Automated storage and retrieval system comprising a barrier

Abstract

The invention relates to an automated storage and retrieval system comprising a barrier. An automated storage and retrieval system comprising a three-dimensional storage grid for storing storage containers, first and second container handling vehicles operating on the storage grid, and a central communication system for controlling and communicating with the container handling vehicles for handling storage containers in the storage grid. The system further comprises a barrier separating the three-dimensional storage grid into a first part and a second part, wherein the barrier has two states. A first state, wherein the container handling vehicles are allowed to move between the first part and the second part. A second state, wherein the container handling vehicles are physically prevented from moving between the first part and the second part by means of the barrier.

Description

[0001] This application is a divisional application of the parent application with the application number 202080047050.9 and the filing date of 26 March 2020, and the title “Automated storage and retrieval system comprising a barrier”. TECHNICAL FIELD

[0002] The present invention relates to an automated storage and retrieval system for storing and retrieving containers in a storage grid, in particular to an automated storage and retrieval system comprising a barrier that physically prevents a vehicle from moving between a first part and a second part of the storage grid. BACKGROUND

[0003] Figure 1 A typical prior art automated storage and retrieval system 1 having a framework structure 100 is disclosed, Figure 2 and Figure 3 Two different prior art container handling vehicles 201, 301 suitable for operating on such a system 1 are disclosed.

[0004] The framework structure 100 comprises upright members 102, horizontal members 103 and a storage volume comprising storage columns 105 arranged in rows between the upright members 102 and the horizontal members 103. In these storage columns 105, storage containers 106, also known as bins, are stacked one on top of another to form stacks 107. The members 102, 103 can typically be made of metal, e.g. extruded aluminum profiles.

[0005] The framework structure 100 of the automated storage and retrieval system 1 comprises a rail system 108 arranged across the top of the framework structure 100, on which a plurality of container handling vehicles 201, 301 are operated to raise storage containers 106 from, and lower storage containers 106 into, the storage columns 105, and also to transport the storage containers 106 above the storage columns 105. The rail system 108 comprises a first set of parallel rails 110 arranged to guide the movement of the container handling vehicles 201, 301 in a first direction X across the top of the framework structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110 to guide the movement of the container handling vehicles 201, 301 in a second direction Y which is perpendicular to the first direction X. The container handling vehicles access the storage containers 106 stored in the columns 105 through access openings 112 in the rail system 108. The container handling vehicles 201, 301 can move laterally above the storage columns 105, i.e. in a plane which is parallel to the horizontal X-Y plane.

[0006] The upright members 102 of the framework structure 100 can be used to guide the storage containers during lifting of the containers out of and lowering of the containers into the columns 105. The stacks 107 of containers 106 are normally self-supporting.

[0007] Each prior art container handling vehicle 201, 301 comprises a vehicle body 201a, 301a, and a first and a second set of wheels 201b, 301b, 301b, 201c, 301c which enable the container handling vehicle 201, 301 to move laterally in the X and Y directions, respectively. In Figure 2 and 3 In each of the prior art container handling vehicles 201, 301, two wheels in each set are fully visible. The first set of wheels 201b, 301b is arranged to engage two adjacent tracks of the first set of tracks 110, and the second set of wheels 201c, 301c is arranged to engage two adjacent tracks of the second set of tracks 111. At least one of the sets of wheels 201b, 301b, 201c, 301c can be raised and lowered such that the first set of wheels 201b, 301b and / or the second set of wheels 201c, 301c can engage the respective set of tracks 110, 111 at any one time.

[0008] Each prior art container handling vehicle 201, 301 further comprises lifting means (not shown) for transporting storage containers 106 vertically, e.g. raising a storage container 106 from and lowering a storage container 106 into a storage column 105. The lifting means comprise one or more gripping / engaging devices adapted to engage a storage container 106, and the gripping / engaging device(s) is / are lowerable from the vehicle 201, 301 such that the position of the gripping / engaging device(s) relative to the vehicle 201, 301 can be adjusted in a third direction Z which is orthogonal to the first direction X and the second direction Y. A part of the gripping device of the container handling vehicle 301 is shown in Figure 3 , indicated with reference 304. The gripping device of the container handling device 201 is located within the vehicle body 301a in Figure 2 .

[0009] Conventionally, and also for the purposes of the present application, Z = 1 denotes the uppermost level of storage containers, i.e. the level immediately below the track system 108, Z = 2 denotes the second level below the track system 108, Z = 3 denotes the third level, etc. In the exemplary prior art disclosed in Figure 1 , Z = 8 denotes the lowermost level of storage containers. Similarly, X = 1...n and Y = 1...n denote the position of each storage column 105 within the horizontal plane. Thus, as an example, using the Cartesian coordinate system X, Y, Z indicated in Figure 1 , X = 1, Y = 2, Z = 3 denotes the storage container in the third level below the track system 108 in the second column from the left. Figure 1A storage container identified as 106’ can be said to occupy a storage position X = 10, Y = 2, Z = 3. It can be said that the container handling vehicles 201, 301 travel in a level Z = 0, and that each storage column 105’ can be identified by its X and Y coordinates.

[0010] The storage volume of the framework structure 100 is often referred to as the grid 104, where the possible storage locations within this grid are referred to as storage cells. Each storage column can be identified by a position in the X and Y directions, while each storage cell can be identified by a container number in the X direction, the Y direction, and the Z direction.

[0011] Each prior art container handling vehicle 201, 301 comprises a storage compartment or space for accommodating and stowing a storage container 106 when transporting the storage container 106 on the rail system 108. The storage space can comprise a cavity arranged centrally within the vehicle body 201a, as shown in Figure 2 WO 2015 / 193278 A1, the content of which is incorporated herein by reference.

[0012] Figure 3 An alternative configuration of a container handling vehicle 301 with a cantilever structure is shown. Such a vehicle is described in detail in NO 317366, the content of which is also incorporated herein by reference.

[0013] Figure 2 The central cavity container handling vehicle 201 shown can have a footprint covering an area with dimensions in the X and Y directions, which typically equals the lateral extent of the storage columns 105, e.g. as described in WO 2015 / 193278 A1, the content of which is incorporated herein by reference. The term “lateral” used here can mean “horizontal”.

[0014] Alternatively, the central cavity container handling vehicle 101 can have a footprint larger than the lateral area defined by the storage columns 105, e.g. as disclosed in WO 2014 / 090684 A1.

[0015] The rail system 108 typically comprises rails with grooves in which the wheels of the vehicles ride. Alternatively, the rails can comprise upwardly protruding elements, where the wheels of the vehicles comprise flanges to prevent derailing. These grooves and upwardly protruding elements are collectively referred to as guideways. Each rail can comprise one guideway, or each rail can comprise two parallel guideways.

[0016] WO 2018146304, the content of which is incorporated herein by reference, shows a typical configuration of a rail system 108 comprising rails and parallel guideways in the X and Y directions.

[0017] In the framework structure 100, most of the columns 105 are storage columns 105, i.e. columns 105 in which storage containers 106 are stored in stacks 107. However, some columns 105 can have other purposes. In Figure 1 In particular, the columns 119 and 120 are dedicated columns for container handling vehicles 201, 301 to drop off and / or pick up storage containers 106 so that they can be transported to or from an access station (not shown) where the storage containers 106 can be accessed from outside the grid 100 or be removed from or into the grid 100. In the art, such locations are often referred to as "ports", and the columns in which the ports are located can be called "port columns" 119, 120. The transport to the access station can be in any direction, i.e. horizontal, inclined and / or vertical. For example, a storage container 106 can be placed in a random or dedicated column 105 within the framework structure 100 and then picked up by any container handling vehicle and transported to a port column 119, 120 for further transportation to an access station. Note that the term "inclined" refers to transportation of a storage container 106 having a general transportation direction somewhere between horizontal and vertical.

[0018] In Figure 1 For example, the first port column 119 can be a dedicated drop-off port column where container handling vehicles 201, 301 can drop off storage containers 106 to be transported to an access station or a transshipment station, and the second port column 120 can be a dedicated pick-up port column where container handling vehicles 201, 301 can pick up storage containers 106 that have been transported from an access station or a transshipment station.

[0019] The access station can typically be a picking or stocking station where products are taken out from or put into the storage containers 106. In a picking or stocking station, the storage containers 106 are typically not removed from the automated storage and retrieval system 1, but are returned into the framework structure 100 again once accessed. The ports can also be used for transferring storage containers to another storage facility (e.g. to another framework structure or to another automated storage and retrieval system), a transport vehicle (e.g. a train or a lorry) or a production facility.

[0020] A conveyor system, typically comprising conveyors, is often employed to transport the storage containers between the port columns 119, 120 and the access station.

[0021] If the port columns 119, 120 and the access station are located at different levels, the conveyor system can comprise lifting devices with vertical components for transporting the storage containers 106 vertically between the port columns 119, 120 and the access station.

[0022] The conveyor system can be arranged to transfer storage container 106 between different frame structures, for example, as described in WO2014 / 075937A1, the contents of which are incorporated herein by reference.

[0023] When you need to access the storage Figure 1 When a storage container 106 is located in one of the storage columns 105 disclosed in the diagram, one of the container handling vehicles 201, 301 will be instructed to retrieve the target storage container 106 from its location and transport it to the unloading port column 119. This operation involves moving the container handling vehicle 201, 301 to a position above the storage column 105 where the target storage container 106 is located, retrieving the storage container 106 from the storage column 105 using the lifting device (not shown) of the container handling vehicle 201, 301, and transporting the storage container 106 to the unloading port column 119. If the target storage container 106 is located deep in the stack 107, i.e., one or more other storage containers 106 are located above the target storage container 106, the operation also involves temporarily moving the storage containers placed above it before lifting the target storage container 106 from the storage column 105. This step, sometimes referred to in the art as “digging,” can be performed by the same container handling vehicle subsequently used to transport the target storage container to unloading port column 119, or by one or more other cooperating container handling vehicles.

[0024] Alternatively or additionally, the automated storage and retrieval system 1 may have a container handling vehicle specifically designed for the task of temporarily removing storage containers from storage column 105. Once the target storage container 106 has been removed from storage column 105, the temporarily removed storage container can be returned to the original storage column 105. However, alternatively, the removed storage container can be relocated to another storage column.

[0025] When storage container 106 is stored in one of the columns 105, one of the container handling vehicles 201, 301 is instructed to pick up storage container 106 from pick-up port column 120 and transport it to a position above the storage column 105 where it is to be stored. After removing any storage container located at or above the target position within the storage column stack 107, the container handling vehicle 201, 301 positions storage container 106 in the desired position. The removed storage container can then be lowered back into storage column 105 or repositioned into another storage column.

[0026] In order to monitor and control the automated storage and retrieval system 1, e.g. to monitor and control the positions of the individual storage containers 106 within the framework structure 100, the contents of each storage container 106; and the movement of the container handling vehicles 201, 301 so that a desired storage container 106 can be delivered to a desired location at a desired time without the container handling vehicles 201, 301 colliding with each other, the automated storage and retrieval system 1 comprises a control system 500, which is typically computerized and which typically includes a database for keeping track of the storage containers 106.

[0027] A problem associated with known automated storage and retrieval systems 1 is that it is challenging for a person to enter the rail system 108 to perform an inspection, or to perform maintenance, or to remove a malfunctioning container handling vehicle.

[0028] Another important problem with maintenance or removal of malfunctioning vehicles is that a full shut-down of the system 1 is required in order for a person to enter with low or zero risk of injury. Especially for large systems 1, e.g. systems 1 with more than 500 vehicles operating simultaneously, a full shut-down is highly undesirable due to the enormous costs for the operator.

[0029] It is an object of the present invention to improve the efficiency of an automated storage and retrieval system of the above-mentioned type. It is another object of the present invention to improve the safety during maintenance and repair operations, and to improve the efficiency during such maintenance and repair operations. SUMMARY

[0030] The present invention relates to an automated storage and retrieval system comprising:

[0031] - a three-dimensional storage grid for depositing storage containers;

[0032] - first and second container handling vehicles operating on the storage grid;

[0033] - a central communication system for controlling and communicating with the container handling vehicles for handling storage containers in the storage grid; characterized in that

[0034] - the automated storage and retrieval system comprises a barrier separating the three-dimensional storage grid into a first part and a second part;

[0035] - the barrier has two states: a first state in which the container handling vehicles are allowed to move between the first part and the second part; and a second state in which the container handling vehicles are physically prevented from moving between the first part and the second part by means of the barrier.

[0036] Therefore, the present invention provides an automated storage and retrieval system that has the ability to divide the working area of ​​a storage grid into separate zones by deploying barriers and by a central communication system that coordinates the movement of container handling vehicles. In this way, a safe environment can be provided for operators on the storage grid to approach faults, wherein the safe environment is free from moving container handling vehicles.

[0037] In one aspect, the central communication system is configured to operate in conjunction with barriers to provide a protected area on the storage grid free of moving container handling vehicles, allowing operators to correct fault conditions within that protected area.

[0038] In one aspect, a three-dimensional storage grid includes a fence set above the storage grid along its boundaries.

[0039] The term "safe zone" here refers to an area with predefined safety and / or safety regulations, in which certain actions are permitted in the protected area but not in other areas.

[0040] In one aspect, the system includes an actuator for moving a barrier between its first and second states; wherein a central communication system is configured to control the actuator.

[0041] In one respect, the central communication system is configured as follows:

[0042] -When the barrier is in the first state, detect whether there is a fault condition in one of the first or second parts;

[0043] - Control all operating container handling vehicles to leave the malfunctioning section of the container;

[0044] - The control actuator moves the barrier to the second state.

[0045] With all other container handling vehicles leaving the section where the malfunction occurred, workers can now safely rectify the situation, as other container handling vehicles are physically prevented from moving to or approaching the location of the malfunction.

[0046] In one aspect, once the fault condition has been corrected, the central communication system is configured to control the actuators to move the barrier back to its first state and allow container handling vehicles to move into the section where the fault condition had previously occurred. The central communication system can also be configured to control container handling vehicles to enter the previously faulty section.

[0047] Thus, during repair and / or retrieval, other vehicles can perform their normal operation in parts where no failure condition is present. Thus, efficiency is improved because some vehicles will be allowed to operate at all times, with one exception being when all parts have a failure condition present at the same time.

[0048] In one aspect, the failure condition can be a failed vehicle. In one aspect, the failure condition can be a mispositioned storage container. In one aspect, the failure condition can be a mispositioned product item. In one aspect, the failure condition can be detected automatically and a signal indicating the presence of the failure condition is sent automatically to a central communication system. The signal can include the location of the failure condition. The location can include the part of the storage grid in which the failure condition has been detected. Alternatively, the signal can be given manually by a human.

[0049] In one aspect, the parts have substantially the same size.

[0050] In one aspect, the barrier defines a separation boundary between the first and second parts. In one aspect, the separation boundary is linear. In one aspect, the separation boundary is located between two rows of storage columns.

[0051] In one aspect, the barrier can be moved from an initial position to a subsequent position when the barrier is in the first state, wherein the first and second parts in the initial position are different from the first and second parts in the new position.

[0052] Thus, if a failure condition is present at the boundary between the first part and the second part in the initial position, the failure condition can impede the movement of the barrier to its second state. By moving the barrier itself to the new position, the failure condition is no longer an obstacle for the barrier.

[0053] According to the above, movement of the separation boundary can be achieved.

[0054] In one aspect, the actuator is strong enough to push the container handling vehicles into the first part or the second part when the barrier is moved from its first state to its second state.

[0055] In one aspect, in the first state, the barrier is arranged at a position above or below the vehicle travel level and in the second state, the barrier is arranged at the vehicle travel level.

[0056] In one aspect, the barrier comprises a rollable type barrier, a foldable type barrier, a sliding type barrier, a linearly moving type barrier or a pivotable type barrier.

[0057] In one aspect, the system further comprises a tunnel arranged above the storage grid, wherein the barrier is suspended below the tunnel.

[0058] In an aspect, the barrier is suspended from different types of structures above the storage grid, such as the ceiling of the building in which the storage grid is located, support beams for the ceiling, etc.

[0059] In an aspect, the storage grid comprises a continuous framework structure comprising upright members and horizontal members, wherein storage containers are stored in storage columns arranged between the members; a continuous framework structure comprises tracks for guiding the transport vehicles during their operation on the storage grid and during their movement between the first and second portions.

[0060] In an aspect, the barrier can comprise a physical barrier having the form of a transport vehicle stopping element arranged below the transport vehicle travel level in a first state, wherein the column is lifted to the transport vehicle travel level in a second state.

[0061] The transport vehicle stopping element can comprise a column, a rod, etc.

[0062] In an aspect, the transport vehicle stopping element is linearly movable by means of a linear actuator. In an aspect, the transport vehicle stopping column is pivotally movable by means of a rotational actuator.

[0063] In an aspect, the barrier is movably connected to an upright member or a horizontal member, wherein in a first state the barrier is vertically below the guide rail.

[0064] In an aspect, the container handling transport vehicle comprises a transport vehicle communication system having a transport vehicle transmitter and a transport vehicle receiver for communicating with the central communication system and / or other container handling transport vehicles.

[0065] In an aspect, the transport vehicle transmitter and the transport vehicle receiver of the transport vehicle communication system are configured to transmit instructions to open or close the barrier.

[0066] In an aspect, the system and the transport vehicle transmitter and receiver are configured to use light for wireless communication, and wherein the system transmitter and the system receiver are located on, around or below the storage grid in the automated storage system.

[0067] The invention also relates to a method for correcting a fault condition in an automated storage and retrieval system, wherein the automated storage and retrieval system comprises a three-dimensional grid for housing storage containers; first and second container handling transport vehicles operating on the storage grid; and a central communication system having a system transmitter and a system receiver for controlling and communicating with at least one container handling transport vehicle; characterized in that the method comprises:

[0068] - defining a three-dimensional storage grid having a first portion and a second portion separate from the first portion;

[0069] controlling the barrier of the automated storage and retrieval system between a first state, in which the container handling vehicles are allowed to move between the first part and the second part, and a second state, in which the container handling vehicles are physically prevented from moving between the first part and the second part by means of the barrier.

[0070] In one aspect, the method further comprises:

[0071] - detecting whether a fault condition exists in one of the first or second parts when the barrier is in its first state;

[0072] - controlling all container handling vehicles that are running to leave the part in which the fault condition exists;

[0073] - controlling the barrier to be in its second state.

[0074] In one aspect, the method comprises the steps of:

[0075] - moving the barrier from an initial position to a subsequent position when the barrier is in the first state, wherein the first and second parts in the initial position are different from the first and second parts in the new position.

[0076] In one aspect, the method comprises the steps of:

[0077] - pushing the container handling vehicles into the first part or into the second part by means of the barrier. BRIEF DESCRIPTION OF DRAWINGS

[0078] The following drawings attached hereto serve to facilitate the understanding of the present application; they show an embodiment of the application, which is now described by way of example only, in which:

[0079] Figure 1 is a perspective view of a framework structure of an automated storage and retrieval system of the prior art.

[0080] Figure 2 is a perspective view of a container handling vehicle of the prior art having a cavity arranged centrally for carrying storage containers therein.

[0081] Figure 3 is a perspective view of a container handling vehicle of the prior art having a cantilever for carrying storage containers underneath.

[0082] Figure 4 is a side view schematically showing three independent storage grids.

[0083] Figure 5 is a side view schematically showing one storage grid divided into three parts.

[0084] Figure 6 A first embodiment of a storage grid with barrier devices of a first type is shown.

[0085] Figure 7 A first embodiment of a storage grid with barrier devices of a first type is shown. Figure 6 An enlarged view of the barrier device of the first type shown in

[0086] Figure 8a A first embodiment of a storage grid with barrier devices of a first type is shown. 8b A first and second state of a barrier device of a pivoting movement type connected to the frame structure of the storage grid is shown.

[0087] Figure 9a A first and second state of a barrier device of a pivoting movement type connected to the frame structure of the storage grid is shown. 9b A first and second state of a barrier device of a linear movement type connected to the frame structure of the storage grid is shown.

[0088] Figure 10a A first and second state of a barrier device of a linear movement type connected to the frame structure of the storage grid is shown. 10b A first and second state of a horizontally moving barrier is shown.

[0089] Figure 11a A first and second state of a horizontally moving barrier is shown. 11b A first and second state of a barrier pivoting upwards is shown.

[0090] Figure 12a A vertically movable barrier device in the form of a rollable curtain made of a reinforcing fabric or a fabric comprising reinforcing elements is shown.

[0091] Figure 12b A vertically movable barrier device similar to a louver or a pleated window is shown.

[0092] Figure 12c A vertically movable barrier device in the form of an I-beam suspended in a wire is shown.

[0093] Figure 12d A horizontally movable hinged panel wall is shown.

[0094] Figure 12e A horizontally slidable panel wall is shown.

[0095] Figure 13a A vertically movable barrier device in the form of a rollable curtain made of a reinforcing fabric or a fabric comprising reinforcing elements is shown. Figure 13b A vertical upright member is shown. DETAILED DESCRIPTION

[0096] In the following, embodiments of the present application will be discussed in more detail with reference to the drawings. It should be understood, however, that the drawings are not intended to limit the present application to the subject matter depicted in the drawings.

[0097] The frame structure 100 of the automated storage and retrieval system 1 is according to the above in connection with Figures 1 to 3The described prior art framework structure 100 is constructed of a plurality of upright members 102 and a plurality of horizontal members 103, which are supported by the upright members 102, and further, the framework structure 100 comprises a first, upper rail system 108 having rails 110, 111 in the X- and Y-directions.

[0098] The framework structure 100 further comprises storage compartments in the form of storage columns 105 arranged between the members 102, 103, wherein storage containers 106 are stackable in stacks 107 within the storage columns 105.

[0099] The framework structure 100 can be of any size. In particular, it will be appreciated that the framework structure can be wider and / or longer and / or deeper than the one disclosed in Figure 1 For example, the framework structure 100 can have a horizontal extent of more than 700 x 700 columns and a storage depth of more than 12 containers.

[0100] Figure 4 is a side view of an embodiment, wherein the central communication system 500 uses light as communication medium in the storage system 1.

[0101] The storage system 1 comprises at least one container handling vehicle 201, 301, 404 for transporting containers 106. These container handling vehicles 201, 301, 404 can be vehicles 201, 301 moving on the top of the storage grid 104, lifting containers 106 out of the grid 104, but can also be remotely operated transfer vehicles 404 for transporting storage containers 106 between the storage grid 104 and e.g. a port 403 for handling storage containers 106. The system 1 further comprises a central communication system 500 for communicating information to all parts of the system 1. The system 1 can also comprise at least one port 403 where containers are transported to and relevant items are picked from the containers for transport. After the relevant items have been picked, the containers 106 are returned to the container handling vehicles 201, 301, 404 for transport back to the storage grid 104. Furthermore, the system 1 can comprise one or more barriers 402 dividing the parts of the storage grid 104. The system 1 can also comprise other parts.

[0102] In a preferred embodiment of the application, the central communication system 500 communicates information to different parts of the storage system 1 via a plurality of transmitters 401. These transmitters 401 use light as communication medium. The transmitters 401 are located around the storage grid 104 in the facility housing the storage system 1 to ensure that all areas of the storage system 1 are within line of sight of at least one transmitter 401.

[0103] The transmitter 401 can be in the form of an LED light for transmitting information. The camera can be used for receiving information. However, any other form of device for sending and receiving information using light as a communication medium can be used.

[0104] In the solution presented in the present invention using light as a communication medium, the transmitter 401 and the receiver must be in line of sight of each other. Therefore, in a large storage facility, it can be necessary to use multiple transmitters 401 and receivers distributed in the facility housing the storage system 1 in order to cover all areas of the storage system 1.

[0105] If all transmitters and receivers of a container handling vehicle cannot communicate via light signals, the container handling vehicle automatically proceeds to a service station. Alternatively, the container handling vehicle 201, 301, 404 can have a backup communication system. This backup communication system can be Wi-Fi. If the communication system using light as a communication medium malfunctions for some reason, the Wi-Fi system can take over the communication with the central communication system 500.

[0106] In yet another alternative solution, the communication between the central communication system 500 and the rest of the storage system 1 can be made by using both light and Wi-Fi as communication channels. Light as a communication medium can be used for communication from the central communication system 500 to the vehicles, ports and barriers and from the vehicles, ports and barriers to the central communication system 500 to Wi-Fi.

[0107] To prevent light interference, the storage system 1 can be divided into sections. These sections can be separated by light blocking partitions. These partitions can be curtains, screens or barriers that can be raised or lowered when needed. This makes it possible to separate the communication in one section from the rest. One such section can be one grid separated from other grids or a part of a grid separated from the rest of the grid. The storage grid can be divided into several such sections.

[0108] The benefit of this is that it makes it easier to perform maintenance on the container handling vehicles on the grid. Furthermore, the sections can be protected zones in case of fire. Another benefit of using light as a means of communication is that it is safer when an emergency stop is needed over the entire storage system. Since Wi-Fi is susceptible to interference from signals outside the storage system 1, there is a chance that the interference can cause the container handling vehicles to operate unexpectedly. Using light as a means of communication in a storage system 1 that blocks light interference from the outside, the chance of unexpected operation of the container handling vehicles is almost reduced to zero.

[0109] Furthermore, by dividing the storage grid into sections that can be blocked from communication with the outside, it can be easier to ensure that the container handling vehicles in a certain section are shut down, or alternatively, that the container handling vehicles in the section are operated while the rest of the storage system 1 is shut down.

[0110] Figure 5 Embodiments of the application are illustrated. Here, other types of communication can be used instead of Figure 4 light used as a medium. Thus, electromagnetic communication such as radio-based communication can be used. Several types of such electromagnetic communication are commonly used in today's storage systems and will not be discussed in further detail here.

[0111] The central communication system 500 is connected or integrated with a control system to operate the automated storage and retrieval system 1. Thus, in the figures, the central communication system and the control system are generally referred to as reference 500.

[0112] In Figure 5 there is a large three-dimensional grid 104 divided into a first section S1, a second section S2 and a third section S3. A first boundary B1-2 separates the first section S1 and the second section S2. A second boundary B2-3 separates the second section S2 and the third section S3.

[0113] There is a common rail system 108 with rails 110, 111 for the top of the storage grid 104 for guiding the vehicles 201, 301 during operation of the vehicles 201, 301 on the storage grid 104 and during movement of the vehicles 201, 301 between the sections S1, S2, S3.

[0114] Figure 5 The automated storage and retrieval system 1 of The barriers 402 have two states: a first state in which the container handling vehicles 201, 301 are allowed to move between the sections S1, S2, S3 and a second state in which the container handling vehicles 201, 301 are physically prevented from moving between the sections S2, S2, S3 by means of the barriers 402. It should be noted that the barriers 402 can be controlled independently.

[0115] Thus, if the left barrier is in the second state and the right barrier is in the first state, the vehicles can move between the second section S2 and the third section S3, but not between the first section S1 and the second section S2.

[0116] Thus, when all barriers 402 are in the first state, the container handling vehicles 201, 301 can operate on the entire grid 104 as if no sections had been defined at all.

[0117] However, when the barrier 402 is in the second state, the first section S1 provides a first protection zone, the second section S2 provides a second protection zone, and the third section S3 provides a third protection zone, all protection zones being separate from each other. It is thus possible to allow certain actions in one protection zone, while the same actions are not allowed in other protection zones.

[0118] The system 1 further comprises an actuator M for moving the barrier 402 between the first and second states of the barrier. Preferably, the central communication system 500 is configured to control the actuator M. The actuator M can be an electric motor, an electric and / or hydraulic actuator, etc., and is considered to be known to the person skilled in the art.

[0119] In Figure 5 , 6 and 7, the barrier 402 is a rollable type barrier in the form of a curtain, similar to a partition wall that is often used in sports halls to divide the hall into smaller hall sections. This type of rollable barrier is also shown in Figure 12a . The curtain can be made of a reinforced fabric or a fabric comprising reinforcing elements.

[0120] Figure 12b An alternative is shown in which a vertically movable barrier device is shown that resembles a shutter or a pleated window. Figure 12c Another alternative is shown in which the barrier comprises beams, for example I-beams or H-beams that are suspended by means of wires.

[0121] In Figure 5 , it is shown that a vehicle moves in a vehicle travel level Z0 that indicates the height of the vehicle. The above-mentioned barrier 402 is suspended above the vehicle travel level Z0 in the first state. In the second state, the barrier is moved to this vehicle travel level Z0 to physically prevent the vehicle from moving between sections S1, S2, S3.

[0122] In Figure 6 and 7 , the barrier 402 is suspended below a passage 410 that serves as a shortcut for people to walk from one side of the grid to the other side of the grid. Alternatively, the barrier 402 can be suspended on a structure above the storage grid, for example the ceiling of the building in which the storage grid is located, a support beam for the ceiling, etc.

[0123] In Figure 12d , an alternative barrier 402 in the form of a horizontally movable hinged panel wall is shown. Here, the barrier 402 will be arranged at one side of the vehicle travel area Z0 in the first state and will slide or otherwise move laterally into the vehicle travel area Z0 in the second state.

[0124] In Figure 12eIn the middle, an alternative barrier 402 in the form of a slidable panel wall 402a is shown. The slidable panel wall 402a is slidably engaged with and suspended from a rail 403b above the grid structure. The slidable panel wall 402a can also be slidably engaged with the rails 110, 111 used by the container handling vehicles. There can be multiple such panel walls along the border between the two areas S1, S2, adjacent to each other.

[0125] Reference is now made to Figure 8a and 8b Here, the barrier 402 comprises a plurality of pivotable vehicle stopping elements 412 which in a first state are arranged below the vehicle travel area Z0 and in a second state are pivoted upwards into the vehicle travel area Z0.

[0126] Reference is now made to Figure 9a and 9b Here, the barrier 402 comprises a plurality of linearly moving vehicle stopping elements 412 which in a first state are arranged below the vehicle travel area Z0 and in a second state are arranged vertically upwards into the vehicle travel area Z0.

[0127] The above vehicle stopping elements 412 need not be as tall as the vehicles or the vehicle travel area Z0, as long as they are tall and sturdy enough to physically stop the vehicles from moving between the two sections. The vehicle stopping elements 412 can comprise posts, bars, etc.

[0128] The above vehicle stopping elements 412 are arranged along the first border B1-2 and / or the second border B2-3 between the sections S1, S2, S3. Typically, there will be one vehicle stopping element 412 for each storage column 105.

[0129] Reference is now made to Figure 13a and 13b Here, the alternative vehicle stopping elements 412 are shown as being pivotably connected to the upright members 102 of the frame structure 100. The vehicle stopping elements are here L-shaped, which enables the elements to be arranged vertically below the rails 110, 111 in a first state, and still enables the vehicle stopping elements to be pivoted upwards and into the vehicle travel level Z0.

[0130] In this way, the barrier 402 can be retrofitted to an existing storage grid 104, and thus the storage grid can have the same number of columns, while the storage grid does not have any horizontal extension.

[0131] Operation

[0132] The operation of the barrier 402 will be described in further detail below.

[0133] If a fault condition exists in one of the sections S1, S2, S3, the barrier 402 will be used. The central communication system 500 will then control all the running container handling vehicles 201, 301 to leave the section in which the fault condition exists and then control the actuator M to move the barrier 402 to its second state in order to isolate the fault condition to one of the sections.

[0134] With all other container handling vehicles 201, 301 leaving the section in which the fault condition exists, the staff can now safely correct the fault condition since the other container handling vehicles are physically prevented from moving to or close to the location of the fault condition.

[0135] When the fault condition has been corrected, the central communication system 500 is configured to control the actuator M to move the barrier 402 again to its first state and allow the container handling vehicles 201, 301 to move into the section S1, S2 in which the fault condition once existed.

[0136] Thus, during repair and / or retrieval, the other vehicles can perform their normal operation in one or more sections in which no fault condition exists. Thus, the efficiency is improved since some vehicles will be allowed to run at all times with one exception being when a fault condition exists in all sections simultaneously.

[0137] Some further examples will be given below.

[0138] Example 1

[0139] In the present example, the fault condition is a faulty vehicle which cannot move by itself to a service station. The faulty vehicle has stopped in the first section S1. Thus, the faulty vehicle has to be retrieved from the grid to a service station and / or has to be repaired on the grid, typically requiring a person to move onto the grid with the aid of a service vehicle. The service vehicle can provide sufficient protection against the moving vehicles adjacent to the service vehicle. However, during repair / retrieval, it is typically required that the person either stretches his / her arm to touch the faulty vehicle or leaves the service vehicle and stands on top of the storage grid. Thus, there is a potential risk of injury by the adjacent moving vehicles.

[0140] According to the application, it is possible to avoid this when all container handling vehicles 201, 301 except the faulty vehicle leave the part S1 in which the fault condition exists. Of course, it is possible to use the central communication system 500 to instruct the vehicles in operation to keep a predetermined distance from the faulty vehicle, or to instruct the vehicles in operation to only operate in the second part S2 and / or the third part S3. However, the barrier 402 will represent an extra safety for the person performing the service operation on the faulty vehicle, since the barrier will physically prevent vehicles from operating close to the faulty vehicle.

[0141] Example 2

[0142] In the present example, the fault condition is a position-incorrect storage container, i.e. a storage container in a position in which the container handling vehicle cannot connect to the storage container. Here, the storage containers will form an obstacle for the storage containers below the position-incorrect storage container and / or an obstacle for the movement of the container handling vehicles.

[0143] In a similar way as in the first example, it will also be necessary here for a person to move onto the grid, e.g. by means of a service vehicle.

[0144] Example 3

[0145] In the present example, the fault condition is a position-incorrect product item, i.e. a product item that has fallen from a storage container and is now in a position in which the container handling vehicle cannot connect to the storage container, a position in which the storage containers cannot be stacked on each other or a position that forms an obstacle for the movement of the container handling vehicles.

[0146] Again, it will also be necessary here for a person to move onto the grid, e.g. by means of a service vehicle.

[0147] In the above examples, the detection of the fault condition can be detected automatically, e.g. by means of a camera that detects a non-moving vehicle, an error signal sent from the faulty vehicle, a camera that detects a storage container in a suspicious position or a fallen item that blocks the vehicle path, etc. The detection of the fault condition can also be given manually by a person, e.g. based on an observation of the fault condition, the person presses a button (e.g. an emergency button close to the grid, a button on a user interface, etc.). Then, the person will typically press one button that indicates the part in which the fault condition exists.

[0148] In Figure 5 , 6 and 7, it is shown that the three-dimensional storage grid 104 comprises a border B along which the storage grid 104 is delimited (in Figure 1A fence 420 (indicated with a dashed line B) is arranged above the storage grid 104. By means of the fence 420, it is possible to prevent a person from entering the first part of the storage grid 104, i.e. to prevent a collision between a person and a container handling vehicle operating on the storage grid 104, or to prevent a person from being injured by falling into a storage column of the storage grid. Furthermore, the fence 420 physically prevents a container handling vehicle from moving beyond the boundary B of the storage grid 104. The fence 420, together with the barrier 402 in its second state, separates the areas S1, S2 of the storage grid 104 into closed, safe or protected areas.

[0149] Example 4

[0150] Reference is now made to Figure 10a . Here, a fault condition in the form of a malfunctioning vehicle is detected on the boundary B1-2 between the first part S1 and the second part S2. The fault condition itself can thus hinder the barrier 402 from entering the second state.

[0151] In this example, the barrier 402 is movable from an initial position, shown in Figure 10a , to a subsequent position, shown in Figure 10b . The barrier 402 is then brought into the second state. In the subsequent position, the fault condition no longer hinders the barrier from moving into the second state. It should be noted that the first part S1 and the second part S2 in the initial position are different from the first part S1 and the second part S2 in the new position.

[0152] According to the above, it is possible to achieve a movement of the separating boundary B1-2.

[0153] Example 5

[0154] Reference is now made to Figure 11a , which shows a similar situation as in example 4, where the fault condition is a malfunctioning vehicle present on the boundary B1-2 between the first part S1 and the second part S2. Here, the barrier 402 is of the type shown in Figure 8a and 8b , i.e. a pivot type barrier arranged below the vehicle travel level Z0 in the first state.

[0155] Here, the actuators M of the barrier 402 are powerful enough to push the container handling vehicle 201, 301 into the first part S1 when the barrier 402 is moved from its first state to its second state. If the actuators M are powerful enough to push the vehicle, the actuators will be able to push the storage containers away from the boundary B1-2.

[0156] In the foregoing description, various aspects of an automated storage and retrieval system according to the present application have been described with reference to illustrative embodiments. For purposes of explanation, specific numbers, systems and configurations were set forth in order to provide a thorough understanding of the system and its working principles. It is however noted that the description is not to be interpreted in a limiting sense. Various modifications and changes to the illustrative embodiments and other embodiments of the system will occur to those skilled in the art to which the disclosed subject matter pertains, and it is understood that such modifications and changes are intended to fall within the scope of the application.

[0157] Reference Number List

[0158] Prior Art Figures 1 to 4

[0159] 1 Prior Art Automated Storage and Retrieval System

[0160] 100 Framework structure

[0161] 102 Upright members of the framework structure

[0162] 103 Horizontal members of the framework structure

[0163] 104 Storage grid

[0164] 105 Storage column

[0165] 106 Storage container

[0166] 106’ Specific location of a storage container

[0167] 107 Stack

[0168] 108 Rail system

[0169] 110 First direction (X) parallel rails

[0170] 110a First direction (X) first rail

[0171] 110b First direction (X) second rail

[0172] 111 Second direction (X) parallel rails

[0173] 111a Second direction (Y) first rail

[0174] 111b Second direction (Y) second rail

[0175] 112 Access opening

[0176] 119 First port column

[0177] 120 Second port column

[0178] 201 Prior Art Storage Container Carriers​

[0179] 201a Vehicle body of storage container carrier 201

[0180] 201b Drive arrangement / wheel arrangement, first direction (X)

[0181] 201c Drive arrangement / wheel arrangement, second direction (Y)

[0182] 301 Prior art cantilevered storage container carrier

[0183] 301a Vehicle body of storage container carrier 301

[0184] 301b Drive arrangement, first direction (X)

[0185] 301c Drive arrangement, second direction (Y)

[0186] 304 Gripper device

[0187] 401 System transmitter

[0188] 402 Barrier

[0189] 410 Passage

[0190] 420 Fence

[0191] 500 Control system

[0192] X First direction

[0193] Y Second direction

[0194] Z Third direction

[0195] M Actuator

[0196] B Boundary

Claims

1. An automated storage and retrieval system (1) comprising: - a three-dimensional storage grid (104) for storing storage containers (106); - first and second container handling vehicles (201, 301) operating on the storage grid (104); - a central communication system (500) for controlling and communicating with the first and second container handling vehicles (201, 301) for handling storage containers (106) in the storage grid (104); characterized in that: - the automated storage and retrieval system (1) comprises a barrier (402) separating the three-dimensional storage grid (104) into a first portion (SI) and a second portion (S2), wherein the barrier (402) has two states: a first state in which the first and second container handling vehicles (201, 301) are allowed to move between the first portion (SI) and the second portion (S2); and a second state in which the first and second container handling vehicles (201, 301) are physically prevented from moving between the first portion (SI) and the second portion (S2) by means of the barrier (402), wherein the system (1) comprises an actuator (M) for moving the barrier (402) between the first and second states of the barrier; wherein the central communication system (500) is configured to control the actuator (M); wherein the actuator (M) is powerful enough to push the first and second container handling vehicles (201, 301) into the first portion (SI) or into the second portion (S2) when the barrier (402) is moved from the first state of the barrier to the second state of the barrier; wherein the storage grid (104) comprises one continuous framework structure (100) comprising upright members (102) and horizontal members (103), wherein the storage containers are stored in storage columns (105) arranged between the upright members (102) and the horizontal members (103); wherein the one continuous framework structure (100) comprises tracks (110, 111) for guiding the first and second container handling vehicles (201, 301) during operation of the vehicles on the storage grid (104) and during movement of the vehicles between the first portion (SI) and the second portion (S2); wherein the barrier (402) is movably connected to the upright members (102) or the horizontal members (103), and wherein the barrier (402) in the first state is positioned vertically below the tracks (110, 111).

2. The automated storage and retrieval system (1) according to claim 1, wherein The central communication system (500) is configured to operate with the barrier (402) to provide a protected area without moving first and second container handling vehicles (201, 301) on the storage grid (104) to allow an operator to correct a fault condition in the protected area.

3. The automated storage and retrieval system (1) according to claim 1 or 2, wherein The three-dimensional storage grid (104) comprises a fence (420) arranged above the storage grid (104) along a border (B) of the three-dimensional storage grid.

4. The automated storage and retrieval system (1) according to claim 1, wherein The central communication system (500) is configured to: - detect whether a fault condition exists in one of the first section (SI) and the second section (S2) when the barrier (402) is in the first state; - control all first and second container handling vehicles (201, 301) that are running to leave the section in which the fault condition exists; - control the actuator (M) to move the barrier (402) to the second state of the barrier.

5. The automated storage and retrieval system (1) according to claim 1 or 2, wherein The first section (SI) and the second section (S2) have the same size.

6. The automated storage and retrieval system (1) according to claim 1 or 2, wherein The barrier (402) is movable from an initial position to a subsequent position when the barrier is in the first state, wherein the first section (SI) and the second section (S2) in the initial position are different from the first section (SI) and the second section (S2) in the subsequent position.

7. The automated storage and retrieval system (1) of claim 1 or 2, wherein The system (1) further comprises a walkway (410) arranged above the storage grid (104), wherein the barrier (402) is suspended below the walkway (410).

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