System, method, and master control system for handling a malfunctioning vehicle in an automated storage and retrieval system including an orbital system

Abstract

The present invention relates to an automated storage and retrieval system (1) comprising an orbital system (108, 308) having vertical rails in the X and Y directions, wherein the storage and retrieval system (1) comprises: - a plurality of remotely controlled container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on the orbital system (108, 308); and - a main control system (109) communicating with the plurality of remotely controlled container handling vehicles (230, 330, 240, 340, 250, 350) using a first communication system, wherein the main control system (109) monitors and controls the movement of the plurality of container handling vehicles (230, 330, 240, 340, 250, 350) via the first communication system; - at least one service vehicle capable of moving on the orbital system (108, 308), wherein the at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area (160) outside the orbital system where the remotely controlled container handling vehicles (230, 330, 240, 340, 250, 350) operate; wherein the system further comprises: - a secondary control system using a second communication system, wherein the second communication system is independent of the main communication system, and wherein the secondary control system communicates with at least one service vehicle on the orbital system in order to monitor and control the movement of the at least one service vehicle. The present invention also relates to a method of operating an automated storage and retrieval system and a main control system.

Description

Technical Field

[0001] The present invention relates to a method for handling a fault vehicle on a rail system, the rail system forming part of a storage and retrieval system configured to store a plurality of stacks of storage containers, a storage and retrieval system and a control system for performing the method, and a main control system for an automated storage and retrieval system. Background Art

[0002] Figure 1A A typical prior art automated storage and retrieval system 1 with a frame structure 100 is disclosed.

[0003] The frame structure 100 includes a plurality of upright members 102 and optionally a plurality of horizontal members 103 that support the upright members 102. The members 102, 103 can typically be made of metal, such as extruded aluminum profiles.

[0004] The frame structure 100 defines a storage grid 104 that includes storage columns 105 arranged in rows, where the storage columns 105 store containers 106 (also called bins) stacked on top of one another to form a stack 107.

[0005] Each storage container 106 can typically hold a plurality of product items (not shown), and the product items within the storage container 106 can be the same or can be different product types, depending on the application.

[0006] The storage grid 104 prevents horizontal movement of the storage containers 106 in the stack 107 and guides the vertical movement of the storage containers 106, but generally does not otherwise support the storage containers 106 when stacked.

[0007] The automated storage and retrieval system 1 includes a rail system 108 arranged in a grid pattern on top of the storage grid 104, on which a plurality of container handling vehicles 250 (as illustrated in Figure 1C ) operate to lift storage containers 106 from the storage columns 105 and lower the storage containers 106 into the storage columns 105, and also to transport the storage containers 106 above the storage columns 105. The horizontal extent of one of the grid cells 122 that makes up the grid pattern is marked by a thick line in Figure 1A .

[0008] The track system 108 includes a first set of parallel tracks 110 which are arranged to guide the container handling vehicle 250 to move along a first direction X across the top of the frame structure 100; and a second set of parallel tracks 111 arranged perpendicular to the first set of tracks 110 to guide the container handling vehicle 250 to move in a second direction Y perpendicular to the first direction X. In this way, the track system 108 defines grid columns above which the container handling vehicle 250 can move laterally above the storage columns 105, that is, move in a plane parallel to the horizontal X-Y plane.

[0009] The track system 108 can be a single-track system or a double-track system, as Figure 1B shown. The latter track structure allows the container handling vehicle 250 having an occupied area roughly corresponding to the lateral area defined by the grid cell 122 to travel along a row of grid columns even if another container handling vehicle 250 is located above the grid cell adjacent to that row. Both the single-track and double-track systems, or a combination including single-track and double-track arrangements in the single-track system 108, form a grid pattern in the horizontal plane P including a plurality of rectangular and uniform grid positions or grid cells 122, wherein each grid cell 122 includes a grid opening 115 which is defined by a pair of adjacent tracks 110a, 110b of the first set of tracks 110 and a pair of adjacent tracks 111a, 111b of the second set of tracks 111.

[0010] Therefore, the tracks 110a and 110b form a pair of tracks defining a row of parallel grid cells traveling in the X direction, and the tracks 111a and 111b form a pair of tracks defining a row of parallel grid cells traveling in the Y direction.

[0011] As Figure 1B shown, each grid cell 122 (indicated by the dashed box) has a width Wc which is typically in the interval of 30 to 150 centimeters, and a length Lc which is typically in the interval of 50 to 200 centimeters. Each grid opening 115 has a width Wo and a length Lo which are typically 2 to 10 centimeters smaller than the width Wc and the length Lc of the grid cell 122.

[0012] Figure 1C Disclosed is an operation Figure 1A of the prior art container handling vehicle 250 of the system 1 disclosed in

[0013] Each prior art container handling vehicle 250 also includes a lifting device (not shown) for vertically transporting the storage container 106, such as raising the storage container 106 from the storage row 105 and lowering the storage container 106 into the storage row 105. The lifting device may include one or more clamping / engaging devices adapted to engage the storage container 106, and the clamping / engaging device can be lowered from the vehicle 250 so that the position of the clamping / engaging device relative to the vehicle can be adjusted in a third direction Z orthogonal to the first direction X and the second direction Y.

[0014] Conventionally, and also for the purposes of the present application, Z = 1 represents the uppermost layer of the grid 4, i.e., the layer immediately below the track system 108, Z = 2 represents the second layer below the track system 108, Z = 3 represents the third layer, and so on. In Figure 1A In the exemplary prior art grid 4 disclosed in, Z = 8 represents the lowermost layer of the grid 104. Thus, by way of example and using the Cartesian coordinate system X, Y, Z indicated in Figure 1A in, the storage container identified as 106' in Figure 1A can be considered to occupy the grid position or cell X = 10, Y = 2, Z = 3. It can be considered that the container handling vehicle 250 travels in the layer Z = 0, and each grid column can be identified by its X and Y coordinates.

[0015] Each container handling vehicle 250 includes a storage chamber or space (not shown) for accommodating and storing the storage container 106 when transporting the storage container 106 on the track system 108. The storage space may include a cavity arranged in the center of the vehicle body 252, as described, for example, in WO2014 / 090684A1, the content of which is incorporated herein by reference.

[0016] The container handling vehicle 250 may have a footprint, i.e., the extent in the X and Y directions, which is typically equal to the lateral extent of the grid cell 122, i.e., the extent of the grid cell 122 in the X and Y directions, as described, for example, in WO2015 / 193278A1, the content of which is incorporated herein by reference. The term "lateral" used herein may refer to "horizontal".

[0017] Alternatively, the container handling vehicle may have a footprint greater than the lateral extent of the grid column 105 (defining the lateral area), as disclosed, for example, in WO2014 / 090684A1.

[0018] In the X and Y directions, adjacent grid cells are arranged in contact with each other such that there is no space between them.

[0019] In the storage grid 104, most of the grid columns are storage columns 105, that is, the storage containers 106 are stored as grid columns 105 in the stack 107. However, the grid 104 typically has at least one grid column that is not used to store the storage containers 106, but which includes locations where the container handling vehicle 250 can unload and / or pick up the storage containers 106 so that they can be transported to access the storage containers 106 from outside the grid 104 or to remove them from the grid 104 or move them into a second location (not shown) of the grid 104. In the art, such locations are typically referred to as "ports", and the grid column in which the port is located can be referred to as a "transfer column" 119, 120. The unloading and picking-up ports of the container handling vehicle are referred to as the "upper ports of the transfer column" 119, 120. And the other end of the transfer column is referred to as the "lower port of the transfer column".

[0020] Figure 1A The storage grid 104 therein includes two transfer columns 119 and 120. For example, the first transfer column 119 may include a dedicated unloading port where the container handling vehicle 250 can unload the storage containers 106 to be transported through the transfer column 119 and further transported to an access or transfer station, and the second transfer column 200 may include a dedicated picking-up port where the container handling vehicle 250 can pick up the storage containers 106 that have been transported through the transfer column 200 from an access or transfer station. Each port of the first and second transfer columns may include ports suitable for picking up and unloading storage containers.

[0021] The second location can typically be a picking or storage station where products are removed from or placed into the storage containers 106. In the picking or storage station, the storage containers 106 are typically not removed from the automated storage and retrieval system 1, but are returned to the storage grid 104 once accessed. In order to move the storage containers in or out of the storage grid 104, lower ports are also provided in the transfer column, such lower ports are used, for example, to transfer the storage containers 106 to another storage facility (e.g., to another storage grid), directly to a transportation vehicle (e.g., a train or a truck) or to a production facility.

[0022] The transfer system can also be arranged to transfer storage containers between different storage grids, for example, as described in WO2014 / 075937A1, the content of which is incorporated herein by reference.

[0023] When it is necessary to access the storage in Figure 1AWhen retrieving the storage container 106 in the storage grid 104 disclosed in the [reference], a container handling vehicle 250 will be instructed to retrieve the target storage container 106 from the position of the target storage container 106 in the grid 104 and transport it to or through the transfer column 119. This operation involves moving the container handling vehicle 250 to the grid position above the storage column 105 where the target storage container 106 is located, using the lifting device (not shown) of the container handling vehicle to retrieve the storage container 106 from the storage column 105, and transporting the storage container 106 to the first transfer column 119. If the target storage container 106 is deep in the stack 107, i.e., one or more other storage containers are located above the target storage container 106, this operation also involves temporarily moving the storage containers placed above before lifting the target storage container 106 from the storage column 105. This step is sometimes referred to as "digging" in the art, and this step can be used by the same container handling vehicle 250 that will subsequently transport the target storage container 106 to the transfer column, or one or more other cooperative container handling vehicles 250. Alternatively or additionally, the automated storage and retrieval system 1 may have a container handling vehicle dedicated to the task of temporarily removing the storage container 106 from the storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage container can be repositioned back into the original storage column 105. However, the removed storage container can alternatively be relocated to another storage column 105.

[0024] When storing the storage container 106 in the grid 104, one of the container handling vehicles 250 is instructed to pick up the storage container 106 from the transfer column 120 and transport the storage container to the grid position above the storage column 105 where it is to be stored. After removing any storage containers located at or above the target position within the storage column stack 107, the container handling vehicle 250 positions the storage container 106 at the desired location. Then, the removed storage container can be lowered back into the storage column 105, or repositioned into another storage column 105.

[0025] To monitor and control the automated storage and retrieval system 1 so that the desired storage container 106 is transferred to the desired location at the desired time without causing the container handling vehicles 250 to collide with each other, the automated storage and retrieval system 1 includes a control system 109, which is typically computerized and includes a database for monitoring and controlling, for example, the position of each storage container 106 within the storage grid 104, the content of each storage container 106, and the movement of the container handling vehicles 250.

[0026] A problem associated with the known automated storage and retrieval system 1 is that it is challenging for personnel to enter the track system 108 to perform inspections, or perform maintenance, or remove a malfunctioning container handling vehicle 250.

[0027] Another important issue for maintaining or removing a malfunctioning vehicle 250 is that a complete shutdown of System 1 is required to allow personnel to enter with a low or zero risk of injury. Especially for large System 1s, such as those with more than 500 vehicles operating simultaneously, a complete shutdown is highly undesirable due to the significant costs for the operator.

[0028] The prior art includes WO2015 / 140216A1, which discloses a service robot operating under the same control system as a container robot. WO2015 / 140216A1 discloses a service vehicle for cleaning grids and inspecting grids. The service vehicle is provided with a releasable latch mechanism for docking with a malfunctioning container handling vehicle. In addition, the disclosure suggests that the service vehicle can be provided with a seat for carrying a user to perform inspections and maintenance. Such a personnel-carrying service vehicle can be manually operated by the user or, alternatively, remotely controlled by the control system.

[0029] To perform these operations safely, all container handling vehicles on the grid must be stopped before allowing the user to enter. The larger the grid and the greater the number of robotic load handlers in use, the higher the likelihood of malfunctions and the greater the consequences of each malfunction due to the number of units that must be stopped.

[0030] The object of the present invention is to provide a malfunctioning container handling vehicle without shutting down the system. Summary of the Invention

[0031] The present invention is set forth and characterized in the independent claims, while the dependent claims describe other features of the invention.

[0032] An automated storage and retrieval system is described, including an orbital system with vertical rails in the X and Y directions, wherein the storage and retrieval system includes:

[0033] - a plurality of remotely controlled container handling vehicles configured to move laterally on the orbital system; and

[0034] - a main control system that communicates with the plurality of remotely controlled container handling vehicles using a first communication system, wherein the main control system monitors and controls the movement of the plurality of container handling vehicles via the first communication system;

[0035] - at least one service vehicle capable of moving on the orbital system, wherein the at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area outside the orbital system on which the remotely controlled container handling vehicle operates;

[0036] wherein the system further includes:

[0037] - A secondary control system using a second communication system, where the second communication system is independent of the primary communication system, and where the secondary control system communicates with at least one service vehicle on the track system to monitor and control the movement of at least one service vehicle.

[0038] Thus, the primary control system can monitor and control the movement of multiple container handling vehicles via the first communication system.

[0039] Thus, the secondary control system can monitor and control the movement of at least one service vehicle via the second communication system.

[0040] The term independent, i.e., the second communication system is independent of the first communication system, should be understood to mean that the two communication systems cannot interfere with each other. However, the primary control system and the secondary control system can operate under the same master controller.

[0041] Both the first communication system and the second communication system are preferably operated using wireless communication.

[0042] In one aspect, the primary control system can be configured to perform at least the following steps via wireless data communication:

[0043] A. Determine that the operating condition of a vehicle on the track system is abnormal,

[0044] B. Register the vehicle with an abnormal operating condition as a faulty vehicle,

[0045] C. Register the position of the faulty vehicle relative to the supporting track system.

[0046] The faulty vehicle can be a partially faulty vehicle or a vehicle that is not operating at all. For example, a vehicle that is not operating at all may have completely stopped and / or the communication with the first communication system may have been interrupted for some reason.

[0047] The primary control system is further configured to perform:

[0048] D. Set a two-dimensional restricted area extending from the faulty vehicle to the position of the service vehicle.

[0049] The restricted area can be set along the shortest route to the faulty vehicle. Alternatively, the restricted area may not be the shortest route but is selected based on other parameters. For example, the restricted area can be along the perimeter of the track system, e.g., to maintain as large and as effective a working area as possible for the vehicles to operate in. In other words, the restricted area may occupy a larger overall area of the working area but may still result in a more efficient operation.

[0050] The primary control system can further be configured to perform:

[0051] E. Update the movement patterns of multiple remote control vehicles by instructing any remote control vehicle located within a two-dimensional restricted area to move outside the two-dimensional restricted area and preventing any remaining remote control vehicles from entering the two-dimensional restricted area.

[0052] Thus, when the main control system updates the movement pattern and sets the restricted area, the remote control vehicles currently within the restricted area are routed to positions outside the restricted area. This rerouting of the remote control vehicles ensures that the remote control vehicles do not pose an obstacle to the service vehicle. It also allows these remote control vehicles to perform container handling operations during the period when the restricted area is in effect. In other words, any remote control vehicle currently in a grid cell that will form part of the restricted area is rerouted to a grid cell outside the planned restricted area. Therefore, it is necessary to identify and move the remote control vehicles before the occupied cells form part of the planned restricted area.

[0053] When the main control system has performed the above steps, the secondary control system can be configured to perform at least the following steps via wireless data communication:

[0054] F. Operate at least one service vehicle to move along the restricted area from an initial position to a position beside the faulty vehicle.

[0055] The first communication system and the second communication system can be the same communication system or different communication systems. Such communication systems can include WiFi, light (e.g., LiFi), etc.

[0056] The first communication system and the second communication system can operate at different frequencies.

[0057] The first communication system and the second communication system can have different encoding and decoding processes.

[0058] For example, the first communication system is Wireless Fidelity (WiFi), and the second communication system is Light Fidelity (LiFi).

[0059] The second communication system can be operated automatically or manually. In the case of manual operation, the operator can use a remote control or the like to remotely control the service vehicle along the restricted area.

[0060] The service vehicle can include wheels that are guided to move in the X and Y directions along a track.

[0061] The service vehicle can include crawler tracks for moving on the top surface of the track system in the X and Y directions independent of the track system.

[0062] The initial position of the service vehicle can be located in a service area outside the track system on which the remote control vehicles operate.

[0063] If the service vehicle includes wheels, the service area preferably includes tracks connected to the track system.

[0064] In one embodiment, the track system is located at the top layer of the storage grid.

[0065] In one embodiment, the track system is a conveyor track system.

[0066] A method for handling a malfunctioning vehicle on a track system is also described, wherein the storage and retrieval system includes:

[0067] - A plurality of remotely controlled container handling vehicles configured to move laterally on the track system; and

[0068] - A main control system that wirelessly communicates with the plurality of vehicles using a first communication system, wherein the main control system monitors and controls the movement of the plurality of container handling vehicles via the first communication system;

[0069] - At least one service vehicle located at an initial position, wherein the service vehicle is capable of moving on the track system, and wherein at least one service vehicle is configured to take the malfunctioning remotely controlled container handling vehicle to a service area outside the track system on which the remotely controlled container handling vehicle operates;

[0070] - A secondary control system that wirelessly communicates with at least one service vehicle on the track system using a second communication system independent of the main control system, and wherein the secondary control system monitors and controls the movement of at least one service vehicle; The main control system performs at least the following steps:

[0071] A. Determine that the operating condition of the vehicle on the track system is abnormal,

[0072] B. Register the vehicle with an abnormal operating condition as a malfunctioning vehicle,

[0073] C. Register the position of the malfunctioning vehicle relative to the supporting track system.

[0074] The method may further include using the main control system to perform:

[0075] D. Set a two-dimensional restricted area extending from the malfunctioning vehicle to the position of the service vehicle.

[0076] The method may further include using the main control system to perform:

[0077] E. Update the movement patterns of the plurality of remotely controlled vehicles outside the two-dimensional restricted area to avoid entering the two-dimensional restricted area.

[0078] The method may further include: when the main control system has performed the above steps, the secondary control system performs at least the following steps via wireless data communication:

[0079] F. Operate at least one service vehicle to move along the restricted area from its initial position to the position where the malfunctioning vehicle has stopped.

[0080] Also described is a main control system for an automated storage and retrieval system, the automated storage and retrieval system comprising:

[0081] - A rail system having horizontal slide rails extending in vertical X and Y directions;

[0082] - A plurality of remotely controlled container handling vehicles configured to operate on the rail system;

[0083] - A service vehicle; and

[0084] - A secondary control system for the service vehicle, wherein the secondary control system communicates with at least one service vehicle on the rail system to monitor and control the movement of the at least one service vehicle, and wherein the at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area outside the rail system on which the remotely controlled container handling vehicle operates,

[0085] wherein the main control system is configured to move a plurality of remotely controlled vehicles through a work area of the rail system, the main control system is further configured to detect whether a remotely controlled vehicle malfunctions, and if a malfunction occurs, the main control system may be configured to:

[0086] - Reconfigure the work area to demarcate a restricted area that demarcates the area containing the malfunctioning rail system remotely controlled vehicle and provides a path for the service vehicle to reach the malfunctioning remotely controlled vehicle;

[0087] - Change the routes of other remotely controlled vehicles operating in the restricted area and the reconfigured work area to avoid the area demarcated by the restricted area of the rail system; and

[0088] - Transfer control of the area within the restricted area of the rail system to the secondary control system.

[0089] In one aspect, the above-described automated storage and retrieval system includes the main control system described latter.

[0090] Once the service vehicle has moved out of the restricted area of the rail system, the main control system may be configured to:

[0091] - Recover control of the area of the restricted area of the rail system from the secondary control system;

[0092] - Reconfigure the work area to include the area of the rail system that was previously within the restricted area; and

[0093] - Change the routes of the remotely controlled vehicles to account for the increased work area and include the area of the rail system that was previously within the restricted area as part of the work area. Description of the Drawings

[0094] The accompanying drawings are attached to facilitate understanding of the present invention:

[0095] Figures 1A - 1C is a perspective view of an existing - technology automated storage and retrieval system, where Figure 1A shows the complete system, Figure 1B shows a top - view of an existing - technology double - track grid, and Figure 1C shows an example of an existing - technology container handling vehicle operable by the system;

[0096] Figure 2 is a schematic top - view of an automated storage and retrieval system according to the present invention, where the system is divided into three subsystems by a physical barrier;

[0097] Figure 3A and Figure 3B is a perspective view of an exemplary automated storage and retrieval system according to the present invention, where Figure 3A shows a part of the system having a conveyor track system, where a container conveyor vehicle runs below the track system of the container handling vehicle, and Figure 3B shows an example of the container conveyor vehicle having a storage container stored therein;

[0098] Figure 4 shows a flowchart of operations when the operating condition of the vehicle is registered as abnormal;

[0099] Figures 5A - 5F shows an example of the operation sequence when registered as a vehicle failure (i.e., the operating condition of the vehicle is abnormal), and how to set a restricted area on the track system, and the relationship between a first communication system for operating the vehicle and a second communication system for operating a service vehicle, so that the service vehicle moves along the restricted area from the service area to pick up the faulty vehicle and transport it to the service area;

[0100] Figure 6A and Figure 6B is a perspective view of a ride - on service vehicle adapted to operate on the track system of an automated storage and retrieval system, where Figure 6A shows the service vehicle having two sets of wheels configured to follow the track in the X and Y directions, and Figure 6B shows the service vehicle having track belts configured to travel above the top of the track system;

[0101] Figures 7A - 7C is a perspective side - view of a service vehicle configured to be remotely controlled;

[0102] Figures 8A - 8C is Figures 7A - 7C a perspective side - view of the service vehicle of Figure 8A where it shows the service vehicle approaching the container handling vehicle to be serviced, Figure 8BShows a service vehicle partially surrounding a container handling vehicle, and Figure 8C Shows a service vehicle using its handling mechanism to grip a container handling vehicle;

[0103] Figure 9A And Figure 9B Is Figures 7A - 7C And Figures 8A - 8C A perspective side view of the service vehicle, where Figure 9A And Figure 9B Respectively show the service vehicle in an operating position where it is in contact with the track system of the container handling vehicle and a transport position where the container handling vehicle is raised above the track system;

[0104] Figure 10 Shows a perspective view looking up from beneath an exemplary service vehicle;

[0105] Figure 11 Shows Figure 10 A perspective side view of the service vehicle in

[0106] Figure 12 Shows from Figure 10 Another perspective view looking up from beneath the service vehicle shown in

[0107] Figure 13 Shows Figure 10 The interior of the service vehicle, where the actuator is in a lower position;

[0108] Figure 14 Shows Figure 10 The interior of the service vehicle, where the actuator is located on one side in an upper position;

[0109] Figure 15 Shows a perspective view of an exemplary service vehicle connected to a first type of container handling vehicle using an adapter;

[0110] Figure 16 Shows a perspective view of the connection interface of the first type of container handling vehicle before being connected to the adapter;

[0111] Figure 17 Shows the service vehicle and adapter connected to the container handling vehicle Figure 16 ;

[0112] Figure 18A Shows a perspective side view of an exemplary service vehicle having a balancing device connected thereto and adjacent to a second type of container handling vehicle;

[0113] Figure 18B Shows Figure 18A Another perspective view of the service vehicle and the second type of container handling vehicle;

[0114] Figure 18C shows Figure 18A a service vehicle that is connected to a counterweight unit and a second type of container handling vehicle;

[0115] Figure 18D shows Figure 18A how the service vehicle can lift the second type of container handling vehicle off the track;

[0116] Figure 19A shows a cross-sectional view of an exemplary connection system;

[0117] Figure 19B shows Figure 19A a front view of the connection interface;

[0118] Figure 19C shows Figure 19B a cross-sectional view along line A-A in;

[0119] Figure 19D a cross-sectional view of some components of the connection system in contact with the connection interface; and

[0120] Figures 20A - 20D shows an alternative embodiment of the connection system.

[0121] In the drawings, unless otherwise clearly stated or implicitly understood from the context, the same reference numerals have been used to indicate similar components, elements, or features. Detailed Description

[0122] Hereinafter, embodiments of the present invention will be discussed in more detail with reference to the drawings. However, it should be understood that the drawings are not intended to limit the present invention to the subject matter depicted in the drawings.

[0123] Referring to Figures 1A - 1C , the automated storage and retrieval system 1 includes a frame structure 100 that includes a storage grid 104 having a total of 1144 grid cells, where the width and length of the grid 104 correspond to the width and length of 143 grid columns. The top layer of the frame structure 100 is a track system 108 on which a plurality of container handling vehicles 250 operate.

[0124] The frame structure 100 can be constructed according to the above-described prior art frame structure 100, i.e., a plurality of upright members 102 and a plurality of horizontal members 103 supported by the upright members 102.

[0125] The track system 108 includes parallel tracks 110, 111 along the X and Y directions, respectively, disposed across the top of the storage columns 105. The horizontal area of the grid cell 122 that defines the opening into the storage column 105 can be defined by the distance between adjacent tracks 110 and 111, respectively.

[0126] In Figures 1A - 1C , within Figure 1A , a single grid cell 122 is marked on the track system 108 by a thick line and is shown in a top view in Figure 1B .

[0127] The track system 108 allows the container handling vehicle 250 to move horizontally between different grid positions, where each grid position is associated with a grid cell 122.

[0128] In Figure 1A , the storage grid 104 is shown as having a height of eight cells. However, it should be understood that the storage grid 104 can in principle be of any size. Specifically, it should be understood that the storage grid 104 can be much wider and / or much longer than that disclosed in Figures 1A - 1C . For example, the grid 104 can have a horizontal extent of more than 700×700 grid cells 122. In addition, the grid 104 can be much deeper than that disclosed in Figures 1A - 1C and Figure 2 . For example, the storage grid 104 can have a depth corresponding to a stack 107 of more than 10 storage containers 106.

[0129] All container handling vehicles 250 can be controlled by a main control system having a first communication system, as indicated by reference numeral 109'.

[0130] The container handling vehicle 250 can be of any type known in the art, for example, any one of the automated container handling vehicles disclosed in WO2014 / 090684A1, NO317366 or WO2015 / 193278A1.

[0131] Figure 2 A top view of the automated storage and retrieval system 1 is shown. The system 1 includes three frame structures 100a - 100c, each frame structure having a storage grid 104 with a stack 107 of storage containers 106, track systems 108a - 108c arranged on top of the storage grid 104, and service areas 160a - 160c. The frame structures 100a - 100c are separated by two vehicle blocking barriers 125 (e.g., walls) between the track systems 108a - 108c. Each barrier 125 includes one or more channels 130a, 130b through which the container handling vehicle 250 can drive during normal operation.

[0132] In Figure 2 , a specific situation is depicted where the container handling vehicle 240 is marked as faulty and stops at a position on the intermediate track system 108b.

[0133] Service areas 160a - 160c can be adjacent to a mezzanine outside the boundary of the track system 108 for supporting the service vehicle 20 when the service vehicle 20 is inactive.

[0134] In Figure 2 each of the track systems 108a - 108c, service areas 160a - 160c and the service vehicle 20 are depicted. However, other configurations can be envisioned, such as an arrangement where only one intermediate service area 160b allows the service vehicle 20 to enter the intermediate track system 108b. In the case where a failed vehicle 240 stops in the left track system 108a or the right track system 108c, the service vehicle 20 can pass through the corresponding channels 130a, 130b and enter the affected track systems 108a, 108c in such a configuration.

[0135] In Figure 3A a different automated storage and retrieval system 1 is partially shown. The upright members 102 form part of the frame structure 100, and a transport track system 108 for a plurality of container handling vehicles 250 runs on the frame structure 100.

[0136] Below this transport track system 108, near the ground, another frame structure 300 is shown, which extends partially under some of the storage columns 105 of the frame structure 100. As with the other frame structure 100, a plurality of vehicles 330, 340, 350 can operate on a track system 308, which includes a first set of parallel tracks 310 oriented in a first direction X and a second set of parallel tracks 311 oriented in a second direction Y perpendicular to the first direction X, thereby forming a grid pattern in a horizontal plane P L which L includes a plurality of rectangular and uniform grid positions or grid cells 322. Each grid cell of the lower track system 308 includes a grid opening 315 defined by a pair of adjacent tracks 310a, 310b of the first set of tracks 310 and a pair of adjacent tracks 311a, 311b of the second set of tracks 311.

[0137] The portion of the lower track system 308 that extends under the storage columns 105 is aligned such that its grid cells 322 in the horizontal plane P L coincide with the grid cells 122 of the upper track system 108 in the horizontal plane P.

[0138] Thus, through this specific alignment of the two rail systems 108, 308, the storage container 106 lowered downward into the storage column 105 by the container handling vehicle 250 can be received by the transfer vehicle 350, which is configured to travel on the rail system 308 and receive the storage container 106 from the storage column 105 downward. In other words, the transfer vehicle 350 is configured to receive the storage container 106 from above (preferably directly from the container handling vehicle 250).

[0139] Figure 3B An example of such a vehicle 350 is shown, which includes a wheel assembly 351 similar to the wheel assembly 251 described for the prior art container handling vehicle 250 and a storage container support 352 for receiving and supporting the storage container 106 conveyed by the above-mentioned container handling vehicle 250.

[0140] After receiving the storage container 106, the transfer vehicle 350 can travel to an access station adjacent to the rail system 308 (not shown) to transfer the storage container 106 for further processing and transportation.

[0141] Hereinafter, the upper and lower rail systems 108, 308 are referred to as the transportation rail system 108 and the transfer rail system 308. Similarly, Figure 3B the vehicles shown in are referred to as container transfer vehicles 350.

[0142] Figure 4 A flowchart 400 of the operation when the operating condition of the vehicle is registered as abnormal is shown. The flowchart includes the following steps:

[0143] 401: Register the abnormal operating condition of the vehicle.

[0144] 402: Mark the vehicle as a faulty vehicle 240, 340.

[0145] 403: Require the faulty vehicles 240, 340 to stop or remain stationary.

[0146] 404: Register the stop positions X S , Y S .

[0147] 405: Use the main control system 109' to set restricted areas 225, 325 on the rail systems 108, 308 from the stop positions of the faulty vehicles 240, 340 to the position of the service vehicle 20.

[0148] 406: Are there any working vehicles within the restricted areas 225, 325?

[0149] If the answer in step 406 is "yes", then the steps are:

[0150] 407: Re-drive all working vehicles 250, 350 out of the restricted areas 225, 325.

[0151] If the answer in step 406 is "No", then the steps:

[0152] 408: Use the auxiliary control system 109” to guide the service vehicle 20 from the initial position along the restricted areas 225, 325 to carry the faulty vehicles 240, 340.

[0153] 409: Use the service vehicle 20 to take the faulty vehicles 240, 340 to the service area 160.

[0154] 410: Use the main control system 109′ to re-open the restricted area 225 and allow the working vehicle 250 to enter the restricted area 225.

[0155] Figures 5A - 5F Shows an example of the operation sequence when a vehicle fault is registered (i.e., the operating condition of the vehicle is abnormal), how to set a restricted area on the track system, and the relationship between the first communication system of the operating vehicle and the second communication system of the operating service vehicle, so that the service vehicle moves along the restricted area from the service area to pick up the faulty vehicle and transport it to the service area.

[0156] In Figure 5A the container handling vehicle 240 (denoted as X) in the registration unit M12 of the main control system 109′ breaks down.

[0157] In Figure 5B as shown by the rear and front endpoints of arrow A1, under the instruction from the main control system 109′, the container handling vehicle 250 in unit T8 has moved to unit R8. In addition, as shown by the rear and front endpoints of arrow A2, under the instruction from the main control system 109′, the container handling vehicle 250 in unit Q14 has moved to unit Q13.

[0158] In Figure 5C the main control system 109′ has created a restricted area 225 (represented by the dotted area) from the service area 160 to the faulty container handling vehicle (X, 240). The disclosed restricted area 225 has a width of two units and extends through rows S and T, further extending to M14 and M15 and M12 and N12, creating a continuous path for the service vehicle 20.

[0159] To minimize the impact on the remaining container handling vehicles 250 operating on the track system 108, the restricted area 225 has been created at the boundary of the track system 108. However, it should be understood that the restricted area 225 can be created anywhere on the track system 108, depending on what is most advantageous in a particular situation, and preferably along a path that minimizes the interruption of other container handling operations.

[0160] In Figure 5D , the service vehicle 20 has left its initial position in the service area 160 under the control of the auxiliary control system 109” and occupies the unit S5 - S6 - T5 - T6, as shown by the arrow A3.

[0161] In Figure 5E , as shown by the arrow A4, under the control of the second communication system 109”, the service vehicle 20 has moved to the position of the faulty container handling vehicle (X, 240) (near the unit M12).

[0162] In Figure 5F , the service vehicle 20 has taken the faulty container handling vehicle 240, X along the restricted area 225 to the service area 160 under the control of the auxiliary control system 109”, as shown by the arrow A5.

[0163] Once the faulty container handling vehicle 240, X is within the service area 160, the main control system 109′ can be used to re - classify the restricted area 225, allowing the work vehicle 250 to enter the previously existing restricted area 225.

[0164] It should be noted that in the example of Figures 5A - 5F , a container handling vehicle 250 operating on the upper track system 108 (i.e., the transport track system 108) is shown. However, for the transfer vehicles 330, 340, 350 operating on the lower track system 308 (i.e., the conveyor track system 308) (as shown in Figure 3A and Figure 3B ), the operation will be the same.

[0165] Figure 6A and Figure 6B are perspective views of a ride - on service vehicle suitable for operating on the track system of an automated storage and retrieval system, where Figure 6A shows a service vehicle with two sets of wheels configured to follow the track in the X and Y directions, and Figure 6B shows a service vehicle with caterpillar tracks configured to travel above the top of the track system. Another service vehicle 20 suitable for the above - mentioned operation is shown in Figure 7A , Figure 7B and Figure 7C .

[0166] In Figure 6A , the service vehicle 20 includes a lifting mechanism. In Figure 6A and Figure 6BIn two examples, the service vehicle 20 includes a seat 25 for an operator, a support base 22 for supporting the malfunctioning vehicles 240, 340, and a drive device 23 that enables the service vehicle 20 to move. The service vehicle 20 may of course include other configurations, and the present invention is not limited to these two examples.

[0167] In Figure 6A , the drive device 23 includes two sets of four wheels, at least one of which can be raised and lowered. Thus, the drive device is similar to the drive devices of the above-described container handling vehicle 250 and container transfer vehicle 350. The wheels follow the tracks 110, 310, 111, 311 of the transport and / or transfer track systems 108, 308.

[0168] In Figure 6B , the drive device 23 of the service vehicle 20 includes a caterpillar track configured to drive on top of the tracks 110, 310, 111, 311, thereby allowing movement in any direction in the horizontal planes P, PL of the transport track system 108 or the transfer track system 308.

[0169] Figures 7A - 7C To Figures 9A - 9B shows the service vehicle 20, in which all operations of the vehicle 20 are performed completely remotely, i.e., during the service process, there is no need for a human operator to directly interact with the control system on the vehicle 20.

[0170] Figures 7A - 7C To Figures 9A - 9B The service vehicle 20 includes two caterpillar tracks / rollers 6, 7 coupled to two opposite vertical sides of the vehicle body 3. At least one of the two other vertical sides of the vertical vehicle body 3 is configured to receive at least one malfunctioning vehicle 240, 340 to be serviced.

[0171] Figures 7A - 7C To Figures 9A - 9B shows a special structure, in which the service vehicle 20 includes two guide pins 35 attached to each of the opposite vertical sides of the vehicle body 3 to which the caterpillar tracks 6, 7 are connected. The end of each guide pin 35 closest to the container handling vehicle receiving side of the vehicle body 3 shows a tapered end, allowing the malfunctioning vehicles 240, 340 to be correctly guided into the vehicle body 3. A remote registration unit 9 in the form of a forward camera 9a and a rear camera 9b is mounted on the top horizontal side of the vehicle body 3.

[0172] The transfer device 8 includes a lifting mechanism 8c, which includes one or more vertical linear actuators 8f. One end of each actuator 8f is connected to a pivot support 8h, which is pivotally coupled to the vehicle body 3 about an axis of rotation parallel to the underlying track system 108, and the other end is connected to a lifting claw 8d. By using a horizontal linear actuator 8i, i.e., having a non-zero horizontal component, the lifting claw 8d can be displaced in the horizontal direction relative to the vehicle body 3.

[0173] The service vehicle 20 is remotely operated by a remote control system via one or more on-vehicle transmitters 36. Alternatively, or additionally, similar transmitters 36 may be arranged on the vehicle body 3, within the registration unit 9, on one or both of the rollers 6, 7, etc.

[0174] For the embodiments disclosed above, the crawler tracks / rollers 6, 7 have a length L extending through a plurality of grid cells 122, preferably more than four.

[0175] The opening in the vehicle body 3 for vertically accommodating the receiving side of the handling vehicle including any guide pin 35 has a minimum width G equal to or greater than the total width of the malfunctioning vehicles 240, 340 to be serviced.

[0176] The process of picking up the malfunctioning vehicles 240, 340 by the service vehicle 20 can be carried out as follows:

[0177] -( Figure 8A ) Using signal communication between the main control system 109' and one or more on-vehicle transmitters / receivers, the service vehicle 20 approaches a position adjacent to one or more malfunctioning vehicles 240, 340 to be transported along the restricted area. If necessary, change the orientation of the service vehicle 20 so that the vehicle receiving opening of the service vehicle 20 faces the malfunctioning vehicles 240, 340.

[0178] -( Figure 8B and Figure 8C ) Remotely guide the service vehicle 20 so that the malfunctioning vehicles 240, 340 enter between the two crawler tracks / rollers 6 through the receiving opening of the vehicle body 3, such that the transfer device 8 is in an interacting position, i.e., interacting with a plurality of lifting claws 8d arranged on two opposite vertical sides of the malfunctioning vehicle 240, 340 or each malfunctioning vehicle 240, 340. Alternatively, the service vehicle 20 may remain stationary, and the malfunctioning vehicles 240, 340 may be remotely guided into the vehicle receiving opening. The correct horizontal position of the malfunctioning vehicles 240, 340 within the vehicle body 3 can be further controlled by a stop 37 arranged on the vertical side opposite the receiving opening. Such a stop 37 will also help to increase the structural stability of the malfunctioning vehicles 240, 340 within the vehicle body 3. In Figures 7A - 7C to Figures 9A - 9BIn the example shown, the stop is shown as a horizontally extending rod that is arranged to bear against the malfunctioning vehicles 240, 340 when the malfunctioning vehicles 240, 340 are fully within the body 3 of the service vehicle 20.

[0179] -( Figure 9A ) When the transfer device 8 is in the interaction position relative to the malfunctioning vehicles 240, 240, the lifting claws 8d are horizontally displaced using the horizontal linear actuator 8i until the lifting claws 8d physically contact the malfunctioning vehicles 240, 340.

[0180] -( Figure 9B ) The remotely operated vertical linear actuator 8f is actuated, causing the body 3 to be lifted from the rail system 108 due to the pivotal movement of the pivot support 8h. As a result of the physical contact established between the lifting claws 8d and the malfunctioning vehicles 240, 340, the latter are lifted from the rail system 108, thereby setting the service vehicle 20 in the transport position.

[0181] - The service vehicle 20 is moved with one or more malfunctioning vehicles 240, 340 to its predetermined position on the rail system 108 or away from the rail system 108.

[0182] In all embodiments, the rollers 6, 7 include an endless track (i.e., an endless chain) 6d that is driven by toothed pulleys 6a, 6b arranged within the chain 6d. However, configurations can be envisioned where one or more gears 6a, 6b are arranged outside of the endless chain 6d. Instead of the gears 6, 7, the rollers 6, 7 can include alternative drive mechanisms, such as wheels having other types of devices for engaging or coupling to their respective chains 6d. Additionally, the rollers 6, 7 can be composed of components other than an endless belt, such as a set of wheels wide enough to cover at least one grid cell 122.

[0183] Figures 7A - 7C to Figures 9A - 9B All embodiments of the service vehicle 20 from

[0184] can be readily configured to maneuver on a rail system without an on - vehicle operator 50, for example, by operations performed entirely by a human operator 50 located remotely or by operations performed by a fully or partially automated control system or a combination thereof.

[0185] Now refer to Figures 10 - 14 . Here, a service vehicle 20 for performing a support operation in an automated storage and retrieval system 1 is shown.

[0186] The service vehicle 20 includes a body 3 having a central cavity 25( Figure 10 ). The drive system 40 is disposed at the lower part of the service vehicle 20. The drive system 40 is configured to drive the service vehicle 20 along the track system 108 of the automated storage and retrieval system 1. The drive system 40 includes an electric machine (usually an electric motor) and a power source (usually a rechargeable battery). The drive system 40 further includes a first set of wheels 42 and a second set of wheels 44, wherein when the first set of wheels 42 contacts the track systems 108, 308, the service vehicle 20 moves in a first direction (e.g., the X direction), and when the second set of wheels 44 contacts the track system 108, the service vehicle 20 moves in a second direction (e.g., the Y direction). The drive system 40 also includes an actuator for bringing the desired set of wheels into contact with the track system. The drive system 40 also includes a control system for controlling the movement of the service vehicle 20 within the system 1. It should be noted that the drive system 40 of the service vehicle 20 is considered known to those skilled in the art.

[0187] The service vehicle 20 further includes a connection system 30 disposed on the first side 3A of the body 3. The connection system 30 can be connected to a connection interface CI, such as the connection interface CI of an additional support unit (see Figure 15 ), and can be disconnected from the connection interface CI. The connection system 30 will be described in more detail below.

[0188] First, it should be noted that the illustrated embodiment of the service vehicle 20 includes one connection system 30 disposed on the first side 3A of the body 3 and an additional connection system 30 disposed on the second side 3B opposite the first side 3A (see Figure 13 ). For many of the applications described herein, one such connection system 30 may be sufficient. Corresponding connection systems 30 can also be provided for the service vehicle 20 on the third side and / or the fourth side.

[0189] Now, reference will be made to Figure 13 、 Figure 14 and Figures 19A - 19D to describe the connection system 30 in detail.

[0190] In Figure 19A , an exemplary connection system 30 is shown including a connector member or pin 31 that projects through a hole or slot 24 in the body 3. In this embodiment, the connector pin 31 has two parts, a first part having a head or pin head 31a, and a second elongated part or shank 31b defined by a longitudinal axis X31. In this embodiment, the shank 31b is cylindrical.

[0191] In this embodiment, the slot 24 is a vertical slot 24, wherein the connector pin 31 can be moved vertically by means of an actuator 34. The actuator 34 is an electric linear actuator 34.

[0192] A first contact body 32 is provided on the outer side of the vehicle body 3. The first contact body 32 can be connected to the connector pin 31 or connected to the vehicle body 3 at a horizontal distance from the pin head 31a. In the present embodiment, the first contact body 32 is connected to the connector pin 31 and surrounds the connector pin 31.

[0193] In addition to the first contact body 32, the connection system 30 further includes a second contact body 33, which is provided at a vertical distance from the first contact body 32.

[0194] A rigid member 38 is provided inside the vehicle body 21. The rigid member 38 is used to connect the actuator 34 to the connector pin 31 and is also connected to the first contact body 32. In addition, the second contact body 33 is connected to the rigid member 38 by means of a connector 39. Therefore, when the actuator 34 moves vertically, the rigid member 38, the connector pin 31, and the first contact body 32 and the second contact body 33 also move vertically.

[0195] In Figure 19A the connection system 30 is in its lower or unlocked position.

[0196] Now referring to Figure 19B and Figure 19C , where the connection interface CI is shown to include a plate-like connection structure CS having a keyhole KH. In the present embodiment, the keyhole KH includes a circular opening Kha into which the pin head 31a can be easily inserted and a narrower slot KHb into which the handle 31b above the circular opening Kha can move, but the pin head 31a cannot be easily removed from the slot KHb. Therefore, when the connection system 30 is in the lower or unlocked position (and the connection interface CI is stationary), the connector pin 31 can be moved into or out of the keyhole KH.

[0197] Now referring to Figure 19D . Here it is shown that the connector pin 31 has moved into the keyhole KH and then moves upward by means of the actuator 34. This position is called the upper or locked position. In this locked position, if the service vehicle moves to the left in Figure 19D the connection structure CS will be pulled together with the service vehicle 20 when the pin head 31 engages with the rear side RS of the connection structure CS. By moving the connector pin downward to the unlocked position by means of the actuator, the connection system 30 will be free to move to disengage from the connection interface CI.

[0198] It should be noted that in Figure 19D the contact surfaces 32a, 33a of the first contact body 32 and the second contact body 33 contact the front side FS of the connection structure CS. Therefore, the first contact body 32 and the second contact body 33 provide the connection interface CI to be oriented relative to the vehicle body 3 as required. Preferably, the connection interface CI is oriented parallel to the side surface 3A of the vehicle body 3. Preferably, asFigures 19A - 19D As shown, the first side 3A of the vehicle body 21 and the connection interface CI are both vertically oriented.

[0199] In Figure 19D it is also shown that the longitudinal distance Lcs between the contact surface 32a of the contact body 32 and the pin head 31a is equal to or slightly longer than the thickness Tcs of the connection structure CS.

[0200] Now referring to Figure 13 and Figure 14 . Here it is shown that the connection system 30 includes two connector pins 31 located on the first side 3a of the vehicle body 3. The two connector pins 31 are arranged in two slots 24 in the vehicle body 3, where the two slots 24 are spaced apart from each other.

[0201] Another connection system 30 on the second side 3b of the vehicle body 21 also includes two such connector pins 31 arranged in two spaced-apart slots 24.

[0202] The rigid member 38 referred to above with reference to Figures 12 - 14 is used here as the rigid member 38 that connects the connector pins 31 to each other. In this way, the two connector pins 31 move vertically in parallel. It should be noted that two actuators 34 are connected between the inner side of the vehicle body 3 and the respective members 38.

[0203] The service vehicle 20 is based on Figure 1C the type of prior art container handling vehicle 250 shown, that is, a container handling vehicle 250 having a cavity centrally arranged within the vehicle body 252. In Figure 14 it is shown another example of such a container handling vehicle 250.

[0204] The service vehicle 20 can be manufactured with only minor modifications to such a container handling vehicle 250. One modification is that slots must be provided in the vehicle body 3 and different attachments of the connection system 30 must be installed on the vehicle. Preferably, the container lifting device of the prior art container handling vehicle 250 is removed to save costs and also to provide sufficient space for the actuators 34. In some applications, the drive system may need to be modified because the service vehicle 20 may be designed to handle a greater total weight than a typical container handling vehicle. Therefore, a more powerful motor for the drive system 40 may be required, and perhaps stronger bearings for the wheels can also be used, etc. All in all, the number of modifications is still relatively low. In addition, relatively minor modifications to the control system are required to control the actuators 34.

[0205] The automatic storage and retrieval system 1 may include one or more service vehicles 20 and at least one additional support unit. The additional support unit includes a connection interface CI to which the service vehicle 20 may be connected and disconnected from the connection interface CI. Together, the service vehicle 20 and the additional support unit form a support system for the automatic storage and retrieval system 1.

[0206] Generally, the connection system 30 may be configured to connect to the connection interface CI of the additional support unit by:

[0207] - Moving the connector pin 31 to a first (here, lower) position aligned with the keyhole KH of the connection interface of the unit;

[0208] - Horizontally moving the connector pin 31 into the keyhole KH by moving the service vehicle 20 along the track system towards the unit;

[0209] - Moving the connector pin 31 to a second (here, upper) position different from the first position.

[0210] In this second position, the movement of the service vehicle 20 away from the unit will cause the unit to be pulled by the service vehicle. The movement of the service vehicle 20 towards the unit will cause the unit to be pushed by the service vehicle. In both directions mentioned here, the service vehicle 20 and the unit will move along Figure 15 the track 110.

[0211] The movement of the service vehicle in a direction perpendicular to the push / pull direction will cause the unit to be pulled or pushed parallel to the service vehicle 20. As described in the above introduction, the final movement will require the correct wheel set to contact Figure 15 the track 111 in, or a track parallel to the track 111.

[0212] Generally, the connection system 30 is configured to disconnect from the connection interface CI by:

[0213] - Lowering the connector pin 31 again to its first (here, lower) position;

[0214] - Horizontally moving the connector pin 31 out of the keyhole KH by moving the service vehicle 20 along the track system 108 away from the unit.

[0215] Examples of different support units will be described by the following examples:

[0216] Example 1

[0217] Reference is made here to Figure 15 、 Figure 16 and Figure 17Here, the service vehicle 20 is connected to the intermediate support unit 60. The purpose of the intermediate support unit 60 is to transport the malfunctioning container handling vehicle 240 that is stuck in position on the rail system 108 and cannot move itself to the service area due to malfunctions such as empty batteries, electrical or mechanical failures, etc. In order to repair the vehicle 240, it must be moved to the service area.

[0218] As Figure 15 shown, the intermediate support unit 60 includes a connection interface CI fixed to a rigid frame, which is formed by an elongated rod element 62 protruding from the connection interface CI and a crossbar element 61 of the interconnecting rod element 62. In addition, the frame of the unit 60 includes downwardly protruding support elements 64.

[0219] The connector pins 31 of the connection system 30 of the service vehicle 20 are connected to the connection interface CI, and the connector pins 31 are in their upper and locked positions. In Figure 15 it can also be seen that the unit 60 is lifted by the service vehicle 20, that is, the unit 60 is not in contact with the rail system 108.

[0220] The distance between the respective downwardly protruding support elements 64 is adapted to the rail system 108. Thus, by lowering the connector pins 31 of the service vehicle 20, the downwardly protruding support elements 64 will contact the rail system 108, and the service vehicle 20 can be disconnected from the unit 60. The service vehicle 20 can be reconnected to the unit 60 by moving its connector pins 31 in their lower position towards the unit 60 and then lifting the connector pins 31 when they are inserted again into the keyhole of the connection interface.

[0221] In Figure 15 it is shown that the additional support unit 60 includes another connection system 70 for connecting to the container handling vehicles 240, 250. The connection system 70 includes wheel actuators 72 and push bodies 74, 75 for contacting the container handling vehicles 240, 250 when pushed by the service vehicle 20. In addition, the other connection system 70 includes a pull body 76 for contacting the container handling vehicles 240, 250 when pulled by the service vehicle 20. The pull body 76 can be a hook or other type of connection interface for connecting to the interfaces of the container handling vehicles 240, 250.

[0222] It should be noted that the connection system 30 of the service vehicle 20 in this example can have a third position. In the first position, as described above, the connection system 30 has lowered the unit, and the unit is in contact with the track system 108. Here, the service vehicle can move the connector pin 31 into or out of the keyhole KH of the connection interface CI. In the second position, the connection system 30 has lifted the unit, and the unit is no longer in contact with the track system 108. However, the pulling body 76 has not been raised enough to move over the vehicles 240, 250. Therefore, in order to engage the additional connection system 70 with the vehicles 240, 250, the connector pin 31 and the unit 60 are lifted to a third position above the second position. Now, the pulling body 76 of the unit can move over the vehicles 240, 250, and then the connection system 30 can be lowered again to the second position. Now, the pulling body 76 engages with the vehicles 240, 250. To disconnect from the vehicles 240, 250, the unit 60 is lifted away from the vehicles 240, 250 from the third position, because the pulling body 76 is not engaged with the vehicles 240, 250 in the third position.

[0223] The wheel actuator 72 is connected to the mechanical interface 72a of the container handling vehicles 240, 250 for adjusting the wheel height of the container handling vehicles 240, 250, that is, mechanically controlling whether the wheels should be in contact with the rails 110 or 111 of the track system. The motor controlled by the control system of the service vehicle 20 or the control system of the entire system 1 drives the wheel actuator 72.

[0224] It should be noted that the length of the elongated rod element 62 is suitable for the length between the rails 111. Therefore, when moving along the rail 111, the four rails 11 are in contact with the wheels of the service vehicle 20 and the wheels of the vehicle 301, while when moving along the rail 110, both the service vehicle 20 and the vehicles 240, 250 use the same two rails.

[0225] It should be noted that in this example, no modifications are required for the vehicles 340, 350.

[0226] Example 2

[0227] Now refer to Figures 18A - 18D . The additional support unit here is the counterweight unit 60d for balancing the service vehicle 20. The unit 60d has a connection interface CI (not shown), which is connected to the connection system 30 provided on the second side 3B of the vehicle body 3 in Figure 18A and Figure 18B . The counterweight unit 60d is lifted by the service vehicle 20.

[0228] The purpose of the counterweight unit 60d is to enable the service vehicle 20 to lift and transport Figure 18A and Figure 18BFault container handling vehicles 240, 250 of the type shown. The container handling vehicles 240, 250 are similar to prior art vehicles, with only one modification: the container handling vehicles 240, 250 include a connection interface CI. In this example, the connection interface CI is provided as two openings in the vehicle body 252, one opening for each connector pin 31 of the connection system 30 on the second side 3B of the vehicle body 3 of the service vehicle 20.

[0229] In Figure 18C it is shown that the connector pin 31 of the connection system 30 is moved into the opening of the connection interface CI of the vehicles 240, 250.

[0230] In Figure 18D it is shown that the connection system 30 is in a second (or third) position, lifting the vehicles 240, 250 upward from the grid. Due to the counterweight unit 60d, the service vehicle 20 does not tilt when lifting the vehicles 240, 250.

[0231] Alternative Embodiment

[0232] In the above embodiment, the connector pin 31 including the pin head 31a is rotationally symmetric about its longitudinal axis.

[0233] Now refer to Figures 20A - 20D which shows some examples of an alternative embodiment.

[0234] In Figure 20A the connector pin 31 is not rotationally symmetric because only the upper part of the pin head 31a projects upward in a direction perpendicular to the longitudinal axis X31. Here, the keyhole KH of the connection interface is elliptical.

[0235] In Figure 20B the pin head 31a is a rectangle projecting upward from the connector pin 31. Here, the keyhole KH of the connection interface is circular.

[0236] In Figure 20C the pin head 31a corresponds to the pin head shown in Figure 20B However, the distal end here is circular to facilitate insertion into the keyhole KH. Here, the keyhole KH of the connection interface is semi-circular.

[0237] In Figure 20D the pin head 31a is formed by providing a notch in the connector pin 31 itself, thereby separating the connector pin 31 into two separate parts, forming the distal part of the pin head 31a and the proximal part 31b. Here, the keyhole KH of the connection interface is rectangular.

[0238] It should be noted that all of the above connector pins 31 can be used in combination with all of the above lock holes KH. It should be noted that the present invention is not limited to the specific examples described and shown in the drawings, and many other alternatives are considered to be within the scope of the present invention as defined by the claims.

[0239] It should also be noted that the operation of the actuator 34 can be dependent on or independent of the operation of the drive system 40. In one embodiment, when the service vehicle moves along the track 110 and when the service vehicle moves along the track 111, the vertical distance between the slot 24 and the track system will be the same. In this case, the operation of the actuator 34 can be independent of the drive system 40. However, if the vertical distance between the slot 24 and the track system is different when the service vehicle moves along the track 110 and when the service vehicle moves along the track 111 (due to the different heights of the vehicle body 3 and the different wheel sets), the actuator can be operated to change the height of the connector pin based on the driving direction.

[0240] In the foregoing description, various aspects of the method and its related system according to the present invention have been described with reference to illustrative embodiments. For purposes of explanation, specific numbers, systems, and configurations have been set forth to provide a thorough understanding of the system and its working principles. However, the description is not intended to be construed in a limiting sense. Various modifications and variations of the illustrative embodiments as well as other embodiments of the method and system that are obvious to those skilled in the art to which the disclosed subject matter pertains are considered to fall within the scope of the present invention.

[0241]

[0242]

[0243]

[0244]

Claims

1. An automated storage and retrieval system (1), comprising an orbital system (108, 308) having vertical slide rails in the X and Y directions, wherein, The storage and retrieval system (1) includes: - A plurality of remotely controlled container handling vehicles configured to move laterally on the track system (108, 308); and - A main control system (109) that communicates with the plurality of remotely controlled container handling vehicles using a first communication system, wherein the main control system (109) monitors and controls the movement of the plurality of container handling vehicles via the first communication system; - At least one service vehicle capable of moving on the track system (108, 308), wherein the at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area (160) outside the track system where the remotely controlled container handling vehicles operate; Characterized in that the system further includes: - A secondary control system using a second communication system, wherein the second communication system is independent of the main communication system, and wherein the secondary control system communicates with the at least one service vehicle on the track system to monitor and control the movement of the at least one service vehicle, wherein the main control system (109) is configured to perform at least the following steps by wireless data communication: A. Determine that the operating condition of a vehicle on the track system (108, 308) is abnormal, B. Register the vehicle with the abnormal operating condition as a malfunctioning vehicle, C. Register the position of the malfunctioning vehicle relative to the supporting track system (108, 308), and D. Set a two-dimensional restricted area (225) extending from the malfunctioning vehicle to the position of the service vehicle.

2. The automated storage and retrieval system (1) according to claim 1, wherein, The main control system is further configured to perform: E. Update the movement pattern of the plurality of remotely controlled vehicles by instructing any remotely controlled vehicle located within the two-dimensional restricted area (225) to move outside the two-dimensional restricted area (225) and preventing any remaining remotely controlled vehicles from entering the two-dimensional restricted area (225).

3. The automated storage and retrieval system (1) according to claim 2, wherein, When the main control system has performed the above steps, the secondary control system is configured to perform at least the following steps by wireless data communication: F. Operate the at least one service vehicle to move along the two-dimensional restricted area (225) from an initial position to a position beside the malfunctioning vehicle.

4. The automated storage and retrieval system (1) according to any one of the preceding claims, wherein, The first communication system and the second communication system are the same communication system or different communication systems.

5. The automated storage and retrieval system (1) according to claim 4, wherein, The first communication system and the second communication system operate at different frequencies.

6. The automated storage and retrieval system (1) according to claim 4, wherein, The first communication system and the second communication system have different encoding and decoding processes.

7. The automated storage and retrieval system (1) according to claim 1, wherein, The main control system is Wi-Fi (Wireless Fidelity), and the second system is Li-Fi (Light Fidelity).

8. The automated storage and retrieval system (1) according to claim 1, wherein, The service vehicle includes wheels that are guided to move in the X and Y directions along the track.

9. The automated storage and retrieval system (1) according to claim 1, wherein, The service vehicle includes caterpillar tracks for moving on the top surface of the track system independent of the X and Y directions of the track system.

10. The automated storage and retrieval system (1) according to claim 1, wherein, The initial position of the service vehicle is located in a service area outside the track system where the remotely controlled vehicles operate.

11. The automated storage and retrieval system (1) according to claim 1, wherein, The track system is located on the top layer of the storage grid.

12. The automated storage and retrieval system (1) according to claim 1, wherein, The track system is a conveyor track system (308).

13. A method for handling a faulty vehicle on an orbital system (108, 308), wherein, The storage and retrieval system (1) includes: - A plurality of remotely controlled container handling vehicles, configured to move laterally on the track system (108, 308); and - A main control system (109), wirelessly communicating with the plurality of vehicles using a first communication system, wherein the main control system (109) monitors and controls the movement of the plurality of container handling vehicles via the first communication system; - At least one service vehicle, located at an initial position, wherein the service vehicle is capable of moving on the track system (108, 308), and wherein the at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area (160) outside the track system where the remotely controlled container handling vehicle operates; - A secondary control system, wirelessly communicating with the at least one service vehicle on the track system using a second communication system independent of the main control system, and wherein the secondary control system monitors and controls the movement of the at least one service vehicle; The main control system (109) at least performs the following steps: A. Determine that the operating condition of the vehicle on the track system (108, 308) is abnormal, B. Register the vehicle with the abnormal operating condition as a malfunctioning vehicle, C. Register the position of the malfunctioning vehicle relative to the supporting track system (108, 308), and D. Set a two-dimensional restricted area (225) extending from the malfunctioning vehicle to the position of the service vehicle.

14. The method according to claim 13, wherein, The method further includes using the main control system: E. Update the movement patterns of the plurality of remotely controlled vehicles outside the two-dimensional restricted area (225) to avoid entering the two-dimensional restricted area (225).

15. The method according to claim 14, wherein, The method further includes: When the main control system has performed the above steps, the secondary control system at least performs the following steps through wireless data communication: F. Operate the at least one service vehicle to move along the two-dimensional restricted area (225) from its initial position to the position where the malfunctioning vehicle has stopped.

16. A main control system for an automated storage and retrieval system, the automated storage and retrieval system comprising: - A track system (108, 308), having horizontal tracks extending in the vertical X and Y directions; - A plurality of remotely controlled container handling vehicles (230, 330, 240, 340, 250, 350), configured to operate on the track system; - A service vehicle; And - A secondary control system for the service vehicle, wherein the secondary control system communicates with at least one of the service vehicles on the track system to monitor and control the movement of at least one service vehicle, and wherein at least one service vehicle is configured to take a malfunctioning remotely controlled container handling vehicle to a service area (160) outside the track system where the remotely controlled container handling vehicles (230, 330, 240, 340, 250, 350) operate, wherein the main control system is configured to cause a plurality of remotely controlled vehicles to pass through the working area of the track system, the main control system is further configured to detect whether a malfunction occurs in the remotely controlled vehicle, and if a malfunction occurs, the main control system is configured to: - Reconfigure the work area to demarcate a restricted area that defines the area of the track system containing the malfunctioning remotely operated vehicle and provides a path for the service vehicle to reach the malfunctioning remotely operated vehicle; - Alter the routes of other remotely operated vehicles operating within the restricted area and the reconfigured work area so that the other remotely operated vehicles avoid the area defined by the restricted area of the track system; and - Transfer control of the area within the restricted area of the track system to the secondary control system.

17. The main control system according to claim 16, wherein, Once the service vehicle has moved out of the restricted area of the track system, the primary control system is configured to: - Reclaim control of the area within the restricted area of the track system from the secondary control system; - Reconfigure the work area to include the area of the track system that was previously within the restricted area; And - Alter the routes of the remotely operated vehicles to account for the increased work area by including the area of the track system that was previously within the restricted area as part of the work area.

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