WO2004015510A1 - Procede de determination de position d'un vehicule de transport - Google Patents

Procede de determination de position d'un vehicule de transport Download PDF

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Publication number
WO2004015510A1
WO2004015510A1 PCT/DE2003/002555 DE0302555W WO2004015510A1 WO 2004015510 A1 WO2004015510 A1 WO 2004015510A1 DE 0302555 W DE0302555 W DE 0302555W WO 2004015510 A1 WO2004015510 A1 WO 2004015510A1
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WO
WIPO (PCT)
Prior art keywords
transport vehicle
objects
vehicle
digital map
determined
Prior art date
Application number
PCT/DE2003/002555
Other languages
German (de)
English (en)
Inventor
Josef Schreiner
Original Assignee
Josef Schreiner
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Josef Schreiner filed Critical Josef Schreiner
Publication of WO2004015510A1 publication Critical patent/WO2004015510A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/075—Constructional features or details
    • B66F9/0755—Position control; Position detectors
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0268—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means
    • G05D1/0274—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means using mapping information stored in a memory device

Definitions

  • the present invention relates to a method for determining the position of a transport vehicle, in particular an industrial truck, within a predetermined effective range of the vehicle, in which movable first objects transported by the vehicle and stationary second objects are present, according to the preamble of claim 1.
  • Manned transport vehicles such as industrial trucks, are an integral part and an indispensable element in the field of logistics.
  • Industrial trucks contribute to the material flow e.g. in a storage facility.
  • the possible routes of manned vehicles are usually not limited to predefined routes, to a building or to an outside area. Rather, a manned vehicle can move almost anywhere.
  • the advantage of manned vehicles lies in the universal design of the transport routes. The driver often intuitively determines a driving maneuver or route for the material transport in a storage facility to suit the respective situation.
  • GPS Global Positioning System
  • kinematic GPS kinematic GPS
  • radio transmitters are installed in the corners of a hall, for example, which send GPS-compatible signals determine the position of the hall, but this method has some disadvantages: the field strength of the received signals inside the hall depends to a large extent on the position of the vehicle, a change in position causes a large relative change in the distance between vehicle and transmitter the received signal power is inversely proportional to the square of the distance, so if the signal from one transmitter to the receiver is many times stronger than the signals from the other transmitters, the receiver can no longer evaluate the weaker signals not determine the position at the edges of the hall nger to the pseudolites nen direct visual contact and he must be able to recognize multiple reflected signals. This results in considerable restrictions for the system. This technology is still in the development stage today and only works with limitations in the laboratory.
  • DE 38 21 892 C1 discloses a method and a device for measuring the position of container transfer vehicles.
  • a sensor system is provided with which the surroundings of the vehicle equipped with reflectors are used as a reference for the measurement from the vehicle. While driving and especially when stationary, the surroundings are continuously measured from the vehicle using a rotating laser rangefinder. The positions of the reflectors are stored in the vehicle computer. The position of the vehicle is determined from the measured polar coordinates to the reflectors and recoded to storage locations that are transmitted to the storage computer by radio.
  • a disadvantage of this solution with fixed reflectors is that there must always be visual contact with the -reflector-sE-feSiV: - objects.
  • DE 39 30 109 C1 describes a method and an arrangement for optically determining the position and direction of travel of driverless vehicles.
  • fixed reflectors with a known position and a laser scan system are used, with the difference that the laser system cannot measure a distance.
  • the position of the vehicle is calculated using trigonometric functions.
  • the measured angles to the reflectors result from the position angle of the vehicle and the distance between the vehicle and the reflectors.
  • This solution requires an extremely precise angle measurement on the laser system.
  • a considerable error in the position determination can result due to the finite accuracy of the laser measurement system.
  • DE 35 38 908 A1 describes an on-board autonomous location system for determining the position and collision protection of robot and unmanned industrial vehicles according to the dead reckoning method.
  • the distance from the vehicle to its surroundings is continuously determined.
  • the vehicle can thus be guided safely in the specified center of the lane.
  • a lack of lateral boundaries "of the road leads to failure of the error correction and thus the vehicle can only be guided through the faulty dead reckoning system.
  • the position error becomes so large after only a few meters that the vehicle must be stopped.
  • the invention is based on the object of improving a method of the type mentioned above so that it can be used without restrictions in industrial environments and works with sufficient accuracy for position determination.
  • a contour of the first objects present in the vicinity of a current position of the vehicle is scanned and compared with a digitally stored map of all the first objects present in the effective range of the transport vehicle. Chen, and from the comparison a position of the transport vehicle is determined within the digital map, wherein whenever the vehicle picks up or places an object, the position of the transport vehicle by exact measurement of prominent points of the first and / or second objects in the area from the transport vehicle and an orientation of the transport vehicle is determined and the data stored in the digital map about the first objects are updated accordingly.
  • Position angle and action of a vehicle (which is used, for example, in a storage facility for the transport of stored goods) at any location of a known, possibly built-in and delimited effective area - e.g. a warehouse with loading area and open area - it is possible to control the material flow in the storage facility track and manage without driver intervention. It is also possible to send instructions to the driver depending on the vehicle position.
  • the information about the position of the load itself serves as the starting point for determining the position of the transport vehicle, so that the material flow does not rely on stationary markings in the load ID?
  • a data processing device of the transport vehicle is connected to a central processing unit via a uniquely determined access node, an area being selected from the digital map which corresponds to the position of the latter Access node.
  • the digital map is managed in the central processing unit.
  • the contour is expediently scanned in a horizontal plane.
  • the digital map additionally contains data on second objects present in the effective range of the transport vehicle.
  • the transport vehicle is preferably a manned, manually operated transport vehicle.
  • a particularly simple and at the same time functionally reliable determination of the orientation of the transport vehicle can be achieved by using a magnetic or electronic compass.
  • the objects in particular pallets, box pallets, euro pallets or the like, with stored goods, especially beverage crates, food, turriteiie ⁇ or similar .
  • a switch is made to GPS navigation or a GPS navigation is activated.
  • an estimation of the direction of movement and speed of the transport vehicle is advantageously carried out from the positions determined during a journey of the transport vehicle and / or additional coupling navigation is carried out.
  • data from moving third objects are additionally kept and updated in the digital map, which data are acquired during the scanning and used in the comparison with the digital map and in the exact measurement, these third objects being different Transport vehicles and / or unknown obstacles include.
  • the digital map is additionally stored in a memory in the transport vehicle and is updated continuously.
  • a preferred use of the method used to trip details of the first objects each receiving and parking of a first object with the corresponding tone ⁇ - ⁇ P ⁇ ßüJön ⁇ of ⁇ Tja ⁇ sp.ortGermanes and Datumsinforma- tion is logged. This takes place, for example, in a beverage store and the first objects are Euro pallets with beverage crates stacked on them. In addition to the position of the transport vehicle, a storage height of the first object above the ground is determined.
  • Fig. 1 shows a transport vehicle in a schematic sectional view
  • FIG. 2 shows an active area of the transport vehicle according to FIG. 1 in a schematic top view.
  • FIG. 1 shows a transport vehicle 10 in the form of an industrial truck or forklift truck with a loading device 12 in the form of a fork.
  • this forklift 10 is manned by a driver who operates the forklift 10 manually.
  • the forklift 10 has an on-board computer 14 to which a laser radar (LADAR) 16, an electronic compass 18, a kinematic GPS 20 and a sensor device 22 for the charging device 12 are connected and deliver the corresponding data to the on-board computer 14.
  • a transmitting / receiving unit 24 is also connected to the on-board computer 14 and establishes a radio data link to a central computer (not shown in FIG. 1).
  • FIG. 2 illustrates an effective area 26 of the forklift 10 with the goods 28 to be transported by the forklift as the first objects and an access node 30 which establishes a data connection between the central computer 34 and the on-board computer 14 via a radio data link 32.
  • the first objects are 28 euro pallets, on which beverage crates are stacked.
  • the term “effective area” refers here to an area in which the transport vehicle 10 moves locally to generate a material flow. This effective area is shown in the form of a digital map, which contains positions of objects located in the effective area 26.
  • the specific, delimited effective area 26 is a warehouse with walls 36 and pillars 38.
  • This effective area 26 can also be part of the warehouse or an external storage space, the transport vehicle 10 being able to alternate between different effective areas 26 , a respective digital map or a section of the digital map of this effective area 26 then serving as the basis for the position determination.
  • the digital map is managed in the central computer 34 and contains data about positions of stored goods 28, possibly the positions of the forklifts 10 and possibly of fixed second objects, such as the walls 36 and the pillars 38.
  • the forklift 10 produces a material flow in a storage device with the effective area 26 by the following actions: The forklift 10 moves to a position at which the stored goods 28 are to be picked up. Then the stored goods 28 are picked up. The forklift 10 is then steered to another position at which the stored goods 28 are to be put down again.
  • the forklift 10 can, for example, drive out of the building 26 into an open area and / or back into another building. Then the stored goods 28 are deposited.
  • a position of the forklift 10 is continuously determined in the following manner:
  • the LADAR 16 continuously scans a contour of the surroundings and primarily detects the contour (distance and angular position) of the stored goods 28 located in the immediate vicinity of the forklift 10. The result of this scan is compared with the digital map stored in the digital map in the central computer 34. Based on this comparison, the on-board computer 14 or the central computer 34 can determine a position of the forklift 10 within the effective range 26, the first rough orientation of the area of residence being used by the access node 30 used by the on-board computer 14, the position of which is also stored in the digital map of the forklift 10.
  • the result of the scan is compared only with the part of the data on the digital card which is in the immediate vicinity of the access node 30, for example within a radius of 80 m. If a storage item 28 is picked up or parted off, an ex- Actual position of the forklift 10 determined, which is then assigned to this stored goods 28 in the event of a detachment and this stored goods 28 is then recorded with this position in the digital map. In the case of picking up, this exact position of the forklift 10 determines which stored goods it actually picks up with the fork 12 and this stored goods 28 is removed from the inventory of objects in the digital map. The information about the orientation of the forklift 10, which is available from the electronic compass 18, is also used to identify which goods to be stored 28.
  • the updated digital map is immediately available to all forklifts 10. This results in a dynamic digital map of the effective range 26 with respect to the first objects 28 in the form of the euro pallets.
  • the method according to the invention is able to determine the position of the forklift 10 inside and outside of buildings. This is optionally done by combining two or more different location systems.
  • the first system described above is suitable for the interior of the warehouse 26.
  • a kinematic GPS is available via the sensor 20, which functions without restrictions in the exterior. With this arrangement, the position of the forklift 10 can be determined both inside and outside of buildings.
  • the location systems determine the absolute position of the vehicle in an X and Y direction within the specified effective range 26. In order to be able to determine exactly which Euro pallet 28 is actually at a current position. sition of the forklift 10 is included, the vehicle position angle is crucial. If the euro pallets are stored in a correspondingly dense manner, two opposing euro pallets, which could just be picked up, may be considered at a certain position of the forklift. Here the position information supports the solution of this question, the vehicle position angle or the orientation of the forklift 10 is determined according to the invention with the electronic compass 18 relative to the earth's magnetic field. Since the position angle is not used to calculate the vehicle position, a relatively imprecise sensor is sufficient here. An accuracy of, for example, +/- 2 ° is perfectly sufficient. This eliminates the otherwise usual drift errors that occur with so-called rotation rate sensors and also the need to remedy them, as described, for example, in DE 19730483 C2.
  • the position and position angle of the forklift truck 10 is only determined with sufficient accuracy if the speed of the forklift truck 10 is low or the forklift truck 10 is stationary, since storage or storage of goods 28 is generally only possible when the vehicle is stationary or at very low speeds. This is the only way to precisely determine the position and the position angle in order to determine the exact storage location. At high speeds, an estimate of where the forklift 10 is moving is sufficient. As a result, the demands made on the sensors in relation to the response time are low, which results in inexpensive sensors.
  • All known objects 28, 36 and 38 within the effective range 26 are stored in the digital map.
  • the LADAR 16 mounted on the forklift 10 With the LADAR 16 mounted on the forklift 10, the distance from the forklift 10 to known objects 28, 36, 38 is measured without contact. An image of the surroundings of the forklift 10 is thus created.
  • the on-board computer 14 arranged in the forklift 10 records the measured values of the sensor units 16, 18 and stores them with time and date information for further calculation. Now the position of the forklift 10 is determined by means of known trigonometric calculations and methods using the determined measured values and the time and date information by comparison with the data from the digital map. This process is repeated continuously.
  • the forklift 10 is in an absolutely empty and symmetrical trical hall (Fig. 2), the position can be clearly determined based on the known, absolute position angle of the forklift 10. However, using a rotation rate sensor would not work here.
  • the calculation of the position becomes inaccurate due to the time required for the measurement data acquisition and evaluation. However, since the position may be inaccurate while driving, a "fuzzy" position determination or an estimation of the direction of movement is sufficient for this state. Outside of buildings, it may happen that the forklift 10 is or moves in areas in which the range is reached the sensor unit 16 is not sufficient to carry out a distance measurement to known objects 28, 36, 38.
  • the additional sensor unit 20 is then always activated in the form of the kinematic GPS and used for determining the position, which supplies absolute position data of the forklift 10 to the computer unit 14 ,
  • the stored goods 28 are included in the digital map, ie the position data of each individual euro pallet 28 located in the effective area 26 is noted in the digital map and is updated accordingly when a euro pallet is moved. Possibly. the positions of further forklift trucks 10 are also kept in the digital map and updated continuously.
  • the wireless data radio connection 32 from the on-board computer 14 in the forklift 10 to the stationary central computer 34 is provided.
  • a sufficient number of stationary access nodes or base stations 30 are installed in the effective area 26, the positions of which are also stored in the digital map.
  • the on-board computer 14 installed in the forklift 10 thus has access to current data from the digital map.
  • the on-board computer 14 can thereby determine the position of an access node 30 at which it is currently logged on, which in turn enables the position of the forklift 10 to be determined due to the limited range of the wireless radio data link 32 of, for example, approximately 50 to 100 meters.
  • This mechanism prevents the forklift 10 from getting lost because, for example, a hall in which the forklift 10 is currently located is uniquely identified by the access node 34, regardless of the actual location system Including the stored goods 28 and other forklifts 10 enables the exact determination of the position even if, for example, a storage hall is occupied with stored goods 28 up to the roof, several forklifts 10 are moving in the hall and the sensor unit 16 essentially only contains stored goods 28 or other forklifts 10 "sees".
  • the sensor unit 22 attached to the hoist of the forklift 10 detects pick-up and storage processes of the forklift 10 and a position of the hoist relatively above the ground. As a result, a third dimension can be determined in a storage device for the stored goods 28. In the case of stored goods which can be arranged or stacked one above the other, in addition to the X and Y coordinates, a Z coordinate is also available for the stored or received stored goods 28. Further developments of the sensor unit 22 are sensors for the weight of the stored goods 28 as well as a loading pattern sensor for fork-lift trucks 10, which are capable of holding several pallets next to one another with the fork 12 at the same time. This loading pattern sensor determines the number of items 28 stored next to each other.
  • the lifting mechanism of forklift trucks is usually not rigidly mounted but can be moved in the X and Y directions relative to the vehicle position.
  • a further development of the sensor unit 22 with the possibility of detecting a displacement of the lifting mechanism proves to be advantageous here. As a result, the pick-up or storage position of stored goods can be determined more precisely.
  • a sensor for sensing an angular position of the LADAR 16 is optionally provided.
  • the LADAR 16 can also determine their angular position relative to the forklift 10. It may also be advantageous to design the LADAR 16 to be tiltable about an axis perpendicular to a vertical axis of the forklift 10, a sensor being provided for determining the tilt angle. This also enables the detection of low objects 28, 36; 38 in the vicinity of the forklift 10.
  • the on-board computer 14 of the forklift 10 advantageously has an input unit and a display unit, via which the driver of the forklift 10 can communicate with the on-board computer 14 and possibly receives information.
  • an emergency system is optionally arranged in the forklift 10, which contains the digital map 32 that was last valid before the failure of the radio connection 32, so that navigation and position determination continue to take place on the basis thereof can. This ensures that the forklift 10 can move in the warehouse even if the central computer 34 fails or the radio connection 32 is broken.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Transportation (AREA)
  • Structural Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Geology (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Civil Engineering (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Warehouses Or Storage Devices (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un procédé pour déterminer la position d'un véhicule de transport, notamment des véhicules de manutention, dans une zone d'activité prédéfinie du véhicule dans laquelle se trouvent des premiers objets mobiles, transportés par le véhicule de transport, ainsi que des seconds objets fixes. Ce procédé consiste à balayer un contour des premiers objets se trouvant dans un environnement d'une position instantanée du véhicule de transport, à le comparer à une carte enregistrée par voie numérique de tous les premiers objets se trouvant dans la zone d'activité du véhicule de transport, puis, à partir de la comparaison, à déterminer une position du véhicule de transport dans la carte numérique. Lorsque le véhicule prend ou dépose un objet, la position du véhicule de transport est déterminée par mesure exacte de points caractéristiques des premiers et/ou des seconds objets dans l'environnement à partir du véhicule de transport, une orientation du véhicule de transport est déterminée et les données enregistrées dans la carte numérique concernant les premiers objets sont mises à jour de manière correspondante.
PCT/DE2003/002555 2002-07-30 2003-07-30 Procede de determination de position d'un vehicule de transport WO2004015510A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10234730.1 2002-07-30
DE10234730A DE10234730A1 (de) 2002-07-30 2002-07-30 Verfahren zur Positionsbestimmung eines Transportfahrzeuges

Publications (1)

Publication Number Publication Date
WO2004015510A1 true WO2004015510A1 (fr) 2004-02-19

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WO (1) WO2004015510A1 (fr)

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Cited By (15)

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