METHOD FOR DEALING WITH OBSTACLES IN AN INDUSTRIAL TRUCK

Abstract

A method for dealing with obstacles in an industrial truck, including detecting a current speed and a current steering angle of at least one steered wheel of the industrial truck using a speed sensor or a steering angle sensor. The method also includes calculating a protection zone based on the current speed and the current steering angle and evaluating data supplied by the at least one sensor unit within the protection zone. Responsive to detecting an obstacle in the protection zone, the method includes calculating a specific steering angle difference on a right side and a left side, the specific steering angle difference being such that collision with the obstacle is avoided on the respective side and one or more of, based on the calculated right side and left side steering angle differences, classifying a current degree of difficulty in avoiding obstacles or triggering a predetermined action.

Claims

1. A method for dealing with obstacles in an industrial truck that comprises at least one sensor unit arranged in a main direction of travel of the industrial truck and configured to detect obstacles in a predetermined angular range, the method comprising: detecting a current speed and a current steering angle of at least one steered wheel of the industrial truck using a speed sensor of the industrial truck or a steering angle sensor of the industrial truck; calculating a protection zone based on the current speed and the current steering angle; evaluating data supplied by the at least one sensor unit within the protection zone of the industrial truck; and responsive to detecting an obstacle in the protection zone: calculating a specific steering angle difference on a right side and a left side, the specific steering angle difference being such that collision with the obstacle is avoided on the respective side; and one or more of: classifying a current degree of difficulty in avoiding obstacles based at least on the calculated right side steering angle difference and the calculated left side steering angle difference; or triggering a predetermined action of based on the calculated right side steering angle difference and the calculated left side steering angle difference.

2. The method of claim 1, wherein a smaller of the right side steering angle difference and the left side steering angle difference is used to classify the current degree of difficulty.

3. The method of claim 1, wherein the predetermined action is triggered on the industrial truck based on the current degree of difficulty.

4. The method of claim 3, wherein the predetermined action comprises reducing one or more of a current speed or a maximum speed of the industrial truck.

5. The method of claim 3, wherein the predetermined action comprises issuing a notification to an operator.

6. The method of claim 1, wherein classifying the current degree of difficulty is further based on one or more of: the current steering angle of the industrial truck; the current speed of the industrial truck; a level of experience of a driver of the industrial truck; or the calculated steering angle difference compared to the current steering angle.

7. The method of claim 1, wherein the classification for current difficulty levels comprises at least an easy difficulty level and a high difficulty level.

8. The method of claim 1, further comprising defining a maximum steering angle of the industrial truck that cannot be exceeded to avoid a collision.

9. The method of claim 1, wherein the industrial truck comprises a known vehicle outline in a plan view, wherein the protection zone is calculated using the vehicle outline such that a predicted vehicle contour is used as the protection zone, and wherein the predicted vehicle contour corresponds to an area to be traversed by the industrial truck in a predetermined time period.

10. The method of claim 9, wherein the predicted vehicle contour is calculated in polar coordinates.

11. The method of claim 9, wherein the predicted vehicle contour is calculated by calculating a plurality of reference points.

12. The method of claim 11, wherein a number of reference points is selected based on the current vehicle speed.

13. An industrial truck comprising: a vehicle body, at least one sensor unit arranged in a main direction of travel of the industrial truck and configured to detect obstacles in a predetermined angular range; a speed sensor and a steering angle sensor; and a control unit configured to: receive data from the speed sensor and the steering angle sensor, calculate a protection zone; calculate a steering angle difference on a right side and a left side, wherein the steering angle difference is calculated to avoid a collision with an obstacle detected within the predicted vehicle contour; and one or more of: classify a current degree of difficulty in avoiding obstacles based on the calculated right side steering angle difference and the calculated left side steering angle difference; or to trigger a predetermined action based on the calculated right side steering angle difference and the calculated left side steering angle difference.

14. The industrial truck of claim 13, wherein the at least one sensor unit comprises a light detection and ranging (LIDAR) unit.

15. The industrial truck of claim 13, wherein the industrial truck comprises a manually operated industrial truck.

16. The method of claim 1, wherein the current degree of difficulty in avoiding obstacles is calculated based on a steering angle difference limit value.

17. The method of claim 1, wherein the predetermined action is triggered based on a steering angle difference limit value.

18. The method of claim 1, wherein triggering the predetermined action is further based on one or more of: the current steering angle of the industrial truck; the current speed of the industrial truck; a level of experience of a driver of the industrial truck; or the calculated steering angle difference compared to the current steering angle.

19. The method of claim 10, wherein one or more of: a pole of the polar coordinate system corresponds to a centre point of the industrial truck in relation to the longitudinal and width axis thereof, or a polar axis of the polar coordinate system corresponds to the main direction of travel of the industrial truck.

Description

[0031] Further features and advantages of the present invention will become even clearer from the following description of an embodiment, when said embodiment is considered together with the accompanying drawings. In detail, in the drawings:

[0032] FIG. 1 is a schematic representation of an operating situation of an industrial truck according to the invention at a predetermined steering angle;

[0033] FIG. 2 is a schematic representation for defining a protection zone in the example of FIG. 1;

[0034] FIG. 3 is a schematic representation of an internal representation of the protection zone and the detection of an obstacle;

[0035] FIG. 4 is a schematic representation of a calculation of steering angle differences to avoid a collision with an obstacle;

[0036] FIG. 5 is a schematic representation of a further operating situation of an industrial truck according to the invention;

[0037] FIG. 6 is a comparative representation of two operating situations of an industrial truck according to the invention;

[0038] FIG. 7 is an overview of several operating situations of an industrial truck according to the invention with corresponding degrees of difficulty; and

[0039] FIG. 8 is a schematic representation of a determination of a maximum permissible speed of an industrial truck according to the invention.

[0040] FIG. 1 is a schematic top view of an operating situation of an industrial truck 10 according to the invention, which is making a left turn with a steering angle of 15° with respect to its main direction of travel or longitudinal direction L, in order to illustrate the calculation of a protection zone of the industrial truck 10.

[0041] The industrial truck 10 here has a known vehicle outline 12 which projects beyond the actual vehicle body in such a way that loads possibly carried by the vehicle 10 are also covered. The industrial truck 10 also includes a sensor unit 14, which is arranged on the front of the industrial truck 10 in the main direction of travel L and covers an angular range of at least 180°, as indicated by the schematically illustrated sensor field S in FIG. 1, wherein the extent of the sensor field S will, of course, extend substantially further around the vehicle 10 in practice than indicated in the schematic view of FIG. 1.

[0042] The industrial truck 10 also includes a pair of non-steered wheels 16 and a steered wheel 18, and in the case shown here, the industrial truck 10 is a manually controlled industrial truck which is provided and set up for transporting objects in logistics facilities. For this purpose, it also comprises a control unit 20, shown only schematically, as well as speed and steering angle sensors, not shown in detail, which supply their data to the control unit 20 in the same way as the sensor unit 14.

[0043] As can be seen from FIG. 1, the control unit 20 carries out a method for defining a protection zone, the outline of which is indicated schematically in FIG. 1 by two curved lines and is denoted by the reference symbol Z. The resulting protection zone Z corresponds to a predicted vehicle contour, which is determined on the basis of the known vehicle outline 12, the current speed and the current steering angle, which are supplied by the speed and steering angle sensors already mentioned.

[0044] The method according to the invention for defining the protection zone Z is carried out by means of an iterative calculation of a plurality of reference points P, which each correspond to the corners of the vehicle outline 12 when the vehicle 10 has progressed by a certain distance on the curved route mentioned. Such extrapolated positions of the industrial truck 10 are shown in FIG. 1 in dashed lines. The protection zone Z can now be determined on the basis of the reference points P determined in this way, with both the granularity of the evaluation of the reference points P and the number of reference points P taken into consideration being suitably selectable and, if necessary, an interpolation of the reference points P to smooth the outlines of the protection zone Z can be carried out.

[0045] Accordingly, when viewed in polar coordinates, in which the main direction of travel or longitudinal direction L of the industrial truck 10 corresponds to the polar axis 0°, a protection zone Z as shown in FIG. 2 can be obtained. If this protection zone Z from

[0046] FIG. 2 is now also plotted in a histogram in which the polar angle forms the x-axis, the result is the representation from FIG. 3 in which again the main direction of travel or longitudinal direction L is 0°, and the fact that the vehicle 10 is currently making a left turn means that the angular range between 30° and 60° reflects a greater extent in relation to the protection zone Z.

[0047] In particular, by the use of polar coordinates an obstacle H, which is shown in FIGS. 2 and 3, can be classified as falling into the protection zone Z with little calculation effort, by carrying out a simple distance calculation at the corresponding angle. In this way, with the method according to the invention, an optimal protection zone Z can be determined in such an industrial truck in such a way that obstacles H can be reliably detected, but on the other hand false positive results are minimised or even completely ruled out by the optimal definition of the protection zone Z.

[0048] On the basis of this determination of a protection zone, the calculation of a steering angle difference used according to the invention to prevent a collision with the obstacle on both sides will now be described with reference to FIG. 4.

[0049] In the case shown in the centre of FIG. 4, the industrial truck 10 is making a right turn and it has been determined that there is an obstacle H in the form of a pallet on the corresponding predicted route, which corresponds to the protection zone of the vehicle 10. Starting from this current steering angle, both an increase in the current steering angle, i.e. avoidance to the right, and a decrease in the current steering angle, i.e. avoidance to the left, are simulated in real time and, based on the known vehicle outline 12 of the industrial truck 10, it can be deduced that a steering angle difference of at least 10° to the right or left is necessary to avoid the obstacle H, as can be seen from the illustrations on the far right and far left in FIG. 4, while a steering angle difference of, for example, 3° to the right or left is still not sufficient, as can be seen from the further illustrations.

[0050] This procedure can be used to deduce required steering angle differences on both sides, which can be used in the classification of a current degree of difficulty for obstacle avoidance described below, with the smaller of the two steering angle differences usually being used for classification.

[0051] Reference is first made to FIG. 5, which in its four representations 1. to 4. illustrates an industrial truck 10 making a turn in the region of a right-angled wall W, which is shown in each case with its protection zone Z determined in accordance with the procedure described above and shown in FIG. 1. Such a situation represents a typical operating case of such an industrial truck 10 and should therefore be manageable by a human driver of the industrial truck 10 without any problems.

[0052] However, it appears that, after turning in representation 1. of FIG. 5 in the state of representation 2. and particularly representation 3., the right-angled wall protrudes into the protection zone Z of the industrial truck 10 and is thus detected as an obstacle. However, the driver of the industrial truck 10 can already prevent a collision with the wall by slightly counter-steering to the right or straightening his steering wheel in the context of normal turning, so that, due to the correspondingly determined small steering angle difference required relative to the current value, at no time does a problematic situation occur and consequently the degree of difficulty can be determined as low at any time. Accordingly, it is not necessary to initiate any actions and the driver of the industrial truck 10 can straighten the steering at the exit of the turn and continue his journey undisturbed and as shown in representation 4. of FIG. 5 and can continue his journey without the temporary presence of the wall in the protection zone Z having an effect on the process described.

[0053] For comparison, in FIG. 6 representation a initially again indicates the situation from FIG. 5 which has just been discussed, while representation b shows a case in which the corresponding situation is assessed as having a high degree of difficulty. In this case, another industrial truck 100 is recognised as an obstacle, which enters the protection zone Z of the industrial truck 10 at a certain point in time. Since the industrial truck 10 is moving at a higher speed compared to representation a and has already come closer to the obstacle, this situation is rated as having a high degree of difficulty, even though a relatively small steering angle difference would be sufficient here to avoid the obstacle. It is thus evident that the method according to the invention can be further improved by including further parameters in addition to the steering angle difference when evaluating the current degree of difficulty.

[0054] FIG. 7 now shows some further scenarios in which a high degree of difficulty is determined and corresponding actions can be initiated, for example issuing a warning to a driver of the industrial truck 10 and/or automatically reducing a current or maximum speed thereof.

[0055] While, as discussed in connection with FIG. 5 and again indicated on the left in FIG. 7, driving through a curve near a right-angled wall is evaluated with an easy degree of difficulty due to the small necessary steering angle difference in order to prevent a collision, and consequently no actions are initiated, the other four representations each show cases in which high degrees of difficulty are determined. In the case shown above in the centre, there is a further industrial truck F in the region of the right-angled wall W, which would require a significantly greater steering difference to the right at the exit of the turn and consequently causes a more difficult situation. Similarly, in the case shown at the top right, the industrial truck 10 has followed the curved route too far and has thus already come very close to the wall W at an unfavourable angle. Here, too, a large steering angle difference to the right is necessary to prevent a collision, and the situation is rated as having a high degree of difficulty.

[0056] In the illustration at the bottom right, a further industrial truck F is again present as an additional obstacle, and the industrial truck 10 considered here drives towards the wall at an unfavourable angle for avoidance to the right or left. A high degree of difficulty is therefore also present here and suitable actions such as automatic braking and/or warning a driver can be initiated. Finally, a case is shown in the centre below in which an obstacle is detected in the protection zone Z when driving straight ahead. For such cases, it can be specified that a classification with a high degree of difficulty is carried out in each case, since it can be assumed that under no circumstances should the industrial truck 10 drive head-on into an obstacle.

[0057] Finally, with reference to FIG. 8, an exemplary action should be described in the event of an obstacle being detected in a protection zone of an industrial truck 10, namely an automatic speed reduction. In this case, it is first established in the illustration on the left that, due to its current steering angle, the industrial truck 10 is driving towards a wall which has entered the protection zone of the industrial truck 10. On the basis of the procedure described above, it is then determined that this is a situation which makes it necessary to initiate an action, in this case reducing the speed of vehicle 10.

[0058] For this purpose, starting from the current speed of the industrial truck 10 of 2.2 m/s, the amount by which the speed must be reduced in order to bring the vehicle 10 to a stop just before the obstacle is determined. This results in a value of 1.7 m/s, while a collision would still occur at a speed of 2.0 m/s, as indicated in the illustrations on the right and in the centre of FIG. 8. Accordingly, the speed is reduced to 1.7 m/s, with further checks being carried out in the same way while the industrial truck 10 is driving, in order to be able to slow the vehicle 10 down more as it further approaches the wall or in the event of an avoidance, i.e. steering to the left, to raise the speed limit again if necessary.