 1200 (Figure 12), or combinations thereof. In this respect, a similar structure is illustrated with similar reference numbers that are 100 times higher in Figure 13 compared to Figure 12; 200 times higher in Figure 13 compared to Figure 11; 500 times higher in Figure 13 compared to Figure 8; and 800 times higher in Figure 13 compared to Figure 5. As such, the information in Figures 5, 8, 11, and 12 is incorporated into the details of Figure 13, and only the changes or differences are described in detail. As illustrated in Figure 13, the electronic components of a material handling vehicle 1308 include a plurality of control modules 1320 that are communicatively coupled to a vehicle network 1318. For example, in the illustrated example, the control modules include a location information module (LIM) 1320A. The LIM 1320A provides data, such as a slot map version, an RFID tag map version, an ultra-wideband identification tag map version, etc., used by the material handling vehicle 1308. Furthermore, an industrial status monitor 1342 is communicatively coupled to the vehicle network 1318. Analogous to what is described in other modalities, the industrial status monitor 1342 functions as a border intermediary, for example, to control the flow of information between the corresponding material handling vehicle and a remote server, for example, a module server 1350. The industrial status monitor 1342 collects technological characteristic information from the electronic components of the industrial vehicle 1308. For example, it collects information from the control module 1320A, such as the slot map version, RFID tag map version, ultra-wideband identification tag version, etc. Furthermore, the industrial status monitor 1342 communicates with a module server 1350 via a communication path, such as Wi-Fi, as illustrated by the network 1304. The module server 1350 collects information from the industrial status monitor 1342, such as information corresponding to whether a pickup was accepted and an associated timestamp, a specific status (e.g., which can be collected by means of a handheld tracker, alert status monitor, health tracker, etc., as tracker data) to adjust the system, e.g., for difficult decisions between walking or driving determinations, to determine when automation or remote control should be implemented, etc. As an example, the system can weigh whether to provide counseling, assistance, automation, remote control, etc., based on the operator's health monitor data and, optionally, other data, such as where the operator is in their shift. For example, if the system recognizes that the operator is slowing down while walking due to fatigue late in a shift (for example, based on a pace extracted from the records collected during the shift), operational parameters of technological features such as remote-controlled movement can be adjusted. Furthermore, physical condition, mental alertness, combinations of these, and other factors can be considered.The operator's settings can be used to "tweak" not only when to use or not use the feature (e.g., remote-controlled travel function), but also how the feature operates, for example, by adjusting acceleration, braking, speed limits, etc., to work best within the operator's capabilities. Therefore, the aspects in this document provide a technical improvement to intelligent equipment control that adjusts the way in which the technological features operate based on the physiological state of the operator. Several Various workflows, such as workflow 560 (Figure 5), 860 (Figure 8), 1160 (Figure 11), 1260 (Figure 12), and 1360 (Figure 13), and other actions, such as those initiated by a controller on a material handling vehicle, can be implemented based on decisions made using a rules engine. Here, the rules engine can encode actions based on input conditions, so that outputs are triggered consistently. For example, a rules engine on the server, material handling vehicle (or both) can define parameters that evaluate the use of the technology feature against appropriate usage, define corrections, define messages including advisory and instructional messages, control the display of information in add-ons, and so on. Aspects of this disclosure allow managers to access their feature usage data instantly and at a glance. Visually comparing operators against a target can help end users easily and promptly identify operators who require assistance with technological features. Also, in some modalities, the visual format of the dashboard's graphical user interface is intended to be accessible from a mobile device, facilitating one-on-one discussions with operators. Automation and integration with a remote server also enable workflows to correct errors, malfunctions, and issues not directly related to operator usage, misuse, or lack of use. Aspects of this disclosure provide a new feature usage target. In some modalities, the process identifies a feature usage target percentage area based on an assessment of facility-specific factors such as average pick-to-order distances, aisle lengths, and picking patterns, as well as historical WMS data (picking lists). This assessment can also be performed automatically for each picking run if that data is provided through a gateway between material handling vehicle data and the WMS. This allows for customization based on the environment. The aspects in this document also provide at-a-glance information about the operator's above / below / on target usage. Additionally, the dashboard facilitates operator grouping through its use, identifying operators with additional training needs. The aspects in this document also provide a "paired time" metric, which measures how much of a recorded time period an operator also had a remote control paired with a corresponding material handling vehicle. In some modes, the system can use vehicle data and intelligence to determine where the use of a technology feature should be considered. Travel where it is inappropriate to use a technology feature, such as remote-controlled travel, is not counted toward the total travel distance in this mode. For example, when steering wheel data shows that a material handling vehicle is traveling in an arc, an application on the material handling vehicle might infer that the operator has reached the end of an aisle and is entering an adjacent aisle. Here, it is inappropriate to use remote-controlled travel. As such, this distance is not counted as a percentage of the total travel distance for those instrument panels (e.g., Figure 6, Figure 7).As another example, if location tracking positions a material handling vehicle in a non-picking area, then the travel distance within this non-picking area is not counted. Additionally, geographic features can be used to label picking aisles. Here, as the material handling vehicle enters the aisle and encounters the geographic feature, the system begins to accumulate the travel distance as part of the "total distance," and so on. In other configurations, the scope used to build the instrument panels can cause feedback to material handling vehicles to alter their performance. For example, the scope can adjust the feedback to a material handling vehicle, for instance, to set a maximum remote control travel distance, travel speed, limit the number of times a feature is used, etc. Therefore, dynamic adjustment can reinforce dynamic feedback. Material handling vehicle perspective As discussed in more detail in this document, a controller in a material handling vehicle executes program code to generate a vehicle log comprised of data related to the material handling vehicle, such as travel data, technology feature usage data, sensor data, etc. For example, the vehicle controller might read photometry data, for instance, by reading data from the traction controller that communicates via the vehicle's network. Vehicle-related travel data might also include pairing status (whether the material handling vehicle is paired with a wireless remote control, the battery level of that remote, etc.).Activation of the feature can be detected by recognizing a command indicating the pressing of a button, taking into account occurrences such as starting from a standstill, moving, and then returning to a standstill under remote control, etc. Also, in some modes, an operator must log into the material handling vehicle before it is enabled for normal operation. As such, usage can be linked to the operator rather than the material handling vehicle itself. In one example, a log is created each time the material handling vehicle moves. The log can include measured data, calculated data, a combination of both, etc. The controller is also programmed to transmit the generated vehicle log to the remote server to record this usage. In some configurations, for example, when a remote-controlled travel function is implemented, the controller is also programmed to detect the movement of the material handling vehicle in response to the remote-controlled travel function being interrupted because an obstacle sensor on the material handling vehicle detected an obstacle in its travel path, causing the material handling vehicle to stop. Here, the controller generates a vehicle record comprising material handling vehicle travel data associated with the remote-controlled travel function and the obstacle detection, and transmits the generated vehicle record to the remote server to register the activation of the obstacle sensor on the material handling vehicle. In still other configurations, the controller is also programmed to receive a report from the remote server and provide that report to a display mounted on the material handling vehicle. Here, the report graphically represents the use of the remote-controlled travel function over a predetermined period. In some configurations, the graphical representation of remote-controlled travel includes a graphical display of the total distance the material handling vehicle traveled in response to the remote-controlled travel function and the total distance the material handling vehicle traveled without using the remote-controlled travel function over a predetermined period.In some configurations, the graphical representation also includes a graph of the total travel distance of the material handling vehicle over a predetermined period. For example, the graphical representation might be expressed as a percentage of travel distance in response to the remotely controlled travel feature compared to the total travel distance. Λ In still other exemplary configurations, the controller is also programmed to receive a report from the remote server and provide that report to a display mounted on the material handling vehicle. Here, the report graphically presents to the display on the material handling vehicle a visual representation of the usage trend of the remote-controlled movement function over a predetermined period. This trend is overlaid with a target area range extracted from the warehouse management system data, which defines an expected range of remotely controlled movement relative to the total movement. In still other configurations, the controller is also programmed to receive a report from the remote server and display it on a screen mounted in the material handling vehicle. Here, the report graphically represents the amount of time the operator keeps the remote control device paired with the remote control receiver for a predetermined period. Furthermore, in still other modes, the controller is also programmed to receive from the remote server an instruction to modify a performance parameter of the material handling vehicle in response to vehicle records associated with the operator during a predetermined period of time, and communicate a command to at least one electronic control module by communicating a message through the vehicle network to modify the performance of the material handling vehicle. Observations The points discussed in this document can be applied to any complementary technology or assistance system with which a material handling vehicle is equipped. Data and metrics regarding technology usage (e.g., how often an assistance system is used) can be compared with other productivity metrics (e.g., pallets moved per hour by the WMS). This comparison could help identify underutilization of assistance technology as a fundamental problem for underperforming operators. Referring to Figure 14, a block diagram of a data processing system in accordance with this disclosure is shown. The data processing system 1400 includes one or more processors 1410 connected to memory 1420 via a system bus 1430. A bus bridge 1440 connects to the system bus 1430 and provides an interface for any number of peripherals, for example, via an I / O bus 1450. Exemplary peripherals include storage 1460 (for example, hard disk drives), removable media storage 1470 (for example, tape drives, CD-ROM drives, flash drives, etc.), I / O 680 (for example, keyboard, mouse, monitor, etc.), a network adapter 1490, or combinations thereof. Memory 1420, storage 1450, removable multimedia storage 1460, or combinations thereof may be used to implement a computer-usable storage medium having computer-usable program code embedded therein. The computer-usable program code is read and processed to implement any aspect of this disclosure, for example, to implement any aspect of any of the methods and / or system components illustrated in the preceding figures. As will be appreciated by someone skilled in the art, the aspects of this description can be incorporated as a computer system, method, or program product. Furthermore, the aspects of this disclosure can take the form of a computer program product embedded in one or more computer-readable storage media that have computer-readable program code incorporated therein. The flowchart and block diagram in the figures illustrate the architecture, functionality, and operation of possible implementations of the computer program systems, methods, and products according to various modalities of this description. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, comprising one or more executable instructions to implement the specified logical functions. In some alternative implementations, the functions indicated in the block may occur outside the order shown in the figures. The terminology used in this document is intended to describe particular modalities only and is not intended to be exhaustive of disclosure. As used herein, the singular forms “a,” “an,” “the,” and “a” are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises” and / or “comprising,” when used in this specification, are also understood to specify the presence of established features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The corresponding structures, materials, actions and equivalents of all means or elements of passage plus function in the following claims are intended to include any structure, material or action for performing the function in combination with other claimed elements as specifically claimed.

Claims

1. A process for implementing a material handling vehicle technology monitor, comprising: wirelessly receiving, from a fleet of material handling vehicles, electronic vehicle records, each electronic vehicle record comprising: technology feature data recorded by means of a controller in an associated material handling vehicle in response to a corresponding technology feature in the material handling vehicle being operated in a work environment by an operator; and an operator identification of the material handling vehicle operator at the time the technology feature data is recorded;Generate for each operator an electronic measurement based on a comparison of an expected technological feature usage with the technological feature data in the received electronic vehicle records, which are associated with the corresponding operator; and provide on an instrument panel a graphical representation of the generated measurements.

2. The process according to claim 1, wherein: the expected use of the technological feature is defined by a target usage threshold designating a percentage of times the technological feature was used; the target usage threshold defines a percentage of times a technological feature is used appropriately, as designated by a rules engine defining parameters that evaluate the use of the technological feature in an appropriate use; and the process further comprises providing, to a display on a material handling vehicle that has recorded at least one improper use of the technological feature, an advisory message providing instructions on how to use the technological feature.

3. The process according to claim 1, wherein the technological feature comprises an automatic positioning system that requires an operator to activate a control on the material handling vehicle, the control being coupled to a control module that communicates via a vehicle network.

4. The process according to claim 3, further comprising detecting an error in the automatic positioning system based on the generated measurements.

5. The process according to claim 3, further comprising detecting an error in the performance of a vehicle component of the material handling vehicle having the automatic positioning system based on the generated measurements.

6. The process according to claim 3 wherein: the technological characteristic data recorded by a controller in an associated material handling vehicle comprises at least one of a distance that the associated material handling vehicle travels guided by wire, a distance that the associated material handling vehicle travels guided by wire using the automatic positioning system, or a distance that the associated material handling vehicle travels guided by wire in a manual mode without using the automatic positioning system;and generate for each operator, an electronic measurement comprising calculating an automatic positioning system usage based on the distance that the associated material handling vehicle travels guided by cable using the automatic positioning system in relation to a distance traveled guided by cable, and comparing the calculated automatic positioning system usage with a pre-programmed target usage percentage.

7. The process according to claim 1 further comprises: calculating trends for operators, material handling vehicles, or both; and comparing the calculated trends with expected trend parameters to identify operator trends that are deviating.

8. The process according to claim 7 wherein: calculating trends for operators, material handling vehicles, or both comprises calculating trends for groups of operators based on the operator's shift, operator's department, or a facility in which the operators work.

9. The process according to claim 8 further comprising: providing, to a display on a corresponding material handling vehicle, a message comprising: a positive reinforcement message if the operator's tendency is deviating positively; and a negative reinforcement message if the operator's tendency is deviating negatively.

10. The process according to claim 8 further comprising: providing, to a display on a corresponding material handling vehicle, a message comprising a training message that instructs the operator on the correct operation of the material handling vehicle where the operator's tendency is deviating negatively.

11. The process according to claim 1, wherein: technology feature data recorded by means of a controller in an associated material handling vehicle in response to a corresponding technology feature in the material handling vehicle being operated in a work environment by an operator comprises at least one of: collecting activation information from a sensor control module; collecting speed information from a traction control module; or collecting guidance information acquired from a guidance control module; and the process further comprises calculating at least one of a usage or usage trend based on predetermined usage target settings.

12. The process according to claim 1 further comprises: 01 Analyzing the generated measurements to detect if there is a detectable equipment problem that is adversely affecting the comparison for at least one operator; and automatically generating an electronic signal that triggers a workflow to address the detected equipment problem by: wirelessly communicating a signal to a material handling vehicle associated with the detected equipment problem to adjust the performance of the technology feature; or wirelessly communicating a signal to a material handling vehicle associated with the detected equipment problem to disable the technology feature.

13. A process for implementing a monitor for material handling vehicles having a remote control feature, comprising: wirelessly receiving, from a material handling vehicle being operated in a work environment by a corresponding operator, electronic vehicle logs, each electronic vehicle log comprising: travel-related data recorded by a controller in the material handling vehicle; and an operator identification of the corresponding operator of the material handling vehicle; analyzing the vehicle logs over a predetermined period of time to extract dashboard data including: a first travel distance that the material handling vehicle traveled during the predetermined period of time, in response to the corresponding operator using a remote-controlled travel function;and a total travel distance traveled by the material handling vehicle during the predetermined time period; establishing an expected travel distance under remote control with respect to the total travel distance for the predetermined time period; generating an electronic measurement of the expected travel distance under remote control with respect to the total travel distance for the predetermined time period compared to the recorded travel distance under remote control with respect to the total travel distance for the predetermined time period; and providing, on an instrument panel, a graphical representation of the generated measurements.

14. The process according to claim 13 further comprising: analyzing, for the relevant operator, the electronic measurement of the expected travel distance under remote control with respect to the total travel distance for the predetermined time period compared to the recorded travel distance under remote control with respect to the total travel distance for the predetermined time period; selecting a material handling vehicle control modification based on the analysis; and wirelessly transmitting the material handling vehicle control modification to the material handling vehicle, wherein the material handling vehicle automatically implements the material handling vehicle control modification to affect its operation.

15. The process according to claim 13 wherein: wirelessly receiving electronic vehicle records from the material handling vehicle comprises receiving electronic vehicle records indicating whether: displacement occurred while a remote control device was paired with a remote control receiver; and displacement occurred as a result of the operation of the remote control device paired with the remote control receiver of the material handling vehicle to implement the remote-controlled displacement function; and providing the instrument panel with a graphical representation of the generated measurements further comprises providing a graphical representation of: an operator who is paired, but does not operate the control feature of the remote control device; an operator who uses the control feature very infrequently compared to an objective use;an operator who uses the control feature very frequently compared to the target usage parameter; or an amount of time that a remote control device was paired with a corresponding material handling vehicle remote control receiver.

16. The process according to claim 13 further comprising: providing an indication of a technical problem with a remote control device paired with a remote control receiver of the material handling vehicle to implement the remote-controlled movement function, the indication of the technical problem comprising at least one of: a pairing failure; operating the material handling vehicle without a paired remote control; and a number of remote controls reporting a low battery; and communicating a return command to the material handling vehicle reporting a technical problem, to modify the performance of the material handling vehicle to correct the technical problem.

17. The process according to claim 13 wherein: establishing an expected travel distance under remote control with respect to the total travel distance comprises establishing the expected travel distance under remote control with respect to the total travel distance as a range of remote-controlled travel distance ratios with respect to the total travel distance; and providing the instrument panel with a graphical representation of the generated measurements comprises providing a remote control usage trend graph with the trend of a comparison of the operator's utilization of a control feature on a remote control device paired with a corresponding material handling vehicle remote control receiver to implement the remote-controlled travel function, with the range, over time.

18. A material handling vehicle comprising: a power unit, the power unit having a traction motor controller coupled to a traction motor that drives at least one steering wheel of the material handling vehicle; a feature assistance system comprising a remote control receiver paired with a wireless remote control device; an information link device that communicates wirelessly with a remote server computer; a controller in the industrial vehicle that is memory-coupled, wherein the controller executes program code stored in memory to: receive a command from the remote control receiver to implement a remote-controlled travel function in response to the remote control receiver communicating with the paired remote control device;communicate a command to the traction motor controller to cause the material handling vehicle to automatically advance in response to the command to implement the remote controlled travel function; generate a vehicle record comprising data related to the movement of the material handling vehicle associated with the remote controlled travel function; and transmit the generated vehicle record, by means of the information link device, to the remote server to record the use of the remote controlled travel function.

19. The material handling vehicle according to claim 18, wherein the controller is further programmed to communicate a command to the traction motor controller to cause the material handling vehicle to automatically advance in response to the command to implement the remote controlled travel function where a distance to a next location is within a predetermined range.

20. The material handling vehicle according to claim 19, wherein the predetermined range is determined based on a geographical feature encountered by the material handling vehicle.

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