Storage and retrieval system cart interface

Abstract

The present application relates to a storage and retrieval system vehicle interface. A charging system for an autonomous vehicle, the charging system comprising: a charging interface having a contact point for docking with the autonomous vehicle; a vehicle power source for the autonomous vehicle; and a circuit of the autonomous vehicle for controlling the charging of the vehicle power source.

Description

[0001] This application is an invention patent application with national application number 201480027462.0, a divisional application for the invention patent application with divisional application number 201710970470.4, and the name of the invention is “Storage and Retrieval System Vehicle Interface”.

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application is a non-provisional application and claims the benefit of U.S. Provisional Patent Application No. 61 / 783,828 filed on March 14, 2013, U.S. Provisional Patent Application No. 61 / 780,363 filed on March 13, 2013, and U.S. Provisional Patent Application No. 61 / 798,282 filed on March 15, 2013, the disclosures of which are incorporated herein by reference in their entireties. Technical Field

[0004] The exemplary embodiments relate generally to material handling and, more particularly, to autonomous rovers within material handling systems. Background Art

[0005] Automated storage and retrieval systems, such as in a warehouse environment, may use autonomous vehicles / cars to place items in storage and retrieve those items from storage. Where the automated storage and retrieval system includes multiple levels, the autonomous vehicle / car is typically brought to each level by driving the vehicle along up and down ramps connecting the different levels or by lifting the autonomous vehicle / car to each level using a forklift or lift.

[0006] Additionally, when operating in a storage and retrieval system, the location of the autonomous vehicle / car must be known. The location of these vehicles is typically determined using systems similar to GPS, optical systems, and radio frequency systems.

[0007] It would be advantageous to be able to easily transport an autonomous vehicle / car to and from each level of the storage and retrieval system. It would also be advantageous to provide for registration of an autonomous vehicle / car in an automated storage and retrieval system and deregistration of an autonomous vehicle / car from an automated storage and retrieval system. It would be a further advantage to provide positioning data to an autonomous vehicle / car that lacks any previous positioning data.

[0008] Material handling systems, such as automated storage and retrieval systems, cycle storage items to storage locations (e.g., shelves of storage racks) in a storage array of an automated warehouse or cargo station. Storage racks with dynamically assigned storage locations can be expected to experience a higher number of load cycles during the life / life of automated storage and retrieval due to the higher utilization of each potential storage location when compared to conventional storage racks (wherein storage locations are fixed at predetermined locations on the rack). Conventional storage structures have generally ignored fatigue issues, and to the limited extent that fatigue loads have been incorporated into the design of conventional storage structures, such loads appear to be related to the total storage load on the structure rather than from automated loading (e.g., loads from automated material handlers having various payloads or payload transfer actions that pass through the storage structure).

[0009] Also, conventional automated storage and retrieval systems may provide for scanning of items after a seismic or other event that may cause the movement of stored items. Automation may be used to determine the location of the affected stored items so that the items can be moved to their correct locations. Typically, this scanning is done to facilitate recovery of the automated storage and retrieval system when the automated storage and retrieval system is shut down due to a seismic or other event.

[0010] It would be advantageous to have a storage structure that incorporates fatigue considerations from automated loading relative to automated storage and retrieval systems. It would also be advantageous to have a storage structure that facilitates maintaining operation after shock or other events that may cause movement of stored items.

[0011] An autonomous vehicle / car may include an energy storage unit that requires charging prior to initial use and during use (such as when recharging when depleted).

[0012] It would be advantageous to have a charging system for charging the energy storage unit of an autonomous vehicle / car. It would also be advantageous to charge the energy storage unit of an autonomous vehicle / car while the autonomous vehicle / car may be delivering material or at any location where the autonomous vehicle / car may be located. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The foregoing aspects and other features of the disclosed embodiments are explained in the following description taken in conjunction with the accompanying drawings, in which:

[0014] Figure 1 is a schematic diagram of an automated storage and retrieval system according to aspects of the disclosed embodiments;

[0015] Figure 2A , 2B and 2C according to aspects of the disclosed embodiments Figure 1 A schematic diagram of the various parts of the automated storage and retrieval system;

[0016] Figure 3 According to various aspects of the disclosed embodiments Figure 1 a schematic diagram of a portion of an automated storage and retrieval system;

[0017] Figure 4 According to various aspects of the disclosed embodiments Figure 1 a schematic diagram of a portion of an automated storage and retrieval system;

[0018] Figure 5 is a schematic diagram of a portion of a vehicle lift module according to aspects of the disclosed embodiments;

[0019] Figure 6 are flow charts according to aspects of the disclosed embodiments;

[0020] Figure 7 , 8A and 8B is a schematic diagram of a portion of a storage rack of an automated storage and retrieval system according to aspects of the disclosed embodiments;

[0021] Figures 9A-9D is a schematic diagram of a vehicle travel guide rail according to various aspects of the disclosed embodiment;

[0022] Fig.10 is a schematic diagram of a portion of an automated storage and retrieval system in accordance with aspects of the disclosed embodiments;

[0023] Fig.11 is a schematic diagram of a vehicle travel rail mounting frame according to aspects of the disclosed embodiments;

[0024] Fig.12 , 13 and 14 are schematic diagrams of a portion of an automated storage and retrieval system in accordance with aspects of the disclosed embodiments;

[0025] Fig.15 , 16A - 16C, 17A-17B, and 18 are schematic diagrams of portions of a compliance interface according to aspects of the disclosed embodiments;

[0026] Figures 19A-19C is a schematic diagram of a vehicle charging contact according to aspects of the disclosed embodiments;

[0027] Fig. 20 is a schematic diagram of an autonomous vehicle charging system according to aspects of the disclosed embodiments;

[0028] Fig.21 is a schematic diagram of an exemplary charging station according to aspects of the disclosed embodiments;

[0029] Figures 22A-22Cis a schematic diagram of an exemplary implementation of a charging system according to a disclosed embodiment;

[0030] Fig.23 is a schematic diagram of an exemplary implementation of a charging system according to aspects of the disclosed embodiments;

[0031] Fig.24 is a schematic diagram of an exemplary implementation of a charging system according to aspects of the disclosed embodiments;

[0032] Fig.25 is a schematic diagram of an exemplary implementation of a charging system according to aspects of the disclosed embodiments;

[0033] Fig.26A and 26B is a schematic diagram of an exemplary set of charging docks according to aspects of the disclosed embodiments;

[0034] Fig. 27 illustrates different charging modes for an autonomous vehicle according to aspects of the disclosed embodiments;

[0035] Fig.28 is a schematic diagram of a control system for controlling an autonomous vehicle charging system according to aspects of the disclosed embodiments;

[0036] Fig.29 is a schematic diagram of a system using a transportable charger according to aspects of the disclosed embodiments;

[0037] Fig.30 is a schematic diagram of a system using a transportable charger according to aspects of the disclosed embodiments;

[0038] Fig.31 is a schematic diagram of an autonomous vehicle charging system according to aspects of the disclosed embodiments; and

[0039] Fig.32 is a flow chart according to aspects of the disclosed embodiments. DETAILED DESCRIPTION

[0040] Figure 1 Schematic diagram of an automated storage and retrieval system according to various aspects of the disclosed embodiment. Although the various aspects of the disclosed embodiment will be described with reference to the accompanying drawings, it should be understood that the various aspects of the disclosed embodiment can be embodied in many forms. In addition, any suitable size, shape or type of element or material can be used.

[0041] In accordance with aspects of the disclosed embodiments, the automated storage and retrieval system 100 may be operated in a retail distribution center or warehouse to fulfill orders received from retail stores, for example, for case units such as those described in U.S. patent application Ser. No. 13 / 326,674, filed on Dec. 15, 2011, the disclosure of which is incorporated herein by reference in its entirety.

[0042] The automated storage and retrieval system 100 may include infeed and outfeed transfer stations 170, 160, input and output vertical lift modules 150A, 150B (generally referred to as lift modules 150), a vehicle lift module 190, a storage structure 130, and a number of autonomous vehicles 110. The storage structure 130 may include an autonomous vehicle check-in station 130R (referred to herein as check-in station 130R) and a plurality of levels 130L for storage rack modules. Each storage level 130L includes storage spaces 130S and storage or picking aisles 130A (having a vehicle travel surface, as will be described below), which, for example, provide access to the storage spaces 130S and a transfer deck 130B on which the vehicles 110 travel on each storage level 130L for transferring housing units between any storage space 130S of the storage structure 130 (e.g., disposed on storage shelves 130SH located on one or more sides of the picking aisle 130A) and any shelf of the lifting module 150. The storage aisles 130A and the transfer deck 130B are also configured to allow the vehicles 110 to pass through the storage aisles 130A and the transfer deck 130B in order to place housing units into the picking inventory and retrieve ordered housing units.

[0043] The cart 110 may be any suitable autonomous vehicle capable of carrying and transferring housing units throughout the storage and retrieval system 100. In one aspect, the cart 110 may be an automated, independent (eg, free-driving) vehicle. For illustrative purposes only, suitable examples of vehicles may be found in U.S. patent application Ser. No. 13 / 326,674, filed Dec. 15, 2011; U.S. patent application Ser. No. 12 / 757,312, filed Apr. 9, 2010; U.S. patent application Ser. No. 13 / 326,423, filed Dec. 15, 2011; U.S. patent application Ser. No. 13 / 326,447, filed Dec. 15, 2011; U.S. patent application Ser. No. 13 / 326,505, filed Dec. 15, 2011; U.S. patent application Ser. No. 13 / 327,040, filed Dec. 15, 2011; U.S. patent application Ser. No. 13 / 326,952, filed Dec. 15, 2011; and U.S. patent application Ser. No. 13 / 326,993, filed Dec. 15, 2011, the disclosures of which are incorporated herein by reference in their entirety. The carts 110 may be configured to place housing units, such as the retail items described above, into a picking inventory in one or more levels of the storage structure 130, and then selectively retrieve ordered housing units for shipment to, for example, a store or other appropriate location. Each cart 110 may include a controller 110C and a communicator 110T.

[0044] The carts 110, vertical lift modules 150, cart lift modules 190, and other suitable features of the storage and retrieval system 100 may be controlled, for example, by one or more central system control computers (e.g., control servers) 120, via, for example, any suitable network 180. The network 180 may be a wired network, a wireless network, or a combination of wireless and wired networks using any type and / or written communication protocol. In one aspect, the control server 120 may include a collection of programs (e.g., system management software) running substantially simultaneously for substantially automatic control of the automated storage and retrieval system 100. The collection of programs running substantially simultaneously may be configured to manage the storage and retrieval system 100, which includes, for exemplary purposes only, controlling, scheduling, and monitoring the activities of all active system components, managing inventory lists (e.g., which housing units are entered and removed and where the housing units are stored) and picking surfaces (e.g., one or more housing units that can be waved as a unit), and interfacing with a warehouse management system 2500 and monitoring and tracking the entry and removal (i.e., registration and deregistration) of the carts 110 at each storage level 130L in any suitable manner.

[0045] refer to Figure 2A, a portion of an automated storage and retrieval system 100 is shown according to aspects of the disclosed embodiments. A storage structure 130 may include one or more modular car spaces 200A-200n that may be accessed by one or more corresponding car lifts 190A-190n. As will be described in greater detail below, each car lift 190 may have an entry / exit station that communicates with, for example, a transfer deck 130B on each level 130L of the storage structure 130 for automatically transferring cars 110 to and from each storage level 130L (e.g., to fill each of the modular car spaces 200A-200n) independently of car payload transport and independently of the introduction and removal of housing units to and from the storage structure 130.

[0046] The automated storage and retrieval system 100 may be organized to implement (one or more) modular vehicle spaces 200A-200n. Figure 2B In one aspect, the automated storage and retrieval system 100 and storage structure 130 may be structured into one or more storage modules 270A-270n, wherein each storage module 270A-270n includes a storage structure level 130L (e.g., having a picking corridor 130A, storage spaces 130S, a transfer deck 130B, and a check-in station 130R), a vertical lift module 150, a vehicle lift module 190, and transfer stations 160, 170. In one aspect, the storage modules 270A-270n may be individual modules, wherein, for example, the operation of the vehicle 110 may be confined to the storage modules 270A-270n and the modular vehicle spaces 200A-200n (e.g., defined within each storage module) in which the vehicle 110 is placed to perform the operation point. In other aspects, the storage modules 270A-270n may be coupled to one another or otherwise connected to form the automated storage and retrieval system 100 such that the cart 110 may travel between the storage modules 270A-270n and / or the modular cart spaces 200A-200n. For example, a cart lift module may provide a cart to one or more storage modules 270A-270n. The cart 110 may also be imported into the storage structure 130 using one cart lift module and removed from the storage structure using a different cart lift module. In other aspects in which the storage modules 270A-270n are interconnected, the cart 110 may be confined to operation in one or more areas of the storage structure, such as a modular handling space 200A-200n in which the cart 110 is moved for operation, or confined to a cart space 200A-200n in which the cart is reallocated.

[0047] In one aspect, the storage modules 270A-270n may have a vertical boundary VB and / or a horizontal boundary HB that separates each storage module 270A-270n. In other aspects, each level 130L of the storage structure 130 may have vertically staggered boundaries such that the storage modules 270A-270n overlap vertically with each other (see Figure 2B Each storage module 270A-270n may define one or more corresponding modular vehicle spaces 200A-200n and, as described above, may include one or more vehicle lift modules 190A-190n such that entry and exit of a vehicle 110 may be provided at each storage level 130L of the storage modules 270A-270n. In one aspect, reference is also made to Figure 2C , each level 130L of the storage module may define a two-dimensional modular car space 2DRS, while in other aspects, the storage modules as a unit may define a three-dimensional modular car space 3DRS. In other aspects, (one or more) modular car spaces may be defined in any appropriate manner and with any appropriate boundaries within each storage module and / or between multiple storage modules. For example, one or more storage levels 130L and / or portions of one or more storage levels of storage modules 270A-270n may define a three-dimensional modular car space. The entry and exit of the car 110 from each storage module 270A-270n may be decoupled from the housing unit input / output within the storage structure 130. As will be described in more detail below, the car lifting modules 190-190n may, for example, communicate with the controller 120 in any appropriate manner (e.g., wired, wireless, etc.) so as to register (on entry) and unregister (on exit) each car as it moves to, for example, the car lifting modules 190A-190n and away from them.

[0048] In one aspect, each of the storage modules 270A-270n and / or modular vehicle spaces 200A-200n may coincide with a vehicle safety zone (e.g., a zone in which a vehicle 110 may be partitioned / isolated and / or moved to the vehicle lift module 190 for removal from the storage structure 130). In other aspects, each modular vehicle space 200A-200n and / or storage module 270A-270n may have a designated or predetermined area that defines a vehicle safety zone or a human access zone within the modular vehicle space 200A-200n and / or storage module 270A-270n. Suitable examples of human access zones may be found, for example, in U.S. Provisional Patent Application No. 61 / 794,065, entitled “Automated Storage and Retrieval Structure with Integral Secured Personnel Access Zones and Remote Rover Shutdown” and filed on March 13, 2013, the disclosure of which is incorporated herein by reference in its entirety.

[0049] refer to Figure 3 and 4 , one or more car lift modules 190 can be docked with the transfer deck 130B of one or more storage levels 130L. The interface between the car lift module 190 and the transfer deck 130B can be set at a predetermined position on the transfer deck 130B so that the input and exit of the car 110 to each transfer deck 130B is substantially decoupled from the throughput of the automated storage and retrieval system 100 (e.g., the input and output of the car 100 at each transfer deck does not affect the throughput). In one aspect, the car lift module 190 can be docked with a spur or staging area 130B1-130Bn (e.g., a car loading platform), which is connected to or forms a part of the transfer deck 130B for each storage level 130L. In other aspects, the car lift module 190 can be docked with the transfer deck 130 substantially directly. It should be noted that the transfer deck 130B and / or the staging area 130B1-130Bn may include any suitable barrier at the lift module interface that substantially prevents the vehicle 110 from leaving the transfer deck 130B and / or the staging area 130B1-130Bn. In one aspect, the barrier may be a movable barrier 320 that is movable between a deployed position for substantially preventing the vehicle 110 from leaving the transfer deck 130B and / or the staging area 130B1-130Bn and a retracted position for allowing the vehicle 110 to pass between the lift platform 310 of the vehicle lift module 190 and the transfer deck 130B and / or the staging area 130B1-130Bn.

[0050] In addition to inputting or removing vehicles 110 to and from the storage structure 130, in one aspect, each vehicle lift module 190 can also transport vehicles 110 between storage levels 130L without removing the vehicles 110 from the storage structure 130. The controller 120 can utilize the vehicle lift modules 190 to achieve vehicle balancing, wherein the workload between storage levels 130L is balanced by the introduction of vehicles 110 from outside the storage structure 130 into a predetermined storage level 130L, the removal of vehicles 110 from the storage structure 130, and / or the transfer of vehicles 110 between storage levels 130L without removing the vehicles 110 from the storage structure 130. It should be noted that in one aspect, the transfer of vehicles 110 between different storage levels 130L using the vehicle lift modules 190 is performed independently of the transfer of vehicle payload (e.g., the housing unit / pickup surface is not disposed on the vehicle when it is transferred between storage levels using the vehicle lift modules). In other aspects, the cart 110 may carry a payload while being transferred between storage levels using a cart lift module.

[0051] For exemplary purposes only, each cart lift module 190 may include a substantially rigid frame 300 and a lift platform 310 movably coupled to the frame 300. The frame 300 may have any suitable configuration for allowing the lift platform 310 to move between storage levels 130L. The cart lift module 190 may include any suitable drive system 190M coupled to the lift platform 310 to cause the lift platform to move between storage levels 130L (arrow Z ( Figure 3 ) direction.

[0052] Also refer to Figure 5 , the lifting platform 310 includes a frame 310F that forms a vehicle support 510 having at least one opening 520 for allowing the vehicle 110 to pass to and from the vehicle support 510. The frame 310F can have any suitable configuration and can be movably coupled to the frame 300 and the drive system 190M in any suitable manner. The movable coupling between the frame 310F and the frame 300 can also include any suitable guide members to substantially prevent the lifting platform from moving in the XY plane ( Figure 3). For exemplary purposes, the frame 310F may also include one or more fences 500-503 that substantially surround the vehicle support 510 so as to substantially prevent the vehicle 110 from driving off or otherwise leaving the lifting platform 310, for example, during transportation of the vehicle 110. At least one of the ends of the fences 500-503 may be movably mounted to the frame so as to allow the vehicle 110 to travel between the vehicle support 510 and, for example, the transfer deck 130B (and / or the staging areas 130B1-130Bn). In one aspect, the frame 310F includes a first end 310E1 and a second end 310E2 that is longitudinally separated from the first end 310E1. The vehicle 110 can travel to and from the lifting platform along the longitudinal axis LA, such that one or more of the fences 500, 501 at the first and second ends 310E1 310E2 can be moved between a first position for allowing the vehicle 110 to enter or leave the lifting platform 310 and a second position for retaining the vehicle on the lifting platform 310. The fence 501 may likewise be pivotable to allow the vehicle 110 to be loaded onto or removed from the lift platform 310 from, for example, the floor of a warehouse (or other "ground" level). In other aspects, the vehicle 110 may be loaded onto the lift platform in any suitable manner, such as by the lateral sides of the vehicle.

[0053] Refer again Figure 4 Maintenance access may be provided to the vehicle lift module 190 in any suitable manner. In one aspect, the maintenance platform 450P may be located on one or more sides of the vehicle lift module 190. In one aspect, the maintenance platform may form a portion of the vehicle lift module 190. The maintenance platform 450P may be mounted to each frame 450F1, 450F2, which may be coupled together by one or more coupling members 450M. The frames 450F1, 450F2 have support columns 450 (at the bottom) to which the maintenance platform 450P is mounted. Figure 4 Only some of them are shown in the figure). A closable fence or other removable barrier 410 can be coupled to the frame adjacent to each maintenance platform 450P. A door 450T can also be provided, for example, at ground level, which allows vehicles 110 to be loaded and unloaded from the lifting platform 310 when opened, for example, by pivoting the fence 501 to a lowered position, so that the vehicle 110 can traverse the pivoting fence onto the vehicle support 510. In other aspects, access can be provided for loading vehicles onto the lifting platform in any suitable manner.

[0054] In one aspect, the vehicle lift platform 310 may include a registration station 130R having any suitable contactless reader for identifying which vehicle 110 is positioned on the lift platform 310. For example, referring to Figure 5, one or more readers 575, such as radio frequency, inductive, capacitive, magnetic, optical or other suitable contactless readers or scanners, may be disposed at any suitable location on the lifting platform 310 for reading data from the communicator 110T disposed on the vehicle 110. The communicator 110T may include any suitable optical, radio frequency, inductive, capacitive, magnetic or other contactless tags for providing identification information of the vehicle 110. The identity of the vehicle 110 may be transmitted by the registration station 130R in any manner, such as to a vehicle account (or other suitable tracking / record keeping unit) of the control server 120 for automatic verification and tracking of which vehicles 110 are being introduced into or removed from the automated storage and retrieval system 100. The controller 120 may also use the vehicle location information obtained from the registration station 130R in any suitable manner to control the vehicle 110 (e.g., issue appropriate commands to the vehicle). The controller 120 may maintain a record including data indicating which storage levels vehicles have been inserted into and removed from, and may include control software for recalculating traffic patterns and mission assignments for vehicles that remain on a storage level after vehicles have been introduced into or removed from that level. In other aspects, a registration station 130R may be provided on the transfer deck 130B and / or the staging areas 130B1-130Bn (e.g., at each interface with the vehicle lift module 190). Figure 3 )above.

[0055] Reference again Figure 1 , it may be desirable for any vehicle 110 to have the ability to begin operation at substantially any location within the storage structure 130. To this end, it is advantageous to determine the vehicle's starting location in a substantially autonomous manner. In one aspect, the registration station(s) 130R may be distributed throughout the storage structure 130 to provide sufficient location data for vehicles 110 that lack vehicle pre-location data so that the vehicle controller 110C can determine where the vehicle is located within the automated storage and retrieval system 100 ( Figure 6 , block 700). The registration station 130R may provide a location and / or automatic registration system for the vehicle 110 to allow for start, offset, and update registration of the vehicle for, for example, a cold start of the vehicle (where the vehicle lacks prior positioning data) and origin move-in / pull updates at any desired location throughout the structure. The location of each registration station 130R may be mapped within a reference frame (e.g., a global three-dimensional reference space, in other aspects the global reference space may have any suitable number of dimensions) of the storage structure 130. It should be noted that when the vehicle 110 docks with a registration station, the location of the registration station with which the vehicle is docking is sent to both the vehicle 110 and the controller 120 to enable one or more of autonomous vehicle control and vehicle control by the controller 120.

[0056] The storage structures 130, transfer decks 130B, and picking corridors 130A may be arranged with any suitable vehicle entry and exit features, such as a vehicle lift module 190 or any other structural features (e.g., ports, openings, platforms) for facilitating the physical introduction and extraction of the origin on each storage level 130L. In one aspect, a check-in station 130R may be located at and associated with a particular entry / exit station in a substantially similar manner as described above with respect to the vehicle lift module 190. The check-in station 130R may be initialized and activated using any suitable controller, such as the control server 120 ( Figure 6 , block 710) is mapped to a stored three-dimensional reference space. Each registration station 130R may be associated with (one or more) vehicles 110 (which may lack origin pre-positioning data) within a predetermined proximity and / or orientation to the registration station 130R ( Figure 6 , block 720) to dock or otherwise communicate with it. In one aspect, the vehicle 110 may communicate with the registration station 130R to provide location data for the vehicle 110, where the vehicle lacks prior location data ( Figure 6 , block 731), so that the vehicle 110 can perform storage and retrieval operations ( Figure 6 , block 732). As described above, the registration station 130R may also be used at vehicle introduction and extraction points (such as the vehicle lift module 190) to inform the vehicles 110 which vehicles 110 are being inserted or removed. In another aspect, the registration station 130 may collect data from the vehicles 110 ( Figure 6 , block 730) and transmits the data to the controller 120 ( Figure 6 , block 710 ), where the data may be sufficient for autonomous vehicle registration with controller 120 ( Figure 6 , block 750) (i.e., the data may provide a unique vehicle identification and location of the vehicle in the global three-dimensional reference space of the automated storage and retrieval system 100). This allows the controller 120 to implement the vehicle into, for example, a modular vehicle space 200A-200n that may be related to the global three-dimensional reference space ( Figure 2A ) in the automated storage and retrieval system. Conversely, a vehicle 110 extraction may be performed such that when the vehicle leaves the storage structure 130, the vehicle is deregistered from the automated storage and retrieval system in a manner similar to that described above ( Figure 6 , block 751). Cart registration and deregistration may automatically update system software with incoming or outgoing information (eg, which car 110 is being inserted or removed and on what storage tier 130L) as well as automatically check other configuration settings of the automated storage and retrieval system 100.

[0057] It should be noted that the check-in station 130R may be provided at any suitable location within the storage structure 130, such as at the vertical lift 150 station, the interface between the pick corridor 130A and the transfer deck 130B, and at suitable intervals along the transfer deck 130B and / or the pick corridor 130A. In one aspect, the check-in station 130R may also serve as a range update (e.g., the vehicle has pre-positioned data), wherein the check-in station 130R provides positioning data to the vehicle 110 to update or otherwise correct the position of the vehicle 110 within the storage structure 130 ( Figure 6 , block 733). In one aspect, registration stations 130R may be placed throughout the storage structure 130 to provide continuous updates of the vehicle's location. The vehicle's communicator 110T may also be configured to obtain data from the registration stations 130R in any suitable manner. The registration stations 130R are used by the vehicle 110 to determine if the vehicle 110 ever needs to reset itself during normal operation of the vehicle 110.

[0058] Reference now Figure 1 , 7 , 8A and 8B, as described above, the storage structure 130 may include a multi-level storage structure that includes an array of stacked storage locations. Each array may include a vertical support member 7200 to which a vehicle travel rail 7201A-7201n (generally referred to as a vehicle rail 7201) is fixed. The vehicle rail 7201 may define a storage level and a transportation level. The vehicle rail 7201 may be formed for the vehicle 110 to move along, for example, a picking corridor 130A ( Figure 1 ) or any other suitable running surface of an automated storage and retrieval system. The vehicle rail 7201 may support the vehicle 110, for example, within the picking corridor 130A, during the transfer of payloads between the vehicle 110 and the storage location. Thus, the vehicle rail 7201 may be subjected to static and cyclic loads from the activities of the vehicle 110, including the vehicle's passage through the picking corridor 130A to and from the rack storage location, the transfer of payloads to and from the storage location (which may be included at the rack including the picking face building). Cyclic loading on the vehicle rail 7201 may produce fatigue conditions, which may be amplified by the dynamic storage distribution along the corridor (as described, for example, in U.S. Patent Application No. 12 / 757,337 filed on April 9, 2010, the disclosure of which is incorporated herein by reference in its entirety). Likewise, the vehicle rail 7201 may include or otherwise incorporate anti-fatigue features corresponding to any suitable predetermined life loads of the vehicle rail 7201. The anti-fatigue features may be configured such that stresses at or around the anti-fatigue features are below a predetermined value.

[0059] The vehicle travel guide 7201 can be fixed to the vertical support member 7200 in any suitable manner. In one aspect, the vehicle guide 7201 can be fixed to the vertical support member using any suitable upper mounting bracket 7202U and any suitable lower mounting bracket 7202L. In another aspect, the vehicle guide 7201 can be fixed to the vertical support member with a lower relative to the lower relative to the lower relative to the upper ... Fig.11 The vehicle guide rail 7201 may be secured to the vertical support member 7200 using an adjustable mounting bracket in a similar manner as described above. Here, each mounting bracket 7202U, 7202L has an angle iron shape (e.g., an "L" shape), but in other aspects, the mounting bracket 7202U, 7202L may have any suitable shape and be made of any suitable material. The mounting bracket 7202U, 7202L may be secured to the vertical support member 7200 using any suitable fasteners, including but not limited to rivets, bolts, clamps, screws, snaps, welds, or any other suitable mechanical and / or chemical fasteners or adhesives. The vehicle guide rail 7201 may be secured to the mounting bracket 7202U, 7202L in any suitable manner, such as in a substantially similar manner as described above between the mounting bracket 7202U, 7202L and the vertical support member 7200.

[0060] Reference now Figures 1 to 9A -9D, each of the vehicle rails 7201 can be a monolithic member of an integral configuration, for example, formed by any suitable manufacturing process such as cold rolling. The vehicle rails can be disposed on opposite lateral sides of the picking corridor 130A and extend longitudinally along a certain length of the picking corridor 130A to allow the vehicle 110 to travel along the length of the picking corridor 130A. The vehicle rails 7201 can have any suitable length, so that in one aspect, the vehicle rails 7201 have a length substantially equal to a certain length of each picking corridor 130A, while in other aspects, the vehicle rails 7201 are placed end to end to span a certain length of each picking corridor 130A. The vehicle rails 7201 may include a fatigue-resistant vertical profile portion 7400. The vertical profile portion 7400 may have any suitable shape, such as a closed frame section having one or more axes of symmetry that provide static and dynamic stability. The vertical profile portion 7400 may define or otherwise include flanges 7401, 7402 for attaching, for example, to the vertical support member 7200 and / or the storage rack 130SH ( Figure 1) are engaged with fasteners of the storage rack 130SH. The flanges 7401, 7402 may be referred to as upper and lower flanges, respectively. The upper and lower flanges 7401, 7402 may include anti-fatigue holes 7406 through which suitable fasteners, such as those described above, are inserted to secure each mounting bracket 72028, 7202L to the vehicle rail 7201 in any suitable manner. The upper flange 401 may also include anti-fatigue holes 7407 through which suitable fasteners, such as those described above, are inserted to secure the storage rack 130SH to the vehicle rail 7201 in any suitable manner.

[0061] The monolithic cart rail 7201 may also define a fatigue resistant flange 7403 extending from the face 7404 of the vertical profile portion 7400 and providing a travel / running and support surface 7403S for, for example, a wheel of the cart 110 during cart operation. The flange 7403 may have any suitable width W for allowing, for example, a wheel of the cart to travel along the flange 7403. The face 7404 may also include an integral cart position determining feature 7405. The integral cart position determining feature 7405 may have any suitable shape and size such that the cart position determining feature 7405 is fatigue resistant. In one aspect, the integral cart position determining feature 7405 may be a small hole or protrusion formed in the face 7404 having a shape and size for minimizing stress concentrations in the face 7404. The integral cart position determining feature 7405 is shown as having a generally rectangular shape, but in other aspects, the integral and position determining feature 7405 may have any suitable shape. In one aspect, the vehicle 110 may include any suitable sensor for detecting the vehicle position determining feature 7405, and determine its position along the picking corridor 130A based on at least the vehicle position determining feature 7405. In other aspects, the position of the vehicle 110 within the picking corridor may be determined in any suitable manner. An example of determining the position of a vehicle may be found in U.S. Patent Application No. 13 / 327,035, filed on December 15, 2011, entitled “Bot Position Sensing,” the disclosure of which is incorporated herein by reference in its entirety.

[0062] Reference now Fig.10, one or more structural components of the automated storage and retrieval system 100 (such as the transfer deck 130B, the picking corridor 130A, the lifting module 150, etc.) may have a transport section on which the vehicle 110 travels with different bending, static and dynamic properties, so that one or more of the structural components reacts in different ways to, for example, a shock event or other event (commonly referred to as a shock event) that may cause the movement of items within their respective storage locations. The compliance interface 7500 between the structural components allows relative movement of the structural components during a shock event. The compliance interface 7500 can be self-aligned after a shock event and provide a vehicle 110 that can transition between transport sections of different structural components. It should be noted that the compliance interface 7500 will be described with respect to the transition between the lifting module 150 and the transfer deck 130B, but it should be understood that the interface described herein can be placed at the transition between any two structural components of the automated storage and retrieval system. For example, the compliance interface 7500 may provide a transition between a picking corridor 130A and one or more of the transfer decks 130B, between a picking corridor 130A and a lift module 150A (e.g., where a view corridor provides substantially direct access to the lift module), and / or any other appropriate structure of the automated storage and retrieval system 100.

[0063] In one aspect, the lifting module 150 (in Fig.10 The lift modules 150 may be modular. For example, each lift module 150 may include a vertical lift portion (not shown) and a vehicle interface portion 150R, which may be mated to the transfer deck 130B, for example, in any suitable manner. In one aspect, each lift module 150 may include a vertical support 7510. The vertical lift portion (not shown) may be coupled to the vertical support 7510 in any suitable manner. The vehicle rails 7501, 7501X may also be fixed to the vertical support 7510 at vertical intervals corresponding to each storage level of the automated storage and retrieval system 100. Each of the vehicle rails 7501, 7501X may be substantially similar to the vehicle rails 7201 described above and include a vehicle travel / running and support surface 7501S, however, one or more of the vehicle rails 7501, 7501X may include a recessed or cut-out portion 7501XR that provides clearance for the end effector 110E of the vehicle 110 to extend to interface with the transfer shelf of the vertical lift section to transport items between storage levels or into / out of the storage structure 130. The vehicle rails 7501, 7501X may be disposed on opposite lateral sides of the elevated travel corridor 7150T and extend longitudinally along a length of the elevated travel corridor 7150T.

[0064] Also refer to Fig.11, the vehicle rails 7501, 7501X can be substantially rigidly fixed to the vertical support 7510 in any suitable manner. In one aspect, the vehicle rails 7501, 7501X can be adjustably fixed to the vertical support 7510 by an adjustable mounting member 7600. The mounting member 7600 can allow three degrees of freedom of adjustment of each respective vehicle rail 7501, 7501X. In other aspects, the mounting member 7600 can provide adjustment of each vehicle rail along any suitable number of linear and / or rotational axes. The mounting member 7600 can allow each vehicle rail 7501, 7501X to be aligned with the transfer deck 130B and / or other platforms on which the vehicle travels. Each adjustment direction of the mounting member 7600 can have a locking mechanism for fixing each direction and rigidly fixing the vehicle rails 7501, 7501X to, for example, the vertical support 7510.

[0065] In one aspect, each mounting member 7600 includes a first support plate 7601 that interfaces with, for example, a vertical support body 7510 in any suitable manner to secure the first support plate 7601 to the vertical support member 7510. The first support plate 7601 may include an elongated mounting aperture 7620 through which a fastener may be inserted to secure the first support plate 7601 to the vertical support body 7510. The first support plate 7601 may be movable in the X direction relative to, for example, the vertical support body 7510 or other suitable features of the automated storage and retrieval system 100. The locking member 7601A may releasably engage the vertical support body 7510 to substantially prevent movement of the first support plate 7601 in the X direction. The second support plate 7602 may also include an elongated mounting aperture 7621 and be movably mounted to the first support plate 7601 in any suitable manner so that the second support plate 7602 is movable relative to the first support plate 7601 in the Z direction. The locking member 7602A can releasably engage the first support plate 7601 so as to substantially prevent movement of the second support plate 7601 in the Z direction. The third support plate 7603 can also include an elongated mounting aperture 7622 and be movably mounted to the second support plate 7602 in any suitable manner so that the third support plate 7603 is movable relative to the second support plate 7602 (or other suitable features of the automated storage and retrieval system 100) in the Y direction. The locking member 7603A can releasably engage the second support plate 7602 so as to substantially prevent movement of the third support plate 7603 in the Y direction. It should be noted that the X, Y, and Z axes are for illustration purposes only, and the first, second, and third support plates 7601, 7602, 7603 can be movable along any suitable corresponding axis in any suitable reference system.

[0066] Reference now Figure 1 and 12-15, the vehicle travel / driving surfaces of the automated storage and retrieval system (e.g., the surfaces 7501S, 7403S of the vehicle guide rail 7201 and the surface of the transfer deck 130B) can be isolated from each other by one or more intermediate or compliant isolation panels 7700 that are robust and durable. Fig.10 Also shown in the figure are these isolation panels 7700 between each lifting module 150 rail 7501, 7501X and the transfer deck 130B (only a portion of which is shown in the figure) so as to isolate the rails 7501, 7501X from the transfer deck 130B. The isolation panels may also provide a compliance interface 7500, which is a joint or hinged connection that is released to provide, for example, at least one degree of freedom of movement between the transfer deck 130B and the lifting module 150 rails 7501, 7501X. As will be described below. The compliance interface 7500 can substantially prevent friction between the structural elements of the automated storage and retrieval system. Although the isolation panels 7700 are regarded as being located at the rails 7501, 7501X and the transfer deck 130B, it should be understood that these isolation panels 7700 can be located at any structural joint between any two adjacent vehicle transport surfaces. The connector elements of the compliance interface 500 , which will be described below, form a substantially continuous and smooth surface over which the vehicle 110 travels between different portions of the automated storage and retrieval system 100 .

[0067] As in Figure 12-15 As can be seen in, in one aspect, the isolation plate 7700 may include more than one isolation plate 7700, such that, for example, each interface 7500 at each rail 7501, 7501X has a respective isolation plate 7700. In other aspects, the isolation plate may be a single monolithic plate 7800, such that each interface 7500 at the rail 7501, 7501X has a common isolation plate 7800. The isolation plates 7700, 7800 may be made of any suitable material and have any suitable configuration. In one aspect, the isolation plates 7700, 7800 and the rails 7501, 7501X may each include fingers 7700F, 7501F that interleave with each other or with other suitable structures such as flexible molds and / or sliding plates that allow movement between the plates 7700, 7800 and the rails 7501, 7501X and are configured to provide or otherwise include a running surface for the vehicle 110 to pass over the silicon joint 7500. In one aspect, as in Fig.15As can be seen in the Figures, the fingers of the isolation plates 7700, 7800 may include tapered sides 7700A1, 7700A2 and / or tapered ends 7700E or any other suitable alignment features to aid in the recovery of the compliant connector 7500 after a shock event or other movement of the automated storage and retrieval system structure. As may be realized, the fingers 7501F of the guide rails 7501, 7501X may be tapered in a complementary manner to the fingers 7700F to similarly aid in the recovery of the compliant connector 7500 after a shock event or other movement of the automated storage and retrieval system structure.

[0068] Also refer to Figures 16A-16C , the isolation panels 7700, 7800 can be substantially rigid members that are coupled to the transport deck 130B (or other appropriate members within the automated storage and retrieval system, such as any vehicle transport surface or isolation panel support members or strips 7130M) to allow at least one degree of freedom of movement between the transport deck 130B and, for example, the vehicle rails 7501, 7501X (or other vehicle transport / travel surface). In one aspect, the isolation panels 7700, 7800 can be mounted to provide three or more degrees of freedom of movement (e.g., X, Y, Z and / or rotation about one or more of the X, Y, and X axes). The isolation panels 7700, 7800 can be mounted in any appropriate manner that allows for compliant movement of the isolation panels 7700, 7800. In one aspect, a ball joint (as described below) or any other appropriate articulated joint can be used to mount the isolation panels 7700, 7800 to any appropriate support surface. For example, the transfer deck 130B (or any other suitable structural element of the automated storage and retrieval system) may include a slot or other aperture, as will be described below, in which a ball is disposed and the isolation plate may be mounted to the ball (eg, thereby forming a ball and socket joint).

[0069] The isolation panels 7700 (the isolation panels 7800 may be mounted and operated in a substantially similar manner as described herein for the isolation panels 7700) may be mounted in any suitable manner to any suitable portion of the transfer deck 130B, such as, for example, the support member 7130M. In one aspect, the isolation panels 7700 may be mounted to the support member 7130 using a ball joint or other hinged connection that allows pivotal movement of the isolation panels, as will be described in more detail below. Each isolation panel 7700 may include an aperture 711001 through which any suitable fastener 711002 is inserted. The support member 7130M may include elongated apertures 711000A, 711000B through which the fastener 711002 passes, such that the isolation panel is disposed on a first or upper side of the support member 7130M. The ball member 711003 may be placed on the fastener from the second or bottom side of the support member 130M so that the ball member 711003 is located within each aperture 711000A, 711000B. The ball member 711003 may have any suitable diameter that allows the ball member 711003 to pivotally move within the aperture 711000A, 711000B and to move linearly along a length thereof. A bushing or isolation member 711004 may be inserted into the ball member 711003 to substantially prevent electrode contact between the fastener 711002 and the ball member 711003 and deformation of the ball when the retaining member 711006 is attached to the fastener to retain the ball member 711003 within the aperture 711000A, 711000B. In one aspect, the fastener 71002 is a screw and the retaining member 711006 is a nut, while in other aspects, any suitable elongated member and retaining member may be used, such as a rod and clamp, a snap and / or a latch. A washer or other substantially flat or obstruction member 711005 may be placed between the retaining member 711006 and the ball member 711003. The obstruction member 711005 may have a diameter or otherwise be larger than the width of the apertures 711000A, 711000B, thereby substantially preventing the ball member 711003 and the retaining member 711006 from passing through the apertures 711000A, 711000B, such that the isolation plate 7700 is prevented from being lifted from the support member 7130M. In other aspects, the retaining member 711006 may be configured to retain the ball member 711003 on the fastener 711002 and substantially prevent the isolation plate 7700 from being lifted from the support member 7130M. As in Fig. 16B As can be seen in the figure, the apertures 711000A, 711000B may include a recess on the second side of the support member 7130M, into which the retaining member 711006 and the obstructive member 711005 are disposed. In other aspects, the apertures 711000A, 711000B may not include a recess.

[0070] Reference now Fig. 16C , 17A and 17B, staggered fingers 7700F, 7501F ( Fig.14 ) may substantially prevent movement of the isolation plate 7700, for example, in the X direction, while allowing relative movement of the isolation plate 7700 and the guide rails 7501, 7501X in the Y direction. However, the elongated holes 711000A, 711000B may allow movement of the isolation plate 7700 in the X direction relative to, for example, the support member 7130M and the transfer deck 130B, but may not allow relative movement between the isolation plate 7700 and the transfer deck 130B / support member 7130M in the Y direction. For example, a ball member as described above may move along the length of the slot, allowing the isolation member to move relative to the support member 7130M and the transfer deck 130B. In other aspects, the isolation plate 7700 may be mounted so that linear movement within the slot is fixed (e.g., the isolation plate does not substantially move along a certain length of the slot). Likewise, the combination of the staggered fingers 7700F, 7501F and the elongated apertures 711000A, 711000B / ball joints provide for relative movement between the transfer deck 130B and the rails 7501, 7501X in at least two directions, X and Y.

[0071] The use of a ball joint provides more freedom of movement so that the isolation member 7700 is allowed to pivot about the ball member 711003 within the elongated apertures 711000A, 711000B (collectively referred to as elongated apertures 711000). Fig.17A and 17B , for example, relative movement in the Z direction between the transfer deck 130B and the lift module 150 vehicle transport / travel surface can cause the isolation member 7700 to pivot about the ball joint in the direction of arrow 712000. For example, as described above, the ball member 711003 can allow the isolation member 7700 to pivot relative to the support member 7130M (and the transfer deck 130B). As the transfer deck 130B and the lift module 150 vehicle transport / travel surface move relative to each other in the Z direction, the vehicle rails 7501, 7501X ( Fig.10 ) is located above the running surface of the transfer deck, and the isolation plate 7700 contacts the finger 7501F, causing the isolation member finger 7700F (and the entire isolation plate) to rotate upward. Fig.17A As the transfer deck 130B and the lift module 150 vehicle transport / travel surface move relative to each other in the Z direction, the vehicle rails 7501, 7501X ( Fig.10 ) is located below the transfer deck running surface, for example, the cantilever weight of the isolation plate 7700 contacting the finger 7501F causes the isolation plate to rotate downwardly, such as Fig. 17B . It should be noted that the ball joint between the isolation member 7700 and the support member 7130M may also allow substantially pure Z-axis motion, wherein a space SPC is provided between the obstruction member 711005 and the surface 711000S of the elongated aperture 711000. It should be noted that the fabricated member 712030 may be secured to the guide rails 7501, 7501X below the fingers 7501F to at least substantially prevent bending of one or more of the fingers 7501 and the isolation plate 7700 (e.g., in combination with staggered fingers) as the vehicle 110 travels on the vehicle running surface formed by the compliant interface. In other aspects, the guide rails 7501, 7501X may not include the support member 712030.

[0072] refer to Fig.18 , one or more lead-ins or guides 713000A, 713000B may be secured to the guide rails 7501, 7501X of the lifting module 150 at the proximal end of the guides 713000A, 713000B in any suitable manner to guide the vehicle 110 into the lifting module 150. The guides 713000A, 713000B may form a funnel-shaped channel, the width of which is narrower at the guide rails 7501, 7501X than at the entrance and exit of the channel (e.g., at the distal end of the guides 713000A, 713000B). In one aspect, each of the guides 713000A, 713000B may have a single monolithic or unitary configuration, while in other aspects, each guide may be constructed of multiple pieces secured to each other in a suitable manner, such as welding or by mechanical or chemical fasteners. The guides may be located on the vehicle transport / driving surface of the transfer deck 130 such that the guides 713000A, 713000B can move relative to the transfer deck 130B with the lifting module rails 7501, 7501X without substantially contacting the transfer deck 130B.

[0073] Reference now Figure 1 , 1219A-19C, the lifting module 150 may include a vehicle charging station 714000 that is secured to the rails 7501, 7501X and / or the vertical support / column 7510 of the lifting module so that the charging station 714000 moves with the lifting module 150 during, for example, a shock event. In other aspects, the charging station 714000 may be disposed at any suitable location within the automated storage and retrieval system. Suitable examples of vehicle charging stations are described below and are described in U.S. Patent Application No. 13 / 326,823, filed on December 15, 2011, entitled “Autonomous Transport Vehicle Charging System” and U.S. Provisional Patent Application No. 61 / 798,282, filed on March 15, 2013, entitled “Rover Charger System” (now U.S. Patent Application No. 14 / 209,086, filed on March 13, 2014, having Attorney Docket No. 1127P014911-US (PAR) and U.S. Provisional Patent Application No. 61 / 798,282, filed on March 15, 2013, entitled “Automated Storage and Retrieval System The present invention can also be found in U.S. Provisional Patent Application No. 61 / 780,363 (now U.S. Patent Application No. 14 / 209,209 filed on March 13, 2014, with Attorney Docket No. 1127P014870-US (PAR)), the disclosure of which is incorporated herein by reference in its entirety. The charging station 714000 may include a contact or charging base 714000P, which includes compliance contacts 714001A, 714001B (collectively referred to as compliance contacts 714001). The compliance contacts 714001A, 714001B may be connected to the vehicle charging contacts 714003A, 714003B (collectively referred to as vehicle charging contacts 714003) to dock in order to charge the vehicle 110. As may be desired, the vehicle 110 rests on the rails 7501, 7501X of the lifting module 150 and may be moved, for example, during a vibration event. The compliance contacts 714001A, 714001B of the charging station 714000 may be configured to maintain contact with the vehicle charging contacts 714003A, 714003B during movement of the vehicle 110 relative to the charging station 714000. As may be desired, the vehicle 110 rests on the rails 7501, 7501X of the lifting module 150 and may be moved, for example, during a vibration event. Fig.19A and 19BAs can be seen in the accompanying drawings, each compliance contact 714001 may be at least partially disposed within a recess of the charging dock 714000P. The compliance contact 714001 may include a contact portion 714010 and an axis portion 714011 connected to the contact portion 714010. The axis portion 714011 may be pivotally mounted to the charging dock 714000P in any suitable manner so that the contact portion 714010 moves in the direction of arrow 714020. A resilient or biasing member 714012 is disposed between a surface 714000S of the charging dock 714000P and, for example, the contact portion 714010 (or any other suitable portion of the compliance contact 714001) for biasing the contact portion away from the surface 714000S. As the vehicle 110 drives onto the charging station 714000, the vehicle charging contact 714003 pushes the contact portion 714010 of the compliant contact 714001 toward the surface 714000S, causing the biasing member 714012 to push the contact portion 714010 against the compliant charging contact 714003. The distance through which the contact portion 714010 is pushed is such that the upward travel of the contact portion 714010 is sufficient to allow the contact portion 714010 to remain in contact with the vehicle charging contact 714003 during movement of the vehicle 110 relative to the rails 7501, 7501X during a shock event. Fig.19A and 19B As can be seen in FIG. 7 , the vehicle charging contacts 714003 , 714003 ′ may have any suitable shape and / or configuration to allow for non-bonding contact when the vehicle charging contacts 714003 , 714003 are docked with the compliant node 714001 .

[0074] Refer again Figure 1 , the autonomous vehicle 110 may require charging, for example, before being put into use, during operation, and / or after a long period of idle time. According to one aspect of the disclosed embodiment, the storage and retrieval system 100 includes a power source for charging the autonomous vehicle 110, 8416, 8516, 8616, 8716 at any appropriate time (see, e.g. Fig.22A and 23 The charging facility may be located at any suitable location in the storage and retrieval system 100, such as at one or more of the input and output vertical lifts 150A, 150B, the various levels of the storage rack modules, the storage or picking corridor 130A, the transfer deck 130B, or at any other suitable location in the storage and retrieval system 100 where materials are transferred to and from the autonomous vehicle 110 or where the autonomous vehicle may be located.

[0075] Fig. 20An exemplary block diagram of a charging system 8200 is shown in accordance with aspects of the disclosed embodiments. The charging system 8200 can be substantially similar to the charging system 130C. The charging system 8200 generally includes an alternating current (AC) power distribution system 8210 , at least one charging source 8220 , and a charging location 8230 .

[0076] The AC power distribution system 8210 may provide alternating current to one or more charging sources 8220, and may be able to supply sufficient power to enable all charging sources 8220 in the charging system 8200 to operate at full power simultaneously. The AC power distribution system 8210 may include a main disconnect switch 8212 and an AC overload and short circuit protection circuit 8214. A separate AC overload and short circuit protection circuit may be provided for each charging source 8220 to provide fault isolation so that a faulty charging source will not affect the operation of other charging sources. The alternating current may be supplied at any appropriate ampere or voltage level. For example, the current may be supplied at 480, 400, 240, 230, 220, or 208 volts, 50 or 60 Hz, in a three-phase delta or wye configuration, and at any appropriate ampere. Although Fig. 20 A delta configuration and a four-wire L1, L2, L3, protective earth (PE) connection are shown, but it should be understood that aspects of the disclosed embodiments may utilize any suitable configuration, such as a wye configuration with a neutral L1, L2, L3, N, PE connection. AC power may also be supplied to any suitable location within the storage and retrieval system 100.

[0077] The at least one charging source 8220 may include a communication port 8222, one or more charging modules 8224, 8226, and at least one set of contactors 8228A, 8228B. The communication port 222 may generally provide control server 120 (eg, via any suitable network such as network 180) Figure 1 ) and the charging source 8220 to enable on-the-fly programming, control, and monitoring of the charging modules 8224, 8226 and contactors 8228A, 8228B. The communication port 8222 is operable to report any appropriate information related to the charging modules 8224, 8226, such as alarm status, enable or disable status, status of the contactors 8228A, 8228B, temperature, output current or voltage, voltage or current limit, and / or software version.

[0078] The communication port 8222 can be operated to receive commands, such as commands to enable and disable the charging module output, switch the charging module output between constant current, constant voltage or constant power, change the current and voltage limits, update software and calibration data, and / or open or close the contactors 8228A, 8228B. The communication port 8222 can also be enabled to report faults of the charging modules 8224, 8226, such as undervoltage, overvoltage, overcurrent, overtemperature, and no response.

[0079] The communication port 8222 may be wired and / or wireless and may use any suitable communication technology or protocol. According to one aspect of the disclosed embodiment, the communication port 8222 may be a wireless communication port on the network 180 ( Figure 1 ) having an Internet Protocol (IP) address and a dedicated bus for communicating with the charging modules 8224, 8226.

[0080] Although charging modules 8224, 8226 can be operated individually, two charging modules can be brought together in charging source 8220 to produce a combined output. The combined output of charging modules 8224, 8226 can be used to deliver power to one or more charging locations 8230. As can be realized, although in Fig. 208224, 8226, but it should be understood that any suitable number of charging modules 8224, 8226 can be connected to the power source modules 8224, 8226 in any suitable manner. As can also be realized, each charging source 8220 can have any suitable number of charging modules 8224, 8226, 8224A, 8226A, which can be combined to produce a combined output. For example, in one aspect, the charging modules 8224, 8226 can have a combined output, and the charging modules 8224A, 8226A can have a combined output. In other aspects, the charging modules 8224, 8226, 8224A, 8226A can have a combined output, and in other aspects, any two or more of the charging modules 8224, 8226, 8224A, 8226A can be combined in any suitable manner to provide a combined output. Each charging location 8230 may have a dedicated contactor 8228A, 8228B. The charging modules 8224, 8226 (and other charging modules described herein) may be configured such that when one charging module 8224, 8226 fails, the other charging modules 8224, 8226 may be able to deliver current to one or more charging locations 8230. According to certain aspects, the remaining charging modules 8224, 8226 may deliver a reduced amount of current to the charging locations 8230. In one aspect, the charging source 8220 (and other charging sources described herein) may be controlled in any suitable manner such that the power output by the charging source 8220 may be allocated to each charging location 8230 based on the charge level of the autonomous vehicle 110 used at each charging location. For example, also refer to Fig.31 and 32 , charging positions 8230A, 8230B, 8230C may be connected to a charging source 8220, and vehicles 110A, 110B, 110C may be provided at or otherwise located at each charging position 8230A, 8230B, 8230C ( Fig.32 , block 81400). For exemplary purposes only, car 110A may have the lowest charge level of cars 110A, 110B, and 110C. Car 110C may have the highest charge level, and car 110B may have a charge level between the charge levels of cars 110A and 110C. In one aspect, all or a majority (or any other suitable portion) of the power output from charging source 8220 may be allocated to the autonomous car (e.g., car 110A) with the lowest charge level. Fig.32 , block 81401) until the level at which the charge level of the autonomous vehicle 110A is substantially equal to the charge level of another autonomous vehicle (e.g., vehicle 110B having the next least charge level) at one of the charging locations ( Fig.32, block 81402). Once the charge level of vehicle 110A is substantially the same as the charge level of vehicle 110B, autonomous vehicles 110A and 110B may receive all or most (or any other suitable portion) of the power output from charging source 8220 ( Fig.32 , block 81401), until its charge level is substantially equal to the charge level of another autonomous vehicle (e.g., having the next smallest charge level, such as vehicle 110C) at one of the charging locations ( Fig.32 , box 81402), and so on (e.g., continue Fig.32 , the loop of blocks 81401 and 81402) until the charging of the vehicle is completed ( Fig.32 , block 81403). If all vehicles 110A, 110B, 110C at charging locations 8230A, 8230B, 8230C are substantially the same (e.g., have substantially the same charge level), the power source 8220 may direct power to each of the vehicles 110A, 110B, 110C until charging is complete ( Fig.32 , block 81403) or until some other predetermined criterion is met (e.g., a predetermined charge percentage of the vehicle, a command for the vehicle to leave the charging location, or any other appropriate criterion).

[0081] Each charging module 8224, 8226 (and other charging modules described herein) can be "hot-swappable", meaning that each charging module 8224, 8226 can be replaced without power cycling the replaced charging module 8224, 8226 and / or without power cycling the charging source in which the charging module 8224, 8226 is located. The "hot-swappable" replacement of the charging modules 8224, 8226 can be completed without affecting the operation of any other charging modules and while the charging position 8230 is active. Each charging module 8224, 8226 may be able to switch between constant current, constant voltage, or constant power output modes. In one aspect, switching between different output modes can be controlled in any appropriate manner, such as with commands received from the communication port 8222. In another aspect, switching between different output modes can be automatically implemented by the charging module. In other aspects, switching between different output modes can be controlled by the vehicle 110 and / or the control server 120.

[0082] The charging system 8200 may include any number of charging sources 8220. The charging source 8220 may include any number of charging modules 8224, 8226 and may be capable of supplying any number of charging locations 8230 on any number of storage levels. For example, the charging source 8220 may include two charging modules 8224, 8226 and may provide power to four charging locations 8230, where two charging locations are located on each of the two levels served by the vertical lift 150A or 150B. For example, referring to Fig. 20 , the charging positions 8230A and 8230B may be located above the level 130L1 of the storage structure 130 , while the charging positions 8230B and 8230C may be located above the level 130L2 of the storage structure 130 .

[0083] The charging modules 8224 and 8226 may be configured to charge when the autonomous vehicle 110 accesses a charging station 8810 (eg, where the charging contacts 8816 and 8188 are connected to the charging modules 8224 and 8226). Fig.26A) of the charging contacts 8816, 8818 (which may be substantially similar to those described herein) to access and de-access the output terminal that is enabled to maximize the charging duty cycle and minimize charging delay. The charging source 82220 may have a plurality of different operating modes, including, for example, an operating mode in which all contactors 8228A, 8228B are disabled, an operating mode in which all contactors 8228A, 8228B are enabled, and / or an operating mode in which a single or more than one contactor 8228A, 8228B is disabled. At power-on, the charging source 8220 may be initialized with the contactors 8228A, 8228B disabled and open-circuited. The communication port 8222 may enable the contactors 8228A, 8228B after receiving a command from the charging system operation status monitoring function system software or, for example, the control server 120. Each contactor 8228A, 8228B may have an auxiliary contact 8229A, 8229B, respectively, which may be monitored to determine the state of each contactor 8228A, 8228B. During normal operation, the contactors 8228A, 8228B may be closed, energizing the charging dock 8810 at the charging position 8230. The closed state of the contactors 8228A, 8228B may be verified by monitoring the auxiliary contacts 8229A, 8229B. For maintenance access, a single contactor, such as 8228A or 8228B, may be disabled so that no current flows through the associated charging position 8230. This may be verified in any suitable manner, such as by monitoring the auxiliary contacts 8229A, 8229B. As may be implemented, and as described above, each charging power source may have any appropriate number of contactors 8228A, 8228B connected to any appropriate number of charging positions 8230 such that any one or more of contactors 8228A, 8228B may be disabled to provide maintenance access to any appropriate number of charging positions 8230.

[0084] According to certain aspects, the charging modules 8224, 8226 can be configured to charge any suitable power source, such as power sources 8482, 8522, 8622, 8722 (displayed as a power source 8482, 8522, 8622, 8722) provided on the autonomous vehicle. Fig.22A and 23 -25), which includes a battery pack and / or a capacitor-based power source, such as a supercapacitor bank including one or more supercapacitors. It should be noted that the power sources 8482, 8522, 8622, 8722 are shown as supercapacitors, while in other aspects, the power source can be any suitable power source.

[0085] Fig.21A schematic diagram of an exemplary charging station 8300 according to aspects of the disclosed embodiments is shown. The charging station 8300 can be disposed at any suitable location of the storage and retrieval system 100. In one aspect, the charging station 8300 may include an internal power source 8305, a communication port 8310, two charging sources 8315, 8320, and four contactors 8332, 8334, 8336, 8338, each of which provides power to a charging cradle ( 8334 ) disposed at the charging location. Fig.26A ) provide charging facilities, and the charging locations can be located at different levels 8352, 8354, 8356, and 8358 of the storage structure 130. In other aspects, the charging station 8300 can have any suitable configuration.

[0086] In this exemplary aspect, the communication port 8310 can be implemented as a dual Ethernet gateway (e.g., having two Ethernet gateways 8340, 8342) with at least one power management bus 8344, 8346 capable of controlling one or more charging modules 8360, 8362, 8364, 8366. Each Ethernet gateway 8340, 8342 can have any suitable configuration and include a media access control (MAC) address chip and an IP address assigned on the network 180 (Figure 1). As a result, each charging source 8315, 8320 can have an Ethernet address or be identified on the network 180 in any suitable manner. In one aspect, there can be two power management buses 8344, 8346 (in other aspects, any suitable number of power management buses can be provided), which can, for example, comply with the power management bus (PMBus) standard. Each power management bus, 8344, 8346 can control any suitable number of charging modules 8360, 8362, 8364, 8366. In this example, the power management bus 8344 may be connected to the charging modules 8360 , 8362 , and the power management bus 8346 may be connected to the charging modules 8364 , 8366 .

[0087] Each charging source 8315, 8320 may be substantially similar to that described above and include one or more charging modules 8360, 8362, 8364, 8366 that are grouped together, for example, in pairs, with each pair providing a shared output. In other aspects, one or more charging modules may be grouped together in any suitable manner. Each charging module 8360, 8362, 8364, 8366 may be hot-swappable as described above and may be capable of switching between constant current, constant voltage, or constant power output modes, as described above and as commanded by a command from the communication port 8310, automatically implemented by each charging module, controlled by the vehicle 110, or controlled by the control server 120.

[0088] Fig.22A8400 for charging a vehicle power source 8482 according to various aspects of the disclosed embodiments. The charging system 8400 includes an AC power distribution system 8210, one or more charging stations 8410, an intermediate DC bus 8412, and used contacts 8816, 8818 (similar to Fig.26A The charging dock 8810 in FIG. 1 is connected to a charging interface 8414 of the charging dock 8450, and the contacts 8816, 8818 are docked with an autonomous vehicle 8416 (which may be substantially similar to vehicle 110). The charging interface 8414 may include, for example, a floor mounted charging dock 8450 (with charging contacts 8816, 8818) Fig.26A ) and the vehicle-mounted charging dock 8452 (similar to Fig.26A The charging dock 8820 in FIG. 8450 ). The charging docks 8450 and 8452 may be docked or engaged with each other in any suitable manner, such as the following with respect to Fig.26A and 26B In some aspects, the voltage present on the intermediate DC bus 8412, and therefore the voltage present on the charging contacts 8816, 8818, may be considered an additional low voltage and may require less protection against electric shock, or in some aspects, no protection.

[0089] The charging station 8410 may include any suitable number of charging modules 8440, 8442 (which may be substantially similar to those described above), generally configured in groups of two (or in groups of any number of charging modules), having a combined output for delivering power to one or more autonomous vehicles 8416. Any number of charging modules having a combined output for delivering power may be referred to as a charging source (see, e.g., charging sources 8220, 8315, 8320 described above).

[0090] The vehicle 8416 may include what may be referred to as a "hot plug" circuit 8418 or other suitable protection circuitry configured to allow the vehicle 8416 to be connected to a charging dock 8450 that is energized or otherwise enabled (e.g., "hot plug" refers to the ability of the vehicle to make and break contacts, such as between the charging dock contacts 8816, 8818 and the vehicle charging contacts 8826, 8828 of the charging interface 8414, while the charging dock 8450 is energized - see Fig.26A and 26B ).like Fig. 22BAs shown in , the hot swap circuit 8418 may include a current surge limiting circuit 8422, a reverse protection circuit 8424, and a charging control circuit 8426. The current surge limiting, charging control, and reverse protection circuits may be implemented in any suitable manner, for example, under the control of the autonomous vehicle controller 8420. The reverse protection circuit 8424 may also be implemented, for example, using one or more field effect transistors (FETs) or in any other suitable manner. The autonomous vehicle controller 8420 may provide commands to the hot swap circuit 8418, for example to set a current surge limit and / or enable or disable vehicle charging. As a result, whether the charging of the vehicle is turned on or off is controlled locally on the vehicle 8416, so that a control loop with the charging station 8410 or the control server 120 is not required (for example, the vehicle 8416 controls the enabling or disabling of charging of the vehicle independently of the charging station 8410 and the control server 120).

[0091] like Fig. 22C As shown in FIG. 8 , the autonomous vehicle controller 8420 may include a processor 8430, a memory 8432, and a communication interface 8434. The communication interface 8434 may generally provide a control server 120 ( Figure 1 ) communicates with the autonomous vehicle 8416 at least to control vehicle operation, provide information about the charging source and charging module, and / or control charging source and charging module operation.

[0092] It should be noted that each charging module 8440, 8442 in the charging system 8400 can be configured to switch between constant current, constant voltage and / or constant power output modes in a manner substantially similar to that described above. Also as described above, in one aspect, switching between different output modes can be controlled in any suitable manner, such as by commands received from the communication interface 8222. In another aspect, the switch between different output modes can be automatically affected by the charging module. In other aspects, the switching between different output modes can be controlled by the vehicle 110 and / or the control server 120.

[0093] It should also be noted that, for example, the access to the charging position 8230 of the parking vehicle 110, 8416 including the charging interface 8414 is decoupled from or independent of the state of the charging station 8410, the state of the charging position, and / or the state of the charging interface 8414. The autonomous vehicle controller 8420 can control the hot swap circuit 8418 and the output of the charging station 8410 to achieve charging of the autonomous vehicle power source, regardless of or otherwise independently of the charging contacts 8816, 8818 ( Fig.26A ) and the charging contacts 8826, 8828 of the charging interface 8414 ( Fig.26B), the state of the charging station 8410, the state of the charging location 8230, or the state of the charging interface 8414 before and / or after contact between the autonomous vehicle 110, 8416 (e.g., when the vehicle 110, 8416 accesses and releases access to the charging interface 8414). In at least one aspect of the disclosed embodiments, the output of the charging source, such as the charging source 8220, 8315, 8320, is enabled when the vehicle 110, 8416 accesses and contacts the charging contacts 8826, 8828 of the charging base 8450 of the charging interface 8414. The autonomous vehicle controller 8420 can also control the output of the charging station 8410 to change the state of the charging interface between safe and unsafe (e.g., unactivated and activated, respectively) to enable hot-swap entry and exit of the autonomous vehicle 110, 8416 relative to the charging location 830.

[0094] As described above, the charging location 8230 may be located at any suitable location in the storage and retrieval system 100 where materials are transferred to and from the autonomous vehicle 110 or at any other suitable location where the autonomous vehicle 110 may be disposed. It should be understood that autonomous vehicle charging may be achieved while the autonomous vehicle 110 is transferring materials to and from the autonomous vehicle 110. It should also be understood that vehicle access to a material transfer location, such as at a lift 150A, 150B location, on a pick corridor, or any other suitable transfer location (with simultaneous charging under vehicle control) is independent of communications between the control server 120 and the vehicle communication interface 8434 (e.g., independent of control server commands). It should also be understood that the autonomous vehicle 110 does not require clearance from the control server 120 or any other system component to achieve charging operations or for access to the charging station, as long as access to the charging station is not blocked by, for example, another vehicle.

[0095] Fig.23 A schematic diagram of another exemplary implementation of a charging system 8500 according to a disclosed embodiment is shown. The charging system 8500 includes an AC power distribution system 8210, at least one DC power source 8510, an intermediate DC bus 8512, and at least one charging interface (substantially similar to that described above) having a charging cradle 8550 (which is substantially similar to the charging cradle 8450 described above) having contacts 8816, 8818 for docking with an autonomous vehicle 8516 (substantially similar to the vehicles 110, 8416 described above). The charging interface 8514 may include, for example, a floor mounted charging cradle 8550 and a vehicle mounted charging cradle 8552 (substantially similar to the vehicle mounted charging cradle 8452 described above).

[0096] According to certain aspects, the autonomous vehicle 8516 may include a hot swap circuit 8518 (substantially similar to that described above) and a charging source 8520 for charging a power source 8522. According to other aspects, the voltage present on the intermediate DC bus 8512 may be considered high voltage, and all components used in the intermediate DC bus and connected to the voltage of the DC bus, or components that may be connected to the DC bus voltage under a single fault condition, must be made finger safe, such as protected against finger contact or solid foreign bodies, typically using an insulating partition with an opening of 12 mm or less. In certain aspects, this may include a charging cradle 8550, wherein the charging cradle is configured to be finger safe in any suitable manner.

[0097] The hot-swap circuit 8518 may include a current surge limiting circuit 8524, a reverse protection circuit 8526, and a charging control circuit 8528, similar to the hot-swap circuit 8418 (FIG. 22). The hot-swap circuit 8518 may be under the control of the autonomous vehicle controller 8530. According to certain aspects, the autonomous vehicle 8516 includes a vehicle charging source 8520. The vehicle charging source 8520 may be similar to the charging source 8220 and may be capable of switching between constant current, constant voltage, or constant power output modes. The switching of the charging source 8520 between different output modes may be controlled by commands received from the autonomous vehicle controller 8530, may be automatically implemented by the vehicle charging source 8520, and / or may be controlled by the control server 120. In at least one aspect of the disclosed embodiment, the output of the charging source 8520 is enabled when the vehicle accesses and de-accesses the charging contacts in a manner substantially similar to that described above.

[0098] Fig.24 A schematic diagram of another exemplary implementation of a charging system 8600 in accordance with the disclosed embodiments is shown. The charging system 8600 includes an AC power distribution system 8210, an intermediate AC bus 8612, and at least one charging interface 8614 (which may be substantially similar to those described above) having a charging dock 8650 (which may be substantially similar to those described above) having any suitable number of contacts that interface with an autonomous vehicle 8616 (which may be substantially similar to those described above), which may be substantially similar to contacts 8816, 8818 ( Fig.26A ). The charging interface 8614 may include, for example, a floor mounted charging station 8650 and a vehicle mounted charging station 8652 (substantially similar to the vehicle mounted charging station described above). Fig.23 In the aspects shown in , the voltage present on the intermediate AC bus 8612 can be considered as high voltage, and all components used in the intermediate AC bus and connected to the voltage of the AC bus, or components that can be connected to the AC bus voltage in the event of a single fault, must be made finger safe.

[0099] According to certain embodiments, the number of contacts in the charging interface 8614 may be determined by the type of AC power provided by the intermediate AC bus 8612. For example, a delta configuration with four wires L1, L2, L3 and PE connections may be configured as follows: Fig.24 The Y configuration shown in FIG. 1 has three junctions, or the Y configuration with neutral lines L1, L2, L3, N and PE connections can have four junctions.

[0100] According to other aspects, the autonomous vehicle 8616 may include a rectifier and hot swap circuit 8618 and a charging source 8620 for charging a power source 8622. The rectifier and hot swap circuit 8618 may include a circuit 8624 for rectifying power received from the intermediate AC bus 8612, a current surge limiting circuit 8626, a reverse protection circuit 8628, and a charging control circuit 8630.

[0101] Rectifier and hot swap circuit 8618 may be operated under the control of autonomous vehicle controller 8632 or in any other suitable manner. Fig.23 In the aspects shown in FIG. 8 , autonomous vehicle 8616 includes vehicle charging source 8620 (which may be substantially similar to those described above) that may be capable of switching between constant current, constant voltage, and / or constant power output modes as controlled by autonomous vehicle controller 8632 and / or control server 120. In at least one aspect of the disclosed embodiment, the output of charging source 8620 is enabled when the vehicle accesses and de-accesses the charging contacts of charging dock 8650 in a manner substantially similar to those described above.

[0102] exist Fig.25 Another exemplary implementation of a charging system 8700 in accordance with aspects of the disclosed embodiments is shown in FIG. This exemplary charging system 8700 includes an AC power distribution system 8210, at least one DC power source 8710, an intermediate DC bus 8712, a hot-swap circuit 8714, and at least one charging interface 8718 (which may be substantially similar to those described above) having a charging cradle 8750 having contacts 8816, 8818 (which may be substantially similar to those described above) for docking with an autonomous vehicle 8716 (which may be substantially similar to those described above). Fig.26A ). The charging interface 8718 may include, for example, a floor mounted charging dock 8750 and a vehicle mounted charging dock 8752 (which may be substantially similar to those described above).

[0103] The DC power supply 8710 may be substantially similar to those described above, and may be capable of switching between constant current, constant voltage, and / or constant power output modes in a manner similar to that described above. In a manner similar to that described above, switching between different output modes may be accomplished automatically, may be controlled by commands received from a controller of the autonomous vehicle 8716, and / or may be controlled by the control server 120. In certain aspects of the disclosed embodiments, the output of the DC power supply 8710 is enabled when the vehicle 8716 accesses and de-accesses the charging contacts of the charging dock 8750 in a manner substantially similar to that described above.

[0104] According to certain aspects, the voltage present on the intermediate DC bus 8712 may be considered high voltage, and all components used in the intermediate DC bus and connected to the voltage of the DC bus, or components that may be connected to the DC bus voltage in the event of a single fault, must be made finger safe. In other aspects, the voltage present on the intermediate DC bus 8712 may be considered extra low voltage, and less protection against electric shock may be required.

[0105] exist Fig.26A and 26B Exemplary aspects of the components of charging interfaces 8414, 8514, 8614, 8718 are shown in FIG. Fig.26A An example of a floor mounted charging station 8810 is shown. The floor mounted charging station 88100 may include a base 8812 that may be mounted on the floor of the storage structure 130 or anywhere the charging position 8230 may be located. A removable cover 8814 may be provided that may be biased in the direction of arrow 8899A in a closed position such that the removable cover 8814 is disposed over the contacts 8816, 8818 of the charging station 8810. In other aspects, no cover may be provided over the charging station 8810. According to certain aspects, the contact 8816 that may be connected to the negative DC voltage of each power source may have a longer length than the contact 8818 that may be connected to the positive DC voltage of each power source so as to facilitate the negative contact 816 to be used first and last as a vehicle is driven onto and off the charging station 8810. In the embodiment of the present invention, the floor mounted charging station 8810 may be provided with a base 8812 that may be mounted on the floor of the storage structure 130 or anywhere the charging position 8230 may be located. In the embodiment of the present invention, the removable cover 8814 may be biased in the direction of arrow 8899A in a closed position such that the removable cover 8814 is disposed over the contacts 8816, 8818 of the charging station 8810. In other aspects, the cover may not be provided over the charging station 8810. In certain aspects, the contact 8816 that may be connected to the negative DC voltage of each power source may have a longer length than the contact 8818 that may be connected to the positive DC voltage of each power source so as to facilitate the negative contact 816 to be used first and last as a vehicle is driven onto and off the charging station 8810. Fig.26B8820 is shown in FIG. The vehicle mounted charging station 8820 may include vehicle charging contacts 8826, 8828, which are mounted, for example, on the underside 8830 of the vehicle mounted charging station 8820. The vehicle mounted charging station 8820 may be mounted, for example, to the underside of the autonomous vehicle to establish a mating relationship with the floor mounted charging station 8810. In some aspects, the vehicle mounted charging station 8820 may be mounted with a cover push rod 8822 or other suitable member for moving the cover 8814 on the block 8899B as the vehicle moves relative to the floor mounted charging plate 8810 to expose the contacts 8816, 8818 of the floor mounted charging station 8810 to enable electrical connection between the charging stations 8810, 8820. In other aspects, the cover push rod may not be provided. As can be realized, when the vehicle is detached from the floor mounted charging station, relative movement between the vehicle (e.g., the cover push rod 8822) and the floor mounted charging station 8810 can allow the biasing force on the cover 8814 to move the cover 8841 in the direction of arrow 8899A so that the contacts 8816, 8818 are covered. In other aspects, the hot swap circuit 8418, 8518 or the rectifier and hot swap circuit 8618 can be mounted on the fixed side 8824 of the vehicle mounted charging station 8820.

[0106] As described above, the autonomous vehicle controller 8420, 8530, 8632 can control each charging module within its onboard power source and / or each charging source. According to certain aspects, the autonomous vehicle controller 8420, 8530, 8632 can be configured to implement different charging modes for the autonomous vehicle power sources described above, such as power sources 8482, 8522, 8622, 8722. It should be understood that the specified voltage and current levels described are exemplary and may change, for example, depending on the state of the power source being charged and the time available for charging. The charging mode may include a pre-charge mode, a forced charge mode, a charge enable and disable mode, a full, fast, and incomplete charge mode, and a trickle charge mode. According to certain aspects, all modes except the pre-charge mode may require the autonomous vehicle controller 8420, 8530, 8632 to be active.

[0107] It should also be appreciated that when more than one autonomous vehicle is being charged simultaneously (as described above), in some aspects, all or most of the current may be supplied to the vehicle at the lowest supply voltage until the supply voltage rises to the voltage of the vehicle with the next lowest supply voltage, at which point the current will be shared among the charging vehicles.

[0108] The pre-charge mode is used to completely deplete the power supply, such as after shipping with shorted power supply terminals. The pre-charge mode may provide a constant current, for example, at any suitable amperage, such as about 5A, while the power supply voltage is increased from about 0V to any suitable predetermined voltage, such as about 18V.

[0109] The forced charging mode may be activated if the output of the power supply exceeds any suitable voltage, such as about 14 V. In the forced charging mode, charging may be activated at any suitable constant full current, such as about 110 A or any other suitable current.

[0110] The charge disable mode may be activated when the vehicle power supply voltage is within normal operating limits and the autonomous vehicle controller determines that charging is not required. In other aspects, the charge disable mode may be activated at any appropriate time.

[0111] The charge-enabled mode may be activated when the vehicle power supply voltage is within normal operating limits and charging is required as determined by the autonomous vehicle controller. In other aspects, the charge-enabled mode may be activated in any suitable application.

[0112] The autonomous vehicle controller may activate the full charge mode at a constant voltage to fully charge the vehicle power source to a predetermined value, such as to about 99.3% of the predetermined full charge value (to account for the power source voltage minus the diode drop). In other aspects, the full charge mode may be activated at any suitable time.

[0113] In the case where a constant current charge is followed by a constant voltage charge but the voltage is terminated before the full charge state is completed, a fast charge mode may be activated. This mode may provide a sufficient charge level to allow the vehicle to complete at least one mission assigned to the vehicle. The fast charge mode may be activated at any appropriate time.

[0114] The autonomous vehicle controller may activate an incomplete charging mode when the vehicle is only required to complete a predetermined assigned task. In this mode, charging may be terminated prior to completion, as soon as the required energy level to perform the assigned task is achieved. The available energy for the assigned task may be estimated from the charging voltage or determined in any other suitable manner.

[0115] The autonomous vehicle controller may also activate a trickle charge mode at any appropriate time, in which the vehicle power source is charged with a relatively low current for an extended period of time.

[0116] Fig. 27An exemplary progression between different charging modes is shown. Referring to item 8910, if the vehicle power supply voltage is less than any suitable predetermined threshold, such as approximately 14-18V, the voltage of the charging source may be detected in any suitable manner, such as by a sensor or meter in the charging source, by the control server 120, and / or by the vehicle controller, as shown in item 8912. If the voltage of the charging source exceeds any suitable predetermined voltage, such as 30V, the vehicle may enter a pre-charge module 8914, which provides any suitable constant current, such as approximately 5A, between any suitable voltage levels, such as approximately 0V and 18V. The pre-charge mode may end when the vehicle power supply reaches a predetermined voltage, such as approximately 18V, or if a forced charging mode is activated, as shown in item 8916.

[0117] Forced charging mode 8916 may be activated when the output of the power supply reaches an appropriate voltage, such as approximately 14V-18V, during pre-charge mode. In forced charging mode, charging may be activated at, for example, full current or any appropriate current, such as approximately 110A. Forced charging mode 8916 may be terminated after the vehicle software becomes operational, as shown in item 8918, and a bit is set in a register in the autonomous vehicle controller, which is shown as item 8922 and explained below.

[0118] When the car software is operational and the supply voltage is within normal operating limits (e.g., about 25V to 46.3V or any other suitable voltage range), charging may be disabled under the control of software running on the car by setting a bit in a complex programmable logic device (CPLD) register in the autonomous vehicle controller or at any other suitable location in the controller, as shown in item 8922. As shown in item 8920, charging may be stopped for any suitable time period such as about 1ms (may be more or less than 1ms), and the car may move after verifying the bit setting in the register and upon instruction from the control server. After charging has been disabled, the car may leave the charging location without risk of arcing or bouncing on the charging dock contacts.

[0119] Fig.28is a schematic diagram of a control system 81000 for controlling an autonomous vehicle charging system in accordance with aspects of the disclosed embodiments. The control system 81000 includes charger monitor software 81010 that may reside in a memory of a control server 120 in accordance with certain aspects. According to other aspects, the charger monitor software 81010 may reside in a memory of an autonomous vehicle controller, such as the controllers 8420, 8530, 8632 described above. It should be noted that the controller / control server in which the software resides includes appropriate structure for executing the software such that the controller / control server is configured to perform the functions of the software as described herein. The charging control system 81000 may allow monitoring of the status of each charging station, individually changing the status of each charging station under control of the software, terminating the operation of one or more charging sources and disconnecting power to one or more groups of charging stations to allow maintenance access to the charging locations. In this example, charging stations 81020A-81020E, 81021A-81021E, 81022A-81022E, 81023A-81023B are set at the locations of each elevator 81050A, 81050B, 81050C, 81050D, wherein the elevators 81050A, 81050B, 81050C, 81050D are substantially similar to one or more of the elevators 150A, 150B described above. In this regard, a single or common control system 81000 is illustrated for charging stations 81020A-81020E, 81021A-81021E, 81022A-81022E, 81023A-81023B, but in other aspects, there may be more than one control system (similar to control system 81000), wherein each control system is connected to any suitable number of charging stations. For example, charging stations 81020A-81020E and 81021A-81021E may be connected to a common control system, while charging stations 81022A-81022E are connected to a separate control system and charging stations 81023A-81023E are connected to another control system.

[0120] As described above, a set of charging sources, such as charging stations 8220 and 8300 , each have communication ports 8222 and 8310 , respectively, for communicating with network 180 .

[0121] The control system may also include a system health monitoring function (HMF) as part of the charger monitor software 81010. The HMF may correlate information from various autonomous vehicles, charging sources, and charging locations to determine the status of various components of the charging system. By way of example only, a charging source may be accessed by a certain number of vehicles, each vehicle will access a certain number of charging sources, and a set of charging stations will be used by a certain number of vehicles. Synthesizing this information along with any other appropriate information (e.g., the charge level for each vehicle) may enable, for example, identification of charging sources that require maintenance or calibration, accurate determination of the capacitance for each vehicle, tracking degradation or anomalies of the charging system to make accurate charging decisions, accurate statistical estimation of the average energy for each assigned task for each vehicle, comparison of charging contactor properties, efficient maintenance of the system, proactive identification of vehicles that require maintenance, and any other appropriate tasks.

[0122] The HMF may include continuous monitoring of one or more autonomous vehicles 110. The autonomous vehicles 110 may utilize a communication interface to provide various operating parameters to the HMF, such as time-stamped supply voltage levels, allowing the HMF to determine the average energy consumption of the vehicles 110. Each vehicle 110 may continuously monitor its supply voltage while charging, for example, at any appropriate time interval such as at least about 2 times per second, and may disable charging and issue a warning (e.g., send any appropriate message to any appropriate controller such as the system / control server 120) if the supply voltage exceeds a predetermined value. If multiple vehicles 110 issue the same warning for the same charging station, the station may require calibration or other maintenance. Although the autonomous vehicle may still be able to use the charging station due to the vehicle's ability to detect overvoltage, the charger monitor software 81010 may cause the charging station to be disabled.

[0123] The HMF may also provide continuous monitoring functionality to the charger monitor software 81010. For example, the HMF may continuously notify the charger monitor software 81010 of the health of the charging system and allow intelligent decisions to be made about when to enable or disable the charger to minimize potentially destructive situations. The HMF may collect and report health information for each charging station, including charger timeouts, trips, and overtemperatures. If, for example, an overtemperature or trip event exceeds a predetermined number at a charging location within a predetermined time period, the charger monitor software 81010 HMF may disable charging at that location. The HMF may periodically acquire and report any appropriate error and warning words from the charging station, source, and module. The charger monitor software 81010's response to these error and warning words may include commanding the charging module to automatically disable the output if one or more conditions are detected. During normal operation, the charger monitor software 81010 typically enables the charging source output.

[0124] The charger monitor software may also determine a minimum time for charging the vehicle. For example, in one aspect, the charger monitor software 81010 may assign a minimum time for charging to each vehicle based on an average charging time / job multiplied by some predetermined factor. Such a charging scheme may enable the vehicle to be fully charged to any suitable predetermined operating voltage, such as about 46V, withstand power outages, and substantially eliminate the use of an incomplete charging mode. In another aspect, the charger monitor software 81010 may calculate how much charging time the vehicle requires based on, for example, at least one or more of capacitance and voltage level and routing information.

[0125] Go to Fig.29 and 30 , a remote charging unit 81210 may be provided to charge at least one autonomous vehicle 110 that requires charging and cannot reach a charging location. The remote charging unit 81210 may be sized and shaped so that it can be transported by maintenance personnel or another autonomous vehicle. In one aspect, the remote charging unit 81210 may take the form of a backpack, a carrying case, or have any other suitable transportable configuration. In another aspect, the remote charging unit may be a device that can be mounted to or otherwise attached to another autonomous vehicle 81310 ( Fig.30 ) for transportable units transported through a storage and retrieval system.

[0126] The remote charging unit may include any suitable energy storage unit 81212, such as a battery or a capacitor. The energy storage unit may be rechargeable, so that the remote charging unit 81210 may be reusable. The remote charging unit may include any suitable control mechanism 81214. For example, the control mechanism may allow the operator to start and stop charging and / or automatic start and stop of charging when, for example, it is detected that the remote charging unit is coupled to an autonomous vehicle that requires charging. The remote charging unit may also include one or more connectors 81216 for transmitting energy from the energy storage unit 81212 to the on-board energy-connected light source of at least one vehicle requiring charging. In the case of two connections 81216, simultaneous charging of the vehicle can be performed. In one aspect, the vehicle requiring charging may include a plug or other suitable connector 81218, in which the remote charging unit connector 81216 is docked for energy transmission. In other aspects, such as when the remote charging unit 81210 is carried by another vehicle 81310, the remote charging unit may include a probe 81220 that docks with the connector 81218 of the vehicle requiring charging, so that when the vehicles 110 and 81310 are placed adjacent to each other, the probe is aligned with the socket ( Fig.30 ). The remote charging unit 81210 may be used to charge one or more vehicles (eg, individually or simultaneously) at any location within the storage and retrieval structure or outside the storage and retrieval structure.

[0127] According to one or more aspects of the disclosed embodiment, an automated storage and retrieval system includes at least one autonomous vehicle for transferring payloads within the automated storage and retrieval system, the at least one autonomous vehicle including a communicator; a multi-level storage structure, each level of the storage structure being configured to allow passage of the at least one autonomous vehicle; at least one registration station, which is disposed at a predetermined position on each level of the multi-level storage structure, the at least one registration station being configured to communicate with the communicator to at least receive vehicle identification information; and a controller, which communicates with the at least one registration station, the controller being configured to receive the at least one vehicle identification information and to perform at least one of registering the at least one autonomous vehicle as being on a storage structure level corresponding to a corresponding one of the at least one registration station or deregistering the at least one autonomous vehicle from the automated storage and retrieval system, wherein the controller implements the introduction of the at least one autonomous vehicle into a predetermined vehicle space on the level.

[0128] According to one or more aspects of the disclosed embodiment, the automated storage and retrieval system further comprises at least one vehicle transfer station configured to physically insert or remove the at least one autonomous vehicle to and from each level; wherein each of the at least one vehicle transfer station comprises a respective registration station, the registration station further configured to send position information corresponding to the position of the at least one vehicle relative to a global automated storage and retrieval reference system.

[0129] In accordance with one or more aspects of the disclosed embodiment, the location of each of the at least one registration station within the multi-level storage structure is mapped within a global automated storage and retrieval reference system.

[0130] According to one or more aspects of the disclosed embodiment, the at least one registration station enables autonomous vehicle position determination for allowing an autonomous vehicle lacking vehicle pre-positioning information to operate from a cold start at substantially any location within the multi-level storage structure.

[0131] According to one or more aspects of the disclosed embodiment, the at least one registration station enables updating the position of the registered autonomous vehicle within the multi-level storage structure.

[0132] According to one or more aspects of the disclosed embodiment, the communication includes one or more of a radio frequency identification reader and an optical code reader.

[0133] According to one or more aspects of the disclosed embodiment, an automated storage and retrieval system includes at least one autonomous vehicle for transferring a payload within the automated storage and retrieval system, the at least one autonomous vehicle including a communicator; a multi-level storage structure, each level of the storage structure being configured to allow passage of the at least one autonomous vehicle; and at least one registration station, which is disposed at a predetermined position above each level of the multi-level storage structure relative to a global automated storage and retrieval reference system, the at least one registration station being configured to at least communicate with the communicator to send position information to the at least one vehicle corresponding to the position of the at least one vehicle relative to the global automated storage and retrieval reference system so as to at least achieve vehicle position determination when the at least one vehicle is introduced into the automated storage and retrieval system.

[0134] According to one or more aspects of the disclosed embodiment, the automated storage and retrieval system further comprises at least one vehicle transfer station disposed on at least one level of the storage structure, wherein the at least one vehicle transfer station is configured to physically insert or remove the at least one autonomous vehicle to and from each level; wherein each of the at least one vehicle transfer station comprises respective registration stations.

[0135] According to one or more aspects of the disclosed embodiment, the automated storage and retrieval system further comprises a controller in communication with the at least one registration station; wherein the controller is configured to implement at least one of registering the at least one autonomous vehicle when the at least one vehicle is introduced into the multi-level storage structure and deregistering the at least one autonomous vehicle when the at least one vehicle is extracted from the multi-level storage structure.

[0136] According to one or more aspects of the disclosed embodiment, the at least one registration station enables autonomous vehicle position determination for allowing an autonomous vehicle lacking vehicle pre-positioning information to operate from a cold start at substantially any location within the multi-level storage structure.

[0137] According to one or more aspects of the disclosed embodiment, the at least one registration station enables updating the position of the registered autonomous vehicle within the multi-level storage structure.

[0138] According to one or more aspects of the disclosed embodiment, the communication includes one or more of a radio frequency identification reader and an optical code reader.

[0139] According to one or more aspects of the disclosed embodiment, an automatic registration system for autonomous vehicles is provided. The autonomous registration system includes a vehicle space having a global reference system; at least one registration station disposed at a predetermined position within the vehicle space, the at least one registration station configured to communicate with each autonomous vehicle to receive at least vehicle identification information; and a controller communicating with the at least one registration station, the controller configured to receive at least the vehicle identification information and to register the corresponding autonomous vehicle as at a predetermined position within the vehicle space corresponding to a corresponding one of the at least one registration station or to unregister the corresponding autonomous vehicle from the vehicle space, wherein the controller implements the introduction of the corresponding autonomous vehicle into the vehicle space.

[0140] According to one or more aspects of the disclosed embodiment, the vehicle space is a multi-level storage structure, and the global reference system is a three-dimensional reference system of the multi-level storage structure.

[0141] According to one or more aspects of the disclosed embodiment, the automatic registration system also includes at least one vehicle transfer station, which is configured to physically insert or remove the at least one autonomous vehicle into and from the vehicle space; and wherein each of the at least one vehicle transfer station includes a respective registration station, which is also configured to send position information corresponding to the position of the at least one vehicle relative to the global reference system.

[0142] In accordance with one or more aspects of the disclosed embodiment, the location of each of the at least one registration station within the vehicle space is mapped within a global reference system.

[0143] According to one or more aspects of the disclosed embodiment, the at least one registration station enables autonomous vehicle position determination to allow an autonomous vehicle lacking vehicle pre-positioning information to operate from a cold start at substantially any location within the vehicle space.

[0144] According to one or more aspects of the disclosed embodiment, the at least one registration station enables updating the position of a registered autonomous vehicle within a vehicle space.

[0145] According to one or more aspects of the disclosed embodiment, the at least one registration station is configured to communicate with each autonomous vehicle via at least one of a radio wave receiver and an optical code reader.

[0146] In accordance with one or more aspects of the disclosed embodiments, an automated storage and retrieval system includes at least one autonomous vehicle configured to transport housing units; at least one modular vehicle space in which the at least one autonomous vehicle travels, each of the at least one modular vehicle space including at least one multi-level vertical conveyor that communicates with the at least one autonomous vehicle and is configured to input and remove at least one of the housing units from the modular vehicle space, a storage space that communicates with the at least one autonomous vehicle and is configured to hold housing units, and at least one transfer deck that is configured to allow vehicles to travel between the at least one multi-level vertical conveyor and the storage spaces; and at least one vehicle module connected to the at least one transfer deck, the at least one vehicle module being configured to introduce at least one of the at least one autonomous vehicle into and remove at least one of the housing units from the at least one corresponding modular vehicle space substantially independently of the input and removal of housing units into and from the automated storage and retrieval system.

[0147] According to one or more aspects of the disclosed embodiment, the at least one vehicle module is configured to perform at least one of introduction and removal of the at least one autonomous vehicle into at least one corresponding modular vehicle space substantially independent of housing unit transfer by the at least one autonomous vehicle.

[0148] According to one or more aspects of the disclosed embodiment, the at least one transfer deck includes at least two vertically stacked transfer decks, and the at least one vehicle module is configured to transfer the at least one autonomous vehicle to each of the at least two vertically stacked transfer decks.

[0149] According to one or more aspects of the disclosed embodiment, the at least one transfer deck includes at least two vertically stacked transfer decks, and the at least one vehicle module is configured to transfer the at least one autonomous vehicle between each of the at least two vertically stacked transfer decks while the at least one autonomous vehicle remains within the automated storage and retrieval system.

[0150] According to one or more aspects of the disclosed embodiment, the at least one modular cart space includes at least two modular cart spaces interconnected to form a storage array of an automated storage and retrieval system.

[0151] According to one or more aspects of the disclosed embodiment, at least two modular vehicle spaces are configured to enable the at least one autonomous vehicle to travel between the at least two modular vehicle spaces. In one aspect, the at least one vehicle module enables the at least one autonomous vehicle to travel between the at least two modular vehicle spaces.

[0152] According to one or more aspects of the disclosed embodiment, the at least one vehicle module includes an identification system configured to enable registration and deregistration of the at least one autonomous vehicle upon respective loading and unloading of each autonomous vehicle into the automated storage and retrieval system.

[0153] According to one or more aspects of the disclosed embodiment, each transfer deck includes at least one vehicle platform positioned to dock with each vehicle module. In one aspect, the at least one vehicle platform includes a movable barrier between the at least one vehicle platform and each vehicle module.

[0154] In accordance with one or more aspects of the disclosed embodiment, the at least one vehicle module enables vehicle load balancing between storage levels of the automated storage and retrieval system.

[0155] In accordance with one or more aspects of the disclosed embodiment, the at least one modular vehicle space is configured to isolate the at least one automated vehicle within the automated storage and retrieval system.

[0156] According to one or more aspects of the disclosed embodiment, a method for balancing workload in an automated storage and retrieval system having multiple storage levels and at least one autonomous vehicle is provided. The method includes providing at least one vehicle module, the at least one vehicle module communicating with each storage level; and using the at least one vehicle module to transport at least one autonomous vehicle to carry out at least one of introducing and removing the at least one autonomous vehicle at a predetermined storage level to achieve at least one of vehicle load balancing and workload balancing between storage levels.

[0157] According to one or more aspects of the disclosed embodiment, the at least one autonomous vehicle is introduced into the predetermined storage level from another one of the plurality of storage levels.

[0158] In accordance with one or more aspects of the disclosed embodiment, the at least one autonomous vehicle is introduced to the predetermined storage level from outside the automated storage and retrieval system.

[0159] In accordance with one or more aspects of the disclosed embodiment, the at least one autonomous vehicle is removed from the predetermined storage tier and transferred to another one of the plurality of storage tiers using the at least one vehicle module.

[0160] According to one or more aspects of the disclosed embodiment, the at least one autonomous vehicle is removed from the predetermined storage level and transferred outside the automated storage and retrieval system with the at least one vehicle module.

[0161] According to one or more aspects of the disclosed embodiment, the method further includes at least one of registering and deregistering the at least one autonomous vehicle upon respective introduction and removal of each autonomous vehicle at the predetermined storage level.

[0162] According to one or more aspects of the disclosed embodiment, an automated storage and retrieval system is provided. The automated storage and retrieval system comprises

[0163] An autonomous vehicle; and a multi-level rack structure. The multi-level rack structure includes columns connected by rail beams spanning between the columns. The rail beams define storage and transport levels and provide a running surface for the autonomous vehicle. The rail beams include integral fatigue-resistant vehicle position apertures.

[0164] According to one or more aspects of the disclosed embodiment, the autonomous vehicle includes a sensor for detecting a small hole in the vehicle position.

[0165] In accordance with one or more aspects of the disclosed embodiment, a track cross member includes a fatigue resistant connection for coupling the track cross member to a post.

[0166] According to one or more aspects of the disclosed embodiments, an automated storage and retrieval system with an autonomous vehicle is provided. The automated storage and retrieval system includes a first automated storage and retrieval section having structural dynamic properties and a first vehicle support surface on which the autonomous vehicle travels; a second automated storage and retrieval section having structural dynamic properties and a second vehicle support surface on which the autonomous vehicle travels; and a release interface disposed between the first and second vehicle support surfaces. The release interface is configured to allow relative movement between the first and second vehicle support surfaces and to provide an interface support surface on which the autonomous vehicle travels, the interface support surface extending between the first and second vehicle support surfaces.

[0167] According to one or more aspects of the disclosed embodiment, the release interface includes an interface portion connected to one of the first and second vehicle support surfaces; and at least one movable plate, which is movably connected to the other of the first or second vehicle support surfaces, the at least one movable plate and the interface portion being configured to releasably engage with each other to provide an interface support surface. In other aspects, the interface portion includes a first finger formed integrally with the first or second vehicle support surface, and the at least one movable plate includes a second finger interlaced with the first finger. In other aspects, the first vehicle support surface includes at least one vehicle guide rail of a vertical lift module, and the second vehicle support surface includes a transfer deck surface. In another aspect, the interface portion includes two interface portions, and the at least one movable plate includes a movable plate for releasably engaging a corresponding one of the two interface portions. In another aspect, the interface portion includes two interface portions, and the at least one movable plate includes a single plate for releasably engaging the two interface portions. In another aspect, the at least one movable plate is movably coupled to the other of the first or second vehicle support surfaces by coupling with at least two degrees of freedom.

[0168] According to one or more aspects of the disclosed embodiment, the automated storage and retrieval system includes at least one vertical lift module; and a transfer deck in communication with the at least one vertical lift module; wherein the first automated storage and retrieval section includes the at least one vertical lift module, and the second automated storage and retrieval section includes the transfer deck. On the other hand, wherein the at least one vertical lift module includes a frame, a vehicle rail, and an adjustable rail mount coupling the vehicle rail to the frame. In one aspect, the adjustable rail mount is configured to provide adjustment in three degrees of freedom. On the other hand, the at least one vertical lift module includes a vehicle charging station including compliance contacts configured to engage the autonomous vehicle.

[0169] According to one or more aspects of the disclosed embodiment, the structural dynamic properties of the first automated storage and retrieval section are different from the structural dynamic properties of the second automated storage and retrieval section.

[0170] According to one or more aspects of the disclosed embodiments, an automated storage and retrieval system with an autonomous vehicle is provided. The automated storage and retrieval system includes at least one vertical lift module having at least one travel surface on which the autonomous vehicle travels; a transfer deck in communication with the at least one vertical lift module, the transfer deck including a transfer deck surface in the form of an autonomous vehicle on it; and a release interface that releasably connects the at least one travel surface and the transfer deck surface, the release interface forming an autonomous vehicle travel surface extending between the at least one travel surface and the transfer deck surface.

[0171] In accordance with one or more aspects of the disclosed embodiment, the at least one vertical lift module includes a frame and a rail mount configured to couple the at least one travel surface to the frame.

[0172] According to one or more aspects of the disclosed embodiment, the at least one vertical lift module includes a vehicle charging station including compliance contacts configured to engage the autonomous vehicle.

[0173] According to one or more aspects of the disclosed embodiment, the release interface includes an interface portion connected to one of the at least one travel surface and the transfer deck surface; and at least one movable plate, which is movably connected to the other of the at least one travel surface or the transfer deck surface, the at least one movable plate and the interface portion are configured to releasably engage with each other and provide an autonomous vehicle travel surface. On the other hand, the interface portion indicates a first finger formed integrally with the at least one travel surface or the transfer deck surface, and the at least one movable plate includes a second finger interlaced with the first finger. On the other hand, the interface portion includes two interface portions, and the at least one movable plate includes a movable plate for releasably engaging a corresponding one of the two interface portions. On the other hand, the interface portion includes two interface portions, and the at least one movable plate includes a single plate for releasably engaging the two interface portions. On the other hand, the at least one movable plate is movably coupled to the other of the at least one travel surface or the transfer deck surface by coupling with at least two degrees of freedom.

[0174] According to one or more aspects of the disclosed embodiment, a charging system for an autonomous vehicle includes a charging surface having contacts for docking with the autonomous vehicle, a vehicle power source for the autonomous vehicle, and circuitry operated by the autonomous vehicle to control charging of the vehicle power source.

[0175] According to one or more aspects of the disclosed embodiment, the output of the charging surface is enabled when the vehicle docks and undocking stations are accessed.

[0176] According to one or more aspects of the disclosed embodiment, the charging system includes one or more charging stations, each of which includes a charging interface, and vehicle access to the charging station is decoupled from or independent of the charging station status.

[0177] According to one or more aspects of the disclosed embodiment, the charging system includes a charging source connected to a charging surface, the charging source being configured to switch between one or more of a constant current output mode, a constant voltage output mode, or a constant power output mode, and the switching between the different output modes can be automatically implemented by the charging source and by one or more of commands received from a circuit operated by an autonomous vehicle.

[0178] According to one or more aspects of the disclosed embodiment, circuitry operated by an autonomous vehicle is configured to control an output of a charging surface to enable charging of a vehicle unit independent of charging surface status when the autonomous vehicle accesses and deaccesses a docking point.

[0179] According to one or more aspects of the disclosed embodiment, the charging surface is disposed at a charging location, and circuitry operated by the autonomous vehicle is configured to cause an output of the charging interface to change between safe and unsafe states to enable hot-swap entry and exit of the autonomous vehicle relative to the charging location.

[0180] In accordance with one or more aspects of the disclosed embodiments, a charging system for an autonomous vehicle is part of a storage and retrieval system.

[0181] According to one or more aspects of the disclosed embodiments, a charging system for an autonomous vehicle includes one or more charging stations configured to engage the autonomous vehicle, each of the charging stations including a charging source; and a power source for the autonomous vehicle, wherein access of the autonomous vehicle to the charging station is decoupled from or independent of a state of the charging station.

[0182] According to one or more aspects of the disclosed embodiment, when the vehicle accesses and de-accesses each charging station, the output of the charging source is enabled.

[0183] According to one or more aspects of the disclosed embodiment, the charging source is configured to switch between one or more of a constant current output mode, a constant voltage output mode, and a constant power output mode.

[0184] According to one or more aspects of the disclosed embodiment, switching between different output modes may be automatically achieved by one or more of the charging source and by commands received from the circuit operated by the autonomous vehicle. According to one or more aspects of the disclosed embodiment, the charging system also includes a circuit onboard and operated by the autonomous vehicle, the circuit being configured to control the output terminals of the one or more charging stations to achieve charging of the power source when the autonomous vehicle accesses and de-accesses the docking point, independent of the state of the charging station.

[0185] According to one or more aspects of the disclosed embodiments, a charging system for an autonomous vehicle includes a charging station having contacts configured to engage the autonomous vehicle, a power source for the autonomous vehicle, and a circuit operated by the autonomous vehicle, the circuit being configured to cause an output of the charging station to change between safe and unsafe states to enable hot-swap entry and exit of the autonomous vehicle relative to the charging station.

[0186] According to one or more aspects of the disclosed embodiment, an output of the charging station is enabled when a vehicle accesses and de-accesses a docking station.

[0187] According to one or more aspects of the disclosed embodiment, the charging source is configured to switch between one or more of a constant current output mode, a constant voltage output mode, and a constant power output mode.

[0188] According to one or more aspects of the disclosed embodiments, switching between different output modes may be automatically accomplished by one or more of a charging source and by commands received from circuitry operated by an autonomous vehicle. According to one or more aspects of the disclosed embodiments, a charging system for an autonomous vehicle includes a system controller and a charging station having one or more charging surfaces configured to engage the autonomous vehicle for charging, wherein access to the charging station is under control of the autonomous vehicle and independent of the system controller.

[0189] In accordance with one or more aspects of the disclosed embodiment, the output of the charging surface is activated when the autonomous vehicle docks and undocking stations are accessed.

[0190] According to one or more aspects of the disclosed embodiment, access to a charging station is independent of communications between the autonomous vehicle and the system controller.

[0191] It should be understood that the foregoing description merely illustrates aspects of the disclosed embodiments. Various substitutions and modifications may be devised by those skilled in the art without departing from the aspects of the disclosed embodiments. Therefore, the aspects of the disclosed embodiments are intended to encompass all such substitutions, modifications, and variations that fall within the scope of the appended claims. Furthermore, the mere fact that different features are recited in mutually different dependent or independent claims does not indicate that a combination of these features cannot be advantageously utilized, and such combinations remain within the scope of the various aspects of the present invention.

Claims

1. A charging system for an autonomous vehicle, the charging system comprising: a charging station having a charging interface with a connection point for docking with the autonomous vehicle; a vehicle power supply for the autonomous vehicle; as well as A circuit operated by the autonomous vehicle is used to control an operating charging mode of the charging interface to enable charging of the vehicle power supply, wherein the operating charging mode is selected from a plurality of operating charging modes, wherein the circuit operated by the autonomous vehicle is configured to control the output of the charging interface without forming a control loop with the charging station. 2 . The charging system according to claim 1 , wherein the output end of the charging interface is enabled when the autonomous vehicle connects to and disconnects from the connection point.

3. The charging system of claim 1 , further comprising one or more charging stations, each of which comprises a charging interface, and wherein the autonomous vehicle's access to the charging station is decoupled from or independent of a charging station status.

4. The charging system of claim 1 , further comprising a charging source connected to the charging interface, the charging source being configured to switch between one or more of a constant current output mode, a constant voltage output mode, and a constant power output mode.

5. The charging system of claim 4, wherein switching between different output modes is automatically effectuated by one or more of a charging source and by commands received from circuitry operated by the autonomous vehicle.

6. The charging system of claim 1 , wherein the circuitry operated by the autonomous vehicle is configured to control the output of the charging interface to enable charging of the vehicle power source independent of the state of the charging interface when the autonomous vehicle engages and disengages the connection point.

7. The charging system of claim 1 , wherein the charging interface is disposed at a charging location, and the circuitry operated by the autonomous vehicle is configured to cause an output of the charging interface to change between safe and unsafe states to enable hot-swap entry and exit of the autonomous vehicle relative to the charging location.

8. The charging system of claim 1, wherein the charging system for an autonomous vehicle is part of a storage and retrieval system.

9. A charging system for an autonomous vehicle in a cargo warehouse, the charging system comprising: one or more charging stations configured to engage the autonomous vehicle, each of the charging stations comprising a charging source; and a vehicle power supply for the autonomous vehicle; The entry of the autonomous vehicle into the charging station is performed under the control of the autonomous vehicle and is independent of the cargo warehouse system controller and has nothing to do with the output status of the charging station.

10. The charging system according to claim 9, wherein: When the autonomous vehicle accesses and disconnects from each charging station, the output end of the charging source is enabled.

11. The charging system of claim 9, wherein the charging source is configured to switch between one or more of a constant current output mode, a constant voltage output mode, and a constant power output mode.

12. The charging system of claim 11, further comprising circuitry operated by the autonomous vehicle, wherein switching between different output modes is automatically accomplished by one or more of the charging source and by commands received from the circuitry operated by the autonomous vehicle.

13. The charging system of claim 9, further comprising a circuit operated by the autonomous vehicle, the circuit being configured to control the output of the one or more charging stations to enable charging of the vehicle power source independent of the state of the charging station when the autonomous vehicle engages and disengages the connection points of the charging station.

14. A charging system for an autonomous vehicle, the charging system comprising: a charging station having contacts configured to engage the autonomous vehicle; a vehicle power supply for the autonomous vehicle; as well as A circuit operated by the autonomous vehicle, the circuit being configured to cause an output of the charging station to change between safe and unsafe states without forming a control loop with the charging station, wherein contacts of the charging station are energized in both the safe and unsafe states to enable hot-swap entry and exit of the autonomous vehicle relative to the charging station to transition from an unsafe state to a safe state when the contacts are energized.

15. The charging system of claim 14, wherein the output of the charging station is enabled when the autonomous vehicle engages and disengages the connection point. 16 . The charging system of claim 14 , wherein the charging station comprises a charging source configured to switch between one or more of a constant current output mode, a constant voltage output mode, and a constant power output mode.

17. The charging system of claim 16, wherein switching between different output modes is automatically effectuated by one or more of a charging source and by commands received from circuitry operated by the autonomous vehicle.

18. A charging system for an autonomous vehicle in a warehouse storage and retrieval system, the charging system comprising: warehouse storage and retrieval system controllers; as well as a charging station having one or more charging interfaces, configured to engage the autonomous vehicle for charging, the charging station being connected to the warehouse storage and retrieval system controller; Wherein access of the autonomous vehicle to the charging station is performed under the control of the autonomous vehicle and is independent of the warehouse storage and retrieval system controller.

19. The charging system of claim 18, wherein the output end of the charging interface is energized when the autonomous vehicle is connected to and disconnected from the connection point of the charging station.

20. The charging system of claim 18, wherein access of the autonomous vehicle to the charging station is independent of communications between the autonomous vehicle and the warehouse storage and retrieval system controller.

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