CN112239180B

CN112239180B - Anti-pinch rotary operator platform

Info

Publication number: CN112239180B
Application number: CN201910653730.4A
Authority: CN
Inventors: D·孔索拉罗; F·西比利亚
Original assignee: Hyster Yale Group Inc
Current assignee: Hyster Yale Group Inc
Priority date: 2019-07-19
Filing date: 2019-07-19
Publication date: 2024-04-02
Anticipated expiration: 2039-07-19
Also published as: CN112239180A

Abstract

A process and system for providing an anti-pinch operator platform on a vehicle such as a flatbed stacker or flatbed pallet truck is disclosed. In one embodiment, the position of the operator platform is detected. If the position is within the first range of positions corresponding to the deployed position, the vehicle is able to move at full speed. If the position is within the second range of positions corresponding to the stowed position, the vehicle is able to move at a reduced walking speed. If the position is within a third range of positions corresponding to a range of angles in which the operator may be clamped, an anti-clamping mode may be enabled in which the vehicle may only be moved in one direction at a slow speed.

Description

Anti-pinch rotary operator platform

Technical Field

Embodiments relate to vehicle features and, more particularly, to a vehicle operator platform configured to help prevent operator pinching.

Background

Materials handling vehicles, such as pallet trucks or flatbed stacker trucks, are commonly used in locations where pallet loads are desired to be handled, such as factories, warehouses, distribution centers, warehouses, loading and unloading yards, and the like. Vehicles are often equipped with a mechanism for handling pallet loads, which typically includes a relatively large double-toothed fork configured to be inserted into the pallet. The forks are in turn connected to a lifting or jack mechanism to allow the pallet load to be suspended from the forks and so moved by the vehicle. Depending on the intended use, the pallet or stacker vehicle may be configured to operate from a walk position (where the operator follows the truck as it moves), and/or from a ride position (where the operator rides on a portion of the truck). The riding position may allow the truck to be operated at a higher speed than when operating in a walking position where the truck must not move faster than the operator.

The background description provided herein is for the purpose of generally presenting the context of the disclosure. Unless otherwise indicated herein, the materials described in this section are not prior art to the claims in this application and are not admitted to be prior art by inclusion in this section.

Drawings

Embodiments will be readily understood by the following detailed description in conjunction with the accompanying drawings. For convenience of description, like reference numerals denote like structural elements. In the figures of the accompanying drawings, embodiments are shown by way of example and not by way of limitation.

FIG. 1 illustrates an example flowchart for controlling operation of a vehicle having an anti-pinch mode, according to various embodiments.

FIG. 2 is a block diagram of components of an example vehicle that may perform the operations of FIG. 1, according to various embodiments.

FIG. 3 is a side view of an example operator platform depicting various angular ranges for use as inputs to the operation of FIG. 1, in accordance with various embodiments.

FIG. 4 is a graph relating an output curve to a sensed angle of an example position sensor that may be used to detect an angle of an operator platform, according to various embodiments.

Fig. 5 is a perspective view of an example operating platform attached to a platform pallet truck, the operating platform being in an open position, according to various embodiments.

FIG. 6 is a perspective view of an example operating platform attached to a platform pallet truck, the operating platform being in a closed position, according to various embodiments.

FIG. 7 is a perspective view of an example operator platform in a partially open position, wherein a user's feet may be pinched, according to various embodiments.

FIG. 8 is a perspective view of an example platform pallet truck according to various embodiments, depicting a side gate in a closed position.

FIG. 9 is a perspective view of an example platform pallet truck depicting a side gate in an open position according to various embodiments.

FIG. 10 is a block diagram of an example computer that may be used to implement some or all of the operations of the controllers of FIG. 1 and/or FIG. 2, in accordance with various embodiments.

FIG. 11 is a block diagram of a computer-readable storage medium that may be used to implement some components or methods of the systems disclosed herein, according to various embodiments.

Detailed Description

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof wherein like numerals designate like parts throughout, and in which is shown by way of illustration embodiments which may be practiced. It is to be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present disclosure. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the embodiments is defined by the appended claims and their equivalents.

Aspects of the disclosure are disclosed in the accompanying specification. Alternate embodiments of the present disclosure and equivalents thereof may be devised without departing from the spirit or scope of the present disclosure. It should be noted that like elements disclosed below are denoted by like reference numerals in the figures.

Various operations are described as multiple discrete acts or in turn as operations in a manner that is most helpful in understanding the claimed subject matter. However, the order of description should not be construed as to imply that these operations are necessarily order dependent. In particular, these operations may not be performed in the order of presentation. The described operations may be performed in a different order than the described embodiments. In further embodiments, various additional operations may be performed and/or operations described omitted.

For the purposes of this disclosure, the phrase "a and/or B" means (a), (B), or (a and B). For the purposes of this disclosure, the phrase "A, B and/or C" means (a), (B), (C), (a and B), (a and C), (B and C), or (A, B and C).

The phrase "in one embodiment," or "in an embodiment," may be used to describe, which may each refer to one or more of the same or different embodiments. Furthermore, the terms "comprising," "including," "having," and the like, as used in accordance with embodiments of the present disclosure, are synonymous.

As used herein, the term "circuitry" may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and/or memory (shared, dedicated, or group) that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.

Vehicles, including materials handling vehicles such as platform pallet trucks and platform stacker trucks, may be used by operators walking adjacent to the vehicle, or riding on the vehicle. To facilitate this dual use, some vehicles are equipped with an operator platform that is movable between a stowed position (for ambulatory operation) and a deployed position (for riding operation). The platform itself is typically a flat structure that is mounted to the vehicle near the ground. When deployed, an operator may stand on the platform and operate the controls in a manner similar to a walk operation. As described above, the vehicle may be configured to operate in different modes depending on operating from a walking or riding position, where the riding position allows the vehicle to operate at a higher speed.

The vehicle may be configured to limit operation at full speed unless the operator rides on the operator platform. One way to achieve this limitation is by sensing the position of the operator platform and enabling full speed only if the platform is in the fully deployed position. The vehicle may also be configured to only allow operation in the walk mode if the operator platform is in the fully stowed position to ensure that the platform is not in a position that interferes with the speed at which the operator is following the vehicle.

The vehicle may attach the operator platform to the vehicle chassis or body via a hinge, wherein the operator platform may be rotated between a fully stowed position and a fully deployed position. A sensor may be coupled to the operator platform to detect when the platform is in a fully stowed position (for ambulatory operation), a fully deployed position (for riding operation), or in a transitional position (which would enable vehicle operation to be disabled).

However, when the operator platform is in the transition position, the mode itself may cause problems. For example, if an operator stands on a platform to operate a vehicle in full speed ride mode, the operator may become pinched if the operator inadvertently backs up the vehicle against an obstacle that forces the platform upward away from the deployed position toward the stowed position. Thus, either or both feet (or another body part) of the operator may become wedged between the partially closed platform and the generally vertical sides of the vehicle, which may result in injury to the operator. The above-described features (the vehicle is not able to operate when the operator platform is not in the fully deployed or fully stowed position) may further exacerbate the risk of such pinching. If the object against which the vehicle is retracted is relatively immovable and the vehicle itself cannot be moved by the operator, the operator may be pinched by the operator platform, as the operator platform may not be extended until the vehicle leaves the object. Thus, the operator may be pinched until assistance is obtained.

The disclosed embodiments provide a solution to such problems by detecting when the operator platform is in a range that poses a risk of operator pinching. If the platform is detected in a position between the fully deployed position or the fully stowed position, the vehicle is not rendered inoperable, but is instead enabled to move at a relatively slow speed only in a direction away from the obstacle and for a optionally limited time. This mode may allow the vehicle to move away from the obstacle and the operator platform to return to the deployed position, thereby disengaging the operator from the clamp.

Embodiments disclosed herein are described in terms of a platform pallet truck. However, it should be understood that the disclosed embodiments may be implemented on any vehicle that includes an operator platform and that utilizes the platform to operate in a deployed position (the operator rides on the platform) or in a stowed position (the operator walks along the vehicle). Examples of such vehicles may include platform pallet trucks, platform stacker trucks (similar to pallet trucks but containing mast structures to allow for the stacking of cargo and the retrieval of cargo on an elevated platform), forklifts, cranes, tugboats, and/or any other vehicle suitable for being equipped with a rotating operator platform.

FIG. 1 is a flowchart of the operation of an example process 100 for implementing an anti-pinch operator platform (such as may be provided to a vehicle). Beginning in block 102, the position of an operator platform is detected. In embodiments disclosed herein, operator platform positions may be indicated in terms of angular positions, indicating fully open and/or fully closed positions. For example, a platform may be considered fully open when the platform is at an angle of 0 degrees to a plane defined relative to the ground (e.g., a plane parallel to the tines). Likewise, when the platform is at a 90 degree angle relative to the ground plane, the platform may be considered fully closed or stowed. The operator platform may be located at positions between fully open or fully closed, or in some cases, may be located outside of these positions. These various positions will be depicted and described in more detail herein with respect to fig. 3-7. Furthermore, although the operator position is described herein in terms of angles, the position may be represented by other metrics, such as linear distance, depending on the specifics of a given implementation.

After sensing the operator platform position, it is evaluated in block 104 whether the position is within a first range of positions. In the example of fig. 1, the first range of positions corresponds to the operator platform being in a deployed or open position, which is substantially parallel to the ground plane. In such a position, the operator may stand in a riding position on the platform. If the operator platform is detected in such a location (the "yes" branch from block 104), full speed operation of the vehicle may be enabled in block 106. As used herein, "full speed operation" and "full speed mode" means that the vehicle is configured to travel up to a possible or allowable maximum speed from the vehicle's drive system (e.g., traction motor or motors and any associated transmissions), such as a maximum speed in which the vehicle is configured to be determined by facility specifications. Full speed operation may exceed the speed at which an operator walks or even runs.

If the operator platform is not within the first range of positions ("no" branch from block 104), then in block 108 it is evaluated whether the position is located in the second range of positions. In the example of fig. 1, the second range of positions corresponds to the operator platform being in a stowed or closed position, generally perpendicular to the ground plane. In such locations, an operator typically stands on the ground adjacent the vehicle and walks along the vehicle as the vehicle is operated. Thus, if the platform is detected to be within the second range of positions ("yes" branch from block 108), the vehicle may be placed in a speed limit mode in block 110. In this speed limiting mode, the vehicle may be limited to a maximum speed that is commensurate with a comfortable walking speed. Since the operator may walk adjacent the vehicle rather than ride on the vehicle, the speed limit mode helps ensure that the operator does not inadvertently accelerate the vehicle beyond the speed that the operator can keep up with, and thus maintain control of the vehicle.

If the operator platform is not within the second range of positions ("no" branch from block 108), then in block 112 it is evaluated whether the platform position is within the third range of positions. In the example of fig. 1, the third range of positions corresponds to a partially closed platform, e.g., adjacent to the second range of positions corresponding to a fully closed position. If the platform is detected to be within the third range of positions ("yes" branch from block 112), then the vehicle may be placed in anti-pinch mode in block 114. Anti-squeeze mode, as the name suggests, is intended to allow the operator to avoid being squeezed or, if the operator's foot or other body part is pinched or wedged between the operator's platform and the side of the vehicle, the operator will disengage from the clamp. As will be discussed further herein with respect to fig. 3, the third range may be adjacent to the second range, the first range, or both, depending on the specifics of a given implementation.

As will be appreciated, the platform may enter the third range of positions from the first range of positions while the operator is standing on the platform. For example, if the operator backs the vehicle up to an obstacle near the operator side (opposite the fork), the platform may come into contact with the platform and, as the vehicle continues to move, cause rotation toward the closed second position. Such rotation will be stopped by the presence of the operator's feet and/or legs, which may therefore be wedged or otherwise caught between the platform and the sides of the vehicle, possibly resulting in injury to the operator. In an embodiment, the anti-pinch mode enables the vehicle to move at a relatively slow speed only in a direction away from the obstacle (typically in the direction of the fork). The speed may be slower than the walking speed enabled in the speed limit mode of block 110.

The anti-pinch speed may be further limited by time in which the vehicle is allowed to move forward at a relatively slow speed for only a predetermined time, sufficient to allow the vehicle to move far enough from the obstacle to cause the platform to open toward the fully deployed position. In some embodiments, the vehicle may be moved sufficiently to allow the platform to be opened to a partially deployed position, wherein the operator is disengaged from the clamp, but further operation is inhibited. In other embodiments, the vehicle may be moved sufficiently to allow the platform to be opened to a fully deployed position, wherein the operator again rides on the vehicle and the vehicle is able to operate in full speed mode as per block 106. Alternatively, the vehicle may be limited to anti-pinch mode speed after the platform reaches the fully deployed position, and full speed mode may be enabled by: the full speed mode is enabled by an operator entering a code into the vehicle, shutting down the vehicle, restarting the vehicle, or otherwise appropriately resetting the vehicle.

If the operator platform is not within the third range of positions ("no" branch from operation 112), the vehicle may be disabled in block 116 because the platform will be detected in a position that does not correspond to a full deployment (first range), a full stow (second range), or an operator pinching risk (third range). Thus, in such embodiments, the operator platform will be considered to be in an improper position and the vehicle disabled accordingly until the platform returns to the first or second position range.

Embodiments may add more or fewer boxes for other location ranges. For example, some embodiments may also detect a fourth range, such as between the first range and the third range, where the vehicle may be placed in a blocking mode. In this mode, vehicle movement is inhibited, but car and fork lowering may still be enabled. Other modes may also be implemented, depending on the needs of a particular implementation.

It should be appreciated that not all steps of process 100 may be performed in a given embodiment, and that other embodiments may add additional modes. Furthermore, the order of the blocks may be varied, e.g., a third range of positions may be detected first, then a first and/or second range of positions may be detected, or another suitable order.

Turning to fig. 2, a block diagram of components of an example system 200 for implementing the process 100 is depicted. Additional blocks may be added to a given embodiment or there may be fewer blocks, depending on the needs of the particular embodiment. The components of the example system 200 include an operator platform 201, a first sensor 202, a second sensor 204, a vehicle controller 206, a drive motor 208, and operator controls 210. The operator platform 201 is configured to support the weight of a vehicle operator and is attached to the vehicle such that it can be moved between stowed and deployed configurations. The operator platform 201 will be described in more detail herein with respect to fig. 5-7.

In the depicted embodiment, the position of the operator platform 201 is detected by a first sensor 202 and a second sensor 204. Other embodiments may use only a single sensor to detect the position of the operator platform 201. Each of the first sensor 202 and the second sensor 204 may be configured to output the same measurement of operator platform position in a redundant manner, or may be configured to output a reverse measurement of operator platform position to provide a crossover check, as will be discussed below with respect to fig. 4. The first sensor 202 and the second sensor 204 may be implemented in a single housing or may be implemented in two physically separate components, which may be further provided to different locations of the operator platform 201. Furthermore, the first sensor 202 and the second sensor 204 may be the same or different types of sensors, and may output similar or different types of measurement signals, depending on the needs of a given implementation.

In an embodiment, the first sensor 202 and the second sensor 204 are configured to output the position of the operator platform 201 in an angular position manner, as will be discussed herein with respect to fig. 3 and 4. In some embodiments, the first sensor 202 and the second sensor 204 are implemented as hall sensors and are further configured to output a reverse signal, e.g., when the platform is at one extreme or the other of the travel, the sensors output a signal indicating that the platform position is approximately 90 degrees opposite the platform position indicated by the other sensor.

Each of the first sensor 202 and the second sensor 204 are coupled to a vehicle controller 206. In an embodiment, the first sensor 202 and the second sensor 204 are electrically coupled to the controller 206 and may supply the detected position of the operator platform 201 in the form of digital values or analog measurements. The particular output of a given sensor may depend on the specifications of the vehicle controller 206.

The vehicle controller 206 accepts input measurements from the first and second sensors 202, 204, and the operator controls 210. In response to the input, the vehicle controller 206 outputs a drive command to drive the motor 208. The vehicle controller 206 may also control other systems on the vehicle (not depicted herein), such as, for example, lights, lifters or lift pumps, monitoring of braking systems, batteries or other power sources, lights, horns, and/or any other system suitable for a given vehicle implementation.

The vehicle controller 206, in an embodiment, implements one or more blocks of the process 100. The vehicle controller 206 may implement the process 100 via software, firmware, hardware, or a combination of the preceding. The vehicle controller 206 itself may be implemented as a general purpose computer, such as a computer employing a general purpose processor, e.g., intel iAPX, AMD, ARM, MIPS, or other suitable processor type, where the process 100 is implemented in software. Other embodiments may implement the vehicle controller 206 using a microcontroller (such as an Atmel or other suitable type of microcontroller or embedded microcontroller), where the process 100 is implemented in software or firmware. Still other embodiments may implement process 100 through the use of hardware solutions, such as Field Programmable Gate Arrays (FPGAs) or Application Specific Integrated Circuits (ASICs). Still other embodiments may implement the vehicle controller 206 in discrete components and/or discrete logic components, with the various blocks of the process 100 implemented in logic gates. Finally, some embodiments of the vehicle controller 206 may use any combination of the foregoing, as appropriate for a given implementation.

The vehicle controller 206 may receive input from operator controls 210, which may include, for example, a throttle for controlling acceleration, a brake for controlling deceleration, an operating mode switch, an emergency brake control, a safety stop switch, vehicle directional control (forward-neutral-reverse), and the like. For example, the operator controls 210 may include an enable button that must be actuated to enable movement of the vehicle when the vehicle is in anti-pinch mode. In some embodiments, the operator controls may also provide directional control and/or steering.

In the depicted embodiment, the vehicle controller 206 is in electrical communication or otherwise coupled to one or more drive motors 208. The vehicle controller 206 may interact with one or more drive motors 208 via one or more electronic speed controllers (not shown) and may also be connected to a power source, such as a vehicle battery or an auxiliary battery (also not shown). Thus, in an embodiment, the vehicle controller 206 may provide signaling to modulate power (or cause the speed controller to modulate power) to one or more drive motors 208 in order to control the overall speed of the vehicle. With this modulation, the vehicle controller 206 may implement the various speed modes and anti-pinch modes described above with respect to process 100. In addition, the vehicle controller 206 may also be coupled to or otherwise control other accessories, such as an elevator motor or motors connected to forks (which are used to raise or lower the material being handled), and/or one or more hydraulic pumps that may activate various vehicle systems (including an elevator mechanism and/or a drive motor), depending on the specifics of a given implementation of the vehicle.

Turning to FIG. 3, a diagram of various positional ranges for an operator platform of an example embodiment is depicted. In the depicted embodiment, the position range is depicted as an angular range because the depicted vehicle uses one or more angle sensors to determine the position of the operator platform. Starting with the operating platform fully up in the stowed position, the range of positions 306 is defined by a first angle V _A 302 and a second angle V _B 304. The position range 306 may correspond to the second position range described above in accordance with operation 108, wherein the vehicle is operating in a speed limit mode as the operator platform is stowed. Next, the range of positions 310 defined by the second angle 304 and the third angle 308 may correspond to a pinch-proof range. As will be appreciated by those skilled in the art, the range 310 includes angles at which an operator's foot or other portion may be pinched between the operator's platform and the vehicle's side, and the operator's platform is substantially pinched to the operator's limb. Continuing further, the position range 314 is defined at a third angle 308 and a fourth angle V _C 312. In this range, the operator platform is not fully deployed and is not typically in a range in which the operator may be pinched. Range 314 may correspond to the blocking mode range described above, where the vehicle may beOperation is prohibited but the fork may be allowed to lower. Finally, a range of positions 318 corresponding to the full deployment is defined at a fourth angle 312 and a fifth angle V _D 316. Any angle reported by the angle sensor that is outside of the ranges 306, 310, 314, and 318 may be considered out of range, which may, depending on the given implementation of the process 100 and/or the controller 206, result in the vehicle being completely disabled. It should be appreciated that some embodiments may define more or fewer detection ranges. Furthermore, the location of the various angles defining the range may vary depending on the specifics of a given implementation.

Other embodiments use different sensor and platform configurations than fig. 3, e.g., linear sensors, laterally translated platforms, etc., and the positions may be defined in a manner different from the depicted rotation angle as appropriate for a given sensor implementation.

In fig. 4, the output of first and second sensors (such as first sensor 202 and second sensor 204 of system 200) are depicted. As depicted, the first and second sensors 202 and 204 are configured to output an inverse signal. For example, referring to angle 406a, the first sensor output curve 402 is depicted as 4.5V and the second sensor output curve 404 is depicted as 0.5V for the same angle 406 a. These curves intersect and cross approximately midway through the travel of the operator platform. It can be seen that angle 406a corresponds to an actual platform angle of-24.5 degrees in a given embodiment, well beyond the typical range seen when the operator platform is fully deployed. Such a range may indicate that the platform is damaged or somehow compromised, that the sensors are damaged or compromised (if one is determined to be malfunctioning, implementations equipped with dual sensors may fall back to the remaining sensors), or that the operator platform and/or one or more sensors are in unsafe conditions.

Angles 406a, 406b, 406c, 406d, and 406e are various possible reference angles for sensors 202 and 204. It can be seen that V _A To V _D Not necessarily such that from angle V _A Up to V _D Smooth transitions, and also different points can be planned, with each from each transmissionThe outputs 402 and 404 of the sensor are nonlinear. The curve depicted in fig. 4 is one possible implementation. The response curve may vary in any manner suitable for a given implementation depending on the specifics of the sensor for the given implementation. It can be seen that angle 406a corresponds to a detection angle of-24.5 degrees, angle 406b corresponds to a detection angle of-14.5 degrees, angle 406c corresponds to a detection angle of 23.5 degrees, angle 406d corresponds to a detection angle of 71.5 degrees, and angle 406e corresponds to a detection angle of 102.5. As with angle 406a, angle 406e may be outside of an acceptable range and may cause the vehicle to cease operating. It should be appreciated that each angle 406a through 406e and V _A Up to V _E The various angles vary depending on the specifics of a given implementation, and a given implementation may further have more or fewer angles.

Turning now to fig. 5-7, an operator platform 1502 is shown attached to a side 1506 of an exemplary materials handling vehicle in a manner that allows it to rotate between stowed and deployed positions. Fig. 5 and 6 also depict a sensor assembly 1504 that, in an embodiment, may include both a first sensor 202 and a second sensor 204 in a single housing. It can be seen that the sensor assembly 1504 is coupled to a hinge point for the operator platform 1502 such that it can measure and output a detected angle through which the operator platform 1502 passes over its range of travel.

Fig. 5 depicts the operator platform 1502 in a fully deployed configuration. It can be seen that the platform 1502 is substantially perpendicular to the sides 1506 of the vehicle. As such, platform 1502 is also substantially or substantially parallel to a plane defined by the ground beneath the vehicle. When platform 1502 is in the position depicted in fig. 5, deployment process 100 of an embodiment may place the vehicle in a full speed mode.

Fig. 6 similarly depicts the operator platform 1502 in a fully stowed position, wherein the platform 1502 is substantially parallel to a side 1506 of the vehicle and also substantially perpendicular to a ground plane. When the platform 1502 is in the position depicted in fig. 6, the deployment process 100 of an embodiment may place the vehicle in a decelerating or walking mode.

Fig. 7 depicts the operator platform in a configuration that may result in an operator's foot or other body part being sandwiched between the operator platform 1502 and the side 1506 of the vehicle. Further displacement of the operator platform 1502 toward the side 1506 will cause the clamped operator's foot or other body part to have an increased force applied thereto. Thus, when operator platform 1502 is detected in the position depicted in fig. 7, the anti-pinch mode described above in accordance with process 100 may be engaged.

In fig. 8, an exemplary vehicle, here a platform pallet truck, is depicted with operator controls 210, and side gates 802. Operator controls 210 may include those described above, and operator controls 210 may further be used to steer or otherwise guide the vehicle. The side gates 802 are depicted as being downward, or spread apart. Conversely, fig. 9 depicts the side gate 802 being up, or stowed. The side gate 802 may provide additional features to the vehicle, particularly when the vehicle is operating in a full speed mode, wherein the operator platform is deployed into a riding position, as shown in fig. 8 and 9.

When the vehicle is operating at full speed, the operator may be subjected to centrifugal forces while the vehicle is cornering. If the speed of the vehicle is sufficient to pass through a curve, the operator may find it difficult to steer and remain on the vehicle. By employing the side gates 802, the operator is provided with support to maintain position and balance on the vehicle during relatively high speed operation, particularly at corners.

The side gate 802 may be connected to a controller, such as the controller 206. The controller may be configured to reduce the maximum speed available to the vehicle operator when the side gate 802 is stowed (as shown in fig. 9) and to allow the vehicle operator to run at the maximum speed when the side gate 802 is deployed substantially parallel to the operator platform (as shown in fig. 8). A sensor substantially similar to the sensor provided to the operator platform may be used to detect the position of the side gate 802.

Different embodiments may omit the side gates 802 or may configure them differently. In addition, different embodiments may vary the response to the side gates 802 being in various positions, with more or less mode changes, depending on the needs of a given implementation.

FIG. 10 illustrates an example computer device 500 that may be employed by the devices and/or methods described herein, such as the process 100 and/or the vehicle controller 206, in accordance with various embodiments. As shown, the computer device 500 may include a plurality of components, such as one or more processors 504 (one shown) and at least one communication chip 506. In various embodiments, each of the one or more processors 504 may include one or more processor cores. In various implementations, the one or more processors 504 may include a hardware accelerator to supplement the one or more processor cores. In various embodiments, the at least one communication chip 506 may be physically and electrically coupled to the one or more processors 504. In further implementations, the communication chip 506 may be part of the one or more processors 504. In various embodiments, computer device 500 may include a Printed Circuit Board (PCB) 502. For these embodiments, the one or more processors 504 and communication chip 506 may be disposed thereon. In alternative embodiments, the various components may be coupled without the use of PCB 502.

Depending on its application, the computer device 500 may include other components that may be physically and electrically coupled to the PCB 502. These other components may include, but are not limited to, a memory controller 526, volatile memory (e.g., dynamic Random Access Memory (DRAM) 520), non-volatile memory (such as Read Only Memory (ROM) 524), flash memory 522, storage 554 (e.g., a Hard Disk Drive (HDD)), I/O controller 541, a digital signal processor (not shown), an encryption processor (not shown), graphics processor 530, one or more antennas 528, a display, touch display 532, touch screen controller 546, battery 536, audio codec (not shown), video codec (not shown), global Positioning System (GPS) device 540, compass 542, accelerometer (not shown), gyroscope (not shown), speaker 550, camera 552, and mass storage devices (such as hard disk drive, solid state drive, compact Disk (CD), digital Versatile Disk (DVD)) (not shown), and the like.

In some embodiments, the one or more processors 504, flash memory 522, and/or storage 554 may include associated firmware (not shown) storing programming instructions configured to enable the computer device 500 to practice all or selected aspects of the process 100 and/or vehicle controller 206 described herein in response to the one or more processors 504 executing the programming instructions. In various embodiments, these aspects may additionally or alternatively be implemented using hardware that is separate from the one or more processors 504, flash memory 522, or storage 554.

The communication chip 506 may enable wired and/or wireless communication for transmitting data to and from the computer device 500. The term "wireless" and its derivatives may be used to describe circuits, devices, systems, methods, techniques, communications channels, etc., that may communicate data through the use of modulated electromagnetic radiation through a non-solid medium. The term does not imply that the relevant devices do not contain any wires, although in some embodiments they may not. The communication chip 506 may implement any of a variety of wireless standards or protocols including, but not limited to, IEEE 802.20, long Term Evolution (LTE), LTE-advanced (LTE-a), general Packet Radio Service (GPRS), evolved data optimized (Ev-DO), evolved high speed packet access (hspa+), evolved high speed downlink packet access (hsdpa+), evolved high speed uplink packet access (hsupa+), global system for mobile communications (GSM), enhanced data rates for evolution (EDGE), code Division Multiple Access (CDMA), time Division Multiple Access (TDMA), digital Enhanced Cordless Telecommunications (DECT), worldwide Interoperability for Microwave Access (WiMAX), bluetooth and derivatives thereof, and any other wireless protocol designated as 3G, 4G, 5G, and others. Computer device 500 may include a plurality of communication chips 506. For example, the first communication chip 506 may be dedicated to shorter range wireless communications, such as Wi-Fi and bluetooth, and the second communication chip 506 may be dedicated to longer range wireless communications, such as GPS, EDGE, GPRS, CDMA, wiMAX, LTE, ev-DO, etc.

In various implementations, the computer device 500 may be a vehicle system manager, a notebook, a netbook, a notebook, an ultrabook, a smartphone, a computer tablet, a Personal Digital Assistant (PDA), a desktop computer, smart glasses, or a server. In further implementations, the computer device 500 may be any other electronic device that processes data.

As will be appreciated by one of skill in the art, the present disclosure may be embodied as a method or computer program product. Accordingly, the present disclosure may take the form of an entirely software embodiment (containing firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects (often referred to as a "line," "module" or "system") in addition to the hardware previously described. Furthermore, the present disclosure may be embodied in any tangible or non-transitory form of media having computer usable program code embodied in the media. FIG. 11 illustrates an example computer-readable non-transitory storage medium that may be suitable for storing instructions that, in response to an apparatus executing the instructions, practice selected aspects of the present disclosure. As shown, the non-transitory computer readable storage medium 602 may include a plurality of programming instructions 604. The programming instructions 604 may be configured to enable a device, such as the computer 500, to implement the process 100 and/or the vehicle controller 206 (and aspects thereof) in response to the programming instructions. In alternative implementations, the programming instructions 604 may instead be disposed on a plurality of computer readable non-transitory storage media 602. In other implementations, the programming instructions 604 may be disposed on a computer readable transitory storage medium 602, such as a signal.

Any combination of one or more computer-usable or one or more computer-readable media may be utilized. The computer-usable or computer-readable medium may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. More detailed examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a transmission media such as those supporting the Internet or an intranet, or a magnetic storage apparatus. Note that the computer-usable or computer-readable medium could even be paper or another medium suitable for the printing of the program, as the program can be electronically captured, via, for instance, optical scanning of the paper, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory. In the context of this document, a computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-usable medium may include a propagated data signal with the computer-usable program code embodied therewith, either in baseband or as part of a carrier wave. The computer usable program code may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc.

Computer program code for carrying out operations of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

The present disclosure is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable medium that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable medium produce an article of manufacture (including instruction means) which implement the function/act specified in the flowchart and/or block diagram block or blocks.

The computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the computer program instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.

It will be apparent to those skilled in the art that various modifications and variations can be made in the disclosed apparatus and related method embodiments without departing from the spirit or scope of the disclosure. Those skilled in the art will readily appreciate that the embodiments may be implemented in a very wide variety of ways. Accordingly, this disclosure is intended to cover modifications and variations of the embodiments disclosed above provided such modifications and variations come within the scope of any claims and their equivalents.

Claims

1. A computer-implemented method, comprising:

sensing a position of an operator platform equipped to the vehicle;

enabling the vehicle to operate in a full speed mode when the operator platform is within a first range of positions corresponding to riding operations;

enabling the vehicle to operate in a speed limiting mode when the operator platform is located within a third range of positions corresponding to walking operations, wherein in the speed limiting mode the vehicle is limited to a maximum speed commensurate with comfortable walking speed; and

the vehicle is enabled to operate in a pinch-proof mode when the operator platform is within a second range of positions separate from the first range of positions, the pinch-proof mode allowing the vehicle to move at a lower speed than in the speed limit mode only in a direction allowing the operator platform to open for a predetermined time sufficient to allow the vehicle to move far enough away from the obstacle to cause the platform to open toward the fully deployed position, wherein a third range of positions is adjacent to the second range of positions.

2. The computer-implemented method of claim 1, further comprising: when the anti-pinch mode is enabled, the speed of the vehicle will be limited to below a predetermined speed.

3. The computer-implemented method of claim 1 or 2, further comprising:

the vehicle is disabled when the operator platform is outside of the first, second, and third position ranges.

4. A computer-implemented method according to any one of claims 1-3, wherein:

the sensed operator platform position is an angular position;

the first range of positions being between a fully open angular position and a first partially closed angular position; and

the second range of positions is between the first partially closed angular position and the second partially closed angular position.

5. A data processing apparatus comprising: a processor or discrete controller adapted to perform the computer-implemented method according to any one of claims 1-4.

6. A computer-readable storage medium, comprising: instructions which, when executed by a computer, cause the computer to perform the steps of the computer-implemented method of any of claims 1-4.

7. A system for inhibiting a vehicle operator from being pinched, comprising:

an operator platform coupled to the vehicle;

a position sensor arranged to detect the position of the operator platform relative to the vehicle; and

a controller that controls a speed of the vehicle,

wherein:

when the position sensor detects that the operator platform is within a first range of positions, corresponding to a ride operation, the controller enables the vehicle to move at full speed,

when the position sensor detects that the operator platform is within a third position range corresponding to the walking operation, the controller enables the vehicle to operate in a speed limiting mode in which the vehicle is limited to a maximum speed commensurate with a comfortable walking speed, an

When the position sensor detects that the operator platform is at a second position range separate from the first position range, the controller enables the vehicle to operate at a lower speed than in the speed limit mode for only a predetermined time and only in a direction that allows the operator platform to open, sufficient to allow the vehicle to move far enough away from the obstacle to cause the platform to open toward the fully deployed position, wherein a third position range is adjacent to the second position range.

8. The system of claim 7, wherein the position sensor is an angular position sensor, the first range of positions is between a fully open angular position and a first partially closed angular position, and the second range of positions is between the first partially closed angular position and a second partially closed angular position.

9. The system of claim 7, wherein the controller disables the vehicle from moving when the position sensor detects that the operator platform is outside of the first, second, and third position ranges.

10. The system of claim 7 or 9, wherein:

the position sensor is an angular position sensor;

the first range of positions corresponds to a range of sensing angles from-5 degrees to +5 degrees, wherein 0 degrees corresponds to a platform position substantially parallel to a ground plane;

the second position range corresponds to a sensing angular range from +45 degrees to +85 degrees; and

the third range of positions corresponds to a range of sensing angles from +85 degrees to +95 degrees, where 90 degrees corresponds to a platform position substantially perpendicular to the ground plane.

11. The system of any of claims 7-10, wherein the position sensor comprises two position sensors arranged to output complementary signals.

12. The system of any of claims 7-11, further comprising: the vehicle.