Service vehicle for performing support operations in automated storage and retrieval system

Abstract

The present invention relates to a service vehicle for performing a support operation in an automated storage and retrieval system, the service vehicle (20) for performing a support operation in an automated storage and retrieval system comprising a vehicle body (3), a drive system (40) configured to drive the service vehicle, and a connection system (30) provided on a first side of the vehicle body, the connection system (30) comprises a connector member (31) protruding through a bore (24) of the vehicle body, the connector member (31) having a first portion with a head (31a) and a second elongated portion (31b) defined by a longitudinal axis (X31), and an actuator (34) configured to vertically move the connector member (31) between an unlocked position and a locked position.

Description

[0001] This application is a divisional application of the patent application with international application number PCT / EP2020 / 078729, international application date October 13, 2020, which entered the national stage on April 22, 2022, application number 202080074883.4, and invention name “System, method and main control system for handling faulty vehicles in an automatic storage and retrieval system including a rail system”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present invention relates to a method for handling a disabled vehicle on a rail system, the rail system forming part of a storage and retrieval system configured to store a plurality of stacks of storage containers, a storage and retrieval system and a control system for performing the method, and a master control system for an automated storage and retrieval system. Background Art

[0003] Figure 1A A typical prior art automated storage and retrieval system 1 having a frame structure 100 is disclosed.

[0004] The frame structure 100 includes a plurality of upright members 102 and optionally a plurality of horizontal members 103 supporting the upright members 102. The members 102, 103 may typically be made of metal, such as extruded aluminum.

[0005] The frame structure 100 defines a storage grid 104 comprising storage columns 105 arranged in rows, wherein the storage columns 105 storage containers 106 (also referred to as boxes) are stacked one on top of the other to form stacks 107 .

[0006] Each storage container 106 may typically hold multiple product items (not shown), and the product items within the storage containers 106 may be the same, or may be different product types, depending on the application.

[0007] The storage grid 104 prevents horizontal movement of the storage containers 106 in the stack 107 and guides vertical movement of the storage containers 106 , but generally does not otherwise support the storage containers 106 when stacked.

[0008] The automated storage and retrieval system 1 includes a rail system 108 arranged in a grid pattern on top of the storage grid 104, on which a plurality of container handling vehicles 250 (such as Figure 1C ), to lift the storage container 106 from the storage column 105 and to lower the storage container 106 into the storage column 105, and also to transport the storage container 106 above the storage column 105. The horizontal range of one of the grid cells 122 constituting the grid pattern is Figure 1A The middle is marked by a thick line.

[0009] The track system 108 includes a first set of parallel tracks 110 arranged to guide container handling vehicles 250 for movement in a first direction X across the top of the frame structure 100, and a second set of parallel tracks 111 arranged perpendicular to the first set of tracks 110 to guide the container handling vehicles 250 for movement in a second direction Y perpendicular to the first direction X. In this manner, the track system 108 defines a grid of columns over which the container handling vehicles 250 can move laterally above the storage columns 105, i.e., in a plane parallel to the horizontal XY plane.

[0010] The track system 108 may be a single track system or a double track system, such as Figure 1B 122. The latter track configuration allows container handling vehicles 250 having a footprint that generally corresponds to the lateral area defined by the grid cells 122 to travel along a row of grid columns, even if another container handling vehicle 250 is located above a grid cell adjacent to the row. Both the single-track and dual-track systems, or a combination of single-track and dual-track arrangements including the single-track system 108, form a grid pattern in the horizontal plane P that includes a plurality of rectangular and uniform grid positions or grid cells 122, wherein each grid cell 122 includes a grid opening 115 defined by a pair of adjacent rails 110a, 110b of the first set of rails 110 and a pair of adjacent rails 111a, 111b of the second set of rails 111.

[0011] Thus, tracks 110a and 110b form a track pair defining parallel rows of grid cells running in the X direction, and tracks 111a and 111b form a track pair defining parallel rows of grid cells running in the Y direction.

[0012] like Figure 1B As shown, each grid unit 122 (indicated by a dotted box) has a width Wc, which is typically in the interval of 30 to 150 centimeters, and a length Lc, which is typically in the interval of 50 to 200 centimeters. Each grid opening 115 has a width Wo and a length Lo, which are typically 2 to 10 centimeters smaller than the width Wc and length Lc of the grid unit 122.

[0013] Figure 1C Operations disclosed Figure 1A1 . A prior art container handling vehicle 250 is disclosed in connection with the system 1 of FIG. Each prior art container handling vehicle 250 includes a body 252 and a wheel arrangement 251 of eight wheels, wherein a first set of four wheels enables lateral movement of the container handling vehicle 250 in the X direction, and a second set of four wheels enables lateral movement of the container handling vehicle 150 in the Y direction. One or both sets of wheels in the wheel arrangement 251 can be raised and lowered so that the first set of wheels and / or the second set of wheels can engage a corresponding set of rails 110, 111 at any one time.

[0014] Each prior art container handling vehicle 250 also includes a lifting device (not shown) for vertically transporting storage containers 106, such as raising and lowering storage containers 106 from and into the storage row 105. The lifting device can include one or more gripping / engaging devices adapted to engage the storage container 106 and can be lowered from the vehicle 250 such that the position of the gripping / engaging device relative to the vehicle can be adjusted in a third direction Z that is orthogonal to the first direction X and the second direction Y.

[0015] Conventionally, and also for the purposes of this application, Z=1 represents the uppermost layer of the grid 4, i.e., the layer immediately below the track system 108, Z=2 represents the second layer below the track system 108, Z=3 represents the third layer, etc. Figure 1A In the exemplary prior art grid 4 disclosed in , Z=8 represents the lowest level of the grid 104. Therefore, as an example, and using Figure 1A The Cartesian coordinate system X, Y, Z indicated in Figure 1A The storage container identified as 106' in FIG. 2 can be considered to occupy grid position or cell X = 10, Y = 2, Z = 3. The container handling vehicle 250 can be considered to be traveling in level Z = 0, and each grid column can be identified by its X and Y coordinates.

[0016] Each container handling vehicle 250 includes a storage compartment or space (not shown) for receiving and storing the storage container 106 while the storage container 106 is being transported on the rail system 108. The storage space may include a cavity disposed centrally within the vehicle body 252, such as described in WO 2014 / 090684 A1, the contents of which are incorporated herein by reference.

[0017] The container handling vehicle 250 may have a footprint, i.e., an extent in the X and Y directions, that is generally equal to the lateral extent, i.e., the extent of the grid cells 122 in the X and Y directions, of the grid cells 122, such as described in WO 2015 / 193278 A1, the contents of which are incorporated herein by reference. As used herein, the term "lateral" may refer to "horizontally."

[0018] Alternatively, the container handling vehicle may have a footprint that is larger than the lateral extent of (the defined lateral area of) the grid columns 105 , for example as disclosed in WO 2014 / 090684 A1 .

[0019] In the X and Y directions, adjacent grid cells are arranged in contact with each other so that there is no space between them.

[0020] In storage grid 104, most grid columns are storage columns 105, i.e., grid columns 105 that store storage containers 106 in stacks 107. However, grid 104 typically has at least one grid column that is not used to store storage containers 106, but rather includes a location where container handling vehicles 250 can unload and / or pick up storage containers 106 for transport to a second location (not shown) where storage containers 106 can be accessed from outside grid 104 or removed from or moved into grid 104. In the art, such locations are often referred to as "ports," and the grid columns in which these ports are located may be referred to as "transfer columns" 119, 120. The unloading and picking ports for container handling vehicles are referred to as "upper ports of the transfer columns" 119, 120. The other end of the transfer columns is referred to as "lower ports of the transfer columns."

[0021] Figure 1A The storage grid 104 in FIG. 1 includes two conveying lanes 119 and 120. For example, the first conveying lane 119 may include a dedicated unloading port where a container handling vehicle 250 may unload a storage container 106 to be transported via the conveying lane 119 and further transported to an access or transfer station, and the second conveying lane 200 may include a dedicated pick-up port where a container handling vehicle 250 may pick up a storage container 106 from the access or transfer station that has been transported via the conveying lane 200. Each port of the first and second conveying lanes may include a port suitable for picking up and unloading a storage container.

[0022] The second location may typically be a pick-up or storage station where products are removed from or placed into the storage container 106. In the pick-up or storage station, the storage container 106 is typically never removed from the automated storage and retrieval system 1, but rather returned to the storage grid 104 once accessed. To allow storage containers to be moved out of or into the storage grid 104, a lower port is also provided in the transfer train, such a lower port being used, for example, to transfer the storage container 106 to another storage facility (e.g., to another storage grid), directly to a transport vehicle (e.g., a train or truck), or to a production facility.

[0023] The transport system may also be arranged to transport storage containers between different storage grids, for example as described in WO 2014 / 075937 A1 , the content of which is incorporated herein by reference.

[0024] When accessing the stored Figure 1A When a storage container 106 is located in a storage grid 104 disclosed in FIG. 1 , a container handling vehicle 250 is instructed to retrieve the target storage container 106 from its location in the grid 104 and transport it to or through the transfer line 119. This operation involves moving the container handling vehicle 250 to a grid position above the storage line 105 where the target storage container 106 is located, using the container handling vehicle's lifting mechanism (not shown) to retrieve the storage container 106 from the storage line 105, and then transporting the storage container 106 to the first transfer line 119. If the target storage container 106 is located deep within a stack 107, i.e., one or more other storage containers are located above the target storage container 106, the operation also involves temporarily moving the storage containers located above it before lifting the target storage container 106 from the storage line 105. This step, sometimes referred to in the art as "digging," can be used to subsequently transport the target storage container 106 to the transfer line by the same container handling vehicle 250, or one or more other cooperating container handling vehicles 250. Alternatively or additionally, the automated storage and retrieval system 1 may have a container handling vehicle dedicated to the task of temporarily removing a storage container 106 from a storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage container may be relocated to the original storage column 105. However, the removed storage container may alternatively be relocated to another storage column 105.

[0025] When a storage container 106 is to be stored in the grid 104, one of the container handling vehicles 250 is instructed to pick up the storage container 106 from the transfer column 120 and transport the storage container to a grid position above the storage column 105 where it is to be stored. After removing any storage containers located at or above the target location within the storage column stack 107, the container handling vehicle 250 positions the storage container 106 at the desired location. The removed storage container can then be lowered back into the storage column 105 or relocated to another storage column 105.

[0026] In order to monitor and control the automated storage and retrieval system 1 so that the desired storage container 106 is delivered to the desired location at the desired time without causing the container handling vehicles 250 to collide with each other, the automated storage and retrieval system 1 includes a control system 109, which is typically computerized and includes a database for monitoring and controlling, for example, the position of the individual storage containers 106 within the storage grid 104, the contents of each storage container 106, and the movement of the container handling vehicles 250.

[0027] A problem associated with known automated storage and retrieval systems 1 is that it is challenging for personnel to access the track system 108 to perform inspections, or to perform maintenance, or to remove a malfunctioning container handling vehicle 250 .

[0028] Another significant issue with maintaining or removing a disabled vehicle 250 is the need for a complete shutdown of the system 1 so that personnel can enter with low or no risk of injury. Particularly for large systems 1, such as those with more than 500 vehicles operating simultaneously, a complete shutdown is highly undesirable due to the significant cost to the operator.

[0029] Prior art includes WO 2015 / 140216 A1, which discloses a service robot operating under the same control system as a container robot. WO 2015 / 140216 A1 discloses a service vehicle for cleaning and inspecting grids. The service vehicle is equipped with a releasable latch mechanism for docking with a faulty container handling vehicle. Furthermore, the document suggests that the service vehicle may be equipped with a seat for carrying a user for inspection and maintenance. This personnel-carrying service vehicle can be manually operated by the user or, alternatively, remotely controlled by a control system.

[0030] To conduct these operations safely, all container-handling vehicles on the grid must be stopped before users are allowed in. The greater the number of robotic load handlers in use and the larger the grid, the higher the likelihood of failure and the greater the consequences of each failure due to the number of units that must be stopped.

[0031] It is an object of the present invention to provide a faulty container handling vehicle without shutting down the system. Summary of the Invention

[0032] The invention is set forth and characterized in the independent claim, while the dependent claims describe further characteristics of the invention.

[0033] An automated storage and retrieval system is described, comprising a track system having vertical slides in X and Y directions, wherein the storage and retrieval system comprises:

[0034] - a plurality of remotely operated container handling vehicles configured to move laterally on the track system; and

[0035] a master control system that communicates with the plurality of remotely controlled container handling vehicles using a first communication system, wherein the master control system monitors and controls movement of the plurality of container handling vehicles via the first communication system;

[0036] at least one service vehicle capable of moving on the rail system, wherein the at least one service vehicle is configured to bring a disabled remotely operated container handling vehicle to a service area outside the rail system on which the remotely operated container handling vehicle is operating;

[0037] The system further comprises:

[0038] - A secondary control system using a second communication system, wherein the second communication system is independent of the primary communication system, and wherein the secondary control system communicates with at least one service vehicle on the rail system in order to monitor and control the movement of the at least one service vehicle.

[0039] The main control system can thus monitor and control the movement of the plurality of container handling vehicles via the first communication system.

[0040] The secondary control system may thus monitor and control the movement of the at least one service vehicle via the second communication system.

[0041] The term independent, ie the second communication system is independent of the first communication system, should be understood to mean that the two communication systems cannot interfere with each other. However, the primary control system and the secondary control system can operate under the same primary controller.

[0042] Both the first communication system and the second communication system preferably operate using wireless communication.

[0043] In one aspect, the master control system may be configured to perform at least the following steps via wireless data communication:

[0044] A. Determine that the operating condition of vehicles on the rail system is abnormal,

[0045] B. Register a vehicle with abnormal operating conditions as a faulty vehicle,

[0046] C. Register the position of the disabled vehicle relative to the support rail system.

[0047] The faulty vehicle may be a partially faulty vehicle or a completely non-operating vehicle. For example, the completely non-operating vehicle may have completely stopped and / or the communication with the first communication system may have been interrupted for some reason.

[0048] The master control system is further configured to perform:

[0049] D. Set up a two-dimensional exclusion zone extending from the disabled vehicle to the location of the service vehicle.

[0050] The exclusion zone can be set along the shortest route to the disabled vehicle. Alternatively, the exclusion zone may not be the shortest route, but rather selected based on other parameters. For example, the exclusion zone may be along the perimeter of the track system, e.g., to maintain the largest and most efficient possible working area for the vehicle to operate within. In other words, the exclusion zone may occupy more of the overall area of the working area, but may still result in more efficient operations.

[0051] The master control system may further be configured to perform:

[0052] E. Update the movement patterns of the plurality of remote controlled vehicles by instructing any remote controlled vehicle located within the two-dimensional restricted area to move outside the two-dimensional restricted area and preventing any remaining remote controlled vehicles from entering the two-dimensional restricted area.

[0053] Therefore, when the master control system updates the movement pattern and sets a restricted zone, remote-controlled vehicles currently within the restricted zone are rerouted to locations outside the restricted zone. This rerouting of remote-controlled vehicles ensures that they do not pose an obstruction to service vehicles. It also allows these remote-controlled vehicles to perform container handling operations while the restricted zone is in effect. In other words, any remote-controlled vehicle currently in a grid cell that will form part of the restricted zone is rerouted to a grid cell outside the planned restricted zone. Therefore, remote-controlled vehicles need to be identified and removed before the occupied cell becomes part of the planned restricted zone.

[0054] When the primary control system performs the above steps, the secondary control system may be configured to perform at least the following steps via wireless data communication:

[0055] F. Operate at least one service vehicle along the restricted area from an initial position to a position next to the disabled vehicle.

[0056] The first communication system and the second communication system may be the same communication system or different communication systems. Such communication systems may include WiFi, light (e.g., LiFi), etc.

[0057] The first communication system and the second communication system may operate at different frequencies.

[0058] The first communication system and the second communication system may have different encoding and decoding processes.

[0059] For example, the first communication system is Wireless Fidelity (WiFi), and the second communication system is Light Fidelity (LiFi).

[0060] The second communication system can be automatically or manually operated. In the case of manual operation, the operator can use a remote controller or the like to remotely control the service vehicle along the restricted area.

[0061] The service vehicle may include wheels guided to move in the X and Y directions along tracks.

[0062] The service vehicle may include crawler tracks for moving over the top surface of the track system independently of the X and Y directions of the track system.

[0063] The initial position of the service vehicle may be in a service area outside of the track system on which the remotely controlled vehicle operates.

[0064] If the service vehicle comprises wheels, the service area preferably comprises rails connected to the rail system.

[0065] In one embodiment, the rail system is located on a top layer of the storage grid.

[0066] In one embodiment, the track system is a conveyor track system.

[0067] Also described is a method for handling a disabled vehicle on a rail system, wherein the storage and retrieval system comprises:

[0068] - a plurality of remotely operated container handling vehicles configured to move laterally on the track system; and

[0069] - a master control system that wirelessly communicates with a plurality of vehicles using a first communication system, wherein the master control system monitors and controls movement of the plurality of container handling vehicles via the first communication system;

[0070] at least one service vehicle located at an initial position, wherein the service vehicle is movable on the rail system, and wherein the at least one service vehicle is configured to bring the disabled remotely operated container handling vehicle to a service area outside the rail system on which the remotely operated container handling vehicle is operating;

[0071] a secondary control system that wirelessly communicates with at least one service vehicle on the rail system using a second communication system independent of the primary control system, and wherein the secondary control system monitors and controls movement of the at least one service vehicle; and the primary control system performs at least the following steps:

[0072] A. Determine that the operating condition of vehicles on the rail system is abnormal,

[0073] B. Register a vehicle with abnormal operating conditions as a faulty vehicle,

[0074] C. Register the position of the disabled vehicle relative to the support rail system.

[0075] The method may further include utilizing the master control system to perform:

[0076] D. Set up a two-dimensional exclusion zone extending from the disabled vehicle to the location of the service vehicle.

[0077] The method may further include utilizing the master control system to perform:

[0078] E. Update the movement patterns of multiple remote-controlled vehicles outside the 2D restricted area to avoid entering the 2D restricted area.

[0079] The method may further include: when the primary control system has executed the above steps, the secondary control system executes at least the following steps via wireless data communication:

[0080] F. Operate at least one service vehicle along the restricted area from its initial position to the position where the disabled vehicle stops.

[0081] Also described is a master control system for an automated storage and retrieval system comprising:

[0082] - a track system having horizontal rails extending in vertical X and Y directions;

[0083] - a plurality of remotely operated container handling vehicles configured to operate on a track system;

[0084] - Service vehicles; and

[0085] a secondary control system for a service vehicle, wherein the secondary control system communicates with at least one service vehicle on the rail system to monitor and control the movement of the at least one service vehicle, and wherein the at least one service vehicle is configured to bring a disabled remotely operated container handling vehicle to a service area outside the rail system on which the remotely operated container handling vehicle is operating,

[0086] The main control system is configured to allow multiple remote-controlled vehicles to pass through a working area of the track system. The main control system is further configured to detect whether a remote-controlled vehicle fails. If a failure occurs, the main control system may be configured to:

[0087] -Reconfigure the work area to create a no-go zone that defines the area containing the disabled ROV of the rail system and provides a path for service vehicles to reach the disabled ROV;

[0088] - Reroute other remotely operated vehicles operating within the restricted area and reconfigured work area to avoid the restricted area defined by the track system; and

[0089] - Transferring control of the area within the restricted area of the rail system to the auxiliary control system.

[0090] In one aspect, the automated storage and retrieval system described above includes the master control system described in the latter.

[0091] Once the service vehicle has moved outside the restricted area of the rail system, the master control system can be configured to:

[0092] - Taking back control of restricted areas of the rail system from the auxiliary control system;

[0093] - reconfiguring the work area to include areas of the track system that were previously within the exclusion zone; and

[0094] - Changing the route of the remotely operated vehicle to take into account the increased work area, including as part of the work area the areas of the track system that were previously within the exclusion zone. BRIEF DESCRIPTION OF THE DRAWINGS

[0095] The accompanying drawings are attached to facilitate understanding of the present invention:

[0096] Figure 1A-1C is a perspective view of a prior art automated storage and retrieval system, wherein Figure 1A shows the complete system, Figure 1B shows a top view of a prior art dual track grid, and Figure 1C An example of a prior art container handling vehicle is shown with which the system may operate;

[0097] Figure 2 is a schematic top view of an automated storage and retrieval system according to the present invention, wherein the system is divided into three subsystems by physical barriers;

[0098] Figure 3A and Figure 3B is a perspective view of an exemplary automated storage and retrieval system according to the present invention, wherein Figure 3A shows a portion of a system having a transfer track system where container transfer vehicles run underneath the track system of container handling vehicles, and Figure 3B An example of a container transfer vehicle having a storage container stored therein is shown;

[0099] Figure 4 a flowchart showing an operation when the operating condition of the vehicle is registered as abnormal;

[0100] Figures 5A-5F An example of an operation sequence when a vehicle breakdown is registered (i.e., an abnormal operating condition of the vehicle) is shown, along with how a restricted area is set on a rail system, and the relationship between a first communication system of an operating vehicle and a second communication system of an operating service vehicle, such that the service vehicle moves from a service area along the restricted area to pick up the broken vehicle and transport it to the service area.

[0101] Figure 6A and Figure 6B is a perspective view of a ride-on service vehicle suitable for operating on a track system of an automated storage and retrieval system, wherein Figure 6A A service vehicle is shown having two sets of wheels configured to follow tracks in the X and Y directions, and Figure 6B A service vehicle is shown having crawler tracks configured to travel over the top of a track system;

[0102] Figures 7A-7C is a perspective side view of a service vehicle configured for remote control;

[0103] Figures 8A-8C yes Figures 7A-7C A perspective side view of a service vehicle, wherein Figure 8A shows a service vehicle approaching a container handling vehicle to be serviced, Figure 8BA service vehicle is shown partially surrounding the container handling vehicle, and Figure 8C A service vehicle is shown using its handling mechanism to grasp a container handling vehicle;

[0104] Figure 9A and Figure 9B yes Figures 7A-7C and Figures 8A-8C A perspective side view of a service vehicle, wherein Figure 9A and Figure 9B The service vehicle is shown in an operating position in which the container handling vehicle contacts the rail system and in a transport position in which the container handling vehicle is raised above the rail system, respectively;

[0105] Figure 10 shows a perspective view from below of an exemplary service vehicle;

[0106] Figure 11 Shown Figure 10 a perspective side view of a service vehicle in;

[0107] Figure 12 Shown from Figure 10 Another perspective view looking from below of the service vehicle is shown;

[0108] Figure 13 Shown Figure 10 an interior of a service vehicle wherein the actuator is in a lower position;

[0109] Figure 14 Shown Figure 10 an interior of a service vehicle, wherein the actuator is located on one side in an upper position;

[0110] Figure 15 shows a perspective view of an exemplary service vehicle connected to a first type of container handling vehicle using an adapter;

[0111] Figure 16 shows a perspective view of a connection interface of a first type of container handling vehicle prior to connection to an adapter;

[0112] Figure 17 Shown is a container handling vehicle connected to Figure 16 service vehicles and adapters;

[0113] Figure 18A shows a perspective side view of an exemplary service vehicle having a counterbalancing device attached thereto and adjacent to a second type of container handling vehicle;

[0114] Figure 18B Shown Figure 18A Another perspective view of a service vehicle and a second type of container handling vehicle;

[0115] Figure 18C Shown Figure 18A a service vehicle connected to the counterweight unit and a second type of container handling vehicle;

[0116] Figure 18D Shown Figure 18A How can a service vehicle of the second type of container handling vehicle be lifted from the rails?

[0117] Figure 19A shows a cross-sectional view of an exemplary connection system;

[0118] Figure 19B Shown Figure 19A A front view of the connection interface;

[0119] Figure 19C Shown along Figure 19B A cross-sectional view of line AA in FIG.

[0120] Figure 19D a cross-sectional view showing some of the components of the connection system in contact with the connection interface; and

[0121] Figures 20A-20D An alternative embodiment of a connection system is shown.

[0122] In the drawings, unless explicitly stated otherwise or implicitly understood from the context, the same reference numbers have been used to indicate similar parts, elements, or features. DETAILED DESCRIPTION

[0123] In the following, embodiments of the present invention will be discussed in more detail with reference to the accompanying drawings. It should be understood, however, that the drawings are not intended to limit the invention to the subject matter depicted in the drawings.

[0124] refer to Figure 1A-1C The automated storage and retrieval system 1 includes a frame structure 100 including a storage grid 104 having a total of 1,144 grid cells, wherein the width and length of the grid 104 correspond to the width and length of 143 grid columns. Atop the frame structure 100 is a rail system 108 on which a plurality of container handling vehicles 250 operate.

[0125] The frame structure 100 may be constructed according to the above-described prior art frame structure 100 , ie, a plurality of upright members 102 and a plurality of horizontal members 103 supported by the upright members 102 .

[0126] Track system 108 includes parallel tracks 110, 111 along the X and Y directions, respectively, arranged across the top of storage column 105. The horizontal area of grid cells 122 defining openings into storage column 105 can be defined by the distance between adjacent tracks 110 and 111, respectively.

[0127] exist Figure 1A-1C in Figure 1A A single grid cell 122 is marked on the track system 108 by a thick line in FIG. Figure 1B Shown in top view.

[0128] The track system 108 allows the container handling vehicle 250 to move horizontally between different grid locations, where each grid location is associated with a grid cell 122 .

[0129] exist Figure 1A In FIG. 1 , the storage grid 104 is shown as having a height of eight cells. However, it should be understood that the storage grid 104 can be of any size in principle. In particular, it should be understood that the storage grid 104 can be larger than Figure 1A-1C For example, the grid 104 may have a horizontal extent of more than 700×700 grid cells 122. In addition, the grid 104 may be wider and / or longer than disclosed in FIG. Figure 1A-1C and Figure 2 For example, the storage grid 104 may have a depth corresponding to a stack 107 of more than 10 storage containers 106.

[0130] All container handling vehicles 250 may be controlled by a master control system having a first communication system, as indicated by reference numeral 109 ′.

[0131] The container handling vehicle 250 may be of any type known in the art, for example, any of the automated container handling vehicles disclosed in WO 2014 / 090684 A1, NO 317366 or WO 2015 / 193278 A1.

[0132] Figure 2 A top view of an automated storage and retrieval system 1 is shown. The system 1 includes three frame structures 100a-100c, each having a storage grid 104 with a stack 107 of storage containers 106, a rail system 108a-108c disposed atop the storage grid 104, and service areas 160a-160c. The frame structures 100a-100c are separated by two vehicle-blocking barriers 125 (e.g., walls) disposed between the rail systems 108a-108c. Each barrier 125 includes one or more passageways 130a, 130b through which container handling vehicles 250 can pass during normal operation.

[0133] exist Figure 2 , a specific situation is depicted where a container handling vehicle 240 is marked as faulty and stopped at a location on the intermediate track system 108b.

[0134] The service areas 160a-160c may be adjacent to a mezzanine outside the boundaries of the track system 108 for supporting the service vehicle 20 when the service vehicle 20 is not in motion.

[0135] exist Figure 2 , service areas 160a-160c and service vehicles 20 are depicted for each of the rail systems 108a-108c. However, other configurations are contemplated, such as an arrangement in which only one intermediate service area 160b allows service vehicles 20 to enter the intermediate rail system 108b. In the event that a disabled vehicle 240 is stopped in either the left rail system 108a or the right rail system 108c, the service vehicle 20 can, in such a configuration, pass through the corresponding passages 130a, 130b and enter the affected rail system 108a, 108c.

[0136] exist Figure 3A The middle section shows a different automated storage and retrieval system 1. Upright members 102 form part of a frame structure 100 on which a transport track system 108 with a plurality of container handling vehicles 250 runs.

[0137] Below the transport rail system 108, close to the ground, another frame structure 300 is shown, which partially extends below some of the storage columns 105 of the frame structure 100. As with the other frame structures 100, a plurality of vehicles 330, 340, 350 can operate on the rail system 308, which includes a first set of parallel rails 310 oriented in a first direction X and a second set of parallel rails 311 oriented in a second direction Y perpendicular to the first direction X, thereby extending in a horizontal plane P. L A grid pattern is formed in the horizontal plane P L A plurality of rectangular and uniform grid positions or grid cells 322 are included. Each grid cell of the lower track system 308 includes a grid opening 315 defined by a pair of adjacent tracks 310a, 310b of the first set of tracks 310 and a pair of adjacent tracks 311a, 311b of the second set of tracks 311.

[0138] The portion of the lower rail system 308 that extends below the storage column 105 is aligned so that it is in the horizontal plane P L Grid cells 322 in coincide with grid cells 122 of the upper rail system 108 in the horizontal plane P.

[0139] Thus, with this particular alignment of the two rail systems 108, 308, a storage container 106 lowered into a storage column 105 by a container handling vehicle 250 can be received by a transfer vehicle 350, which is configured to operate on the rail system 308 and receive the storage container 106 downward from the storage column 105. In other words, the transfer vehicle 350 is configured to receive the storage container 106 from above, preferably directly from the container handling vehicle 250.

[0140] Figure 3B An example of such a vehicle 350 is shown including a wheel assembly 351 similar to the wheel assembly 251 described with respect to the prior art container handling vehicle 250 and a storage container holder 352 for receiving and supporting a storage container 106 transferred by the container handling vehicle 250 described above.

[0141] After having received the storage container 106 , the transfer vehicle 350 may travel to an access station adjacent to the rail system 308 (not shown) to transfer the storage container 106 for further processing and transportation.

[0142] Hereinafter, the upper and lower track systems 108, 308 are referred to as the transport track system 108 and the transfer track system 308. Figure 3B The vehicle shown in FIG. 3 is referred to as a container transfer vehicle 350 .

[0143] Figure 4 A flowchart 400 illustrates the operation when the operating condition of the vehicle is registered as abnormal. The flowchart includes the following steps:

[0144] 401: The operating condition of the registered vehicle is abnormal.

[0145] 402 : Mark the vehicle as a faulty vehicle 240 , 340 .

[0146] 403: Request the faulty vehicles 240 and 340 to stop or remain stationary.

[0147] 404: Register the stopping position X of the faulty vehicles 240 and 340 S , Y S .

[0148] 405 : Setting a restricted area 225 , 325 on the track system 108 , 308 from the stopped position of the disabled vehicle 240 , 340 to the position of the service vehicle 20 using the main control system 109 ′.

[0149] 406: Are there any operating vehicles in restricted areas 225 and 325?

[0150] If "yes" in step 406, then the steps:

[0151] 407: Drive all working vehicles 250 and 350 out of the restricted areas 225 and 325 again.

[0152] If "No" in step 406, then the steps:

[0153] 408 : Using the secondary control system 109 ″, guiding the service vehicle 20 from the initial position along the restricted area 225 , 325 to carry the disabled vehicle 240 , 340 .

[0154] 409 : Use the service vehicle 20 to bring the broken-down vehicles 240 , 340 to the service area 160 .

[0155] 410 : The restricted area 225 is reopened by the main control system 109 ′, allowing the work vehicle 250 to enter the restricted area 225 .

[0156] Figures 5A-5F An example of the operating sequence when registering a vehicle fault (i.e., the operating condition of the vehicle is abnormal) is shown, as well as how a restricted area is set on a rail system, and the relationship between a first communication system of an operating vehicle and a second communication system of an operating service vehicle so that the service vehicle moves from a service area along the restricted area to pick up the faulty vehicle and transport it to the service area.

[0157] exist Figure 5A In the example shown in FIG. 1 , the main control system 109 ′ registers that a container handling vehicle 240 (denoted by X) in the unit M12 has failed.

[0158] exist Figure 5B In FIG. 1 , as shown by the rear and front ends of arrow A1, the container transport vehicle 250 in cell T8 has moved to cell R8 under the instruction from the main control system 109′. Furthermore, as shown by the rear and front ends of arrow A2, the container transport vehicle 250 in cell Q14 has moved to cell Q13 under the instruction from the main control system 109′.

[0159] exist Figure 5C In FIG. 1 , the master control system 109′ has created an exclusion zone 225 (represented by the dashed area) from the service area 160 to the faulty container handling vehicle (X, 240). The disclosed exclusion zone 225 is two units wide and extends all the way through the S and T rows, further extending to M14 and M15, and M12 and N12, creating a continuous path for the service vehicle 20.

[0160] In order to minimize the impact on the remaining container handling vehicles 250 operating on the rail system 108, an exclusion zone 225 has been created at the boundary of the rail system 108. However, it should be understood that the exclusion zone 225 can be created anywhere on the rail system 108, whatever is most advantageous in a particular situation, and preferably along a path that minimizes disruption to other container handling operations.

[0161] exist Figure 5D , the service vehicle 20 has left its initial position in the service area 160 under the control of the auxiliary control system 109 ″ and occupies the unit S5-S6-T5-T6, as shown by arrow A3.

[0162] exist Figure 5E , as indicated by arrow A4, under the control of the second communication system 109", the service vehicle 20 has moved to the position of the faulty container handling vehicle (X, 240) (near the unit M12).

[0163] exist Figure 5F In FIG. 1 , the service vehicle 20 has brought the faulty container transport vehicle 240,X to the service area 160 along the restricted area 225 under the control of the auxiliary control system 109″, as shown by arrow A5.

[0164] Once the malfunctioning container handling vehicle 240 , X is within the service zone 160 , the master control system 109 ′ may be used to reclassify the restricted area 225 , allowing the work vehicle 250 to enter the previously existing restricted area 225 .

[0165] It should be noted that in Figures 5A-5F In the example of FIG. 1 , the container handling vehicle 250 operating on the upper rail system 108 (i.e., the transport rail system 108) is shown. However, for the transfer vehicles 330, 340, 350 (i.e., the transfer rail system 308) operating on the lower rail system 308 (i.e., the transfer rail system 308), Figure 3A and Figure 3B As shown), the operation will be the same.

[0166] Figure 6A and Figure 6B is a perspective view of a ride-on service vehicle suitable for operating on a track system of an automated storage and retrieval system, wherein Figure 6A A service vehicle is shown having two sets of wheels configured to follow tracks in the X and Y directions, and Figure 6B A service vehicle is shown having crawler tracks configured to travel over the top of a track system. Figure 7A 、 Figure 7B and Figure 7C Another service vehicle 20 suitable for the above-described operations is shown in FIG.

[0167] exist Figure 6A In the embodiment, the service vehicle 20 includes a lifting mechanism. Figure 6A and Figure 6BIn the two examples, the service vehicle 20 includes a seat 25 for an operator and a support base 22 for supporting the disabled vehicle 240, 340, and a drive device 23 that enables the service vehicle 20 to move. The service vehicle 20 may of course include other configurations, and the present invention is not limited to these two examples.

[0168] exist Figure 6A In the embodiment, the drive unit 23 comprises two sets of four wheels, at least one of which can be raised and lowered. The drive unit is thus similar to the drive units of the container handling vehicle 250 and the container transfer vehicle 350 described above. The wheels follow the rails 110, 310, 111, 311 of the transport and / or transfer rail system 108, 308.

[0169] exist Figure 6B , the drive 23 of the service vehicle 20 includes a crawler track configured to drive on top of the tracks 110 , 310 , 111 , 311 , thereby allowing movement in any direction in the horizontal plane P, PL of the transport track system 108 or the transfer track system 308 .

[0170] Figures 7A-7C to Figure 9A-9B A service vehicle 20 is shown in which all operations of the vehicle 20 are performed completely remotely, ie, no human operator is required to directly interact with the control systems on the vehicle 20 during the service procedure.

[0171] Figures 7A-7C to Figure 9A-9B The service vehicle 20 comprises two crawler tracks / rollers 6, 7 coupled to two opposite vertical sides of the vehicle body 3. At least one of the two other vertical sides of the vertical vehicle body 3 is configured to receive at least one broken-down vehicle 240, 340 to be serviced.

[0172] Figures 7A-7C to Figure 9A-9B A particular configuration is shown, in which the service vehicle 20 includes two guide pins 35 attached to each of the opposing vertical sides of the vehicle body 3, to which the crawler tracks 6, 7 are connected. The end of each guide pin 35 closest to the container handling vehicle receiving side of the vehicle body 3 exhibits a tapered end, allowing the disabled vehicle 240, 340 to be correctly guided into the vehicle body 3. A remote registration unit 9 in the form of a forward-facing camera 9a and a rearward-facing camera 9b is mounted on the top horizontal side of the vehicle body 3.

[0173] The transport device 8 includes a lifting mechanism 8c, which includes one or more vertical linear actuators 8f. Each actuator 8f is connected at one end to a pivot support 8h, which is pivotally coupled to the vehicle body 3 about an axis of rotation parallel to the underlying rail system 108, and at the other end to a lifting claw 8d. By using a horizontal linear actuator 8i, i.e., one having a non-zero horizontal component, the lifting claw 8d can be displaced horizontally relative to the vehicle body 3.

[0174] The service vehicle 20 is remotely operated by a remote control system via one or more on-board transmitters 36. Alternatively, or in addition, similar transmitters 36 may be arranged on the vehicle body 3, in the registration unit 9, on one or both of the rollers 6, 7, etc.

[0175] For the embodiments disclosed above, the crawler tracks / rollers 6, 7 have a length L extending through a plurality of grid cells 122, preferably more than four.

[0176] The opening of the vehicle body 3 on the vertically accommodating handling vehicle receiving side, including any guide pins 35, has a minimum width G that is equal to or greater than the overall width of the broken-down vehicle 240, 340 to be serviced.

[0177] The process of picking up the disabled vehicle 240, 340 by the service vehicle 20 may be performed as follows:

[0178] -( Figure 8A ) Using signal communication between the master control system 109' and one or more onboard transmitters / receivers, the service vehicle 20 approaches a position along the restricted area adjacent to one or more disabled vehicles 240, 340 to be transported. If necessary, the orientation of the service vehicle 20 is changed so that the vehicle receiving opening of the service vehicle 20 faces the disabled vehicle 240, 340.

[0179] -( Figure 8B and Figure 8C ) Remotely guide the service vehicle 20 so that the faulty vehicle 240, 340 passes through the receiving opening of the vehicle body 3 and enters between the two crawler tracks / rollers 6 so that the transfer device 8 is in an interactive position, i.e. interacts with a plurality of lifting claws 8d arranged on two opposite vertical sides of the faulty vehicle 240, 340 or each faulty vehicle 240, 340. Alternatively, the service vehicle 20 can remain stationary and the faulty vehicle 240, 340 can be remotely guided into the vehicle receiving opening. The correct horizontal position of the faulty vehicle 240, 340 in the vehicle body 3 can be further controlled by a stop 37 arranged on the vertical side opposite to the receiving opening. Such a stop 37 will also help to increase the structural stability of the faulty vehicle 240, 340 in the vehicle body 3. Figures 7A-7C to Figure 9A-9BIn the example shown, the stop is shown as a horizontally extending bar which is arranged to abut the disabled vehicle 240 , 340 when the disabled vehicle 240 , 340 is completely within the body 3 of the service vehicle 20 .

[0180] -( Figure 9A ) When the transmission device 8 is in the interaction position relative to the disabled vehicle 240, 240, the lifting claw 8d is horizontally displaced using the horizontal linear actuator 8i until the lifting claw 8d is in physical contact with the disabled vehicle 240, 340.

[0181] -( Figure 9B ) remotely operates the vertical linear actuator 8f, causing the vehicle body 3 to be lifted from the rail system 108 due to the pivotal movement of the pivot support 8h. As a result of the physical contact established between the lifting claw 8d and the disabled vehicle 240, 340, the latter is lifted from the rail system 108, thereby placing the service vehicle 20 in the transport position.

[0182] The service vehicle 20 is moved together with one or more disabled vehicles 240 , 340 to its predetermined position on the rail system 108 , or leaves the rail system 108 .

[0183] In all embodiments, the rollers 6, 7 comprise an endless track (i.e., an endless chain) 6d driven by toothed pulleys 6a, 6b arranged within a chain 6d. However, configurations are contemplated in which one or more gears 6a, 6b are arranged external to the endless chain 6d. In lieu of gears 6, 7, the rollers 6, 7 may comprise alternative drive mechanisms, such as wheels having other types of means for engaging or coupling to their respective chains 6d. Furthermore, the rollers 6, 7 may be comprised of components other than an endless belt, such as a set of wheels wide enough to cover at least one grid cell 122.

[0184] Figures 7A-7C to Figure 9A-9B All embodiments of the service vehicle 20 in can be readily configured to maneuver on a rail system without the need for an onboard operator 50, for example, by operations performed entirely by a remotely located human operator 50 or by operations performed by a fully or partially automated control system or a combination thereof.

[0185] Embodiments are also contemplated in which overall operation of the service vehicle 20 is due in part to an onboard operator, in part to a remotely located human operator, or alternatively a combination of an onboard operator and a fully or partially automated control system.

[0186] Now refer to Figure 10-14 Here, a service vehicle 20 for performing support operations in the automated storage and retrieval system 1 is shown.

[0187] The service vehicle 20 comprises a vehicle body 3 having a central cavity 25 ( Figure 10 ). The drive system 40 is disposed at the lower portion of the service vehicle 20. The drive system 40 is configured to drive the service vehicle 20 along the track system 108 of the automated storage and retrieval system 1. The drive system 40 includes a motor (typically an electric motor) and a power source (typically a rechargeable battery). The drive system 40 further includes a first set of wheels 42 and a second set of wheels 44, wherein when the first set of wheels 42 is in contact with the track system 108, 308, the service vehicle 20 moves in a first direction (e.g., X direction), and when the second set of wheels 44 is in contact with the track system 108, the service vehicle 20 moves in a second direction (e.g., Y direction). The drive system 40 also includes an actuator for bringing a desired set of wheels into contact with the track system. The drive system 40 also includes a control system for controlling the movement of the service vehicle 20 within the system 1. It should be noted that the drive system 40 of the service vehicle 20 is considered to be known to those skilled in the art.

[0188] The service vehicle 20 further comprises a connection system 30 arranged on the first side 3A of the vehicle body 3. The connection system 30 can be connected to a connection interface CI, for example a connection interface CI of an additional support unit (see Figure 15 ) and can be disconnected from the connection interface CI. The connection system 30 will be described in more detail below.

[0189] First, it should be noted that the embodiment of the service vehicle 20 shown in the drawings comprises one connection system 30 provided on a first side 3A of the vehicle body 3 and an additional connection system 30 provided on a second side 3B opposite the first side 3A (see FIG. Figure 13 ). For many applications described here, one such connection system 30 may be sufficient. A corresponding connection system 30 can also be provided for the service vehicle 20 on the third side and / or the fourth side.

[0190] Now, refer to Figure 13 、 Figure 14 and Figures 19A-19D The connection system 30 is described in detail.

[0191] exist Figure 19A , an exemplary connection system 30 is shown including a connector member or pin 31 that protrudes through a hole or slot 24 in a vehicle body 3. In this embodiment, the connector pin 31 has two parts, a first part having a head or pin head 31a and a second elongated part or shank 31b defined by a longitudinal axis X31. In this embodiment, the shank 31b is cylindrical.

[0192] In the present embodiment, the slot 24 is a vertical slot 24, wherein the connector pin 31 can be moved vertically by means of an actuator 34. The actuator 34 is an electric linear actuator 34.

[0193] A first contact body 32 is provided on the outer side of the vehicle body 3. The first contact body 32 may be connected to the connector pin 31 or connected to the vehicle body 3 at a horizontal distance from the pin head 31a. In this embodiment, the first contact body 32 is connected to the connector pin 31 and surrounds the connector pin 31.

[0194] In addition to the first contact body 32 , the connection system 30 also comprises a second contact body 33 , which is arranged at a vertical distance from the first contact body 32 .

[0195] The rigid member 38 is provided on the inner side of the vehicle body 21. The rigid member 38 is used to connect the actuator 34 to the connector pin 31 and also to the first contact body 32. In addition, the second contact body 33 is connected to the rigid member 38 by means of the connector 39. Therefore, when the actuator 34 moves vertically, the rigid member 38, the connector pin 31, and the first and second contact bodies 32 and 33 also move vertically.

[0196] exist Figure 19A , the connection system 30 is in its lower or unlocked position.

[0197] Now refer to Figure 19B and Figure 19C , where the connection interface CI is shown as comprising a plate-like connection structure CS having a locking hole KH. In this embodiment, the locking hole KH comprises a circular opening Kha into which the pin head 31a can be easily inserted, and a narrow slot KHb above the circular opening Kha into which the handle 31b can be moved, but the pin head 31a cannot be easily removed from the slot KHb. Thus, when the connection system 30 is in the lower or unlocked position (and the connection interface CI is stationary), the connector pin 31 can be moved into or out of the locking hole KH.

[0198] Now refer to Figure 19D Here the connector pin 31 is shown having moved into the lock hole KH and then moved upwards by means of the actuator 34. This position is referred to as the upper or locked position. In this locked position, if the service vehicle is Figure 19D If the pin head 31 is moved to the left in the middle, the connecting structure CS will be pulled together with the service vehicle 20 when the pin head 31 engages with the rear side RS of the connecting structure CS. By moving the connector pin downwards to the unlocked position by means of the actuator, the connecting system 30 will be free to move out of engagement with the connection interface CI.

[0199] It should be noted that in Figure 19D In FIG. 1 , the contact surfaces 32 a and 33 a of the first contact body 32 and the second contact body 33 are in contact with the front side FS of the connection structure CS. Thus, the first contact body 32 and the second contact body 33 provide a connection interface CI that is oriented as desired relative to the vehicle body 3. Preferably, the connection interface CI is oriented parallel to the side surface 3A of the vehicle body 3. Preferably, as Figures 19A-19D As shown, the first side 3A of the vehicle body 21 and the connection interface CI are both oriented vertically.

[0200] exist Figure 19D , it is also shown that the longitudinal distance Lcs between the contact surface 32a of the contact body 32 and the pin head 31a is equal to or slightly longer than the thickness Tcs of the connecting structure CS.

[0201] Now refer to Figure 13 and Figure 14 Here it is shown that the connection system 30 comprises two connector pins 31 on the first side 3a of the vehicle body 3. The two connector pins 31 are arranged in two slots 24 in the vehicle body 3, wherein the two slots 24 are spaced apart from each other.

[0202] The other connection system 30 on the second side 3 b of the vehicle body 21 also comprises two such connector pins 31 arranged in two spaced apart slots 24 .

[0203] Reference above Figure 12-14 The rigid member 38 described here serves as the rigid member 38 that connects the connector pins 31 to each other. In this way, the two connector pins 31 move vertically in parallel. It should be noted that two actuators 34 are connected between the inner side of the vehicle body 3 and each member 38.

[0204] Service vehicle 20 is based on Figure 1C The type of prior art container handling vehicle 250 shown is a container handling vehicle 250 having a centrally located cavity within a vehicle body 252. Figure 14 , another example of such a container handling vehicle 250 is shown.

[0205] Only minor modifications are required to this container handling vehicle 250 to create the service vehicle 20. One modification is that a slot must be provided in the vehicle body 3, and the various attachment attachments for the connection system 30 must be mounted on the vehicle. Preferably, the container lifting device of the prior art container handling vehicle 250 is removed to save costs and also to provide sufficient space for the actuator 34. In some applications, modifications to the drive system may be necessary, as the service vehicle 20 may be designed to handle a greater gross weight than a typical container handling vehicle. Consequently, a more powerful motor for the drive system 40 may be required, and perhaps stronger bearings for the wheels, etc., may also be used. Overall, the number of modifications remains relatively low. Furthermore, relatively minor modifications to the control system are required to control the actuator 34.

[0206] The automated storage and retrieval system 1 may include one or more service vehicles 20 and at least one additional support unit. The additional support unit includes a connection interface CI to which the service vehicle 20 can be connected and disconnected. The service vehicle 20 and the additional support unit together form a support system for the automated storage and retrieval system 1.

[0207] Generally, the connection system 30 may be configured to connect to the connection interface CI of the additional support unit by:

[0208] - moving the connector pin 31 into a first (here lower) position aligned with the keyhole KH of the connection interface CI of the unit;

[0209] - moving the connector pin 31 horizontally into the locking hole KH by moving the service vehicle 20 along the rail system towards the unit;

[0210] - moving the connector pin 31 to a second (here upper) position different from the first position.

[0211] In this second position, movement of the service vehicle 20 away from the unit will cause the unit to be pulled by the service vehicle. Movement of the service vehicle 20 toward the unit will cause the unit to be pushed by the service vehicle. In both directions mentioned here, the service vehicle 20 and the unit will move along Figure 15 The track 110 moves.

[0212] Movement of the service vehicle in a direction perpendicular to the push / pull direction will result in the unit being pulled or pushed parallel to the service vehicle 20. As mentioned in the introduction above, the final movement will require the correct wheel set and Figure 15 The track 111 in the embodiment of the present invention is in contact with the track 111, or the track parallel to the track 111 is in contact with the track 111.

[0213] Typically, the connection system 30 is configured to connect from the connection interface CI by:

[0214] - lowering the connector pin 31 again to its first (here lower) position;

[0215] - The connector pin 31 is moved horizontally out of the locking hole KH by moving the service vehicle 20 along the rail system 108 away from the unit.

[0216] Examples of different support units will be described through the following examples:

[0217] Example 1

[0218] Reference here Figure 15 、 Figure 16 and Figure 17Here, the service vehicle 20 is connected to an intermediate support unit 60. The purpose of the intermediate support unit 60 is to transport a faulty container handling vehicle 240 that is stuck in position on the rail system 108 and cannot move itself to a service area due to a fault (such as an empty battery, electrical or mechanical fault, etc.). In order to repair the vehicle 240, it must be moved to a service area.

[0219] like Figure 15 As shown, the intermediate support unit 60 comprises a connection interface CI fixed to a rigid frame formed by elongated rod elements 62 protruding from the connection interface CI and crossbar elements 61 interconnecting the rod elements 62. Furthermore, the frame of the unit 60 comprises support elements 64 protruding downwards.

[0220] The connector pins 31 of the connection system 30 of the service vehicle 20 are connected to the connection interface CI and the connector pins 31 are in their upper and locked position. Figure 15 It can also be seen in FIG. 1 that the unit 60 is lifted by the service vehicle 20 , ie the unit 60 is not in contact with the rail system 108 .

[0221] The distance between the individual downwardly projecting support elements 64 is adapted to the rail system 108. Thus, by lowering the connector pins 31 of the service vehicle 20, the downwardly projecting support elements 64 will come into contact with the rail system 108, and the service vehicle 20 can be disconnected from the unit 60. The service vehicle 20 can be reconnected to the unit 60 by moving its connector pins 31 in its lower position toward the unit 60, and then raising the connector pins 31 while the connector pins 31 are again inserted into the locking holes of the connection interface.

[0222] exist Figure 15 , the additional support unit 60 is shown to include another connection system 70 for connecting to the container handling vehicles 240, 250. The connection system 70 includes a wheel actuator 72 and pushing bodies 74, 75 for contacting the container handling vehicles 240, 250 when being pushed by the service vehicle 20. In addition, the further connection system 70 includes a pulling body 76 for contacting the container handling vehicles 240, 250 when being pulled by the service vehicle 20. The pulling body 76 can be a hook or other type of connection interface for connecting to an interface of the container handling vehicles 240, 250.

[0223] It should be noted that the connection system 30 of the service vehicle 20 in this example can have a third position. In the first position, as described above, the connection system 30 has lowered the unit, and the unit is in contact with the rail system 108. Here, the service vehicle can move the connector pin 31 into or out of the keyhole KH of the connection interface CI. In the second position, the connection system 30 has raised the unit, and the unit is no longer in contact with the rail system 108. However, the pulling body 76 is not raised enough to move on the vehicle 240, 250. Therefore, in order to engage the additional connection system 70 with the vehicle 240, 250, the connector pin 31 and the unit 60 are raised to a third position above the second position. Now, the pulling body 76 of the unit can be moved over the vehicle 240, 250, and then the connection system 30 can be lowered again to the second position. The pulling body 76 is now engaged with the vehicle 240, 250. To disconnect from the vehicle 240 , 250 , the unit 60 is lifted from the third position and away from the vehicle 240 , 250 , since the pulling body 76 is not engaged with the vehicle 240 , 250 in the third position.

[0224] Wheel actuators 72 are connected to mechanical interfaces 72a of the container handling vehicles 240 and 250 and are used to adjust the wheel height of the container handling vehicles 240 and 250, that is, to mechanically control whether the wheels should contact the rails 110 or 111 of the rail system. The wheel actuators 72 are driven by electric motors controlled by the control system of the service vehicle 20 or the control system of the entire system 1.

[0225] It should be noted that the length of the elongated rod element 62 is adapted to the length between the rails 111. Thus, when moving along the rails 111, the four rails 11 are in contact with the wheels of the service vehicle 20 and the wheels of the vehicle 301, whereas when moving along the rails 110, the service vehicle 20 and the vehicles 240, 250 all use the same two rails.

[0226] It should be noted that in this example, no modifications to the vehicles 340 , 350 are required.

[0227] Example 2

[0228] Now refer to Figures 18A-18D The additional support unit is here a counterweight unit 60d for balancing the service vehicle 20. The unit 60d has a connection interface CI (not shown) which is connected to the Figure 18A and Figure 18B The counterweight unit 60d is connected to the connection system 30 provided on the second side 3B of the vehicle body 3. The counterweight unit 60d is lifted by the service vehicle 20.

[0229] The purpose of the counterweight unit 60d is to enable the service vehicle 20 to be lifted and transported Figure 18A and Figure 18BContainer handling vehicles 240, 250 of the type shown in FIG. Container handling vehicles 240, 250 are similar to vehicles of the prior art, with one modification: container handling vehicles 240, 250 include a connection interface CI. In this example, connection interface CI is provided as two openings in vehicle body 252, one for each connector pin 31 of connection system 30 on second side 3B of vehicle body 3 of service vehicle 20.

[0230] exist Figure 18C In FIG. 1 , the connector pin 31 of the connection system 30 is shown moved into the opening of the connection interface CI of the vehicle 240 , 250 .

[0231] exist Figure 18D In FIG, the connection system 30 is shown in the second (or third) position, lifting the vehicle 240, 250 upward from the grid. Due to the counterweight unit 60d, the service vehicle 20 does not tilt when the vehicle 240, 250 is lifted.

[0232] Alternative Embodiments

[0233] In the above-described embodiment, the connector pin 31 including the pin head 31 a is rotationally symmetrical about its longitudinal axis.

[0234] Now refer to Figures 20A-20D , in which some examples of alternative embodiments are shown.

[0235] exist Figure 20A In FIG, the connector pin 31 is not rotationally symmetrical, since only the upper portion of the pin head 31 a projects upwards in a direction perpendicular to the longitudinal axis X31. Here, the locking hole KH of the connection interface is oval.

[0236] exist Figure 20B In FIG, the pin head 31a is a rectangle protruding upward from the connector pin 31. Here, the lock hole KH of the connection interface is circular.

[0237] exist Figure 20C In the figure, the pin head 31a corresponds to Figure 20B However, here the distal end of the head is rounded to facilitate insertion into the keyhole KH. Here, the keyhole KH of the connection interface is semicircular.

[0238] exist Figure 20D In the embodiment, the pin head 31a is formed by providing a recess in the connector pin 31 itself, thereby separating the connector pin 31 into two separate parts, forming a distal part of the pin head 31a and a proximal part 31b. Here, the locking hole KH of the connection interface is rectangular.

[0239] It should be noted that all the connector pins 31 described above can be used in combination with all the lock holes KH described above. It should be noted that the present invention is not limited to the specific examples described and shown in the drawings, and many other alternatives are considered to be within the scope of the present invention as defined by the claims.

[0240] It should also be noted that the operation of actuator 34 can be dependent on or independent of the operation of drive system 40. In one embodiment, the vertical distance between slot 24 and the track system will be the same when the service vehicle moves along track 110 and when the service vehicle moves along track 111. In this case, the operation of actuator 34 can be independent of drive system 40. However, if the vertical distance between slot 24 and the track system is different when the service vehicle moves along track 110 and when the service vehicle moves along track 111 (due to the different heights of vehicle body 3 and different sets of wheels), the actuator can be operated to change the height of the connector pin based on the direction of travel.

[0241] In the foregoing description, various aspects of the method and related systems according to the present invention have been described with reference to illustrative embodiments. For illustrative purposes, specific numbers, systems, and configurations are listed to provide a thorough understanding of the system and its operating principles. However, this description is not intended to be construed in a limiting sense. Various modifications and variations of the illustrative embodiments and other embodiments of the method and system that are obvious to those skilled in the art of the disclosed subject matter are considered to fall within the scope of the present invention.

[0242]

[0243]

[0244]

[0245]

Claims

1. A service vehicle (20) for performing support operations in an automated storage and retrieval system, comprising: Car body (3), a drive system (40) configured to drive the service vehicle, and A connection system (30) is provided on a first side of the vehicle body, wherein the connection system (30) comprises: A connector member (31) protrudes through the hole (24) of the vehicle body, the connector member (31) having a first portion and a second elongated portion (31b), the first portion having a head (31a), the second elongated portion being defined by a longitudinal axis (X31), and an actuator (34) configured to vertically move the connector member (31) between an unlocked position and a locked position.

2. The service vehicle (20) of claim 1, wherein: The connection system (30) further comprises a first contact body (32) connected to the connector member (31) or the vehicle body (3), wherein the first contact body (32) is configured to contact a front side (FS) of the connection structure (CS) to orient a connection interface (CI) of the connection structure (CS) relative to the vehicle body (3).

3. The service vehicle (20) of claim 2, wherein: The connection system (30) further comprises a second contact body (33) connected to the connector member (31) or the vehicle body (3), wherein the second contact body (33) is configured to contact a front side (FS) of the connection structure (CS) to orient the connection interface (CI) relative to the vehicle body (3).

4. A service vehicle (20) according to any one of the preceding claims, wherein The connector member (31) is connected to the actuator (34) via a rigid member (38) provided on the inner side of the vehicle body (3).

5. A service vehicle (20) according to any one of the preceding claims 1 to 3, wherein: When the connector member (31) is in the lowered position, the connection system (30) is in the unlocked position, and when the connector member (31) is in the raised position, the connection system (30) is in the locked position.

6. The service vehicle (20) according to any one of the preceding claims, further comprising a support unit comprising a connection structure (CS) configured to be connected to the connector member (31).

7. The service vehicle (20) of claim 6, wherein: The connecting structure (CS) comprises a connecting interface (CI) oriented parallel to the first side of the body (3) of the vehicle.

8. The service vehicle according to claim 7, wherein: The connection interface (CI) comprises a locking hole (KH) and a slot, wherein the locking hole has a circular opening into which the head (31a) of the connector member (31) can be inserted, and the second elongated portion (31b) can be moved over the circular opening.

9. A method of connecting a service vehicle (20) according to any one of the preceding claims to a support unit by: moving the connector member (31) to a first position aligned with the connection interface (CI) of the support unit, By moving the service vehicle (20) towards the support unit, the connector member (31) is moved horizontally into the connection interface (CI) of the support unit, and The connector member (31) is moved to a second position different from the first position.

10. The method according to claim 9, wherein: In the second position of the connector member (31), movement of the service vehicle (20) away from the support unit causes the support unit to be pulled by the service vehicle, and movement of the service vehicle (20) toward the support unit causes the support unit to be pushed by the service vehicle (20).

11. A method of disconnecting a service vehicle (20) according to any one of claims 1 to 8 from a support unit by: lowering the connector member (31) to a first position aligned with the connection interface (CI) of the support unit, moving the connector member (31) horizontally out of the connection interface (CI) of the support unit, and The service vehicle (20) is moved away from the support unit.

12. A service vehicle (20) or method according to any one of the preceding claims, wherein: The support unit is an intermediate support unit (60) comprising a connection system (70) for connection to a container handling vehicle (240, 250) in an automated storage and retrieval system.

13. A service vehicle (20) or method according to any one of the preceding claims, wherein: The connector member (31) is movable to a third position, wherein in the third position the service vehicle (20) lifts the support unit such that the support unit is no longer in contact with the track system (108) of the automated storage and retrieval system.

14. The service vehicle (20) or method of claim 13, wherein: The supporting unit is a counterweight unit (60d) for balancing the service vehicle (20).

15. The service vehicle (20) or method of claim 14, wherein: The counterweight unit (60d) is configured such that the service vehicle (20) does not tilt when a container handling vehicle (240, 250) is lifted upward from the track system (108) of the automated storage and retrieval system.

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