Automated storage and extraction system including a lockable barrier to secure transfer personal into a transport vehicle over an operating

Abstract

Described is an automatic storage and retrieval system (1) comprising:-a track system (108) comprising a first set of parallel tracks (110) and a second set of parallel tracks (111) in a horizontal plane to guide a container handling vehicle (201; 301); 401) moving in a first direction (X) and a second direction (Y), a first set of parallel rails extending in the first direction (X) across a top of the frame structure (100) formed by the plurality of upright members (102), and a second set of parallel rails arranged in the second direction (Y) perpendicular to the first set of parallel rails (110), and wherein the rail system (108) comprises a running area (20); -a plurality of container handling vehicles (201; 301); 401) running on a track (110, 111) in a running region (20); -a transport vehicle (501 ') movable on the rail system (108), the transport vehicle (501') comprising a housing (E) defining a closed first area (510) for transporting persons therein, the housing (E) comprising a lockable barrier (520 ') configured to provide access for persons to enter the first area (510); -a second region (30; 510 ') spaced apart from the operating area (20) and comprising a lockable barrier (31; 520 '') of the second area, the lockable barrier of the second area being configured to provide a lockable barrier for the entry of a person from the first area (510) into the second area (30; the two lockable barriers (520 ', 31, 520' ') are configured to:-unlock when physically preventing movement of the transport vehicle (501') relative to the second area (30, 510 '), and-lock when allowing movement of the transport vehicle (501') relative to the second area (30, 510 '). A method of transporting persons between the first area (510) and the second area (30, 510') of the automated storage and retrieval system (1) is also described.

Description

Technical Field

[0001] The present invention relates to an automated storage and retrieval system, which includes: a rail system including a running area; a plurality of container handling vehicles running on the rails of the rail system in the running area; a transport vehicle capable of moving on the rail system, the transport vehicle including a housing that defines a closed first area for transporting personnel therein and includes a lockable barrier for accessing the first area; and a second area separated from the running area and including a lockable barrier, the lockable barrier of the second area being configured to provide an entrance for personnel to enter the second area from the first area. The present invention can be used to safely transfer personnel in and out of the transport vehicle on the grid during operation.

[0002] A related method is also described. Background Art

[0003] FIG. 1 discloses a prior art automated storage and retrieval system 1 having a frame structure 100, and FIGS. 2, 3, and 4 disclose three different prior art container handling vehicles 201, 301, 401 suitable for running on the system 1.

[0004] The frame structure 100 includes upright members 102 and a storage volume including storage rows 105 arranged in rows between the upright members 102. In these storage rows 105, storage containers 106 (also referred to as bins) are stacked one on top of the other to form stacks 107. The members 102 can generally be made of metal (e.g., extruded aluminum profiles).

[0005] The frame structure 100 of the automated storage and retrieval system 1 includes a rail system 108 arranged across the top of the frame structure 100, on which a plurality of container handling vehicles 201, 301, 401 can run to lift the storage containers 106 from the storage rows 105 and lower the storage containers 106 into the storage rows, and also transport the storage containers 106 above the storage rows 105. The rail system 108 includes: a first set of parallel rails 110 arranged to guide the container handling vehicles 201, 301, 401 to move across the top of the frame structure 100 in a first direction X; and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110 to guide the container handling vehicles 201, 301, 401 to move in a second direction Y perpendicular to the first direction X. The containers 106 stored in the rows 105 are accessed by the container handling vehicles 201, 301, 401 through access openings 112 in the rail system 108. The container handling vehicles 201, 301, 401 can move laterally above the storage rows 105, i.e., move laterally in a plane parallel to the horizontal X - Y plane.

[0006] The upright members 102 of the frame structure 100 can be used to guide the storage containers during raising the containers from the columns 105 and lowering the containers into the columns. The stack 107 of containers 106 is generally self-supporting.

[0007] Each prior art container handling vehicle 201, 301, 401 includes a vehicle body 201a, 301a, 401a and a first set of wheels 201b, 301b, 401b and a second set of wheels 201c, 301c, 401c, which enable the container handling vehicles 201, 301, 401 to move laterally in the X direction and the Y direction respectively. In FIGS. 2, 3 and 4, two wheels in each set of wheels are fully visible. The first set of wheels 201b, 301b, 401b are arranged to engage two adjacent tracks in the first set of parallel tracks 110, and the second set of wheels 201c, 301c, 401c are arranged to engage two adjacent tracks in the second set of parallel tracks 111. At least one set of the wheels 201b, 201c, 301b, 301c, 401b, 401c can be raised and lowered so that the first set of wheels 201b, 301b, 401b and / or the second set of wheels 201c, 301c, 401c can engage the corresponding set of parallel tracks 110, 111 at any time.

[0008] Each prior art container handling vehicle 201, 301, 401 also includes a lifting device for the vertical transportation of the storage container 106, for example, raising the storage container 106 from the storage column 105 and lowering the storage container 106 into the storage column. The lifting device includes one or more clamping / engaging devices adapted to engage the storage container 106, and the clamping / engaging device can be lowered from the vehicles 201, 301, 401 so that the position of the clamping / engaging device relative to the vehicles 201, 301, 401 can be adjusted in a third direction Z orthogonal to the first direction X and the second direction Y. Parts of the clamping devices of the container handling vehicles 301, 401 are shown in FIGS. 3 and 4 and are denoted by reference numerals 304, 404. In FIG. 2, the clamping device of the container handling device 201 is located within the vehicle body 201a and is therefore not shown. The lifting device can include a lifting frame 404d suspended on a lifting belt 404a. The lifting belt 404a can provide power and communication between the container handling vehicle and the lifting frame 404d. The lifting frame 404d can include a clamping engagement device / clamp 404b for connecting to the clamping recess of the storage container 106. The guide pin 404c helps to align the clamp 404b relative to the clamping recess of the storage container 106.

[0009] Conventionally and also for the purposes of this application, Z = 1 identifies the uppermost layer available for storage containers below the tracks 110, 111, i.e., the layer immediately below the track system 108, Z = 2 identifies the second layer below the track system 108, Z = 3 identifies the third layer, and so on. In the exemplary prior art disclosed in FIG. 1, Z = 8 identifies the lowermost bottom layer of the storage containers. Similarly, X = 1...n and Y = 1...n identify the positions of each storage column 105 in the horizontal plane. Thus, by way of example and using the Cartesian coordinate system X, Y, Z shown in FIG. 1, it can be said that the storage container identified as 106' in FIG. 1 occupies the storage position of X = 17, Y = 1, Z = 6. It can be said that the container handling vehicles 201, 301, 401 travel in the layer of Z = 0, and each storage column 105 can be identified by its X coordinate and Y coordinate. Thus, the storage containers extending above the track system 108 shown in FIG. 1 are also said to be arranged in the layer of Z = 0.

[0010] The storage volume part of the frame structure 100 is generally referred to as a grid 104, wherein the possible storage positions within the grid are called storage units. Each storage column can be identified by positions in the X direction and the Y direction, while each storage unit can be identified by the container number in the X direction, Y direction, and Z direction.

[0011] Each prior art container handling vehicle 201, 301, 401 includes a storage compartment or storage space for receiving and loading the storage container 106 when transporting the storage container 106 across the track system 108. The storage space can include a cavity arranged inside the vehicle bodies 201a, 401a, as shown in FIGS. 2 and 4 (which show cavity-type container handling vehicles) and as described, for example, in WO2015 / 193278A1 and WO2019 / 206487A1, the contents of these applications being incorporated herein by reference.

[0012] FIG. 3 shows an alternative configuration of a container handling vehicle 301 with a cantilever construction (referred to as a cantilever-type container handling vehicle). Such a vehicle is described in detail, for example, in NO317366, the contents of this application also being incorporated herein by reference.

[0013] The occupied area of the cavity-type container handling vehicle 201 shown in FIG. 2 can cover an area that is approximately equal in size in the X direction and the Y direction to the lateral extent of the storage column 105, as described, for example, in WO2015 / 193278A1, the contents of this application being incorporated herein by reference. The term "lateral" as used herein can mean "horizontal".

[0014] Alternatively, the footprint of the chamber container handling vehicle 401 shown in FIGS. 4 and 5 may be greater than the lateral area defined by the storage columns 105, as shown in FIGS. 1 and 4 and as disclosed, for example, in WO2014 / 090684A1 or WO2019 / 206487A1.

[0015] The track system 108 generally includes tracks having grooves in which the wheels of the vehicle travel. Alternatively, the tracks may include upwardly projecting elements, wherein the wheels of the vehicle include flanges to prevent derailment. These grooves and upwardly projecting elements are collectively referred to as guide rails. Each track may include one guide rail, or each of the tracks 110, 111 may include two parallel guide rails. In other track systems 108, each track in one direction (e.g., the X direction) may include one guide rail, and each track in another perpendicular direction (e.g., the Y direction) may include two guide rails. Each of the tracks 110, 111 may also include two rail members fastened together, each rail member providing one of the pair of guide rails provided by each track.

[0016] WO2018 / 146304A1 (the content of which is incorporated herein by reference) shows a typical configuration of the track system 108, which includes tracks and parallel guide rails in both the X and Y directions.

[0017] In the frame structure 100, most of the columns 105 are storage columns 105, i.e., columns 105 in which the storage containers 106 are stored in stacks 107. However, some of the columns 105 may have other purposes. In FIG. 1, columns 119 and 120 are such dedicated columns used by the container handling vehicles 201, 301, 401 to unload and / or pick up the storage containers 106, such that the storage containers can be transported to an access station (not shown), where the storage containers 106 can be accessed from outside the frame structure 100, or removed from or inserted into the frame structure 100. In the art, such locations are commonly referred to as "ports", and the columns in which the ports are located may be referred to as "port columns" 119, 120. The transportation 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 column or a dedicated column 105 within the frame structure 100, and then picked up by any container handling vehicle and transported to the port columns 119, 120 for further transportation to the access station. The transportation from the port to the access station may require movement in various different directions by means of, for example, a conveyor vehicle, a cart, or other transportation lines. Note that the term "inclined" refers to the transportation of a storage container 106 having a generally transportation orientation in a direction between horizontal and vertical.

[0018] In FIG. 1, the first port column 119 can be, for example, an offloading port column where the container handling vehicles 201, 301, 401 can offload the storage containers 106 to be transported to the access station or transfer station, and the second port column 120 can be a pick-up port column where the container handling vehicles 201, 301, 401 can pick up the storage containers 106 that have been transported from the access station or transfer station.

[0019] The access station can generally be a pick-up station or a stocking station where product items are removed from or positioned into the storage container 106. In the pick-up station or stocking station, the storage container 106 is generally not removed from the automated storage and retrieval system 1 but is returned to the frame structure 100 again after access. The ports can also be used to transfer the storage container to another storage facility (e.g., to another frame structure or to another automated storage and retrieval system), to a transport vehicle (e.g., a train or a truck), or to a production facility.

[0020] A conveyor system including conveyors is generally used 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 at different elevations, the conveyor system can include a lifting device having a vertical component for vertically transporting the storage container 106 between the port columns 119, 120 and the access station.

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

[0023] The storage system can also use the port columns 119, 120 to transfer the storage container between the track system 108 on top of the frame structure 100 and a container transfer vehicle arranged below the lower end of the port column. Such a storage system and a suitable container transfer vehicle are disclosed in WO2019 / 238694Al and WO2019 / 238697Al, the content of which is incorporated herein by reference.

[0024] When accessing a storage container 106 stored in one of the multiple columns 105 disclosed in FIG. 1, one of the multiple container handling vehicles 201, 301, 401 is instructed to retrieve the target storage container from the location of the target storage container 106 and transport the target storage container to the unloading port column 119. This operation involves: moving the container handling vehicles 201, 301, 401 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 116 of the container handling vehicles 201, 301, 401; and transporting the storage container 106 to the unloading port column 119. If the target storage container 106 is deep within the stack 107, i.e., there is one or more other storage containers 106 above the target storage container 106, this operation also involves: temporarily moving the storage containers located above 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 using the same container handling vehicle that will subsequently be used to transport the target storage container to the unloading port column 119, or using one or more other collaborative container handling vehicles. Alternatively or additionally, the automated storage and retrieval system 1 can have container handling vehicles 201, 301, 401 dedicated to the task of temporarily removing storage containers 106 from the storage column 105. After removing the target storage container 106 from the storage column 105, the temporarily removed storage container 106 can be repositioned back to the original storage column 105. However, the removed storage container 106 can alternatively be repositioned to other storage columns 105.

[0025] When storing a storage container 106 in a column 105, one of the container handling vehicles 201, 301, 401 is instructed to pick up the storage container 106 from the pick-up port column 120 and transport the storage container to a position above the storage column 105 where the storage container will be stored. After removing any storage containers 106 located at or above the target position within the stack 107, the container handling vehicles 201, 301, 401 position the storage container 106 at the desired location. The removed storage containers 106 can then be lowered back into the storage column 105 or repositioned to other storage columns 105.

[0026] To monitor and control an automated storage and retrieval system 1, such as monitoring and controlling the position of each storage container 106 within the framework structure 100, the contents of each storage container 106, and the movement of the container handling vehicles 201, 301, 401, such that a desired storage container 106 can be transported to a desired location at a desired time point without the container handling vehicles 201, 301, 401 colliding with each other, the automated storage and retrieval system 1 includes a control system 500, which is typically computerized and typically includes a database for keeping track of the storage containers 106.

[0027] It is an object of the present invention to enable an operator or personnel to safely enter and exit an enabled or "live" automated storage and retrieval system. Summary of the Invention

[0028] The present invention is set forth and characterized in the independent claims, while the dependent claims describe other optional features.

[0029] As described herein, the common feature of all examples of the present invention is that a transport vehicle can enter and exit on a live grid. "Live" should be understood to mean that, for example, in the case where the container handling vehicles described with reference to FIGS. 1 to 4 are still in operation, a person can enter and exit a transport vehicle on a part of the automated storage and retrieval system without shutting down the system.

[0030] The present invention relates to an automated storage and retrieval system, which comprises:

[0031] - A rail system, including a first set of parallel rails and a second set of parallel rails located in a horizontal plane to guide a container handling vehicle to move in a first direction and a second direction, the first set of parallel rails extending in the first direction across the top of a framework structure formed by a plurality of upright members, the second set of parallel rails being arranged in a second direction perpendicular to the first set of parallel rails, and wherein the rail system includes an operating area;

[0032] - A plurality of container handling vehicles, running on the rails in the operating area;

[0033] - A transport vehicle, capable of moving on the rail system, the transport vehicle including a housing, the housing defining a closed first area for transporting personnel therein, the housing including a lockable barrier, and the lockable barrier of the housing being configured to provide an entrance for personnel to enter the first area;

[0034] - A second area, separated from the operating area and including a lockable barrier, the lockable barrier of the second area being configured to provide an entrance for personnel to enter the second area from the first area;

[0035] Wherein, the two lockable barriers are configured to:

[0036] - unlock when physically preventing the transport vehicle from moving relative to the second area; and

[0037] - lock when allowing the transport vehicle to move relative to the second area.

[0038] The transport vehicle is a vehicle of sufficient size for a person (such as an operator or other person) to enter or ride in. When a person is inside or on the transport vehicle, he / she is protected from the container handling vehicle operating in the operating area. The enclosure can surround the person, or it can provide all-round protection, for example, by including a roof. When a person is inside or on the transport vehicle, the person is protected from the container handling vehicle operating in the operating area.

[0039] The transport vehicle can be a transport vehicle whose main task is to transport people or persons.

[0040] Alternatively, the transport vehicle can be a vehicle that usually has other main tasks (such as storage container handling tasks, picking tasks, etc.) and has the function of transporting people or persons as a secondary task.

[0041] The lockable barrier of the enclosure and the lockable barrier of the second area can operate between an unlocked state allowing passage and a locked state preventing passage, so that the barrier prevents people from passing unless the transport vehicle is physically prevented from moving.

[0042] If the second area is arranged beside the transport vehicle, the lockable barrier can be arranged on the sides of the transport vehicle and the second area. Alternatively, if the second area is located above the transport vehicle, the lockable barrier can be arranged in the roof or ceiling of the transport vehicle and on the floor of the second area. As another alternative, if the second area is arranged below the transport vehicle, the lockable barrier can be arranged in the floor of the transport vehicle and in the roof or ceiling of the second area.

[0043] Therefore, the lockable barrier of the transport vehicle can only be unlocked and opened when the transport vehicle is physically prevented from moving. Therefore, the barrier can only be opened when the transport vehicle is fixedly connected to the second area.

[0044] When the lockable barriers are locked, they are also always closed, thus preventing people from passing.

[0045] When the lockable barriers are unlocked, they are open to allow people to pass, or they can be opened to allow people to pass.

[0046] When the lockable barriers of the transport vehicle and the lockable barrier of the second area are arranged next to each other, the risk of the operator colliding with the container handling vehicle when moving between the first area and the second area is eliminated or at least greatly reduced. That is, preferably there is no unit between the first area and the second area, so that personnel can move directly between the first area and the second area. Therefore, although the transport vehicle is located within the operating area, the position next to the barrier in the second area within the operating area can be regarded as a safe position, where there is no risk of personnel being hit or collided by the container handling vehicle operating in the operating area.

[0047] The barrier of the transport vehicle and the barrier of the second area can be locked in a fail-safe manner.

[0048] This ensures that the barrier is always locked when the transport vehicle is not physically (i.e., fixedly) connected to the second area, thus eliminating the risk of the barrier opening accidentally.

[0049] The transport vehicle can include a first set of wheels for traveling in a first direction and a second set of wheels for traveling in a second direction.

[0050] As an alternative to wheels, the transport vehicle can have belts for moving on top of the track system.

[0051] The transport vehicle can include a wheel lifting mechanism that can operate between a first position and a second position. In the first position, the first set of wheels is located above the second set of wheels, so that the second set of wheels is in contact with the track system. In the second position, the first set of wheels is located below the second set of wheels, so that the first set of wheels is in contact with the track system.

[0052] The transport vehicle can include a wheel drive motor for driving the first set of wheels and / or the second set of wheels.

[0053] One wheel drive motor can be used to drive both the wheels in the first set of wheels and the wheels in the second set of wheels. Alternatively, one wheel drive motor can be used to drive the first set of wheels, and one motor can be used to drive the second set of wheels.

[0054] The automated storage and retrieval system can include a locking assembly that takes the form of a mechanical locking assembly, an electromechanical composite locking assembly, a magnetic locking assembly, or an electromagnetic locking assembly to provide physical restraint.

[0055] In one aspect, the locking assembly can be configured to lock the docking detector, and wherein:

[0056] - The locking assembly is arranged at or in the second area, and the docking detector extends outward from the transport vehicle, or

[0057] - The locking assembly is arranged at or in the transport vehicle, and the docking detector extends outward from the second area.

[0058] In one aspect, the locking assembly includes:

[0059] - An outer member having a U-shaped configuration with a receiving portion formed therein, and wherein the outer upper end and the outer lower end of the outer member can be fixedly connected to the inner side of the side forming the housing;

[0060] - An inner member movable within the receiving portion of the outer member, wherein the inner member has a U-shaped configuration forming a receiving portion of the inner member, the receiving portion of the inner member and the receiving portion of the outer member are oriented in the same direction, and wherein the U-shaped configuration of the inner member has an upper end and a lower end; and wherein the side includes a hole flush with the receiving portion of the inner member to allow the docking detector to pass through.

[0061] The inner member can be connected to the outer member by one or more preloaded springs that apply a force to the inner member in a direction towards the hole in the side.

[0062] The lockable barrier can include locking members that project laterally as an extension of the barrier, and wherein each of the locking members includes an opening such that each of the locking members is configured to receive the respective upper and lower ends of the inner member, whereby the barrier is locked when the inner member is in the extended position.

[0063] Obviously, in the latter instance, the locking assembly is arranged at the transport vehicle and the docking detector is arranged on the second area, but these can be interchanged as required.

[0064] A double lock can also be provided, wherein the second area and the transport vehicle each include a docking detector and a locking assembly.

[0065] The docking detector can include a preloaded latch mechanism pivotally arranged at a pivot point inside the docking detector.

[0066] The latch mechanism can be configured such that when no external force from the barrier is applied to the latch mechanism, the latch mechanism is in an extended position projecting laterally beyond the outer perimeter of the docking detector, and when an external force from the barrier is applied to the latch mechanism, the preload force is overcome and the latch mechanism is forced into a retracted position inside the outer perimeter of the docking detector.

[0067] Typically, when the barrier is locked, the end face of the barrier applies an external force to the latch mechanism. However, when the barrier moves from the locked state to the unlocked state, no external force is applied to the latch mechanism anymore and the latch mechanism moves to the extended position.

[0068] In one aspect, when no external force from the barrier is applied to the latch mechanism, the rear end of the latch mechanism can be configured to abut against the side portion.

[0069] The portion of the inner member that contacts one or more preloading springs can have an upper portion and a lower portion, the upper portion having an upper portion with a first thickness, the lower portion having a second thickness, wherein the first thickness is greater than the second thickness, and wherein the docking detector can initially contact the lower portion.

[0070] When the locking assembly moves vertically downward relative to the docking detector, the docking detector can be configured to contact the upper portion rather than the lower portion, thereby compressing one or more springs such that the upper and lower ends of the inner member are disengaged from the locking relationship with the opening of the locking member.

[0071] By using the guide rail switching or the wheel lifting mechanism of the transport vehicle to lower the transport vehicle such that all the wheels in the first set of wheels and the second set of wheels contact the track, vertical movement can thus be performed. The barrier is now theoretically unlocked. This means that the barrier is allowed to slide open. However, the final locking step that prevents the transport vehicle from moving relative to the wall has not been enabled yet.

[0072] The locking member connected to the side portion of the transport vehicle can be located on one side of the locking assembly, the locking member being preloaded by a locking spring and including a wedge member that is disposed at or below the lowest height of the docking detector such that when the barrier is locked, the wedge member is disposed on one side of the docking detector and does not affect the vertical movement of the locking assembly relative to the docking detector, and when the barrier is unlocked, the wedge member is disposed between the docking detector and the inner member such that the wedge member prevents the locking assembly from moving vertically relative to the docking detector, thereby preventing the transport vehicle from moving when the barrier is unlocked.

[0073] The barrier can include a pushing member that is disposed on the other side of the locking assembly as compared to the locking member, and the pushing member can be configured to apply a force to the locking member to move the wedge member from between the docking detector and the inner member to one side of the docking detector.

[0074] The automated storage and retrieval system can further include a control system for communicating with the container handling vehicle and the first operating entrance vehicle.

[0075] The control system can include a transmitter and a receiver for communicating with the container handling vehicle and the first operating entrance vehicle.

[0076] An automatic storage and retrieval system may include a locking assembly, which takes the form of an electro-mechanical combined locking assembly. The locking assembly includes a first part and a second part. The first part can be locked to the second part to make the locking assembly in a locked state. And when the locking assembly is in the locked state, it notifies the control system, so that the control system allows the barrier to be unlocked.

[0077] The automatic storage and retrieval system may include a barrier lock for locking the barrier.

[0078] The barrier lock may include a transmitter and a receiver for communicating with the control system to lock or unlock the barrier lock.

[0079] In one aspect, the barrier lock may include a transmitter and a receiver for communicating with the locking assembly, thereby forming a local status identification system. And the barrier lock only allows the barrier to be unlocked when the locking assembly confirms, through communication with the barrier lock, that the locking assembly is in the locked state.

[0080] The transport vehicle may include an emergency stop device. The emergency stop device may include a transmitter, and the transmitter of the emergency stop device is configured to send an emergency stop signal to the control system.

[0081] When receiving the emergency stop signal, the control system may shut down the automatic storage and retrieval system. For example, the emergency stop device may be connected to the control system, so that when the signal is sent from the emergency stop device, the control system can immediately shut down the automatic storage and retrieval system. For example, the emergency stop device may include a transmitter, and the control system may include a receiver for receiving the signal from the transmitter of the emergency stop device. Then, the control system may send a stop signal to all vehicles, or the control system may cut off the power supply.

[0082] Similarly, the second area may include an emergency stop device with similar features and functions.

[0083] The transport vehicle may be configured to receive route instructions from the control system to reach a position beside the second area. And when it is verified that the transport vehicle is located at a position beside the service area, and when it is verified that the lockable barrier on the transport vehicle and the lockable barrier in the second area are unlocked, it allows personnel to pass through, while when the lockable barrier on the transport vehicle and the lockable barrier in the second area are locked, it prevents the operator from passing through.

[0084] The control system may include a verification device for verifying whether the transport vehicle is located at a position beside the second area.

[0085] The verification device may be one or more sensors at or near a position beside the second area, and the one or more sensors may be configured to confirm that the transport vehicle is located at that position.

[0086] The transport vehicle may include a support for stabilizing the transport vehicle.

[0087] The support is movable between a raised position lifted off the track system and a lowered position in contact with the track system.

[0088] The support is preferably configured to interact with the track system. The support may interact with the track system to stabilize the transport vehicle during the entry and exit of personnel. During the entry and exit of personnel, in addition to the support that may be utilized, the wheels may also be lowered into contact with the track system. When bringing in or taking out a container handling vehicle, tools, etc. into or out of the first area of the transport vehicle, the support may also provide additional support that may be required.

[0089] The second area may be a safety area for servicing the container handling vehicle, in which the autonomous movement of the container handling vehicle is blocked. The second area may have tracks such that a container handling vehicle that needs maintenance or servicing can be pushed onto or run to the safety area by autonomous movement on the tracks.

[0090] The second area may be a temporary area within the operating area.

[0091] Therefore, the second area may be a temporary "island" within the operating area. The island may be a temporary area or a permanent area. When performing maintenance, repair, and / or installation within the operating area, the temporary area or the permanent area may be used to protect personnel. That is, when the operating area is in an operating state, i.e., "in operation", the second area is protected from the influence of the operating area.

[0092] For example, if the second area is a temporary area, it may serve as a safety area for performing maintenance or repair on, for example:

[0093] - Parts of the track system,

[0094] - Upright members forming part of the frame structure, or

[0095] - Chargers for the container handling vehicle, where the chargers may be arranged within or near the temporary second area.

[0096] In one aspect, an automated storage and retrieval system may include a second transport vehicle, where the second transport vehicle may include a housing that defines a second area for transporting personnel therein.

[0097] Therefore, the second area may be the second transport vehicle. The second transport vehicle may be the same as the transport vehicle, or it may be a container handling vehicle having sufficient space for personnel to enter or ride in.

[0098] In some cases, it may be necessary to transfer personnel from a transport vehicle to a second transport vehicle. For example, this may occur if the transport vehicle breaks down, or if the second transport vehicle is to be used for transporting one or more personnel over a long distance.

[0099] The present invention also relates to a method for transporting personnel between a first area and a second area of an automatic storage and retrieval system as described above, wherein the method comprises the following steps:

[0100] - Position the transport vehicle at a location beside the second area;

[0101] - Lock the transport vehicle at the location in the second area, such that the lockable barrier on the transport vehicle and the lockable barrier in the second area are unlocked;

[0102] - Enable the personnel to enter the first area of the transport vehicle through the lockable barrier.

[0103] Before enabling the personnel to enter the first area of the transport vehicle, the method may comprise the following steps:

[0104] - Use a verification device to verify whether the transport vehicle is at the location beside the second area.

[0105] When the transport vehicle is at this location, the method may comprise the following steps:

[0106] - Lower all the wheels of the first set of wheels and the second set of wheels onto the track system.

[0107] When personnel enter or exit the transport vehicle, all the wheels may be lowered to stabilize the vehicle and prevent accidental movement of the vehicle.

[0108] When the transport vehicle is at the personnel transfer location, the method may comprise the following steps:

[0109] - Lower the support member so that the support member contacts the track system.

[0110] The support member is preferably configured to interact with the track system. The support member may interact with the track system to stabilize the transport vehicle during personnel entry and exit. During personnel entry and exit, in addition to the support member that may be utilized, all the wheels may also be lowered to contact the track system. The support member may also provide additional support that may be required when bringing a container handling vehicle, tools, etc. into or out of the first area of the transport vehicle.

[0111] The automatic storage and retrieval system may include a plurality of upright members, and each storage column is defined by four of these upright members.

[0112] The rail system can be arranged on top of the upright member, and the rail system includes a first set of parallel rails and a second set of parallel rails arranged perpendicular to the first set of rails. The first set of rails and the second set of rails provide a grid-based horizontal rail system that defines a plurality of grid cells. The first set of rails and the second set of rails of the rail system can include one or two guide rails. Preferably, the rails include two guide rails (double guide rails) in both directions. For example, two parallel channels are formed in one rail, or one channel is provided in each of a pair of rail members fastened to each other to form a rail. In this arrangement, the access opening (also referred to as a grid opening) and the guide rail width on each side define the "grid cell". In an arrangement where the rail has only a single guide rail in one direction, the grid cell can extend across the entire rail width on each side.

[0113] In this specification, the term "storage container" is intended to mean any cargo holding unit having a bottom plate and side portions that is adapted to be releasably connected to a container lifting device (such as a box, suitcase, pallet, or the like). The side portions may preferably include clamping recesses. The side portions are preferably side walls. The height of the side walls can vary depending on the intended use of the automated storage and retrieval system and the goods to be stored. The clamping recesses can be arranged at the upper edge of the side walls. Preferably, the horizontal outer perimeter of the storage container is rectangular.

[0114] Relative terms such as "upper", "lower", "below", "above", "higher", etc. should be understood in their ordinary sense and as shown in a Cartesian coordinate system.

[0115] The present invention can be used in combination with the storage containers and systems described above. However, other fields where the disclosed automated storage and retrieval systems and methods can be used include vertical farming, micro-fulfillment, or grocery / e-grocery. Description of the Drawings

[0116] The following drawings are attached to facilitate understanding of the present invention. The drawings illustrate embodiments of the present invention, which will now be described only by way of example, in which:

[0117] FIG. 1 is a perspective view of the frame structure of a prior art automated storage and retrieval system;

[0118] FIG. 2 is a perspective view of a prior art container handling vehicle having an interior cavity for carrying storage containers therein;

[0119] FIG. 3 is a perspective view of a prior art container handling vehicle having a cantilever for carrying a storage container therebelow;

[0120] Figure 4 is a perspective view of a container handling vehicle of the prior art as viewed from below, the container handling vehicle having an internal cavity for receiving a storage container therein;

[0121] Figure 5 is a perspective view of the container handling vehicle of FIG. 4 without side plates and a top plate;

[0122] Figure 6 Details of a first exemplary transport vehicle for an automated storage and retrieval system are shown;

[0123] Figure 7A A perspective view of an automated storage and retrieval system is shown, the automated storage and retrieval system comprising: a rail system having a running area; a second area in the form of a safety area separated from the running area; and a transport vehicle moving on the rail system, the transport vehicle including a housing that defines a closed first area for transporting personnel therein, the housing including a lockable barrier, the lockable barrier of the housing being configured to provide an entrance for personnel to enter the first area;

[0124] Figure 7B is a view similar to Figure 7A except that in Figure 7B the transport vehicle has moved to a position next to the second area such that one of the plurality of lockable barriers of the transport vehicle is in front of the lockable barrier of the second area, but due to the barrier locking, the transport vehicle is allowed to move relative to the second area;

[0125] Figure 7C is a view similar to Figure 7B except that in Figure 7C the lockable barrier of the transport vehicle and the lockable barrier of the second area are unlocked because the transport vehicle is physically prevented from moving relative to the second area;

[0126] Figure 8A A perspective view of an automated storage and retrieval system is shown, the automated storage and retrieval system comprising: a rail system having a running area; two transport vehicles located within the running area and the two vehicles being arranged a certain distance apart in the running area, wherein the first transport vehicle includes a housing that defines a closed first area for transporting personnel therein, the housing including a lockable barrier, the lockable barrier of the housing being configured to provide an entrance for personnel to enter the first area, and the second transport vehicle includes a housing that defines a closed second area for transporting personnel therein, the housing including a lockable barrier, the lockable barrier of the housing being configured to provide an entrance for personnel to enter the second area;

[0127] Figure 8B is a view similar to Figure 8AA similar view, in which the transport vehicles are positioned adjacent to each other and the barrier is theoretically unlocked so that the door can be opened, but since none of the doors are opened, the transport vehicles are not locked to each other;

[0128] Figure 8C is with Figure 8B A similar view, in which the transport vehicles are positioned adjacent to each other and the barrier is unlocked, but since the doors are already open, the transport vehicles are locked to each other and personnel can pass between the two vehicles;

[0129] Figures 9A to 9E Shows different steps of the locking sequence of the first instance of a mechanical locking assembly for physically preventing a transport vehicle from moving relative to a second area;

[0130] Figures 10A to 10F Shows different steps of the locking sequence of the second instance of a mechanical locking assembly for physically preventing a transport vehicle from moving relative to a second area;

[0131] Figure 11A Is a side view of a second instance of a transport vehicle having a locking assembly in the form of an electro-mechanical combined locking assembly;

[0132] Figures 11B to 11C Is a side perspective view of an automated storage and retrieval system including an electro-mechanical combined locking assembly, wherein the automated storage and retrieval system includes: a rail system including a running area; a container handling vehicle running on the rails in the running area; a transport vehicle running on the rail system and including a housing that defines an enclosed first area for transporting personnel therein, the housing including a lockable barrier, the lockable barrier of the housing being configured to provide an entrance for personnel to enter the first area; and a second area in the form of a safety area separated from the running area and including a lockable barrier, the lockable barrier of the second area being configured to provide an entrance for personnel to enter the second area from the first area;

[0133] Figures 11D to 11G Is for Figure 11A and Figure 11B in the automated storage and retrieval system and Figure 11C a detailed view of the locking sequence of the locking assembly of the transport vehicle in Figure 11D and Figure 11E is different views of the locking assembly in the unlocked state, and Figure 11F and Figure 11G are different views of the locking assembly in the locked state. Detailed Description

[0134] In the following, embodiments of the present invention will be discussed in more detail with reference to the accompanying drawings. However, it should be understood that the drawings are not intended to limit the present invention to the subject matter depicted therein.

[0135] The framework structure 100 of the automated storage and retrieval system 1 can be constructed in a manner similar to the prior art framework structure 100 described above in connection with FIG. 1. That is, the framework structure 100 can include a plurality of upright members 102 and include a track system 108 extending in a first direction (X direction) and a second direction (Y direction). That is, the track system 108 can be disposed on top of the upright members 102, and the track system 108 includes a first set of parallel tracks 110 and a second set of parallel tracks 111 disposed perpendicular to the first set of tracks 110. The first set of tracks 110 and the second set of tracks 111 provide a grid-based horizontal track system 108 that defines a plurality of grid cells 130. The first set of tracks 110 and the second set of tracks 111 of the track system 108 can include one or two guide rails. Preferably, the tracks include two guide rails (double guide rails) in both directions. For example, two parallel channels are formed in one track, or one channel is provided in each of a pair of track members fastened to each other to form a track. In this arrangement, the access opening (also referred to as a grid opening) and the guide rail width on each side define the "grid cell" 130. In an arrangement where the track has only a single guide rail in one direction, the grid cell 130 can extend across the entire track width on each side.

[0136] The framework structure 100 can include storage compartments in the form of storage columns 105 provided between the members 102, where storage containers 106 can be stacked in stacks 107 within the storage columns 105.

[0137] The framework structure 100 can be of any size. Specifically, it should be understood that the framework structure can be much wider and / or much longer and / or much deeper than the framework structure disclosed in FIG. 1. For example, the framework structure 100 can have a horizontal extent of more than 700×700 columns and a storage depth of more than twelve containers.

[0138] Prior art container handling vehicles that include a cavity for receiving a storage container (cavity-type container handling vehicles, see Figures 2, 4, and 5) have certain advantageous features. Specifically, when the storage container is received in the cavity, guides / supports provided in the storage container enable the cavity-type container handling vehicle to have a greater acceleration / deceleration relative to the cantilever-type container handling vehicle 301 shown in Figure 3. However, due to the instability of the cavity-type container handling vehicle, the potential increase in acceleration / deceleration is not fully realized. This instability is caused by a relatively high center of gravity due to most of the drive components, electrical components, control components, and lifting components of the cavity-type container handling vehicles 201, 401 being arranged above the cavity.

[0139] Figure 6 Details of an exemplary transport vehicle 501' for an automated storage and retrieval system 1 are shown.

[0140] The transport vehicle 501' includes a housing E that defines a closed first area 510 for transporting personnel 50 therein. The housing E is formed by four sides, namely a first side S1, a second side S2, a third side S3, and a fourth side S4. In Figure 6 the example of, the sides are arranged with a lockable barrier 520' that is configured to provide an entrance for personnel to enter the first area 510 on each of the four sides S1, S2, S3, S4, such that the transport vehicle 501' can be connected to a second area 30 arranged on any one of the four sides S1, S2, S3, S4.

[0141] The transport vehicle 501' has a body 501a'. A first set of wheels 501b for traveling in a first direction X and a second set of wheels 501c for traveling in a second direction Y are arranged on the body 501a'.

[0142] The illustrated transport vehicle 501' has docking detectors 502 on each side S1, S2, S3, S4 ( Figure 6 only three of the plurality of docking detectors 502 are shown in ) for interacting with locking assemblies 33 located along the wall 32 near each barrier 31, 31', 31" (see, for example, Figure 7A ). Different examples of the interaction between the docking detectors 502 and the locking assemblies 33 will be described and explained below with reference to Figures 9A to 9E as well as Figures 10A to 10F .

[0143] As the wall 32 (see, for example, Figure 7A)As shown above, in order to further lock the transport vehicle 501' to the wall 32 between the operating area 20 and the second area 30, a docking detector 502 can be arranged on the wall 32, and the transport vehicle 501' can also include a locking component (not shown).

[0144] Although not shown, the transport vehicle 501' preferably includes a wheel lifting mechanism that can operate between a first position and a second position. In the first position, a first set of wheels 501b is located above a second set of wheels 501c such that the second set of wheels 501c contacts the track system 108. In the second position, the first set of wheels 501b is located below the second set of wheels 501c such that the first set of wheels 501b contacts the track system 108.

[0145] Furthermore, although not shown, the transport vehicle 501' preferably includes a wheel drive motor for driving the first set of wheels 501b and / or the second set of wheels 501c to move the transport vehicle 501' on the track system.

[0146] The transport vehicle 501' preferably communicates with the control system 500 such that the control system 500 issues instructions to the transport vehicle 501' to indicate where to move within the operating area 20 of the track system 108, thereby eliminating the risk of collision with the container handling vehicles 201, 301, 501.

[0147] The transport vehicle 501 can also include an emergency stop device 40. The emergency stop device 40 can include a transmitter configured to send an emergency stop signal to the control system 500. For example, the emergency stop device can include a transmitter, and the control system 500 can include a receiver for receiving signals from the transmitter of the emergency stop device. Then, the control system can send a stop signal to all container handling vehicles and transport vehicles, or the control system can cut off the power supply.

[0148] The transport vehicle 501' can include one or more supports 509 for stabilizing the transport vehicle 501'. The supports 509 can move between a raised position lifted from the track system 108 and a lowered position in contact with the track system 108. The supports 509 are preferably configured to interact with the track system 108. The supports 509 can interact with the track system 108 to stabilize the transport vehicle during personnel entry and exit. During the entry and exit of personnel 50, in addition to lowering all wheels to contact the track system 108, the supports 509 can also be utilized. The supports can also provide additional support that may be required when bringing the container handling vehicles 201, 301, 401, tools, etc. into or out of the first area 510 of the transport vehicle 501'.

[0149] Figure 7AA perspective view of an automated storage and retrieval system 1 is shown, the automated storage and retrieval system including: a track system 108 having an operating area 20; a second area 30 in the form of a safety area separated from the operating area 20; and a transport vehicle 501' moving on the track system 108.

[0150] Figure 7A The occupied area of the transport vehicle 501' on the track system 108 as disclosed in covers a total of 12 grid cells 130 (4 grid cells in the first direction X and 3 cells in the second direction Y). Thus, when route instructions are provided to the transport vehicle 501' and all container handling vehicles 201, 301, 401 within the operating area 20, the control system 500 will typically take into account the total size of the occupied area of the transport vehicle 501'.

[0151] In the operating area 20, two container handling vehicles 201, 301 and one transport vehicle 501' are disclosed. Although only two container handling vehicles 201, 301 and one transport vehicle 501' are shown, it is obvious that multiple container handling vehicles 201, 301, 401 may be located within the operating area 20. There may also be more than one transport vehicle 501' within the operating area 20.

[0152] In Figures 7A to 7C In the example of , the track system 108 extends into the second area 30 such that the container handling vehicles 201, 301 can move between the operating area 20 and the second area 30 by moving on the track system 108. The second area 30 is separated or divided from the operating area 20 by a physical wall 32 or fence that can physically prevent the container handling vehicles 201, 301 and the transport vehicle 501' from accidentally entering the second area 30.

[0153] A plurality of barriers 31, 31', 31" are arranged along the wall 32 at key positions for providing access points between the operating area 20 and the second area 30 for the container handling vehicles 201, 301. Figures 7A to 7C The second area 30 in is a safety area where personnel or an operator 50 can perform maintenance or repair on the container handling vehicles 201, 301. To ensure that the second area 30 is a safety area, the container handling vehicles 201, 301 are typically shut down when in the second area 30 to avoid causing harm or injury to the operator. The second area 30 is disclosed with a floor 51 for the operator 50 to walk freely. The track system 108 in the second area 30 is preferably shallower, i.e., the tracks 110, 111 are directly positioned on the floor 51, or they are arranged at a relatively low height (usually less than 50 cm) above the floor 51 to facilitate the operator 50 to move on the tracks 110, 111 or between the grid cells 130 formed by the tracks 110, 111.

[0154] The barriers 31, 31', 31'' are in the form of lockable sliding doors, and in Figure 7A all the barriers 31, 31', 31'' are locked.

[0155] The second area 30 may include an emergency stop device 40, which has similar features and functions to the emergency stop device 40 of the transport vehicle 501'.

[0156] As Figure 7A shown, the person 50 is transported by the transport vehicle 501'. When the person 50 is within the first area 510 of the transport vehicle 501', the person is physically protected from the container handling vehicles 201, 301, 401 operating in the operating area 20. When the lockable barrier 520' is unlocked to allow passage, the person 50 enters and exits the first area 510 through any one of the plurality of lockable barriers 520'.

[0157] Figure 7B is a view similar to Figure 7A except that in Figure 7B the transport vehicle 501' has moved to a position beside the second area 30 such that one of the lockable barriers 520' of the transport vehicle 501' is in front of the lockable barrier 31 of the second area 30. However, since the barriers 520', 31 are locked, the transport vehicle 501' is allowed to move relative to the second area 30.

[0158] As described above, the transport vehicle 501' is preferably configured to receive route instructions from the control system 500. When the person 50 is to enter or exit the first area 510, such route instructions may be to reach a position beside the barrier 31 of the second area 30, as Figure 7B (and Figure 7C ) shown.

[0159] Figure 7C is a view similar to Figure 7B except that in Figure 7C the lockable barrier 520' of the transport vehicle 501' and the lockable barrier 31 of the second area 30 are unlocked because the transport vehicle 501' is physically prevented from moving relative to the second area 30.

[0160] Figure 8A shows a perspective view of the automated storage and retrieval system 1, which includes: a rail system 108 having an operating area 20; and two transport vehicles 501', 501'' located within the operating area 20. Both of the two transport vehicles 501', 501'' are associated with Figure 6It is the same as the transport vehicle 501' shown in detail in A. Thus, in this instance, the second region 510' is located in the second transport vehicle 501". In some cases, it may be necessary to transfer personnel from the transport vehicle 501' to the second transport vehicle 501". For example, this may occur if the transport vehicle 501' breaks down, or if the second transport vehicle 501" is to be used for long-distance transportation of personnel. The second transport vehicle 501" can be the same as the transport vehicle 501', or it can be a container handling vehicle with sufficient space for personnel to enter or ride.

[0161] In Figure 8A , the transport vehicles 501', 501" are arranged at a certain distance from each other, and a person 50 is arranged in each of the transport vehicles 501', 501". All four lockable barriers 520' of the transport vehicle 501' are locked. Similarly, all four lockable barriers 520" of the second transport vehicle 501" are locked.

[0162] Figure 8B is a view similar to Figure 8A , in which the first transport vehicle 501' and the second transport vehicle 501" and the barriers 520', 520" are theoretically unlocked so that the doors can be opened. However, since the transport vehicles 501', 501" are not locked to each other, all the doors are not opened.

[0163] As Figure 8B can be seen, the transport vehicle lockable barrier 520' on the fourth side S4 of the transport vehicle 501' is located next to the lockable barrier 520" on the second side S2' of the second transport vehicle 501".

[0164] Figure 8C is a view similar to Figure 8B , in which the transport vehicles 501', 501" are positioned adjacent to each other, and the barriers 520', 520" are unlocked. However, since the transport vehicles 501', 501" are locked to each other, the doors 520', 520" have been opened. The sliding doors in each housing of the first region 510 and the second region 510' are open so that the person 50 can move from one vehicle 501', 501" to the other vehicle 501", 501'. It can be clearly seen that the person 50 in the second transport vehicle 501" is visible through the unlocked barriers 520', 520".

[0165] In Figures 8A to 8C , each of the transport vehicles 501', 501" includes both a docking detector 502 and a locking assembly 33. The components will be described in more detail with reference to Figures 9A to 9E as well as Figures 10A to 10F .

[0166] As with Figures 7A to 7C and Figures 8A to 8C the example in, when the transport vehicle 501' is located next to the barrier 31 of the second area 30 (as shown in Figure 7B and Figure 7C ), or at a position next to the second transport vehicle 501" (as shown in Figure 8B and Figure 8C ), the wheels in the first set of wheels 501b and the second set of wheels 501c can be lowered to the same level height, so that all the wheels of the transport vehicle 501' are in contact with the tracks 110, 111 of the underlying track system 108. When all the wheels are in contact with the underlying tracks 110, 111, the stability of the transport vehicle 501' is greatly improved because the risk of the transport vehicle 501' rolling uncontrollably in any direction is eliminated. In addition, as an alternative or supplement to lowering all the wheels to the same level height, the transport vehicle 501' can include the support member 509 as described above with respect to Figure 6 .

[0167] First example of the mechanical locking assembly 33 Figures 9A to 9E

[0168] Figures 9A to 9E shows different steps of the locking sequence of the first instance of the mechanical locking assembly 33 for physically preventing the transport vehicle 501' from moving relative to the second areas 30, 510'. Whether the second area 30 is a safe area 30 where personnel or an operator 50 can perform maintenance or repair on the container handling vehicles 201, 301, 401 (as illustrated in Figures 7A to 7C ), or whether the second area 510' is in the second transport vehicle 501" (as illustrated in Figures 8A to 8C ), the mechanical locking assembly 33 is the same. However, in the instance shown in Figures 9A to 9E , the second area 30 is a safe area. The characteristics of the transport vehicle 501' are the same as those of the transport vehicle 501' in Figure 6 .

[0169] Figure 9A is a perspective view of the transport vehicle 501' in the operating area 20 approaching the wall 32 with the barrier 31 of the second area 30. The personnel 50 are located in the first area 510 of the transport vehicle 501'. The lockable barrier 520' of the transport vehicle 501' is in the form of a sliding door, and each door includes a handle 503 to facilitate opening and closing of the door.

[0170] Transport vehicle 501’ is shown as having a docking detector 502 on the outer surface of the third side S3 of the barrier 31 facing the second area 30. The docking detector 502 is directed outwardly towards the second area 30 and is at the same height as the locking assembly 33 on the wall 32 next to the lockable barrier 31 in the second area 30. Similarly, in order to further lock the transport vehicle 501’ to the wall 32 between the operating area 20 and the second area 30, the docking detector 502 is arranged adjacent to the barrier 31 on the wall 32, and the transport vehicle 501’ has a locking assembly 33 at the same height as the docking detector 502. The docking detector 502 is shaped to cooperate with the locking assembly 33 to provide a secure interconnection between the docking detector and the locking assembly, thereby minimizing the risk of the transport vehicle becoming accidentally disengaged when the transport vehicle 501’ is locked to the second area by the lockable barriers 31, 520’.

[0171] Figure 9B Is Figure 9A An enlarged view of section A in which shows details of the locking assembly 33 when the lockable barrier 520’ is locked to prevent movement of the transport vehicle 501’. The locking assembly 33 includes an outer member 34 having a U - shaped configuration to form a receiving portion 37 of the outer member 34. The two ends (shown as outer upper end 34’ and outer lower end 34”) are fixedly connected to the inner side of the third side S3 of the outer shell E of the transport vehicle 501’. The locking assembly 33 further includes an inner member 35 that is movable within the receiving portion 37 of the outer member 34. The inner member 35 has a U - shaped configuration that forms a receiving portion 38 of the inner member 35, and the receiving portion of the inner member is oriented in the same direction as the receiving portion of the outer member 34. The U - shaped configuration of the inner member 35 has an upper end 35’ and a lower end 35”. The inner member 35 is connected to the outer member 34 by a pre - loaded spring 36 that applies a force to the inner member in the direction towards the third side S3. The lockable barrier 520’ includes locking members 540’, 540”. The locking members 540’, 540” project laterally as extensions of the barrier 520’, and each locking member includes an opening 541’, 541” (see Figure 9D And Figure 9E For details in), such that each of the locking members 540’, 540” of the locking members is configured to receive the respective upper end 35’ and lower end 35” of the inner member 35, so that when the inner member 35 is in the extended position, as Figure 9B Shown in, the barrier is locked.

[0172] The third side S3 has a hole 530 that is sized to allow the docking detector 502 arranged on the wall 32 to pass through. The hole 530 is flush with the receiving portion 38 of the inner member 35.

[0173] In Figure 9C Figure 9C , the transport vehicle 501' has moved to a position slightly closer to the lockable barrier 31 in the wall 32. This can be seen when comparing the extensions of the docking detector 502 in the receiving part 38 of the inner member 35.

[0174] In Figure 9D Figure 9D , the transport vehicle 501' has moved to a position closer to the lockable barrier 31 in the wall 32. This can be seen when comparing the extensions of the docking detector 502 in the receiving part 38 of the inner member 35. Additionally, the docking detector 502 is pushed towards the interior of the inner member 35 against the preloading force of the spring 36. As Figure 9D seen in

[0175] As Figure 9D (and Figure 9E ) seen in, the docking detector 502 includes a preloading latch mechanism 504 that is pivotally arranged at a pivot point 505 inside the docking detector 502. The preloading device of the latch mechanism 504 can be a spring or the like. When no external force is applied to the latch mechanism 504 (see Figure 9E ), the latch mechanism is in a protruding position that laterally protrudes beyond the outer perimeter of the docking detector 502 (when viewed from above). And when an external force is applied to the latch mechanism 504 (see Figure 9D ), the preloading force is overcome, and the latch mechanism 504 is forced into a retracted position inside the outer perimeter of the docking detector 502 (when viewed from above). By comparing the relative positions of the latch mechanism 504 in Figure 9D (retracted) and Figure 9E (protruding), the difference between the protruding position and the retracted position of the latch mechanism 504 is shown.

[0176] Referring again to Figure 9D , the barrier 520' is now theoretically unlocked. This means that the barrier 520' is allowed to slide open (to the right in the figure). However, since the end face 521 of the barrier 520' forces the latch mechanism 504 into the retracted position, the final locking step that prevents the transport vehicle 501' from moving relative to the wall 32 by using the latch mechanism 504 is not enabled.

[0177] Referring to Figure 9E, the barrier 520' has moved to the right, and since the end face of the barrier 520' no longer contacts the latch mechanism 504 and it is under force to be in the retracted position, the preloading force of the latch mechanism 504 is released, causing the latch mechanism 504 to be forced outward. The schematic area 507 of the latch mechanism 504 shows the area in contact with the end face 521 of the barrier 520'.

[0178] The rear end 506 of the latch mechanism 504 abuts against the inner side of the third side S3.

[0179] When the barrier 520' is to move from the unlocked state ([[]] Figure 9E ) that prevents the movement of the transport vehicle 501' back to the locked state that allows the transport vehicle 501' to move relative to the second area 30; 510', Figures 9A to 9E the sequence described in []] is executed in the reverse order. Therefore, the sequence may include the following simplified steps:

[0180] - Move the barrier 520' to the left, thereby closing the barrier 520', and due to contact with the end face 521 of the barrier 520', the latch mechanism 504 is forced to be in the retracted position;

[0181] - Optionally, raise or lower the first set of wheels 501b or the second set of wheels 501c;

[0182] - Move the transport vehicle 501' away.

[0183] Second instance of the mechanical locking assembly 33, Figures 10A to 10F

[0184] Figures 10A to 10F Shows different steps of the locking sequence of the second instance of the mechanical locking assembly 33 for physically preventing the transport vehicle 501' from moving relative to the second area 30, 510'. Whether the second area 30 is a safe area 30 where personnel or an operator 50 can perform maintenance or repair on the container handling vehicles 201, 301, 401 (as illustrated in []] Figures 7A to 7C ), or whether the second area 510' is in the second transport vehicle 501" (as illustrated in []] Figures 8A to 8C ), the mechanical locking assembly 33 is the same. However, in the instance shown in []] Figures 10A to 10F , the second area 30 is a safe area. The characteristics of the transport vehicle 501' are the same as those of the transport vehicle 501' in []] Figure 6 .

[0185] Figure 10AA perspective view of a transport vehicle 501' in the operating area 20 approaching a wall 32 with a barrier 31 in the second area 30. A person 50 is located in a first area 510 of the transport vehicle 501'. The lockable barrier 520' of the vehicle 501' is in the form of a sliding door, where each door includes a handle 503 to facilitate opening and closing of the barrier 520' (the door).

[0186] The transport vehicle 501' is shown as having a docking detector 502 on an outer surface of a third side S3 of the barrier 31 facing the second area 30. The docking detector 502 is oriented outwardly towards the second area 30 and is at the same height as a locking assembly 33 on the wall 32 next to the lockable barrier 31 in the second area 30. Similarly, to further lock the transport vehicle 501' to the wall 32 between the operating area 20 and the second area 30, the docking detector 502 is arranged adjacent to the barrier 31 on the wall 32, and the transport vehicle 501' has a locking assembly 33 at the same height as the docking detector 502. The docking detector 502 is shaped to cooperate with the locking assembly 33 to provide a secure interconnection between the docking detector and the locking assembly, thereby minimizing the risk of the transport vehicle becoming accidentally disengaged when the transport vehicle 501' is locked to the second area through the lockable barriers 31, 520'.

[0187] Figure 10B Is Figure 10A An enlarged view of section B in which details of the locking assembly 33 are shown when the lockable barrier 520' is locked to prevent movement of the transport vehicle 501'. The locking assembly 33 includes an outer member 34 having a U - shape to form a receiving portion 37 of the outer member 34. Two ends (shown as an outer upper end 34' and an outer lower end 34") are fixedly connected to the inner side of a third side S3 of the housing E of the transport vehicle 501'. The locking assembly 33 further includes an inner member 35 that can move within the receiving portion 37 of the outer member 34. The inner member 35 has a U - shape to form a receiving portion 38 of the inner member 35 and is oriented in the same direction as the outer member 34. The U - shape of the inner member 35 has an upper end 35' and a lower end 35". The inner member 35 is connected to the outer member 34 by a pre - loaded spring 36 that applies a force to the inner member in a direction towards the third side S3. The portion of the inner member 35 in contact with the spring 36 has an upper part 35'" and a lower part 35""", the upper part having a first thickness T1 and the lower part having a second thickness T2. The first thickness T1 is greater than the second thickness T2 (T1 > T2).

[0188] The lockable barrier 520’ includes locking members 540’, 540”. The locking members 540’, 540” project laterally as extensions of the barrier 520’, and each locking member includes an opening 541’, 541” (see Figures 10D to 10F for details), such that each of the locking members 540’, 540” is configured to receive the respective upper end 35’ and lower end 35” of the inner member 35, so that when the inner member 35 is in the extended position, as Figure 10B shown, the barrier is locked.

[0189] The third side S3 has a hole 530 sized to permit a docking detector 502 disposed on the wall 32 to pass through. The hole 530 is flush with the receiving portion 38 of the inner member 35.

[0190] In Figure 10C , the transport vehicle 501’ has been moved to a position close to the lockable barrier 31 in the wall 32. This can be seen when comparing the extension of the docking detector 502 in the receiving portion 38 of the inner member 35. The docking detector 502 contacts the lower part 35”” of the inner member 35.

[0191] In Figure 10D , the transport vehicle 501’ has been lowered relative to the wall 32, and thus the locking assembly 33 has been lowered relative to the docking detector 502. The lowering can be effected by using a rail switch or the wheel lifting mechanism of the transport vehicle 501’ to lower the transport vehicle 501’, such that all the wheels of the first set of wheels 501b and the second set of wheels 501c contact the tracks 110, 111. This lowering can be seen when comparing the position of the docking detector 502 relative to the upper part 35’” and the lower part 35”” of the inner member 35. In Figure 10D , the docking detector 502 contacts the upper part 35’”, while in Figure 10C , the docking detector 502 contacts the lower part 35””. Since the docking detector 502 contacts the upper part 35’” having a thickness T1 greater than the lower part T2 (see Figure 10B ), the spring 36 connecting the inner member 35 to the outer member 24 is compressed, such that the ends 35’, 35” of the inner member 35 are disengaged from the locking relationship with the openings 541’, 541” of the locking members 540’, 540”. The barrier 520’ is now theoretically unlocked. This means that the barrier 520’ is allowed to slide open (to the right in the figure).

[0192] However, the final locking step that prevents the transport vehicle 501’ from moving relative to the wall 32 has not been enabled. This locking step will be described below with reference to Figure 10E and Figure 10F .

[0193] Referring toFigure 10E , a pusher member 508 is disclosed, which is located at the end portion of the barrier 520' closest to the locking assembly 33. The pusher member 508 moves together with the barrier 520'. The pusher member 508 is configured to apply a force on the locking member 511. Compared with the pusher member 508, the locking member 511 is connected to the third side S3 of the transport vehicle 501' on the other side of the locking assembly 33. The locking member 511 can be pre-loaded by, for example, a locking spring 512. As shown in the figure, the locking member 511 and the pusher member 508 can contact above the docking detector 502. The locking member 511 has a wedge member 513, which is arranged at or below the lowest height of the docking detector 502, such that when the barrier 520' is locked, the wedge member is arranged on one side of the docking detector 502 and does not affect the vertical movement of the locking assembly 33 relative to the docking detector 502 (see Figure 10D ), and when the barrier 520' is unlocked, the wedge member 513 is arranged between the docking detector 502 and the internal member 35, such that it prevents the locking assembly 33 from moving vertically relative to the docking detector 502 (see Figure 10E ). Therefore, when the transport vehicle 501' is lowered with all wheels in contact with the tracks 110, 111 and the barrier is unlocked 520', since the locking assembly 33 cannot move vertically upward relative to the docking detector 502, neither of the two sets of wheels 501b, 501c can be raised.

[0194] The relationship between the pusher member 508 and the locking member 511 is that when the barrier 520' is closed, i.e., Figure 10D the position shown in, the pusher member 508 overcomes the force of the locking spring 512, and the locking member 511 moves to the left of the docking detector 502 in Figure 10E . And, when all wheels of the transport vehicle 501' are in contact with the tracks 110, 111, the barrier 520' is unlocked, and the pusher member 508 can move to the right together with the barrier 520' (see Figure 10E ) and disengage from the locking member 511. Then, the force from the locking spring 512 will push the locking member 511 towards the docking detector 502, and the wedge member 513 will move into the space below the docking detector 502 and above the internal member 35.

[0195] Figure 10F The same unlocked state of the barrier 520' is shown from different angles, in which the barrier 520' moves to the right.

[0196] When the barrier 520' is to be in the unlocked state that prevents the transport vehicle 501' from moving ( Figure 10E and Figure 10F)When moving back to the locked state that allows the transport vehicle 501’ to move relative to the second area 30; 510’, Figures 10A to 10E The sequence described in / F is executed in the reverse order. Thus, the sequence may include the following simplified steps:

[0197] - Move the barrier 520’ to the left, thereby closing the barrier 520’, and since the locking member 511 contacts the pushing member 508 on the barrier 520’, prompt the locking member (and thus the wedge member 513) to move to the left to disengage from the docking detector 502;

[0198] - Lift the first set of wheels 501b or the second set of wheels 501c;

[0199] - Move the transport vehicle 501’ away.

[0200] Third example, electromechanical composite locking assembly 33, Figures 11A to 11G

[0201] Figure 11A is a side view of a second example of a transport vehicle 501’ having a locking assembly in the form of an electromechanical composite locking assembly 60. Figure 11A The transport vehicle 501’ in Figure 6 has many of the same features as the exemplary transport vehicle in Figure 6 and these same features will not be repeated herein. However, instead of the mechanical locking assembly 33 and the docking detector 502 in the example of Figures 11D to 11G an electromechanical composite locking assembly 60 is used. The locking assembly 60 is arranged on the vehicle base 501a of the transport vehicle 501’. Details of the electromechanical composite locking assembly 60 are described with reference to Figure 11A The locking assembly 60 in

[0202] Figures 11B to 11C is a side perspective view of an automated storage and retrieval system 1 including an electromechanical composite locking assembly 60. The automated storage and retrieval system 1 includes: a rail system 108 including a running area 20; a container handling vehicle 301 running on rails 110, 111 in the running area 20; a transport vehicle 501’ running on the rail system 108 and including a housing E that defines an enclosed first area 510 for transporting personnel 50 therein. The housing E includes a lockable barrier 520’, and the lockable barrier of the housing is configured to provide an entrance for personnel 50 to enter the first area 50; and a second area 30 in the form of a safety area separated from the running area 20 and including a lockable barrier 31, and the lockable barrier of the second area is configured to provide an entrance for personnel 50 to enter the second area 30 from the first area 510.

[0203] In Figure 11B , the two lockable barriers 520', 31 are locked by the barrier locks 70 of the lockable barriers 520', 31 to prevent the person 50 from entering and exiting through these two lockable barriers. This is because the locking assembly 60 is in the unlocked state ( Figure 11B not shown in Figure 11D and Figure 11E ). The barrier locks 70 (such as magnetic locks or any other suitable locks providing the same function) can communicate with the control system 500 through a communication device (such as a transmitter and a receiver) to receive instructions on whether to lock or unlock the barrier locks 70. Only when the transport vehicle 501' is physically prevented from moving relative to the second area 30 by the barriers 520', 31, the control system instructs the barrier locks 70 to open, thus ensuring safe entry and exit through the barriers 520', 31. Therefore, unless the transport vehicle 501' is physically prevented from moving relative to the second area 30 by the barriers 520', 31, the barrier locks 70 will keep the barriers 520', 31 locked.

[0204] In addition, in order to further improve safety and prevent the risk of the transport vehicle 501'' moving during the transfer of the person 50 to and from the transport vehicle 501', the transport vehicle 501' can include a local status recognition system, wherein the locking assembly 60 communicates directly with the barrier locks 70, and wherein the barrier locks 70 only allow the barriers 520', 31, 510' to be unlocked when the locking assembly 60 confirms its locked state (wherein the transport vehicle 501' is physically prevented from moving relative to the second area 30).

[0205] When Figure 11C is compared with Figure 11B , it can be seen that the two lockable barriers 520', 31 are unlocked and opened, thus allowing the person 50 to enter and exit through these two lockable barriers. This is because the locking assembly 60 is in the locked state ( Figure 11B not shown in Figure 11F and Figure 11G ), and the barrier locks 70 allow the barriers 520', 31 to be opened.

[0206] Figures 11D to 11G is for Figure 11A and Figure 11B the automatic storage and retrieval system 1 in Figure 11C and a detailed view of the locking sequence of the locking assembly 60 of the transport vehicle 501' in Figure 11D and Figure 11Eare different views of the locking assembly 60 in the unlocked state, and Figure 11F and Figure 11G are different views of the locking assembly 60 in the locked state.

[0207] The locking assembly 60 includes a first part 60' and a second part 60". The first part 60' can be mounted on the second area, and the second part 60" can be mounted on the transport vehicle 501'. In the illustrated example, the first part 60' includes a recess or opening 62. The second part 60" includes a pivotable locking arm 63. The pivotable locking arm 63 has a pivot connection at its first end 63' and includes a protrusion at its second end 63". The shape of the protrusion is complementary to the shape of the recess or opening 62 of the first part 60' such that when the pivotable locking arm 63 pivots from Figure 11D and Figure 11E the unlocked state where the longitudinal axis LA of the locking arm 63 is substantially vertical to Figure 11F and Figure 11G the locked state where the longitudinal axis LA of the locking arm 63 is substantially horizontal, the protrusion in the second end 63" of the locking arm 63 enters the recess or groove 52 in the first part and physically prevents the transport vehicle 501' from moving relative to the second area 30.

[0208] The first part 60' may include a sensor 61 for detecting the approach of the transport vehicle 501'.

[0209] Alternatively, the first part 60' can be mounted on the transport vehicle 501', and the second part 60" can be mounted on the second area 30.

[0210] As described above, the locking assembly 60 can form part of a local status recognition system, where the locking assembly 60 communicates directly with, for example, a barrier lock 70, and the barrier lock 70 only allows the barriers 520', 31, 510' to be unlocked when the locking assembly 60 confirms its locked state (where the transport vehicle 501' is physically prevented from moving relative to the second area 30).

[0211] It should be noted that although the second area has been illustrated in the form of the safety area 30 in Figures 11A to 11C , it is obvious that the second area can also be the second area 510' in the second transport vehicle 501" as disclosed in Figures 8A to 8C .

[0212] Other than Figures 9A to 9E , Figures 10A to 10F and Figures 11A to 11GOther mechanisms for locking and unlocking lockable barriers 31, 520' other than those described in [reference]. For example, a verification device for verifying whether the transport vehicle 501' is located at a position beside the second area can be used. When it is verified that the transport vehicle 501' is located at a position beside the service area, and when it is verified that the transport vehicle is physically prevented from moving relative to the second area 30, 510' such that the lockable barrier 520' on the transport vehicle and the lockable barriers 31; 520" in the second area are unlocked, personnel are allowed to pass; while when the lockable barrier 520' on the transport vehicle and the lockable barriers 31; 520" in the second area are locked, the operator 50 is prevented from passing. The verification device can be one or more sensors at a position beside the second area or near a position beside the second area, and the one or more sensors can be configured to confirm that the transport vehicle 501' is located at that position.

[0213] Reference Figure 6 Referring to FIGS. 1 to 11, a method for transporting personnel 50 between the first area 510 and the second area 30; 510' of the automatic storage and retrieval system 1 as described above is also described, wherein the method includes the following steps:

[0214] - Position the transport vehicle 501' at a position beside the second area 30; 510'.

[0215] - Lock the transport vehicle 501' at a position in the second area 30 such that the lockable barrier 520' on the transport vehicle and the lockable barriers 31; 520" in the second area are unlocked.

[0216] - Allow the personnel to enter the first area 510 of the transport vehicle through the lockable barriers 520', 31; 520".

[0217] Before allowing the personnel 50 to enter the first area 510 of the transport vehicle 501', the method may further include the following steps:

[0218] - Use the verification device to verify whether the transport vehicle 501' is located at a position beside the second area.

[0219] When the transport vehicle 501' is located at that position, the method may include the following steps:

[0220] - Lower all the wheels of the first set of wheels and the second set of wheels onto the track system 108.

[0221] In the foregoing description, various features of the embodiments have been described. For purposes of explanation, specific numbers, systems, and configurations have been set forth in order 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 and other embodiments of the 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 invention as defined in the appended claims.

[0222] List of Reference Numerals

[0223]

[0224]

[0225]

[0226]

[0227]

[0228]

[0229]

Claims

1. An automatic storage and retrieval system (1), comprising: - A rail system (108), including a first set of parallel rails (110) and a second set of parallel rails (111) located in a horizontal plane, to guide a container handling vehicle (201; 301; 401) to move in a first direction (X) and a second direction (Y), the first set of parallel rails extending across the top of a frame structure (100) formed by a plurality of upright members (102) in the first direction (X), the second set of parallel rails being arranged in the second direction (Y) perpendicular to the first set of parallel rails (110), and wherein the rail system (108) includes an operating area (20); - A plurality of container handling vehicles (201; 301; 401), operating on the rails (110, 111) in the operating area (20); - A transport vehicle (501'), capable of moving on the rail system (108), the transport vehicle (501') including a housing (E), the housing defining a closed first area (510) for transporting personnel therein, the housing (E) including a lockable barrier (520'), and the lockable barrier of the housing being configured to provide an entrance for personnel to enter the first area (510); - A second area (30; 510'), separated from the operating area (20) and including a lockable barrier (31; 520"), and the lockable barrier of the second area being configured to provide an entrance for personnel to enter the second area (30; 510') from the first area (510); Wherein, the two lockable barriers (520', 31; 520") are configured to: - Unlock when physically preventing the transport vehicle (501') from moving relative to the second area (30; 510'); and - Lock when allowing the transport vehicle (501') to move relative to the second area (30; 510').

2. The automatic storage and retrieval system (1) according to claim 1, wherein, The barrier (520') of the transport vehicle (501') and the barriers (31; 520") of the second area (30; 510') are locked in a fail-safe manner.

3. The automatic storage and retrieval system (1) according to any one of the preceding claims, wherein, The transport vehicle (501') includes a first set of wheels (501b) for traveling in the first direction (X) and a second set of wheels (501c) for traveling in the second direction (Y).

4. The automatic storage and retrieval system (1) according to claim 3, wherein, The transport vehicle (501') includes a wheel lifting mechanism capable of operating between a first position and a second position. In the first position, the first set of wheels (501b) is located above the second set of wheels (501c), such that the second set of wheels (501c) contacts the rail system (108). In the second position, the first set of wheels (501b) is located below the second set of wheels (501c), such that the first set of wheels (501b) contacts the rail system (108).

5. The automatic storage and retrieval system (1) according to claim 3 or claim 4, wherein, The transport vehicle (501') includes a wheel drive motor for driving the first set of wheels (501b) and / or the second set of wheels (501c).

6. The automatic storage and retrieval system (1) according to any one of the preceding claims, comprising a locking assembly (33), said locking assembly being in the form of a mechanical locking assembly (33), an electromechanical combined locking assembly (60), a magnetic locking assembly or an electromagnetic locking assembly, so as to provide physical restraint.

7. The automated storage and retrieval system (1) according to any one of the preceding claims, wherein, The locking assembly (33) is configured to lock the docking detector (502), and wherein: - the locking assembly (33) is arranged at or in the second area (30; 510'), and the docking detector (502) extends outwardly from the transport vehicle (501'), or - the locking assembly (33) is arranged at or in the transport vehicle (501'), and the docking detector (502) extends outwardly from the second area (30; 510').

8. The automatic storage and retrieval system (1) according to claim 7, wherein, The locking assembly (33) comprises: - an outer member (34) having a U-shaped configuration, within which a receiving portion (37) is formed, and wherein the outer upper end (34') and the outer lower end (34") of the outer member (34) are fixedly connected to the inner side of the sides (S1, S2, S3, S4) forming the housing (E); - an inner member (35) movable within the receiving portion (37) of the outer member (34), wherein the inner member (35) has a U-shaped configuration which forms a receiving portion (38) of the inner member (35), the receiving portion of the inner member and the receiving portion of the outer member (34) being oriented in the same direction, and wherein the U-shaped configuration of the inner member (35) has an upper end (35') and a lower end (35"); and wherein the sides (S1, S2, S3, S4) include holes (530) which are flush with the receiving portion (38) of the inner member (35) to allow the docking detector (502) to pass through.

9. The automatic storage and retrieval system (1) according to claim 8, wherein, The inner member (35) is connected to the outer member (34) by one or more preloaded springs (36), which apply a force to the inner member (35) in the direction towards the holes (530) in the sides (S1, S2, S3, S4).

10. The automatic storage and retrieval system (1) according to claim 9, wherein, The lockable barrier (520') includes locking members (540', 540"), which project laterally as an extension of the barrier (520'), and wherein each of the locking members (540', 540") includes an opening (541', 541") such that each of the locking members (540', 540") is configured to receive the respective upper end (35') and lower end (35") of the inner member (35), so that when the inner member (35) is in the extended position, the barrier is locked.

11. The automatic storage and retrieval system (1) according to any one of claims 7 to 10, wherein, The docking detector (502) includes a preloaded latching mechanism (504), which is pivotally arranged at a pivot point (505) inside the docking detector (502).

12. The automatic storage and retrieval system (1) according to claim 11, wherein, The latch mechanism (504) is configured such that when no external force from the barrier (520') is applied to the latch mechanism (504), the latch mechanism (504) is in a protruding position that laterally protrudes beyond the outer periphery of the docking detector (502), and when an external force from the barrier (520') is applied to the latch mechanism (504), the preloading force is overcome and the latch mechanism (504) is forced into a retracted position inside the outer periphery of the docking detector (502).

13. The automatic storage and retrieval system (1) according to claim 12, wherein, When no external force from the barrier is applied to the latch mechanism (504), the rear end (506) of the latch mechanism (504) is configured to be adjacent to the sides (S1, S2, S3, S4).

14. The automatic storage and retrieval system (1) according to any one of claims 7 to 10, wherein, The portion of the internal member (35) in contact with the one or more preloading springs (36) has an upper part (35''') and a lower part (35''), the upper part having a first thickness (T1) and the lower part having a second thickness (T2), wherein the first thickness (T1) is greater than the second thickness (T2), and wherein the docking detector (502) initially contacts the lower part (35'').

15. The automatic storage and retrieval system (1) according to claim 14, wherein, When the locking assembly (33) moves vertically downward relative to the docking detector (502), the docking detector (502) is configured to contact the upper part (35''') instead of the lower part (35''), thereby compressing the one or more springs (36) such that the upper and lower ends (35', 35'') of the internal member (35) are disengaged from the locking relationship with the openings (541', 541'') of the locking members (540', 540'').

16. The automatic storage and retrieval system (1) according to claim 15, wherein, The locking member (511) connected to the sides (S1, S2, S3, S4) of the transport vehicle (501') is located on one side of the locking assembly (33), the locking member (511) is preloaded by a locking spring (512) and includes a wedge member (513) arranged at or below the lowest height of the docking detector (502) such that when the barrier (520') is locked, the wedge member (513) is arranged on one side of the docking detector (502) and does not affect the vertical movement of the locking assembly (33) relative to the docking detector (502), and when the barrier (520') is unlocked, the wedge member (513) is arranged between the docking detector (502) and the internal member (35) such that the wedge member prevents the locking assembly (33) from moving vertically relative to the docking detector (502), thereby preventing the transport vehicle (501') from moving when the barrier (501') is unlocked.

17. The automatic storage and retrieval system (1) according to claim 16, wherein, The barrier (520’) includes a pushing member (508) which is arranged on the other side of the locking assembly (33) compared to the locking member (511), and wherein the pushing member (508) is configured to apply a force to the locking member (511) to move the wedge member (513) from between the docking detector (502) and the internal member (35) to one side of the docking detector (502).

18. The automated storage and retrieval system (1) according to any one of the preceding claims, comprising a control system (500) for communicating with the container handling vehicle (201; 301; 401) and the first operating access vehicle (501’).

19. The automatic storage and retrieval system (1) according to claim 18, wherein, The automated storage and retrieval system includes a locking assembly (60) which takes the form of an electro-mechanical combined locking assembly (60), wherein the locking assembly (60) includes a first part (60’) and a second part (60”), wherein the first part (60’) can be locked to the second part (60”) to bring the locking assembly (60) into a locked state, and when the locking assembly (60) is in the locked state, it notifies the control system, such that the control system allows the barrier (520’, 31; 520”) to be unlocked.

20. The automatic storage and retrieval system (1) according to claim 19, wherein, The automated storage and retrieval system includes a barrier lock (70) for locking the barrier (520’, 31; 520”).

21. The automatic storage and retrieval system (1) according to claim 20, wherein, The barrier lock (70) includes a transmitter and a receiver for communicating with the control system (500) to lock or unlock the barrier lock (70).

22. The automatic storage and retrieval system (1) according to claim 21, wherein, The barrier lock (70) includes a transmitter and a receiver for communicating with the locking assembly (60), thereby forming a local status identification system, and wherein the barrier lock (70) only allows the barrier (520’, 31; 520”) to be unlocked when the locking assembly (60) confirms, through communication with the barrier lock (70), that the locking assembly is in the locked state.

23. The automated storage and retrieval system (1) according to any one of the preceding claims 18 to 22, wherein, The transport vehicle (501’) includes an emergency stop device (40), wherein the emergency stop device (40) includes a transmitter which is configured to send an emergency stop signal to the control system (500).

24. The automatic storage and retrieval system (1) according to any one of the preceding claims 18 to 23, wherein, The transport vehicle (501’) is configured to receive route instructions from the control system (500) to reach a position beside the second area (30; 510’), and when it is verified that the transport vehicle (501’) is located at a position beside the service area, and when it is verified that the lockable barrier (520’) on the transport vehicle and the lockable barriers (31; 520”) in the second area (30; 510’) are unlocked, it allows personnel to pass through, while when the lockable barrier (520’) on the transport vehicle and the lockable barriers (31; 520”) in the second area (30; 510’) are locked, it prevents the operator from passing through.

25. The automatic storage and retrieval system (1) according to claim 24, wherein, The control system (500) includes verification means for verifying whether the transport vehicle (501') is located at a position beside the second area (30; 510').

26. The automatic storage and retrieval system (1) according to claim 25, wherein, The verification means is one or more sensors at a position beside the second area (30; 510') or near a position beside the second area, and wherein the one or more sensors are configured to confirm that the transport vehicle (501') is located at the position.

27. The automatic storage and retrieval system (1) according to any one of the preceding claims, wherein, The transport vehicle (501') includes a support (509) for stabilizing the transport vehicle.

28. The automatic storage and retrieval system (1) according to claim 27, wherein, The support (509) is movable between a raised position lifted off the track system (108) and a lowered position in contact with the track system (108).

29. The automatic storage and retrieval system (1) according to any one of the preceding claims, wherein, The second area (30) is a safety area for servicing the container handling vehicle (201; 301; 401), and in the safety area, autonomous movement of the container handling vehicle (201; 301; 401) is blocked.

30. The automatic storage and retrieval system (1) according to any one of the preceding claims 1 to 28, wherein, The second area (30) is a temporary area within the operating area (20).

31. The automatic storage and retrieval system (1) according to any one of the preceding claims 1 to 28, wherein, The automated storage and retrieval system (1) includes a second transport vehicle (501"), wherein the second transport vehicle (501") includes a housing (E) that defines the second area (510') for transporting personnel (50) therein.

32. A method for transporting a person between a first area (510) and a second area (30; 510') of an automated storage and retrieval system (1) according to any one of the preceding claims 1 to 31, wherein, The method includes the following steps: - Positioning the transport vehicle (501') at a position beside the second area (30; 510'); - Locking the transport vehicle at a position in the second area (30; 510') such that a lockable barrier (520') on the transport vehicle and a lockable barrier (31; 520") in the second area are unlocked; - Enabling the personnel to enter a first area (510) of the transport vehicle through the lockable barrier (520', 31; 520").

33. The method according to claim 32, wherein Before enabling the personnel to enter the first area (510) of the transport vehicle (501'), the method includes the following steps: - Verifying, using verification means, whether the transport vehicle (501') is located at a position beside the second area (30; 510').

34. The method according to claim 32 or 33, wherein, When the transport vehicle (501') is at the position, the method includes the following steps: - Lowering all wheels of a first set of wheels (501b) and a second set of wheels (501c) to the track system (108).

35. The method according to any one of claims 32 to 34, wherein, When the transport vehicle (501') is at a personnel transfer position, the method includes the following steps: - Lowering the support (509) to bring the support into contact with the track system (108).

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