PROCESS AND PICKING SYSTEM WITH IMPROVED OPERATION OF AUTONOMOUS CONVEYOR VEHICLES

Description

[0001] The invention relates to a method for operating a picking system for picking goods, wherein the goods are transported from a goods receiving area, in particular a goods receiving area, to a storage area and stored in this storage area by a storage conveyor system, wherein the storage area has a plurality of storage locations for storing the goods. Furthermore, a picking order is recorded, and the order goods required for the picking order are determined. The order goods are then retrieved from the storage area and transported by a retrieval conveyor system from the storage area to a goods transfer area, in particular a goods issue.The transport of goods using the in-storage conveyor system and / or the transport of order goods using the out-of-storage conveyor system is carried out at least partially by a plurality of autonomous conveyor vehicles, which travel on a track divided into several track segments. The travel movements within the track segments are predominantly performed by a closed group of autonomous conveyor vehicles. The travel movements in at least one track segment are coordinated by a control system.

[0002] The invention further relates to a picking system for picking goods, comprising a goods receiving area, in particular a goods receiving area, and a goods transfer area, in particular a goods dispatch area. Furthermore, the picking system comprises a storage area with a plurality of storage locations for storing the goods, as well as a storage conveyor system connecting the goods receiving area and the storage area, which is designed to transport the goods from the goods receiving area to the storage area and to store the goods in the storage area. Furthermore, the picking system comprises an order computer for recording a picking order and for determining the order goods required for the picking order.In addition, the order picking system comprises a retrieval conveyor system connecting the storage area and the goods transfer area, which is designed to retrieve the order goods from the storage area and to transport the order goods from the storage area to the goods transfer area. The storage conveyor system and / or the retrieval conveyor system comprises a plurality of autonomous conveyor vehicles for transporting the goods / order goods on a travel surface. Furthermore, the travel surface is divided into several travel surface segments, and a control system is provided which is configured to coordinate the travel movements in at least one travel surface segment. The travel movements in the travel surface segments are each predominantly carried out by a closed group of autonomous conveyor vehicles.

[0003] A method and a picking system of the type mentioned are known, for example, from DE 10 2015 114 410 A1 or DE 10 2011 050 437 A1.

[0004] For example, DE 10 2014 111 385 A1 discloses a storage and order-picking system with a racking arrangement comprising a plurality of racks and a plurality of vertical conveyors. Furthermore, at least one fleet of autonomously movable, driverless transport vehicles and a travel surface intended for these transport vehicles are provided, which is essentially barrier-free, in particular free of shelf spaces, and which extends below, above, or through the racking arrangement. Said level is coupled to the racking arrangement via the vertical conveyors. The transport vehicles travel on the travel surface from one travel point to the next.A fleet manager is set up to generate and issue transport orders for the transport vehicles in order to transport the stored goods transported by the vertical conveyors to the travel level along individual travel paths to and from the vertical conveyors and to hand them over in the absolute order.

[0005] A disadvantage of the current system is that the driving movements are difficult to plan and coordinate, especially in high traffic densities. Furthermore, the system is inefficient, and adjustments to performance, either upwards or downwards, are also only possible inefficiently with the current system.

[0006] An object of the invention is therefore to provide an improved order-picking system and an improved method for operating such an order-picking system. In particular, the disadvantages mentioned above are to be overcome.

[0007] The object of the invention is achieved by a method of the type mentioned at the outset, in which autonomous conveyor vehicles not required in one group are made available to another group in the course of an exchange of autonomous conveyor vehicles in which there is a bottleneck of autonomous conveyor vehicles, wherein the exchange of autonomous conveyor vehicles between two different driving surface segments affects a maximum of 10%, advantageously a maximum of 5%, of the journeys carried out on the driving surface and wherein the exchange of autonomous conveyor vehicles takes place via connecting paths between the driving surface segments.

[0008] The object of the invention is also achieved with a picking system of the type mentioned at the outset, in which autonomous conveyor vehicles not required in one group are made available to another group in the course of an exchange of autonomous conveyor vehicles in which there is a bottleneck of autonomous conveyor vehicles, wherein the exchange of autonomous conveyor vehicles between two different driving surface segments affects a maximum of 10%, advantageously a maximum of 5%, of the journeys carried out on the driving surface and wherein the exchange of autonomous conveyor vehicles takes place via connecting paths between the driving surface segments.

[0009] In other words, the driving movements in driving surface segments, which divide the driving surface, are carried out at least 90% (preferably 95%) by a closed group of autonomous conveyor vehicles.

[0010] The proposed measures allow for efficient planning and coordination of traffic movements despite high traffic density. A limited exchange of autonomous conveyor vehicles between different groups can be enabled, specifically through connecting paths between the traffic area segments. This allows for easy adaptation to performance requirements by making autonomous conveyor vehicles not required in one group available to another group experiencing a (temporary) shortage of autonomous conveyor vehicles.

[0011] For the purposes of the invention, "autonomous conveyor vehicles" are understood to mean self-propelled or driverless conveyor vehicles for transporting goods, which travel along fixed, predefined tracks or which are freely guided, i.e., without fixed track guidance. Fixed track guidance can be predefined on the floor of the running surface, for example, with the help of optical color stripes, magnetic stripes, or even with marking tags. Rail-bound vehicles are not considered autonomous conveyor vehicles with fixed track guidance for the purposes of the invention. A track guidance predefined in software and never changed in a running surface without hardware-predefined track guidance (i.e., without, for example, color markings on the floor of the running surface) represents a borderline or mixed case and can be classified as either free track guidance or fixed track guidance.An autonomous conveyor vehicle, in particular, has a transport platform on which the goods / order goods to be transported are temporarily accommodated. For example, the transport platform can be a fixed, flat surface on the autonomous conveyor vehicle, but the transport platform can also be movable vertically and / or laterally relative to a chassis of the autonomous conveyor vehicle, for example to be able to store goods / order goods in a storage rack and retrieve them from the storage rack. Wheels are arranged on the chassis, at least one of which is driven. At least one of the wheels is steerable, unless the autonomous conveyor vehicle has wheels with which a sideways movement can also be performed (e.g. Mecanum wheels). Furthermore, an autonomous conveyor vehicle also comprises an electronic control system for receiving commands from a higher-level control system and for controlling / regulating the movements of the autonomous conveyor vehicle.Finally, an autonomous conveyor vehicle includes sensors for detecting the environment of the autonomous conveyor vehicle and for orientation in space.

[0012] A "storage location" is an area of ​​the picking system where goods can be placed and stored. A "storage area" is an area of ​​the picking system that has multiple storage locations for storing goods. For example, the storage area can be designed as a storage rack that provides multiple storage locations next to and above each other. However, it is also conceivable that the storage area is an area on the floor of the picking system that is intended or reserved for the placement and storage of goods. Walking and driving areas are therefore not storage areas, but can be connected to them.

[0013] A "goods receiving area" is the area where goods are fed into the picking system, specifically a goods receiving area. Specifically, delivered goods carriers (e.g., pallets, cartons, etc.) can be separated manually or automatically. This process is also referred to as "depalletizing."

[0014] A "goods transfer area" is the area where goods are removed from the picking system, specifically a goods issue area. Specifically, goods can be assembled or picked manually or automatically on provided goods carriers (e.g., pallets, boxes, etc.) according to a picking order. This process is also referred to as "palletizing."

[0015] It should be noted that neither the "goods receiving area" nor the "goods transfer area" need to be located at a physical outer boundary of the picking system (e.g., in the sense of a gate), but can also be positioned inside the picking system. However, the goods receiving area and the goods transfer area primarily form functional boundaries of the picking system. This means that at a goods receiving area, a delivered package of goods (e.g., a loaded pallet) is integrated into the picking system's processes. Accordingly, at a goods transfer area, a package of goods to be transported away is separated from the picking system's processes.

[0016] "Goods" are generally objects of merchandise trade and are delivered to the goods receiving area and transported to a customer at the goods transfer area according to an order. Goods assigned to an order are referred to as "order goods" in the context of the invention. Assignment to an order can be made for goods already stored or, in principle, even before that. In particular, the order goods can be passed from a goods receiving area to a goods transfer area. Such order goods are also referred to as "cross-docking goods." Cross-docking goods are often stored on pallets that are temporarily placed in a storage area and delivered essentially unchanged (i.e., without being depalletized).A customer order often includes both cross-docking goods and individually picked goods, i.e. goods that are depalletized in the picking system or already delivered individually and that are added individually to an order.

[0017] Characteristic parameters where the advantage of segmenting the driving surface is clearly visible include: the vehicle density of the autonomous conveyor vehicles on the driving surface, the maximum / average vehicle speed of the autonomous conveyor vehicles on the driving surface, the collision rate of the autonomous conveyor vehicles on the driving surface, and the collision probability of the autonomous conveyor vehicles on the driving surface.

[0018] Within the scope of the invention, the "vehicle density" ρ FZ indicates the number of autonomous conveyor vehicles n FZ relative to the size of the driving area AF.

[0019] Within the scope of the invention, the "collision rate" δ K indicates the number of collisions n K between autonomous conveyor vehicles per unit of time t when they travel at maximum speed along the shortest route from a starting point specified by the picking process to a destination specified by the picking process, without intervention by a control system to avoid collisions, for example, transporting an order item from the storage area to the goods transfer area. The collision rate reaches a maximum value when all autonomous conveyor vehicles are constantly moving and only stop briefly at their respective destination points. The collision rate δ K increases with vehicle density and vehicle speed.

[0020] Within the scope of the invention, the "collision probability" PK indicates the probability that collisions will occur between autonomous conveyor vehicles on the travel surface if they travel at maximum speed along the shortest route from a starting point specified by the picking process to a destination specified by the picking process without intervention by a control system to avoid collisions. The collision probability PK is defined by the ratio between the number of collisions n K between autonomous conveyor vehicles and the number of all journeys n G made by autonomous conveyor vehicles on the travel surface during the same reference period. The collision probability PK can therefore assume values ​​between 0 and 1 and increases with vehicle density.

[0021] By segmenting the driving surface, the collision rate δ K and the collision probability PK are reduced compared to order picking systems with an unsegmented driving surface, even at the same vehicle density ρ FZ and vehicle speed. This not only reduces the collision rate δ K and the collision probability PK themselves, but also the control effort required to avoid collisions. If collision avoidance is (also) implemented in the autonomous conveyor vehicle, the autonomous vehicle can therefore be constructed more simply with a segmented driving surface than with an unsegmented driving surface.

[0022] In general, the advantage of segmenting the driving surface becomes particularly apparent when autonomous conveyor vehicles can move chaotically or completely freely, rather than in a coordinated manner along predetermined paths. The collision rate and probability then increase significantly.

[0023] It should be noted that the collision rate and collision probability are based on a fictitious operating condition that does not normally occur in reality, as control interventions prevent these collisions. Control intervention to avoid collisions is generally performed when a collision is imminent or when one autonomous conveyor vehicle obstructs another. In this sense, the "collision rate" can also be interpreted as the "obstruction rate" or "control rate," and the "collision probability" as the "obstruction probability" or "control probability." Control interventions to avoid collisions can generally be performed by a higher-level controller and / or autonomously by the vehicle itself. The required sensors and the methodology used are generally known from the state of the art and will therefore not be discussed in detail here.

[0024] Although the above-mentioned operating state is fictitious, it is nevertheless well suited to illustrate the problem underlying the invention. The collision rate and collision probability specified above can be calculated or simulated relatively easily, since complex control interventions do not need to be considered. Essentially, the interaction between "unintelligent," autonomous conveyor vehicles moving essentially in a straight line and at a constant speed must be considered. The simulation is based on the layout of the driving area, as well as the positions of the starting and destination points of the conveyor vehicles, which represent transfer points to another part of the picking system, specifically to a stationary conveyor system such as conveyor belts, roller conveyors, lifts, and the like, or even to a storage area.Although it is in principle possible to take control interventions to avoid collisions into account in a simulation, this leads to much more complex algorithms.

[0025] The above-mentioned start and destination points generally form "transfer points" located on the travel surface, which, on the one hand, represent interfaces between the autonomous conveyor vehicles and a stationary conveyor system (e.g., a conveyor belt, a roller conveyor, a lift, a paternoster, etc.), at which goods / order goods are transferred from the autonomous conveyor vehicles to the stationary conveyor system, or vice versa. Transfer points can also be formed by interfaces to storage areas where goods / order goods are stored or retrieved by the autonomous conveyor vehicles. The transfer points are, in particular, part of the storage and / or retrieval conveyor system or are arranged along the course of the storage and / or retrieval conveyor system. The transfer points also represent those points on the travel surface that the autonomous conveyor vehicles inevitably approach according to their intended purpose.As a result, particularly at these transfer points or in the transfer areas surrounding them, there are clusters of autonomous conveyor vehicles or a high vehicle density. Accordingly, the "collision rate / obstruction rate / regulation rate" and the "collision probability / obstruction probability / regulation probability" are comparatively high there.

[0026] The "transfer area" contrasts with the "travel area," where no transfer is possible between autonomous conveyor vehicles and a stationary conveyor system, or between autonomous conveyor vehicles and a storage area. Especially with free lane guidance, vehicle density is lower there because not every autonomous conveyor vehicle has to travel through a specific part of the conveyor area (unless there is a bottleneck in the travel area). Accordingly, the "collision rate / obstruction rate / control rate" and the "collision probability / obstruction probability / control probability" are generally lower there than in the transfer areas or at the transfer points.

[0027] The boundaries between a transfer area and a driving area are usually fluid, and there is no sudden change in vehicle density, but rather a gradual change.

[0028] "Stationary conveyor technology" requires permanently installed equipment to transport goods. For example, a lift requires a frame in which a lifting platform is moved. The lifting platform alone, however, is not functional. Stationary conveyor technology is particularly characterized by the fact that it cannot be removed from the picking system without loosening its fastenings. An autonomous conveyor vehicle, on the other hand, can be removed from the picking system without loosening its fastenings.

[0029] In addition to the good planning and coordination of travel movements, a particular advantage of segmenting the travel area is that, in the event of a malfunction in certain travel area segments, normal operation can be maintained in those travel area segments where no malfunction exists. "Normal operation" in this context means that a travel area segment is operating as intended and a picking process is carried out without disruption. If a malfunction occurs, the picking process cannot be carried out in the affected travel area segment or can only be carried out to a limited extent.

[0030] In the event of a malfunction or maintenance, access to travel area segments that are blocked during normal operation can be granted to persons, for example, to enable the malfunction to be rectified or the order picking system to be serviced. In this case, special measures can be taken to protect the persons in the affected travel segment. For example, the travel speed of the autonomous conveyor vehicles can be reduced compared to normal operation. The autonomous conveyor vehicles can also be shut down altogether for this reason. Normal operation, however, can be maintained in those travel area segments where there is no malfunction.Thanks to segmentation, a reduction in the speed of the autonomous conveyor vehicles or their shutdown has a far smaller impact on the overall performance of the picking system in the event of a malfunction than is the case with an unsegmented conveyor belt, as used in the current technology. Stopping the autonomous conveyor vehicles to protect the people on the conveyor belt is tantamount to a total failure of the picking system in the current technology.

[0031] Normal operation can also be interrupted by a change in the operating mode of the picking system. For example, the picking system can be designed to have multiple performance levels that can be switched between in order to adapt the picking system to different performance requirements. The performance requirements of a picking system are generally subject to seasonal fluctuations. For example, a picking system is often operated at high performance during the Christmas season and at lower performance during the holiday season. However, switching between the operating modes can also occur more frequently, such as during shift changes. For example, the picking system can be designed to operate at a lower performance at night than during the day.

[0032] The performance adjustment or the change of operating mode may involve the temporary shutdown or temporary commissioning of parts of the picking system, in particular the temporary shutdown or temporary commissioning of driveway segments. This ensures that adapting the picking system to lower system performance does not result in a reduction in the efficiency with which the picking system is operated, but rather allows the picking system to operate with high efficiency even at lower system performance. This means that driveway segments can be advantageously shut down or commissioned according to the performance requirements of the picking system.

[0033] To reduce system power to 20% of maximum power, an illustrative example shows that four of five runway segments are switched off. This is significantly more efficient than operating a single, unsegmented runway at only 20%. In the former case, secondary energy consumers, such as heating / cooling, lighting, and the like, can also be deactivated, which is not possible with the unsegmented runway. This means that secondary energy consumers must generally continue to operate at full power even when the system power on the runway is reduced. While the segmented runway in the example above only requires 20% of the maximum power for the secondary energy consumers, the unsegmented runway, according to the state of the art, requires 100% of the maximum power.The measures according to the invention are therefore particularly advantageous if the order picking system is not constantly operated at maximum performance, but there are also phases with lower performance.

[0034] It is also conceivable that a stationary conveyor system leading to or away from the running surface (for example conveyor belts, roller conveyors, lifts, paternosters and the like) only supplies those running surface segments that are actually being operated due to the current power requirement. In this case, it is advantageous if running surface segments further away are deactivated first. This not only results in energy savings for the stationary conveyor system leading to or away from the running surface, but also in a distance saving and thus a time saving during the transport of goods. This means that goods / order goods are not transported unnecessarily far or for an unnecessarily long time by the stationary conveyor system leading to or away from the running surface. This is also not easily possible with the unsegmented running surface of the prior art.The segmentation of the running surface therefore also leads to greater efficiency in the partial load range with regard to the distance travelled by the goods / order goods and the time required for this distance.

[0035] Accordingly, it is advantageous if a first travel surface segment is taken out of service before a second travel surface segment if a transport path running between a storage location and a transfer point in the first travel surface segment on a stationary conveyor system is longer than a transport path running between this storage location and a transfer point in the second travel surface segment on the stationary conveyor system, and / or a first travel surface segment is put into service after a second travel surface segment if a transport path running between a storage location and a transfer point in the first travel surface segment on a stationary conveyor system is longer than a transport path running between this storage location and a transfer point in the second travel surface segment on the stationary conveyor system.

[0036] In particular, the routes mentioned are to be understood as the shortest transport routes. Furthermore, the conditions mentioned apply in particular to each storage location in the picking system. The proposed measures therefore come into effect in particular when the shortest transport routes on a stationary conveyor system between all storage locations and a transfer point in the first travel surface segment are longer than the shortest transport routes between this storage location and a transfer point in the second travel surface segment. Especially with essentially equivalent solutions, the travel surface segments can also be switched on or off at will or even randomly, in particular to ensure even wear and tear on the autonomous conveyor vehicles.

[0037] It is also conceivable that autonomous conveyor vehicles from deactivated driveway segments could be used at least partially in the driveway segments that remain active when the picking system's operating mode changes. This means that an exchange of autonomous conveyor vehicles between two different driveway segments is conceivable between the individual operating modes. This could even increase efficiency in partial load operation compared to full load operation if the autonomous conveyor vehicles from a deactivated driveway segment "help out" in a driveway segment that remains active, and the driveway segment that remains active achieves higher picking performance with approximately the same energy consumption. Furthermore, this allows for finely gradual performance adjustments in the picking system.

[0038] At this point, it should also be noted that, in principle, several strategies for storing goods are conceivable. These are particularly relevant when not every driveway segment is connected to the entire storage area via the conveyor system, but only to a portion of the storage areas available in the picking system. Goods can now be stored in the picking system in such a way that two driveway segments are only connected via the conveyor system to storage areas in which, at least in part, goods of different types are stored. This means that certain goods are only accessible via a first driveway segment, but not via a second, and vice versa. This is advantageous when a large number of different goods are stored in the picking system. It is also conceivable, however, that the types of goods stored in a storage area connected to a driveway segment via the conveyor system are the same for all driveway segments.This means that all types of goods are accessible via all driveway segments. This is advantageous when relatively few different types of goods are stored in the picking system, as it allows for more flexible order-picking processes. This is especially true when only a portion of the driveway segments are in operation (e.g., during partial load or in the event of a fault). This variant is therefore also particularly fail-safe.

[0039] It is advantageous if different temperatures prevail in the runway segments. For example, frozen goods can be moved in a first runway segment, while goods / order goods to be stored at room temperature can be moved in a second runway segment.

[0040] It is also advantageous if autonomous conveyor vehicles of a first design operate in a first travel surface segment and autonomous conveyor vehicles of a second, different design operate in a second travel surface segment. For example, the autonomous conveyor vehicles can have transport platforms of different sizes and / or accommodate different payloads and / or be designed for different temperature ranges. Furthermore, the control electronics of the autonomous conveyor vehicles can be adapted to different environmental conditions (especially temperatures). In particular, autonomous conveyor vehicles adapted to different temperatures can operate in travel surface segments where different temperatures prevail.

[0041] It is also advantageous if autonomous conveyor vehicles operate at a first maximum speed in a first driving surface segment and autonomous conveyor vehicles operate at a second, different maximum speed in a second driving surface segment. This prevents slow autonomous conveyor vehicles from interfering with faster autonomous conveyor vehicles.

[0042] It is also advantageous if a first driving surface segment is free for human access during normal operation of the picking system, and if a second driving surface segment is blocked for human access during normal operation of the picking system. For example, autonomous conveyor vehicles that are potentially more dangerous to humans than those operating in the driving surface segment open to humans may be traveling in the driving surface segment. Potentially more dangerous autonomous conveyor vehicles are, for example, particularly fast and / or particularly heavy.It is also conceivable that the autonomous conveyor vehicles operating in the restricted access segment have less sophisticated sensor technology than those operating in the open access segment, and therefore detect hazards less effectively and / or less quickly. The autonomous conveyor vehicles can therefore be adapted to different safety requirements in terms of their design.

[0043] The above statements apply to malfunctions. In the event of a malfunction or maintenance, access to travel area segments that are blocked during normal operation can be granted, for example, to enable the malfunction to be rectified or the order picking system to be serviced. In this case, special measures can be taken to protect the persons in the affected travel segment. For example, the travel speed of the autonomous conveyor vehicles can be reduced compared to normal operation. The autonomous conveyor vehicles can also be shut down completely for this reason.

[0044] It is also advantageous if the goods are stored individually in a first storage area and in groups, particularly on pallets, in a second storage area. This approach is particularly advantageous when orders (frequently) also include groups of contract goods, especially complete pallets of these contract goods. Separating or depalletizing the goods at the goods receiving area is then only partially feasible. Instead, such contract goods are handled directly on the pallet.

[0045] It is also advantageous if the goods / ordered goods are transported by the autonomous conveyor vehicles in a single lane segment both individually and in groups, particularly on pallets. With this design variant, both individual goods / ordered goods and (other) grouped goods / ordered goods can be combined into a single delivery in a single lane segment. For example, an order can contain both complete pallets of a first order item and one or more items of a second order item. The proposed measures enable the combination of a delivery in a particularly flexible manner.

[0046] However, it is also advantageous if the goods / contracted goods are transported by the autonomous conveyor vehicles only individually in a first driving area segment and only in groups, particularly on pallets, in a second driving area segment. In this embodiment, individual goods / contracted goods and (other) goods / contracted goods present in groups are combined into one delivery in different driving area segments. Autonomous conveyor vehicles that transport groups of goods / contracted goods (especially complete pallets) are generally slower than autonomous conveyor vehicles designed to transport individual goods / contracted goods. The proposed measures prevent obstructions to the faster autonomous conveyor vehicles by slower autonomous conveyor vehicles.

[0047] It is also conceivable that the variants mentioned above for individual goods could be applied to small groups of goods. Accordingly, the goods / ordered goods can be transported by the autonomous conveyor vehicles in a single lane segment in groups of different sizes. It is also conceivable that the goods / ordered goods can be transported by the autonomous conveyor vehicles in a first lane segment in a first group size and in a second lane segment in a different group size. The group size is determined by the number of members in a group.

[0048] It is particularly advantageous if the ratio between the number of autonomous conveyor vehicles located on a travel surface segment and the number of transfer points on this travel surface segment, which represent interfaces between the autonomous conveyor vehicles and a stationary conveyor system or a storage area, is less than 5. In this way, the "collision rate / obstruction rate / control rate" and the "collision probability / obstruction probability / control probability" can be reduced, particularly in the area of ​​these transfer points. The transfer points represent the points on the travel surface that the autonomous conveyor vehicles inevitably approach according to their intended purpose. Therefore, accumulations of autonomous conveyor vehicles or a high vehicle density occur, particularly at these transfer points or in transfer areas surrounding these transfer points.By providing the above-mentioned ratio, the vehicle density can be kept within an acceptable range, particularly in the transfer areas.

[0049] It is advantageous if the runway segments are structurally separated from one another. This prevents an autonomous conveyor vehicle from (accidentally) switching from one runway segment to another. For example, several runway segments can be structurally separated from one another by walls.

[0050] It is particularly advantageous if several driveway segments are arranged vertically one above the other at different levels. A particular advantage of arranging the driveway segments in levels at different heights is that this system is easily expandable. For example, if it becomes apparent during operation of the picking system that the performance of the autonomous conveyor vehicles is no longer sufficient for the required picking performance, the picking performance can be easily increased by adding additional driveway levels. Another particularly advantageous feature in this context is that the storage racks installed in a picking system are usually very high anyway, and adding additional driveway levels does not require any modification of the outer shell of the picking system.In systems where the driveway is only arranged on one level, expansion may be difficult or even impossible, especially if the area surrounding the order picking system is already built up and there is no space available for expanding it in width. Another advantage is that with a vertical segmentation of the driveway, the outer building shell closely approximates a cube shape, which is advantageous for the material requirements for the construction of the building and for the building's heating / cooling requirements. If, on the other hand, a driveway of the same size is arranged on one level, the result is a rather disadvantageous building shape, which leads to increased material requirements for the construction of the building and to increased heating / cooling requirements for the building.

[0051] A further advantage of this design is that vertical conveyors (lifts, paternosters, etc.) connecting the levels of the runway segments create transfer points within each runway segment. This means that adding another runway segment level also creates additional transfer points, making the capacity of the added runway segment essentially equivalent to that of another (existing) runway segment.

[0052] However, enlarging an unsegmented lane according to the state of the art does not "automatically" lead to the generation of additional transfer points and thus does not lead to an increase in the performance of the picking system. In the worst case, enlarging the lane according to the state of the art leads to no increase in performance at all, for example, if the number of transfer points is not increased and the enlargement of the lane merely leads to a reduction in an already sufficiently low vehicle density in a lane.

[0053] Particularly when the warehouse area is divided into several storage levels, each of which is assigned to a driveway segment level, several strategies for storing goods are conceivable. Goods can be stored in the picking system in such a way that at least some of the storage levels contain goods of different types. This means that certain goods are stored on a first storage level, but not on a second storage level, and vice versa. Therefore, without vertical transport of the goods in question, certain goods are only accessible via a first driveway segment level, but not via a second driveway segment level, and vice versa. This is advantageous when a large number of different goods are stored in the picking system. However, it is also conceivable that the types of goods are the same on several and, in particular, on all storage levels.This means that all types of goods are accessible across multiple / all lane segment levels without vertical transport of the goods in question. This is advantageous when relatively few different goods are stored in the picking system, as it allows for more flexible order-picking processes. This is especially true when only some of the lane segment levels are in operation (e.g., during partial load or in the event of a fault). This variant is therefore particularly fail-safe and efficient, as vertical transport of goods is generally avoidable.

[0054] It is also particularly advantageous if at least some of the runway segments arranged on different levels have different temperatures, and in particular, if the temperature on a lower runway segment is lower than on an upper runway segment. In this way, the natural temperature stratification can be used to operate the picking system in an energy-efficient manner.

[0055] It is also advantageous to have a short-term intermediate storage / buffer located within a lane segment. This provides benefits for sequencing order goods, particularly when the order goods are retrieved chaotically or with a low degree of sorting for a relatively large order, and the sequencing is carried out entirely or largely by the autonomous conveyor vehicles. The transfer of the goods / order goods to and from the autonomous conveyor vehicles in an absolutely precise order is therefore not necessary. Order goods that are retrieved very early during the picking process but are loaded onto or into a shipping goods carrier relatively late (for example, to implement a predetermined packing pattern) can be temporarily stored by the autonomous conveyor vehicles in the short-term intermediate storage / buffer and picked up again at a required time.

[0056] It is also advantageous if several runway segments are structurally separated from each other by storage racks, with the storage racks being enclosed by or forming part of the short-term interim storage / buffer and being accessible from an adjacent runway segment. This provides a dual benefit, as the storage racks fulfill the function of both the short-term interim storage / buffer and the structural separation between two runway segments.

[0057] It is also advantageous if several driveway segments are structurally separated from each other by storage racks, with the storage racks being encompassed by or forming part of the short-term interim storage / buffer, and with the storage racks being accessible from several adjacent driveway segments. This allows for the exchange of goods / order goods (but not necessarily the autonomous conveyor vehicles) between two adjacent driveway segments. The picking process can therefore be very flexible.

[0058] It is also advantageous if the storage area comprises storage racks, storage locations are provided in the storage racks, and a rail-bound storage and retrieval machine is provided, by means of which the storage locations in the storage racks can be accessed, wherein the storage and retrieval conveyor system and / or the retrieval conveyor system comprises the storage and retrieval machine, and wherein a stationary storage and retrieval transfer station of a stationary part of the storage and retrieval conveyor system is arranged upstream of the storage and retrieval machine in the course of the storage and retrieval conveyor system, which is designed to transfer the goods from the autonomous conveyor vehicles to the stationary storage and retrieval transfer station and / or a stationary retrieval transfer station of a stationary part of the retrieval conveyor system is arranged downstream of the storage and retrieval machine in the course of the retrieval conveyor system, which is designed to transfer the ordered goods from the retrieval transfer station to the autonomous conveyor vehicles.

[0059] In this design variant, the storage conveyor system and / or the retrieval conveyor system are divided into a stationary, first conveyor section and a second conveyor section formed by the autonomous conveyor vehicles. In this way, the advantages of a stationary conveyor system can be combined with those of autonomous conveyor vehicles. The storage transfer station and the retrieval transfer station form interfaces between the autonomous conveyor vehicles and a stationary conveyor system and thus "transfer points." In particular, the stationary conveyor system can include conveyor belts, roller conveyors, lifters, and the like.

[0060] Finally, it is advantageous if at least one workstation for picking the order goods is located in or on shipping carriers along the retrieval conveyor system. Possible shipping carriers include cartons or pallets. The picking itself can be manual, automatic, or mixed. The workstation for picking the order goods can also form an interface to the autonomous conveyor vehicles, thus forming a "transfer point."

[0061] It is also advantageous if at least one storage location for the provision of the goods, for example on pallets (delivery containers), and / or at least one separating device (depalletizer) for the provision of separated goods is arranged in the course of the storage conveyor system.

[0062] At this point, it is noted that the variants and advantages disclosed for the presented method apply equally to the presented picking system and vice versa.

[0063] For a better understanding of the invention, it is explained in more detail with reference to the following figures.

[0064] They show in a highly simplified, schematic representation: Fig. 1 shows a first part of an exemplary and schematically illustrated order picking system; Fig. 2 shows a second part of the order picking system, which is adjacent to the first part; Fig. 3 shows a section of an exemplary and schematically illustrated order picking system with superimposed driving surface segments; Fig. 4 shows an exemplary and schematically illustrated autonomous conveyor vehicle; and Fig. 5 shows a diagram in which the performance of the newly presented order picking system is compared with the performance of a conventional order picking system.

[0065] By way of introduction, it should be noted that in the variously described embodiments, identical parts are provided with identical reference symbols or component designations. The disclosures contained throughout the description can be applied analogously to identical parts with identical reference symbols or component designations. Furthermore, the positional information chosen in the description, such as top, bottom, side, etc., refers to the directly described and illustrated figure and, in the event of a change in position, is to be applied analogously to the new position.

[0066] The Figures 1 and 2 show an exemplary and schematically illustrated picking system 1 for picking goods / order goods 2a..2c. Specifically, the Fig. 1 a first part of the picking system 1, and the Fig. 2 shows a second part of the picking system 1, which is adjacent to the first part.

[0067] The picking system 1 comprises a goods receiving area A1, two storage areas B1, B2 with a plurality of storage locations C for storing the goods 2a, 2b and two goods transfer areas D1, D2. Furthermore, the picking system 1 comprises a storage conveyor system 3 connecting the goods receiving area A1 and the storage areas B1, B2, which is designed to transport the goods 2a, 2b from the goods receiving area A1 to the storage areas B1, B2 and to store the goods 2a, 2b in the storage areas B1, B2, as well as a retrieval conveyor system 4 connecting the storage areas B1, B2 and the goods transfer areas D1, D2, which is designed to retrieve the order goods 2c from the storage areas B1, B2 and to transport the order goods 2c from the storage areas B1, B2 to the goods transfer areas D1, D2. The storage conveyor system 3 and / or the retrieval conveyor system 4 comprises a plurality of autonomous conveyor vehicles 5a..5e, 6a..6h for transporting the goods 2a, 2b / order goods 2c on a travel surface. Finally, the picking system 1 includes an order computer for recording a picking order and for determining the order goods 2c required for the picking order.

[0068] In the specific example shown, the first storage area B1 comprises several storage racks 7 with a plurality of storage locations (not shown in detail). Rail-mounted storage and retrieval machines 8 move between the storage racks 7, by means of which the storage locations in the storage racks 7 can be accessed, and which are part of both the first storage area B1 and the storage conveyor system 3 and / or the retrieval conveyor system 4.

[0069] In the course of the storage conveyor system 3, stationary storage transfer stations are located upstream of the storage and retrieval machines 8, which in this specific example are designed as depalletizers 9. The storage transfer stations / depalletizers 9 are connected via storage roller conveyors 10 to the first storage area B1 or the storage and retrieval machines 8, which are preferably designed as multi-level storage and retrieval machines. The storage transfer stations / depalletizers 9 are designed to receive the goods 2a from the autonomous conveyor vehicles 5a, 5b and, together with the storage roller conveyor 10, form a stationary part 3a of the storage conveyor system 3. The autonomous conveyor vehicles 5a, 5b, in contrast, form a non-stationary part 3b of the storage conveyor system.

[0070] Downstream of the storage and retrieval machines 8, stationary retrieval transfer stations 11 are located along the retrieval conveyor system 4, which are connected to the first storage area B1 via the storage and retrieval machines 8. The retrieval transfer stations 11 are designed to transfer the order goods 2c to the autonomous conveyor vehicles 6a..6c and form a stationary part 4a of the retrieval conveyor system 4. The autonomous conveyor vehicles 6a..6c, in contrast, form a non-stationary part 4b of the retrieval conveyor system 4.

[0071] The storage and retrieval machines 8 are part of both the stationary inbound storage conveyor system 3a and the stationary outbound storage conveyor system 4a. The inbound storage transfer stations 9 and the outbound storage transfer stations 11 form interfaces between the autonomous conveyor vehicles 5a, 5b, 6a, 6c and the stationary inbound storage conveyor system 3a and the stationary outbound storage conveyor system 4a, and thus "transfer points." In particular, the stationary conveyor system 3a, 4a can include not only, as shown, an inbound roller conveyor 10, inbound storage transfer stations 9, outbound storage transfer stations 11, and storage and retrieval machines 8, but also, for example, conveyor belts, lifters, and the like.

[0072] The process for picking goods / order goods 2a..2c is now as follows: The goods 2a, 2b are picked up at the goods receiving area A1 by the autonomous conveyor vehicles 5a, 5b and transported to the storage transfer stations / depalletizers 9, where the goods 2a, 2b delivered on pallets are separated. Using the storage roller conveyor 10 and the storage and retrieval machines 8, the separated goods 2a are stored in the first storage area B1.

[0073] If a picking order is now entered, the order goods 2c required for the picking order are determined. The "goods" 2a then become "order goods" 2c. The order goods 2c are then retrieved from the first storage area B1 using the storage and retrieval machines 8 and transported to the retrieval transfer stations 11. There, they are picked up by the conveyor vehicles 6a..6h and transported to the palletizers 12a, 12b, which assemble the individual order goods 2c into an order or orders. The order, compiled, for example, on a pallet or other shipping goods carrier, is then made available for collection at the goods transfer area D1, D2.

[0074] The palletizers 12a, 12b generally form a workstation for picking the order goods 2b into or onto shipping goods carriers. However, it is also conceivable that the picking workstation is designed for manual picking. A mixed working method is also conceivable. For example, cartons or pallets can be considered as shipping goods carriers.

[0075] It is also conceivable that an order contains (only or additionally) goods 2b that do not require separation but can be transported directly from the goods receiving area A1 to the second storage area B2 and from there to the goods transfer area D2 ("cross-docking goods"). Depalletizing and subsequent palletizing are not necessary for these goods 2b.

[0076] The goods 2a are thus separated in a first storage area B1, and the goods 2b are stored in groups, particularly on pallets, in a second storage area B2. This procedure is particularly advantageous when orders (more frequently) also include groups of order goods, particularly complete pallets of these order goods. However, it is also conceivable that only individual order goods 2c are assembled into an order in the picking system 1, or only order goods present in groups. It is also conceivable that goods 2a and 2b are separated and stored in groups in a common storage area.

[0077] Furthermore, it should be noted that in the present example, the goods / order goods 2a, 2b are transported by the autonomous conveyor vehicles 5a, 5b in the first travel area segment E1 only in groups, particularly on pallets, whereas the autonomous conveyor vehicles 6a..6c transport the goods / order goods 2c and in the second travel area segment E2 only individually. The autonomous conveyor vehicles 5a, 5b, which transport groups of goods / order goods 2a, 2b, are generally slower than autonomous conveyor vehicles 6a..6c, which are designed to transport individual goods / order goods 2c. The proposed measures prevent obstructions to the faster autonomous conveyor vehicles 6a..6c by the slower autonomous conveyor vehicles 5a, 5b.Accordingly, autonomous conveyor vehicles 5a, 5b preferably operate at a first maximum speed in a first travel surface segment E1, and autonomous conveyor vehicles 6a..6c operate at a second, different maximum speed in a second travel surface segment E2.

[0078] Preferably, autonomous conveyor vehicles 5a, 5b of a first design operate in a first travel surface segment E1, and autonomous conveyor vehicles 6a..6c of a second, different design operate in a second travel surface segment E2. For example, the autonomous conveyor vehicles 5a, 5b, 6a..6c can have transport platforms of different sizes and / or accommodate different payloads.

[0079] In the third lane segment E3, the goods / order goods 2b, 2c are transported both individually and in groups by the autonomous conveyor vehicles 5c, 5e, 6d, 6h. This allows for the assembly of a delivery in a particularly flexible manner.

[0080] It is also conceivable that the variants listed above for individual goods / order goods 2a..2c are applied to small groups of goods / order goods 2a..2c. Accordingly, the goods / order goods 2a..2c can be transported by the autonomous conveyor vehicles 5c..5e, 6d..6h in a travel area segment E1..E3 in groups of different sizes. It is also conceivable that the goods / order goods 2a..2c are transported by the autonomous conveyor vehicles 5c..5e, 6d..6h in a first travel area segment E1..E3 in a first group size and in a second travel area segment E1..E3 in a different group size. The group size is determined by the number of members of a group.

[0081] A short-term intermediate storage / buffer can also be located in the area of ​​a travel surface segment. Specifically, in this example, a short-term intermediate storage 15a formed by a storage rack is provided in the second travel surface segment E2, and a short-term intermediate storage 15b formed by several storage racks is provided in the third travel surface segment E3. Short-term intermediate storage / buffer 15a, 15b provide advantages in the sequencing of the order goods 2c, particularly when the order goods are retrieved chaotically or with only a low degree of sorting for a comparatively large order, and the sequencing is carried out entirely or essentially by the autonomous conveyor vehicles 5c, 5e, 6d, 6h.Order goods 2c, which are removed from storage very early during the picking process, but are loaded onto or into a shipping goods carrier relatively late (for example, in order to realize a predetermined packing pattern), can be temporarily stored by the autonomous conveyor vehicles 5c..5e, 6d..6h in the short-term intermediate storage / buffer 15a, 15b and picked up again at a required time.

[0082] The short-term intermediate storage area 15a represents a special case, as it also forms the structural separation between the second driveway segment E2 and the third driveway segment E3. In the example shown, the short-term intermediate storage area 15a can be accessible only from the second driveway segment E2, only from the third driveway segment E3, or from both the second driveway segment E2 and the third driveway segment E3. In the latter case, an exchange of the order goods 2c between the adjacent driveway segments E2 and E3 is possible without the autonomous conveyor vehicles 5c..5e, 6d..6h having to change driveway segments E2 and E3. The picking process can therefore be very flexible.

[0083] The autonomous conveyor vehicles 5a..5e, 6a..6h generally move on several travel surface segments E1..E3, which together form the travel surface for the autonomous conveyor vehicles 5a..5e, 6a..6h. The travel surface is thus divided into several travel surface segments E1..E3. With the help of a (higher-level) controller, the travel movements of the autonomous conveyor vehicles 5a..5e, 6a..6h are coordinated such that travel movements in the travel surface segments E1..E3 are predominantly performed by a closed group of autonomous conveyor vehicles 5a..5e, 6a..6h.

[0084] In the example shown, the travel surface segments E1..E3 are structurally separated from each other, specifically by the walls 13 of the building in which the order picking system 1 is located. In this way, it can be ruled out that an autonomous conveyor vehicle 5a..5e, 6a..6h (accidentally) switches from one travel surface segment E1..E3 to another travel surface segment E1..E3.

[0085] Gates 14a, 14b can be opened as needed to exchange autonomous conveyor vehicles 5a..5e, 6a..6h between different groups and between different runway segments E1..E3, or they can be opened continuously. This allows, for example, autonomous conveyor vehicles 5a..5e, 6a..6h not required in one group to be made available to another group in which there is a (temporary) shortage of autonomous conveyor vehicles 5a..5e, 6a..6h.

[0086] An exchange of autonomous conveyor vehicles 5a..5e, 6a..6h between two different travel area segments E1..E3 affects a maximum of 10%, advantageously a maximum of 5%, of the journeys carried out on the travel area.

[0087] The proposed measures allow driving movements to be well planned and coordinated despite high traffic density, and the collision probability / obstruction probability / control probability and the collision rate / obstruction rate / control rate can be significantly reduced compared to state-of-the-art systems.

[0088] In general, a travel area segment E1..E3 can be divided into transfer areas and travel areas. Transfer areas surround transfer points, which represent interfaces between the autonomous conveyor vehicles 5a..5e, 6a..6h and a stationary conveyor system 3a, 4a or interfaces between the autonomous conveyor vehicles 5a..5e, 6a..6h and storage areas B1, B2. In travel areas, however, no transfer is possible between autonomous conveyor vehicles 5a..5e, 6a..6h and a stationary conveyor system 3a, 4a or between autonomous conveyor vehicles 5a..5e, 6a..6h and a storage area B1, B2.

[0089] In the example shown, the first travel surface segment E1 has the travel area F1 and the transfer areas G1 (corresponding to the goods receiving area A1) and G2, the second travel surface segment E2 has the travel area F2 and the transfer areas G3, G4 and the third travel surface segment E3 has the travel area F3 and the transfer areas G5..G8.

[0090] The transfer points and transfer areas G1..G8 form those points / areas on the travel surface that the autonomous conveyor vehicles 5a..5e, 6a..6h inevitably approach according to their destination. Therefore, particularly at these transfer points / transfer areas G1..G8, there are clusters of autonomous conveyor vehicles 5a..5e, 6a..6h and a high vehicle density. Accordingly, the collision rate / obstruction rate / control rate and the collision probability / obstruction probability / control probability are comparatively high there. In the travel area F1..F3, the vehicle density and also the collision rate / obstruction rate / control rate and the collision probability / obstruction probability / control probability are generally lower than in the transfer points / transfer areas G1..G8. The boundaries between a transfer area G1..G8 and a travel area F1..F3s are generally fluid, and there is no sudden change in vehicle density, but rather a gradual change.

[0091] It is advantageous if the ratio between the number of autonomous conveyor vehicles 5c..5e, 6d..6h located on a travel area segment E1..E3 and the number of transfer points on this travel area segment E1..E3 is less than 5. This allows the collision rate / obstruction rate / control rate and the collision probability / obstruction probability / control probability in the transfer areas G1..G8 to be kept at an acceptable value.

[0092] In addition to the good planning and coordination of travel movements, a particular advantage of segmenting the travel area is that, in the event of a malfunction in certain travel area segments E1..E3, normal operation can be maintained in those travel area segments E1..E3 where no malfunction exists. In the event of a malfunction or maintenance, access to travel area segments E1..E3, to which access is blocked during normal operation, can be granted to persons, for example, to enable the rectification of the malfunction or maintenance of order picking system 1. For this purpose, the conveyor vehicles 5a..5e, 6a..6h can be slowed down or stopped. The segmentation results in a reduction in the travel speed of the autonomous conveyor vehicles 5a..5e, 6a..6h or a shutdown of the same has a far less impact on the overall performance of the order picking system 1 in the event of a malfunction than is the case with an unsegmented driving surface according to the state of the art.

[0093] Even during normal operation, some travel area segments E1..E3 may be open to human access, whereas other travel area segments E1..E3 may be closed to human access during normal operation. For example, travel area segments E1 and E3 may be closed to human access during normal operation due to the relatively heavy and therefore potentially dangerous autonomous conveyor vehicles 5a..5e, whereas travel area segment E2 may be open to human access during normal operation due to the relatively light and therefore less dangerous autonomous conveyor vehicles 6a..6h. Other criteria for differentiating human access include the speed of an autonomous conveyor vehicle 5a..5e, 6a..6h or the type of sensor technology for navigation and collision avoidance.

[0094] Normal operation can also be interrupted by changing the operating mode of the picking system 1, for example to adapt the picking system 1 to different performance requirements.

[0095] The performance adjustment or the change of operating mode may involve the temporary shutdown or temporary commissioning of parts of the picking system 1, in particular the temporary shutdown or temporary commissioning of travel area segments E1..E3. In the example shown, the second travel area segment E2, in particular, can be taken out of service during times of lower performance requirements, since the picking of individual goods 2c performed there can, in principle, also be performed in the third travel area segment E3. This allows the picking system 1 to operate with high efficiency even at lower system performance.

[0096] It is also conceivable that autonomous conveyor vehicles 5a..5e, 6a..6h from deactivated travel area segments E1..E3 could be used at least partially in the remaining active travel area segments E1..E3 when the operating mode of the order picking system 1 changes. For example, when the second travel area segment E2 is deactivated, the autonomous conveyor vehicles 6a..6c could at least partially switch to the third travel area segment E3 to "help out" there. This can increase the performance in the third travel area segment E3, reducing the performance loss in the order picking system 1 when the second travel area segment E2 is deactivated. This allows for finely gradual performance adjustment in the order picking system 1.

[0097] It is also conceivable that a stationary conveyor system 3a, 4a leading to or away from the running surface segments E1..E3 only supplies those running surface segments E1..E3 that are actually being operated due to the current power requirement. For example, if the second running surface segment E2 is switched off, the stationary conveyor system 3a, 4a that supplies the running surface segment E2 can be deactivated. Specifically, this is the upper of the two Fig. 1 shown depalletizer 9, the upper branch of the storage roller conveyor 10, the upper storage and retrieval machine 8 and the upper retrieval transfer station 11.

[0098] In this context, it is particularly advantageous if the types of goods 2a, 2b stored in a storage area B1, B2 connected to a travel surface segment E1..E3 via the storage / retrieval conveyor system 3, 4 are the same for all travel surface segments E1..E3. This means that all types of goods 2a, 2b are accessible via all travel surface segments E1..E3. This allows all types of goods 2a, 2b to be processed in the picking system 1, even during partial load or in the event of a fault (e.g., if the second travel surface segment E2 is shut down).

[0099] A further effect of the (temporary) shutdown of runway segments E1..E3 is that energy can be saved not only for the storage / retrieval conveyor systems 3, 4, but also for auxiliary units such as lighting and heating / cooling.

[0100] For example, different temperatures can be provided in the travel surface segments E1..E3. For example, frozen goods 2a..2c can be moved in one travel surface segment E1..E3, while goods / order goods 2a..2c to be stored at room temperature can be moved in another travel surface segment. If, for example, frozen goods 2a, 2b are processed in the second travel surface segment E2, the temperature in the second travel surface segment E2 can also be temporarily raised when the latter is shut down for energy savings.

[0101] If different temperatures prevail in the running surface segments E1..E3, the autonomous conveyor vehicles 6a..6h can also be designed for different temperature ranges. For example, the autonomous conveyor vehicles 6a..6c traveling in the second running surface segment E2 can be designed differently than the autonomous conveyor vehicles 6d..6h traveling in the third running surface segment E3, despite having the same payload.

[0102] Finally, it should be noted that in this example, the goods receiving area A1 is located directly at the goods receipt 16, and the goods transfer areas D1, D2 are located directly at the goods exits 17a, 17b. While this is advantageous, it is not a mandatory requirement. It would also be conceivable for the goods receiving area A1 and / or the goods transfer areas D1, D2 to be located at a different location in the picking system 1.

[0103] The Fig. 3 shows a section of another exemplary and schematically illustrated picking system. In contrast to the one in the Figures 1 and 2In the order picking system 1 shown, travel area segments E4..E8 with autonomous conveyor vehicles 6i..6l are not arranged side by side but vertically one above the other. Several storage areas B3..B7 with a plurality of storage locations C are connected to the travel area segments E4..E8 via lifts 18, which in this example are designed to transport individual order goods 2c between the storage areas B3..B7 and the travel area segments E4..E8. Storage and retrieval machines 8 can be provided in the storage areas B3..B7, as shown in the Figures 1 and 2This is the case in the example shown. Because of the lifters 18, these are preferably designed as single-level storage and retrieval machines ("shuttles"). The arrangement further comprises a lifter 19, which is designed to transport autonomous conveyor vehicles 6i..6l between the travel surface segments E4..E8. Finally, the arrangement also includes two lifters 20a, 20b, which are designed to transport groups of order goods 2b between the travel surface segments E4..E8, for example, for the vertical transport of pallets.

[0104] The function of the Fig. 3 The arrangement shown is analogous to the one shown in the Figures 1 and 2 illustrated picking system 1, whereby it is assumed below that the arrangement shown shows the retrieval-side area of ​​the picking system.

[0105] Here, too, a picking order is recorded, and the order goods 2c required for the picking order are determined. The order goods 2c are then retrieved from storage area B3..B7 using a storage and retrieval machine 8 and, if necessary, transported to the travel area segments E4..E8 using the lifter 18. There, the order goods 2c are brought to a workstation for picking the order goods 2c using the autonomous conveyor vehicles 6i..6l, where they are loaded into or onto shipping goods carriers. This can be done manually, for example, or again using palletizers 12a, 12b (not shown). From there, the ready-to-ship order goods 2c are brought to a goods transfer area D1, D2 or goods issue 17a, 17b. For example, this can be done via the lifts 20a, 20b if the goods transfer area D1, D2 / goods exit 17a, 17b is located on the ground floor, as is assumed for the present example.In principle, the goods transfer areas D1, D2 / goods exits 17a, 17b could also be arranged on a different level or on different levels.

[0106] The arrangement of picking workstations on the travel surface segments E4..E8 can generally be implemented in various ways. For example, it can be provided that each travel surface segment E4..E8 has one picking workstation. It is also conceivable that a picking workstation is provided only in some of the travel surface segments E4..E8, in particular only in one of the travel surface segments E4..E8. Finally, it is also conceivable that there are multiple picking workstations in one travel surface segment E4..E8.

[0107] Travel movements in travel area segments E4..E8 are each predominantly performed by a closed group of autonomous conveyor vehicles 6i..6l. An exchange of autonomous conveyor vehicles 6i..6l between two different travel area segments E4..E8 affects a maximum of 10%, preferably a maximum of 5%, of the journeys performed on the travel area. An exchange of the autonomous conveyor vehicles 6i..6l can be carried out as needed via the lift 19, which functionally replaces the gates 14a, 14b. An exchange of the autonomous conveyor vehicles 6i..6l can, in turn, take place in particular in the event of a malfunction or when the operating mode of the order picking system is switched. If no exchange of the autonomous conveyor vehicles 6i..6l is planned, then the lift 19 can also be omitted.

[0108] The autonomous conveyor vehicles 6i..6l traveling on the travel surface segments E4..E8 can also be of different designs. For example, the conveyor vehicles 6i traveling on the travel surface segment E4 could be constructed differently than the conveyor vehicles 6l traveling on the travel surface segment E8. The autonomous conveyor vehicles 6i..6l traveling on the travel surface segments E4..E8 can differ, for example, in terms of their maximum speed and / or the temperature range for which they are designed. This is advantageous, for example, when different temperatures prevail in the travel surface segments E4..E8. It is particularly advantageous if the temperature on a lower travel surface segment E4 is lower than on an upper travel surface segment E8, as this allows the natural temperature stratification to be used to operate the order picking system in an energy-efficient manner.

[0109] The statements made regarding access for people to the driving surface segments E1..E3 also apply without restriction to the driving surface segments E4..E8. For example, some driving surface segments E4..E8 may be free for human access, whereas other driving surface segments E4..E8 are closed to human access. This particularly applies to the statements made regarding incidents. Of course, normal operation can also be maintained in the case of the Fig. 3 shown arrangement are maintained in those running surface segments E4..E8 in which there is no fault, whereas the autonomous conveyor vehicles 6i..6l are slowed down or stopped in a running surface segment E4..E8 in which there is a fault.

[0110] Basically, the driving surface segments E4..E8 are in the Fig. 3In the example shown, they are structurally separated from one another by their special arrangement one above the other. In principle, however, a further subdivision into driving surface segments could also be made within a level, for example, as is the case for the driving surface segments E1..E3 of the Figures 1 and 2 The structural separation could then again be achieved by a wall 13 or a short-term intermediate storage / buffer 15a located between two travel surface segments E1, E3. The use of an intermediate storage / buffer 15b located in the travel surface segment E3 is also possible in the Fig. 3 shown arrangement is possible without restriction.

[0111] In addition to the processing of individual order goods 2c, in the Fig. 3The arrangement shown can also provide for the processing of order goods 2b in groups. In addition to the storage areas B3..B7 for individual goods 2a, storage areas for groups of order goods 2b can also be provided. Furthermore, it can be provided that the order goods 2c are transported by the autonomous conveyor vehicles 6i..6l in a first travel area segment E4..E8 only in groups, in particular on pallets, and in a second travel area segment E4..E8 only individually. Furthermore, it can be provided that the order goods 2b, 2c are transported by the autonomous conveyor vehicles 6i..6l in a travel area segment E4..E8 both individually and in groups, in particular on pallets.

[0112] What has already been said about the transfer points, transfer areas and driving areas also applies without restriction to the Fig. 3The arrangement shown, particularly with regard to a collision rate / obstruction rate / control rate and a collision probability / obstruction probability / control probability, is discussed below. In this context, it should be noted that the intersection points of the lifts 18, 19, 20a, and 20b with the running surface segments E4..E8 generally form interfaces between the autonomous conveyor vehicles 6i..6l and the stationary retrieval conveyor system 4a and thus form transfer points.

[0113] By arranging the travel surface segments E4..E8 in levels at different heights, the presented picking system is easily expandable. For example, if it becomes apparent during operation of the picking system that the performance of the autonomous conveyor vehicles 6i..6l is no longer sufficient for the required picking performance, the picking performance can be easily increased by adding additional travel surface levels E4..E8. Another particularly advantageous feature in this context is that the storage areas B3..B7 in a picking system are usually very high, and adding additional travel surface levels E4..E8 does not require any modification of the outer shell of the picking system.In addition, with vertical segmentation of the driving surface, the outer building envelope closely approximates a cube shape, which is advantageous for the material requirements for the construction of the building and for the building's heating / cooling needs. Adding another driving surface segment level E4..E8 automatically creates additional transfer points, whereby the performance of the added driving surface segment E4..E8 essentially corresponds to the performance of another (already existing) driving surface segment E4..E8.

[0114] With regard to the storage of goods 2a, several strategies are conceivable. Goods 2a can be stored in the picking system in such a way that at least some of the levels of the storage areas B3..B7 are stored with goods 2a of different types. This means that certain goods 2a are stored on a first level of the storage areas B3..B7, but not on a second level of the storage areas B3..B7, and vice versa. Therefore, without vertical transport with the lifter 18, certain goods 2a are only accessible via a first travel surface segment level E1..E8, but not via a second travel surface segment level E1..E8, and vice versa. This is advantageous when a very large number of different goods 2a are stored in the picking system. However, it is also conceivable that the types of goods 2a are the same in several, and in particular in all, levels of the storage areas B3..B7.This means that all types of goods 2a are accessible without vertical transport using the lifter 18 across several / all travel surface segment levels E1..E8. This is advantageous when relatively few different types of goods 2a are stored in the picking system, as it allows for more flexible order-picking system processes. This is especially true when only some of the travel surface segment levels E1..E8 are in operation (e.g., during partial load or in the event of a fault). This variant is therefore particularly fail-safe and efficient, as vertical transport of goods 2a is generally avoidable.

[0115] What has been said regarding the handling of an incident and the change of operating mode in the course of a power adjustment also applies without restriction to the Fig. 3 arrangement shown.

[0116] If driveway segments E4..E8 are shut down or put into operation according to a power requirement of the order picking system, it is advantageous if a first travel surface segment E4..E8 is taken out of operation before a second travel surface segment E4..E8 if a transport path running between a storage location C and a transfer point in the first travel surface segment E4..E8 on a stationary retrieval conveyor system 4a is longer than a transport path running between this storage location C and a transfer point in the second travel surface segment E4..E8 on the stationary retrieval conveyor system 4a, and / or a first travel surface segment E4..E8 is put into operation after a second travel surface segment E4..E8 if a transport path running between a storage location C and a transfer point in the first travel surface segment E4..E8 on a stationary retrieval conveyor system 4a is longer than a transport path running between this storage location C and a transfer point in the second travel surface segment E4..E8 on the stationary Retrieval conveyor technology 4a.

[0117] If, during a phase of low performance demand, all required order goods 2c are available, for example, on the level of the storage areas B3..B7 that is assigned to the travel area segment E5, then it is advisable to first decommission the travel area segment E8, then the travel area segment E7, and so on. Commissioning is expediently carried out in the reverse order. The reason is that the (shortest) transport route running on the stationary retrieval conveyor system 4a from a storage location C on the relevant level to the travel area segment E5 is shorter than the (shortest) transport route running on the stationary retrieval conveyor system 4a to the travel area segment E8 or the travel area segment E7.

[0118] If the goods transfer area D1, D2 is located at the level of the travel area segment E4 and / or if only palletizers 12a, 12b are located there, then it is also advisable to decommission the travel area segments E4..E8, starting with the travel area segment E8, and to restart them in the reverse order, provided that all order goods 2c required during a phase of low performance demand are available on the levels below in the storage areas B3..B7. If the travel area segment E8 is decommissioned, all order goods 2c should be available on the levels assigned to the travel area segments E4..E7. If the travel area segment E7 is also decommissioned, all order goods 2c should be available on the levels assigned to the travel area segments E4..E6, and so on.

[0119] This results not only in an energy saving for the stationary retrieval conveyor system 4a leading to or away from a travel surface segment E4..E8, but also in a distance saving and thus a time saving during the goods transport itself. This means that order goods 2c are not transported unnecessarily far or for an unnecessarily long time by the stationary retrieval conveyor system 4a leading to or away from a travel surface segment E4..E8.

[0120] To enable this strategy, it is also advisable to store goods 2a according to their turnover frequency, starting with high turnover ("fast-moving items") and moving upwards, so that goods with low turnover ("slow-moving items") are stored in the upper area.

[0121] In the case of essentially equivalent solutions, the running surface segments E4..E8 can also be put into or out of operation at will or even randomly, in particular to achieve even wear of the autonomous conveyor vehicles 6i..6l.

[0122] It is also conceivable that certain travel surface segments E4..E8 cannot be reached at all without lifter 18. In this case, the above conditions apply to each storage location C in the picking system, since the transport route leading to the above-mentioned travel surface segment E4..E8 is longer for all storage locations C in the picking system than the transport route to travel surface segments E4..E8 that can also be reached without lifter 18.

[0123] In particular, the above-mentioned routes generally refer to the shortest transport routes. Furthermore, the aforementioned conditions apply in particular to each storage location in the picking system.

[0124] The advantageous variants mentioned with regard to the decommissioning and commissioning of running surface segments E4..E8 naturally apply not only to running surface segments E4..E8 arranged vertically one above the other, but also to running surface segments E1..E3 arranged next to each other, as described in the Figures 1 and 2 are shown. However, the transport routes then run (mainly) horizontally.

[0125] That to the Fig. 3 The example disclosed relates to the goods-outgoing area of ​​the picking system. Naturally, all aspects mentioned in the example are also fully applicable to the goods-incoming area of ​​the picking system. Only the transport direction (i.e., in the Fig. 3from left → right to right → left). A palletizer 12a, 12b is replaced by a depalletizer 9, the goods transfer area D1, D2 is replaced by the goods receiving area A1, storage is replaced by retrieval, and so on.

[0126] In general, it is also noted that palletizers 12a, 12b and / or depalletizers 9 can be provided in each runway segment E4..E8 or only in some of them. Preferably, a palletizer 12a, 12b and / or depalletizer 9 is located at the level of the goods transfer area D1, D2 or the goods receiving area A1, respectively.

[0127] In addition, a lifter 18, 19, 20a, 20b can take on joint tasks, even if the tasks for the lifters 18, 19, 20a, 20b are in the Fig. 3shown example. For example, lifter 18 could transport individual goods 2a and grouped goods 2c, and lifter 19 could transport both autonomous conveyor vehicles 6i..6l and pallets. Lifters could also be used that can perform all tasks.

[0128] Fig. 4shows a schematic example of an autonomous conveyor vehicle 5a..5l, 6a..6h. The autonomous conveyor vehicle 5a..5l, 6a..6h has a chassis 21 on which wheels 23, 24 are rotatably mounted. At least one of the wheels 23 is coupled to a drive 22, and at least one of the wheels 24 is steerable. According to the embodiment shown, both wheels 23 are coupled to the drive 22 and driven by it, and both wheels 24 are steerable wheels. However, the conveyor vehicle 5a..5l, 6a..6h can also comprise only three wheels 23, 24, of which the wheels 23 are driven and the wheel 24 is steerable. In addition, the autonomous conveyor vehicle 5a..5l, 6a..6h includes a transport platform 26 on which the goods / order goods 2a..2c to be transported can be temporarily accommodated. According to the illustrated embodiment, the transport platform 26 is adjustable relative to the chassis 21. The autonomous conveyor vehicle 5a..5l, 6a..6h can have a vertical guide 25 with a transport platform 26 attached thereto and movable vertically, as shown in the . Fig. 4 is shown. The transport platform 26 can also be displaced laterally or forwards in order to more easily deposit goods / order goods 2a..2c on a storage location C or to pick them up from there. The transport platform 26 could, however, also be a fixed, flat surface on the autonomous conveyor vehicle 5a..5l, 6a..6h. Furthermore, an autonomous conveyor vehicle 5a..5l, 6a..6h also comprises a drive control 27 for receiving commands from a higher-level control 28 (which can, for example, contain the order computer) and for controlling / regulating the movements of the autonomous conveyor vehicle 5a..5l, 6a..6h. Finally, an autonomous conveyor vehicle 5a..5l, 6a..6h comprises sensors 29a, 29b for detecting the surroundings of the autonomous conveyor vehicle 5a..5l, 6a..6h and for orientation in space. The Fig. 4The autonomous conveyor vehicle 5a..5l, 6a..6h shown has steerable wheels 24. However, these can be omitted if the autonomous conveyor vehicle 5a..5l, 6a..6h has wheels with which a sideways movement can also be performed (e.g. Mecanum wheels).

[0129] In the Fig. 5 The performance of the newly proposed picking system with segmented driving surface is now shown in comparison to a conventional picking system with unsegmented driving surface. Specifically, the Fig. 5 A diagram in which the number of transport operations / journeys (i.e., throughput) nF is plotted against the number of autonomous conveyor vehicles nAGVs. The diagram compares the performance curve L1 of the newly proposed order picking system with the performance curve L2 of the conventional order picking system.

[0130] In the example, it is assumed that the novel order picking system 1 has four travel area segments E1..E8, with three starting points and one destination point provided for each travel area segment E1..E8. Accordingly, there are twelve starting points and four destination points in total. For example, retrieval transfer stations 11 can be provided as starting points, and workstations for picking the order goods 2c can be provided as end points. In particular, an (automatic) palletizer 12a, 12b can be provided at an end point.

[0131] For the conventional picking system, an unsegmented, level-area driving surface with the same number of starting points and destination points is provided, i.e. a driving surface with twelve starting points and four destination points.

[0132] Under the simplified assumption that the travel area segments E1..E8 and the unsegmented travel area have a square footprint, the new picking system results in a maximum travel path for the autonomous conveyor vehicles 5a..5l, 6a..6h within a travel area segment E1..E8 that is half the length of the maximum travel path in the conventional picking system. In this example, a maximum travel path of 10 m is assumed in a travel area segment E1..E8 of the new picking system, which corresponds to the diagonal in a travel area segment E1..E8 measuring approximately 7x7 m. The travel area in the conventional picking system is four times as large and therefore has a side length of approximately 14 x 14 m. The maximum travel distance, i.e. the diagonal in the travel area, is 20 m. Since the vehicle speed is assumed to be the same in the new and conventional picking systems, the autonomous conveyor vehicles require 5a..5l, 6a..6h in the conventional picking system on average longer for the transport of goods than in the new picking system 1.

[0133] The diagram clearly shows that the throughput nF in the newly proposed picking system 1 is higher than that in the conventional picking system for any number of autonomous conveyor vehicles 5a..5l, 6a..6h. The diagram also shows that the maximum achievable throughput nF1 max in the new picking system 1 is also higher than that in the conventional picking system. The maximum achievable throughput is approximately nF1 max = 2400 trips / h in the new picking system 1, and approximately nF2 max = 2300 trips / h in the conventional picking system. The relatively expensive palletizers 12a, 12b can therefore, by design, be better utilized in the new picking system 1 than in the conventional picking system. The costs per picking order are therefore reduced by the new picking system 1 not only due to the lower requirement for autonomous conveyor vehicles 5a..5l, 6a..6h but also due to the better utilization of the palletizers 12a, 12b.

[0134] Aside from the fact that the new picking system 1 is clearly significantly more powerful than the conventional picking system with the same number of autonomous conveyor vehicles 5a..5l, 6a..6h and the same number of palletizers 12a, 12b, there is another significant advantage, namely the expansion of a picking system. Picking systems are not typically designed to meet a customer's exact requirements, but rather generally have performance reserves. This allows the picking system to be expanded relatively easily if increased performance requirements arise.

[0135] In the example shown, it is assumed that the nominal capacity of the picking system on the travel area is set to nF nom = 2000 trips / h. In the conventional picking system, this capacity is achieved with approximately nAGV2 nom = 32 autonomous vehicles, whereas in the new picking system 1, this capacity is already achieved with nAGV2 nom = 18 autonomous vehicles 5a..5l, 6a..6h, i.e., mathematically, with 4.5 vehicles 5a..5l, 6a..6h per travel area segment E1..E8. In this example, the requirement for autonomous vehicles 5a..5l, 6a..6h for the new picking system 1 is therefore only approximately 56% of the autonomous vehicles required in the conventional picking system. Due to the lower vehicle density in the driving area segments E1..E8, the collision probability and collision rate in the new picking system 1 are also lower than in the conventional picking system.

[0136] An increased power requirement can now be met to a certain extent (specifically, up to the maximum achievable throughput nF1 max or nF2 max ) by adding autonomous vehicles 5a..5l, 6a..6h. The diagram clearly shows that the profit per added autonomous vehicle 5a..5l, 6a..6h is significantly greater in the new picking system 1 than in the conventional picking system, since the slope of the power curve L1 at the operating point of the new picking system 1 is significantly greater than in the conventional picking system. This means that the new picking system 1 can be expanded at lower cost than the conventional picking system.

[0137] If two autonomous vehicles 5a..5l, 6a..6h are added to the new picking system 1 starting from the operating point, a gain of approximately 200 trips / h is achieved, increasing the total throughput to approximately 2200 trips / h. In the conventional picking system, however, the gain achieved with two autonomous vehicles is only approximately 20 trips / h, increasing the total throughput to approximately 2020 trips / h. The gain achieved at the operating point per added autonomous vehicle 5a..5l, 6a..6h is therefore approximately 10 times higher in the new picking system 1 than in the conventional picking system. The new picking system 1 is therefore more scalable.

[0138] Assuming investment costs of EUR 20,000 for an autonomous conveyor vehicle 5a..5l, 6a..6h in the above example, the investment costs for the new order picking system are EUR 360,000 and for the conventional order picking system are EUR 640,000. When calculating the costs for the autonomous conveyor vehicles 5a..5l, 6a..6h over time, it is assumed that the annual operating costs for the autonomous conveyor vehicles 5a..5l, 6a..6h are 10% of the investment costs for the autonomous conveyor vehicles 5a..5l, 6a..6h. Assuming that the autonomous conveyor vehicles 5a..5l, 6a..6h are in operation for ten years, the total costs are EUR 720,000 compared to EUR 1,280,000. Over time, the savings achieved by the newly proposed order picking system 1 will double.

[0139] Overall, for the reasons mentioned, the new order picking system 1 is significantly cheaper and significantly more scalable while offering the same performance.

[0140] Finally, it should be noted that the scope of protection is determined by the patent claims. However, the description and drawings must be used to interpret the claims. Individual features or combinations of features from the various embodiments shown and described may represent independent inventive solutions. The problem underlying the independent inventive solutions can be derived from the description.

[0141] In particular, it is also noted that the devices depicted may in reality comprise more or fewer components than shown. In some cases, the depicted devices or their components may be shown not to scale and / or enlarged and / or reduced in size. Reference symbol list

[0142] 1Picking system 2a, 2bGoods 2cOrder goods 3Storage conveyor system 3aStationary part of the storage conveyor system 3bNon-stationary part of the storage conveyor system 4Retrieval conveyor system 4astationary part of the retrieval conveyor system 4bnon-stationary part of the retrieval conveyor system 5a..5eautonomous conveyor vehicle for pallets 6a..6autonomous conveyor vehicle for individual goods 7Storage rack 8Rail-mounted storage and retrieval machine 9In-storage transfer station / depalletizer 10In-storage roller conveyor 11Out-storage transfer station 12a, 12bPalletizer 13Building wall 14a, 14bGates between driveway segments 15a, 15bShort-term intermediate storage / buffer 16Goods receipt 17a, 17bGoods issue 18Lifter for individual goods 19Lifter for autonomous conveyor vehicles 20a, 20bLifter for grouped goods 21Chassis 22Drive 23Driven wheel 24Steerable wheel 25Vertical guide 26Transport platform 27Electronic drive control 28Higher-level control 29a, 29bSensor A1 Goods receiving area B1..B7 Storage area CLarage location D1, D2 Goods transfer area E1..E8 Driving area segment F1..F3 Driving area G1..G8 Transfer area nF Number of journeys / transport operations per unit of time (hour) nF1 max Maximum throughput of new picking system nF2 max Maximum throughput of conventional picking system nF nom Nominal throughput / nominal performance nAGVNumber of autonomous conveyor vehicles nAGV1 nom Number of conveyor vehicles at the new system operating point nAGV2 nom Number of conveyor vehicles at the conventional system operating point L1Performance curve of the conventional order picking system L2Performance curve of the new order picking system

Claims

1. A method for operating a picking system (1) for picking goods (2a, 2b), comprising the steps transporting the goods (2a, 2b) from a goods acceptance zone (A1) to a storage zone (B1..B7) and storing the goods in this storage zone (B1..B7) by a storage conveying system (3), wherein the storage zone (B1..B7) has a plurality of storage areas (C) for storing the goods (2a, 2b), acquiring a picking order and determining ordered goods (2c) which are required for the picking order, by an order processing computer, and retrieving the ordered goods (2c) from the storage zone (B1..B7) and transporting the ordered goods (2c) from the storage zone (B1..B7) to a goods transfer zone (D1, D2) by a retrieval conveying system (4), wherein the transport of the goods (2a, 2b) is executed by the storage conveying system (3) and / or the transport of the ordered goods (2c) is executed by the retrieval conveying system (4) at least in part by a plurality of autonomous conveying vehicles (5a..5l, 6a..6h) driving on a driving surface, wherein driving movements of the autonomous conveying vehicles (5a..5l, 6a..6h) in driving surface segments (E1..E8), which subdivide the driving surface, are each executed for the most part by a closed group of autonomous conveying vehicles (5a..5l, 6a..6h), and wherein the driving movement in the driving surface segments (E1..E8) are coordinated by a control (28), characterized in that autonomous conveying vehicles (5a..5l, 6a..6h) which are not required in one group are made available in the course of an exchange of autonomous conveying vehicles (5a..5l, 6a..6h) to another group in which there is a bottleneck of autonomous conveying vehicles (5a..5l, 6a..6h), wherein an exchange of autonomous conveying vehicles (5a..5l, 6a..6h) between two different driving surface segments (E1..E8) concerns a maximum of 10% of the journeys executed on the driving surface, and wherein the exchange of autonomous conveying vehicles (5a..5l, 6a..6h) is executed via connecting paths between the driving surface segments (E1..E8).

2. The method according to claim 1, characterized in that there are different temperatures in the driving surface segments (E1..E8).

3. The method according to one of claims 1 or 2, characterized in that autonomous conveying vehicles (5a, 5b) of a first design operate in a first driving surface segment (E1) and autonomous conveying vehicles (6a..6c) of a second, different design operate in a second driving surface segment (E2).

4. The method according to one of claims 1 to 3, characterized in that autonomous conveying vehicles (5a, 5b) with a first maximum speed operate in a first driving surface segment (E1) and autonomous conveying vehicles (6a..6c) with a second, different maximum speed operate in a second driving surface segment (E2).

5. The method according to one of claims 1 to 4, characterized in that a first driving surface segment (E1) is free for the access of persons during normal operation of the picking system (1) and that a second driving surface segment (E2) is blocked from the access by persons during normal operation of the picking system (1).

6. The method according to one of claims 1 to 5, characterized in that the goods (2a, 2b) are stored separated in a first storage zone (B1) and in groups in a second storage zone (B2).

7. The method according to claim 6, characterized in that the goods / ordered goods (2a..2c) are transported both separated and in groups by the autonomous conveying vehicles (5c..5e, 6d..6h) in a driving surface segment (E3).

8. The method according to claim 6, characterized in that the goods / ordered goods (2a..2c) are transported by the autonomous conveying vehicles (5a, 5b) only in groups in a first driving surface segment (E1) and only separated in a second driving surface segment (E2).

9. The method according to one of claims 1 to 8, characterized in that a relation between a number of the autonomous conveying vehicles (5c..5e, 6d..6h) located on a driving surface segment (E1..E8) and a number of transfer points on this driving surface segment (E1..E8), which constitute interfaces between the autonomous conveying vehicles (5c..5e, 6d..6h) and a stationary conveying system (3a, 4a) or a storage zone (B1..B7), is below 5.

10. The method according to one of claims 1 to 9, characterized in that driving surface segments (E1..E8) are shut down or put into operation on the basis of a performance demand from the picking system (1).

11. The method according to claim 10, characterized in that a first driving surface segment (E1..E8) is put out of operation before a second driving surface segment (E1..E8) when a transport path on a stationary conveying system (3a, 4a) running between a storage area (C) and a transfer point in the first driving surface segment (E1..E8) is longer than a transport path on the stationary conveying system (3a, 4a) running between this storage area (C) and a transfer point in the second driving surface segment (E1..E8), and / or a first driving surface segment (E1..E8) is put into operation after a second driving surface segment (E1..E8) when a transport path on a stationary conveying system (3a, 4a) running between a storage area (C) and a transfer point in the first driving surface segment (E1..E8) is longer than a transport path on the stationary conveying system (3a, 4a) running between this storage area (C) and a transfer point in the second driving surface segment (E1..E8).

12. The method according to one of claims 1 to 11, characterized in that the driving speed of the autonomous conveying vehicles (5a..5l, 6a..6h) in a driving surface segment (E1..E8) in which a failure has occurred is reduced compared to the normal operation or the autonomous conveying vehicles (5a..5l, 6a..6h) there are stopped, and the normal operation is perpetuated in those driving surface segments (E1..E8) in which no failure has occurred.

13. A picking system (1) for picking goods (2a, 2b), comprising a goods acceptance zone (A1) and a goods transfer zone (D1, D2), a storage zone (B1..B7) with a plurality of storage areas (C) for storing the goods (2a, 2b), a storage conveying system (3) connecting the goods acceptance zone (A1) and the storage zone (B1..B7), wherein the storage conveying system (3) is configured for transporting the goods (2a, 2b) from the goods acceptance zone (A1) to the storage zone (B1..B7) and for storing the goods (2a, 2b) into the storage zone (B1..B7), an order processing computer for acquiring a picking order and for determining ordered goods (2c) required for the picking order, and a retrieval conveying system (4) connecting the storage zone (B1..B7) and the goods transfer zone (D1, D2), wherein the retrieval conveying system (4) is configured for retrieving the ordered goods (2c) from the storage zone (B 1..B7) and for transporting the ordered goods (2c) from the storage zone (B1..B7) to the goods transfer zone (D1, D2), wherein the storage conveying system (3) and / or the retrieval conveying system (4) has a plurality of autonomous conveying vehicles (5a..5l, 6a..6h) for transporting the goods (2a, 2b) / ordered goods (2c) on a driving surface, wherein the driving surface is subdivided into multiple driving surface segments (E1..E8) and a control (28) is provided, wherein the control (28) is adapted for coordinating the driving movements of the autonomous conveying vehicles (5a..5l, 6a..6h) in the driving surface segment (E1..E8), and wherein the driving movements in the driving surface segments (E1..E8) are each executed for the most part by a closed group of autonomous conveying vehicles (5a..5l, 6a..6h), characterized in that autonomous conveying vehicles (5a..5l, 6a..6h) which are not required in one group are made available in the course of an exchange of autonomous conveying vehicles (5a..5l, 6a..6h) to another group in which there is a bottleneck of autonomous conveying vehicles (5a..5l, 6a..6h), wherein the exchange of autonomous conveying vehicles (5a..5l, 6a..6h) between two different driving surface segments concerns a maximum of 10% of the journeys executed on the driving surface, and wherein the exchange of autonomous conveying vehicles (5a..5l, 6a..6h) is executed via connecting paths between the driving surface segments (E1..E8).

14. The picking system (1) according to claim 13, characterized in that the driving surface segments (E1..E8) are structurally separated from one another.

15. The picking system (1) according to claim 14, characterized in that multiple driving surface segments (E4..E8) are arranged vertically on top of one another in different levels.

16. The picking system (1) according to claim 15, characterized in that there are different temperatures at least in a part of the driving surface segments (E4..E8) and there is a lower temperature on a bottom driving surface segment (E4..E8) than on a top driving surface segment (E4..E8).

17. The picking system (1) according to one of claims 14 to 16, characterized in that multiple driving surface segments (E1..E3) are structurally separated from one another by walls (13).

18. The picking system (1) according to one of claims 13 to 17, characterized in that a short-term intermediate storage area (15a, 15b) is arranged in the region of a driving surface segment (E4..E8).

19. The picking system (1) according to claim 18, characterized in that multiple driving surface segments (E4..E8) are structurally separated from one another by storage racks (7), wherein the storage racks (7) are comprised by the short-term intermediate storage area (15a) or form the same and wherein the storage racks (7) are accessible from an adjacent driving surface segment (E4..E8).

20. The picking system (1) according to claim 18, characterized in that multiple driving surface segments (E4..E8) are structurally separated from one another by storage racks (7), wherein the storage racks (7) are comprised by the short-term intermediate storage area (15a) or form the same and wherein the storage racks (7) are accessible from multiple adjacent driving surface segments (E4..E8).

21. The picking system (1) according to one of claims 13 to 20, characterized in that the storage zone (B1..B7) comprises storage racks (7), storage areas (C) are provided in the storage racks (7), and a rail guided storage and retrieval unit (8) is provided, wherein the storage areas (C) in the storage racks (7) are accessible by the storage and retrieval unit (8), and wherein the storage conveying system (3) and / or the removal conveying system (4) comprises the storage and retrieval unit (8), and wherein a stationary storage transfer station (9) of a stationary part (3a) of the storage conveying system (3) is provided along the route of the storage conveying system (3) upstream of the storage and retrieval unit (8), wherein the stationary storage transfer station (9) is configured for transferring the goods (2a, 2b) from the autonomous conveying vehicles (5a, 5b) onto the stationary storage transfer station (9) and / or a stationary removal transfer station (11) of a stationary part (4a) of the removal conveying system (4) is provided along the route of the removal conveying system (4) downstream of the storage and retrieval unit (8), wherein the stationary removal transfer station (11) is configured for transferring the ordered goods (2c) from the removal transfer station (11) onto the autonomous conveying vehicles (5c..5e, 6a..6h).

22. The picking system (1) according to one of claims 13 to 21, characterized in that at least one workstation (12a, 12b) for picking the ordered goods (2c) into or onto dispatch goods carriers is arranged along the route of the removal conveying system (4).

23. The picking system (1) according to one of claims 13 to 22, characterized in that at least one provisional area for provisioning the goods (2a, 2b) on delivery containers and / or a separation device (9) for provisioning separated goods (2a) is arranged along the route of the storage conveying system (3).