STORAGE METHODS AND SUITABLE AREA STORAGE

Description

I. Area of ​​application

[0001] The invention relates to a storage method for a surface storage facility on whose driving surfaces, on the one hand, autonomous and unmanned tractors and, on the other hand, tractor-trailer combinations drive.

[0002] Trailers loaded with one or more products are parked in a storage area of ​​the warehouse, thereby storing the product. The storage areas within the storage areas where a trailer is parked are virtually predefined, but not physically separated from each other. Rather, the driving surface should be interrupted by as few obstacles as possible. II. Technical background

[0003] Such area warehouses with autonomously driving tractors are well known in the industry.

[0004] The trailers with the products are parked, for example, within a hall in designated parking areas and, when required, are approached by a tractor, automatically coupled and taken to a location specified by the central control system, with the specific route usually being found by the on-board control system of the tractor itself.

[0005] On the other hand, warehouses are known with a storage rack consisting of several levels spaced one above the other, in which the products or containers loaded with products are stored.

[0006] In a typical high-bay warehouse, a so-called storage and retrieval machine moves in the aisles between the storage racks and automatically stores or retrieves these containers from the storage rack.

[0007] If a large warehouse with a large number of tractors that move autonomously and freely on the driving surface is also to include several floors, this means, on the one hand, considerable additional control effort for both the central control system and the on-board control system in the individual tractors. In addition, a height transfer device is necessary so that a tractor or a tractor-trailer combination can move from one floor to another.

[0008] The navigation system used by the tractors plays an important role.

[0009] A very cost-effective navigation system, which can be easily deployed and retrofitted in a multi-level warehouse, includes optically scannable navigation markings, such as barcodes or pixel codes, on the driving surface. These are used to guide the tractors with their ground-facing, preferably monofocal, ground-level cameras. For cost reasons, shelves are used that preferably all have the same printed navigation markings. The shelves may be offset from one another after assembly.

[0010] Analogously, the navigation markings can of course also be arranged on the ceiling above the driving surface, i.e. usually on the underside of the shelf of the level above, and the tractor has an upward-facing roof camera for detection.

[0011] So that the tractor can clearly determine the position and angular orientation of the tractor on the corresponding shelf on which it is traveling using a single image from its camera, the navigation markings should - also in the present invention - be correspondingly small and distributed in relation to the detectable field of view of the camera, so that, for example, at least one navigation marking is always completely contained in a single camera image, regardless of the position of the tractor on the driving surface. Therefore, the top or bottom of the shelf should be essentially completely covered with such navigation markings. Preferably, each of the many different navigation markings on a shelf is present only once.

[0012] A further problem is the supporting columns of the supporting structure that are always present in the tiered driving surfaces, from which the tiers, in particular the shelves, are carried and which represent obstacles on the driving surface of the individual tiers and can also hinder efficient use of the available space as parking areas for trailers. III. Description of the invention a) Technical task

[0013] The object of the invention is to provide a storage method for such a surface storage system and a surface storage system suitable for this purpose, which offers high efficiency, also with regard to space utilization, and helps to minimize negative operational impacts due to unavoidable design details of the surface storage system. A method according to the preamble of claim 1 and a device according to the preamble of claim 12 are known from US 2012 / 259482 A1. b) Solution to the task

[0014] This object is achieved by the features of claims 1 and 12. Advantageous embodiments emerge from the subclaims.

[0015] For this purpose, some terms and abbreviations should first be defined, one or more of which, in particular all of them, should apply to the present invention: - MR, MS: Rows and columns of navigation markers, - R, S: Rows and columns of the vertical support columns of the storage rack, - X, Y: Directions of the preferably perpendicular rows and columns of the supporting columns, the floor travel surfaces on the individual floors are automatically virtual divided into parking areas for trailers, traffic areas for driving tractors, namely lanes between parking areas and connecting areas for connecting the lanes, accommodating lifts, etc., within the parking areas, individual storage areas for one trailer each are automatically virtualspecified, the direction of extension of the tramlines preferably in the X-direction of the column grid, the direction of extension of the storage half-rows, which usually branch off on both sides of the tramlines, in particular at right angles, in which the storage areas are aligned one behind the other, preferably in the Y-direction of the column grid, the storage half-rows branching off on both sides of a tramline are aligned with each other, within a storage half-row, the trailers all point with this front side in the same direction, namely towards the assigned storage aisle, within the parking areas, the storage areas are arranged with a manoeuvring distance from each other and from the support columns, each of the trailers, which are usually rectangular when viewed from above, has at least one coupling element for coupling a tractor on only one side, the front side, preferably two coupling elements spaced apart along the front side, the longitudinal direction of the trailer runs perpendicular to this front side,the extension of the trailer perpendicular to its longitudinal direction is the width of the trailer, apart from a central control which controls the entire storage rack, in particular the entire warehouse, each tractor has an on-board control which is wirelessly connected to the central control, although this connection can be lost due to radio technology, for example, if the tractor is inside the warehouse, freely accessible areas are areas which the central control has released for the tractor to drive on in order to fulfil its task, these can in particular be traffic areas and / or currently unfilled parking areas, the length (LG) or width (BG) of a combination (4 + 2) for determining the dimensions of a driving lane is the, largest Length (LG) or width (BG) of a combination (4 + 2) with a trailer of the type (2a, b) is automatically determined, for which specific storage areas (56 a, b) are available on at least one side of this driving lane (58).

[0016] This task will be carried out with regard to Procedure This is achieved by a tractor receiving a travel order from the central control in the form of the order (e.g. trailer storage or removal) and the travel destination and determining its specific route to the specified destination itself using its on-board control by using its on-board control (6) a) either receives several potential target routes from the central control (1*) and selects one of them, b) or receives freely navigable areas, in particular all freely navigable areas, as well as helpful instructions for creating a target route from the central control (1*) and the on-board control (6) determines the target route taking these instructions into account, c) or from the central control (1*) onlyfreely navigable areas, in particular all freely navigable areas, and the on-board control (6) determines the target route within the freely navigable areas and approaches the destination.

[0017] Freely accessible areas are areas within which there are no obstacles for the tractor or a tractor-trailer combination and which are, in particular, large enough, and in particular wide enough, for a tractor and / or a tractor-trailer combination to pass through them.

[0018] The helpful hints in case b) can be additional information that is helpful for determining an optimal target route, for example the information from which of the two directions in the direction of extension of a storage aisle the intended storage area can best be approached because of an adjacent support column in the storage aisle.

[0019] On the one hand, this reduces the necessary amount of data exchange between the central control and the on-board control, and on the other hand, the tractors continue to function even if this data connection is interrupted during a journey, because if problems arise during the journey that require a new route, the on-board control can solve this without a data connection to the central control.

[0020] The route can be a polygon or a sequence of straight and curved sections.

[0021] While traveling to the destination, the tractor repeatedly checks its current actual position and compares it with the current target position of its target route. Deviations will often occur due to wheel slip and other inaccuracies. If such deviations are detected, the tractor compensates for them, preferably immediately after detection, in particular by returning to the target route and thereby compensating for the deviations.

[0022] The tractor can release the freely accessible areas that are no longer required due to the partial completion of the route to the destination to the central control system for other tractors to use before reaching its destination.

[0023] The specification of the destination to the tractor as well as the determination of its position and / or direction of travel by the tractor can be done in different ways: first , present favored, optionis to give the storage rack, especially the entire warehouse, a absolute A coordinate system, preferably a three-dimensional one, is to be assigned, whose horizontal X* and Y* directions often correspond to the two extension directions of the rectangular storage rack viewed from above. Its Z* direction, if present, can be the vertical, although this does not necessarily have to specify the absolute height above the ground. It is sufficient if the Z* coordinate consists solely of the level number of the multi-level storage rack, provided that the rack consists of continuous, i.e., level-level driveways on each level.

[0024] For each navigation marker of each shelf level, in particular a defined marker reference point of each navigation marker, the coordinates in this absolute coordinate system are known and stored, both in the central control system and in the onboard control system.

[0025] The tractor navigates by identifying the navigation marker captured by the tractor's ground camera and knowing the position of this marker in the absolute coordinate system of the storage rack.

[0026] The onboard control then receives the target from the target control in the form of the absolute coordinates and / or the target shelf and the target marking there.

[0027] However, determining the actual, millimeter-precise position of each individual marking in the warehouse in the absolute coordinate system is complex, because the individual shelf floors are not always located exactly in the target position within the absolute coordinate system, but can, for example, have an absolute offset caused by assembly inaccuracies, which can then also cause a relative offset between two adjacent shelf floors.

[0028] However, a deviation of the shelf from the intended rotational position, i.e. angular position, to the absolute coordinate system is generally neither checked nor determined.

[0029] One second Possibility is to determine the position of the tractor by the relativeCoordinate system, which exists because the onboard control knows the position and, in particular, the location of each navigation marker relative to the respective shelf. This would be an absolute position determination if the onboard control knew the exact absolute position of each shelf in the rack, i.e., its deviation from its target position. For the rough determination of the position, however, it is assumed that each shelf is exactly in its target position, but it is known that this is not always the case.

[0030] As soon as the tractor's ground camera detects such a marking, the position and rotational orientation of the tractor relative to this marking and thus of the entire shelf on which the marking is located is known, because no two identical navigation markings exist on a shelf.

[0031] Preferably, the shelves are equipped with navigation markings, preferably printed, with a majority of their markings, or all of their markings. Majority means that more than 80%, preferably more than 90%, preferably more than 95%, preferably more than 98%, preferably more than 99%, of the markings on the shelves are identical to each other.

[0032] For example, the corner recesses in the individual shelves may be different to accommodate vertical support columns, so that the markings that would otherwise be present there are missing.

[0033] Since four shelves are usually adjacent to each support column, a rectangular corner recess of approximately a quarter of the cross-section of the support column must usually be made in each one so that the shelves also butt together along the central connection line between two support columns with the smallest possible joint, preferably without any joints.

[0034] A further exception may be one or more special markings located adjacent to one another on a shelf that only occur on this one shelf and, in particular, represent variations compared to the normal markings otherwise present in these places on all other shelves. These special markings contain, for example, the identity, such as the shelf number, of the shelf on which they are located and / or the position of this shelf in the warehouse rack. These special markings are primarily used to insert a tractor into the warehouse rack. For this purpose, the tractor is placed on the corresponding shelf with its floor camera aimed at this special marking, and thus knows which shelf, in which position and in which rotational orientation it is located.

[0035] This is necessary because this second method is based on the tractor continuously calculating its movement towards the destination from its starting position, starting from its known current position, by moving towards the destination and analyzing all the markings that come into view of the ground camera. This means that it knows its actual position and can easily compare it with its current target position along the target route until it has reached the target specified by the central control system, particularly in the form of the target shelf and the target marking there.

[0036] If the tractor crosses a gap between one shelf and the next, this is detected by the floor camera and the connected onboard control system. Based on the known previous shelf (i.e., the old shelf) and the last position on this shelf, the onboard control system calculates where on the new shelf the tractor is now located and which new shelf this is, taking into account the direction of travel—e.g., determined from the various wheel rotations of the drive wheels—and after detecting and analyzing the first marking on the new shelf.

[0037] As an additional plausibility check, the on-board control system can take into account the wheel rotations also detected with regard to the number and direction of the tractor's drive wheels and thus the resulting calculated distance traveled and direction of travel of the tractor between the last determined position on the old shelf and the first determined position on the new shelf.

[0038] Likewise, the elapsed travel time in between can be taken into account and used to check whether the calculated new position on the new shelf can be correct.

[0039] Preferably, the navigation markings are arranged in a two-dimensional matrix, i.e. in marking rows and marking columns, at equal intervals, preferably in both of these directions, wherein the directions of the rows and columns run parallel to the edges of the generally rectangular shelf. (Separator bar:)

[0040] To facilitate orientation of the on-board control, a dividing bar is arranged in one direction, preferably in the direction of the rows, between the rows at a distance from the markings, which preferably extend over the entire extent of the shelf, at least over all markings in this direction.

[0041] The longitudinal edges of the dividing bars can be used by the on-board control and the associated ground camera to determine the direction of the rows of markings, and from this the correct direction of movement of the tractor can be determined with particular precision.

[0042] Preferably, the longitudinal edges of the dividing bars are not used directly, but the onboard control calculates a single dividing line from the two longitudinal edges of the dividing bar, which preferably represents the middle between the two longitudinal edges, and this dividing line is used for calculations.

[0043] Preferably, a single marker reference point is defined for each of the mostly rectangular markers - which usually have the shape of a stripe pattern or pixel pattern - which, however, does not necessarily have to be located within the area of ​​the navigation marker, but preferably at the edge or outside the navigation marker. (Offset:)

[0044] Since the shelves cannot be mounted exactly in line with each other with regard to their rows and columns of their navigation markings when setting up the warehouse, an offset of the rows and columns of the adjacent shelves occurs at almost every joint between two shelves: Preferably, the navigation markings, in particular all of them, are the same size and, in particular, rectangular.

[0045] If, on the other hand, the point at which a joint is crossed is close to (define) the destination of the route, i.e. usually a coupling / disconnection point, especially in a storage area, This is a parking or reversing process, whereby the parking of a trailer is always carried out while the trailer is pushing.

[0046] Around the Land useto optimize, i.e. to achieve the highest possible proportion of storage areas in the total floor space and thus the highest possible number of storage areas, according to the invention the storage areas and in particular the individual storage areas within the storage areas are optimally defined in relation to the positions and distances of the support columns as well as the direction of their rows or columns and vice versa: Since, viewed from above, the base area of ​​the storage rack and thus the mostly equally sized stacked floor areas are rectangular with a longitudinal direction as the larger extension direction compared to the transverse direction, strip-shaped storage areas are generally defined, the largest extension direction of which corresponds to the longitudinal direction of the floor space and thus the base area of ​​the storage rack, and which run parallel to one another,separated by the tramlines that also run longitudinally in between.

[0047] For the purposes of the present invention, the direction of the driving lanes is usually chosen as the X-direction and thus usually also the largest extension direction of the parking areas.

[0048] Preferably, the direction of extension of the aisles and parking areas is defined to coincide with one of the directions of the rows and columns in which the support columns are arranged. Support columns arranged one behind the other in the X direction are referred to as a row of support columns, which preferably coincides with the direction of extension of the aisles, and support columns arranged one behind the other in the Y direction are referred to as a column of support columns.

[0049] The preferred goal is to keep the distance between the support columns in the X-direction on the one hand and the Y-direction on the other hand the same in order to simplify the static calculation of the storage rack.

[0050] In order to achieve a great depth in the parking areas (in the Y direction, i.e., perpendicular to the X direction), while maintaining a limited number of storage areas arranged one behind the other in this direction – a so-called storage half-row – the trailers are preferably parked with their longitudinal extension (the longer extension when viewed from above) perpendicular to the direction of the tramlines, and the storage areas are arranged in this orientation. Accordingly, a coupling device on the trailer is usually located on one of the narrow sides of the trailer, namely the narrow side facing the assigned tramline, because from there the tractor must be able to approach and couple the parked trailer.

[0051] To optimise the use of space, the arrangement and dimensions of the base areas for the trailers to be parked on them must preferably be coordinated with the column spacing in the X or Y direction.

[0052] The storage area, especially its width, is preferably optimized in relation to only one the column spacing, preferably in the X-direction, usually the direction of the driving lanes. (Tuning in X-direction)

[0053] If the warehouse is to be built for specific products and therefore for specific trailer footprints, both the size of the trailers and the column spacing can still be varied, which is preferably done with an optimization program.

[0054] However, if the warehouse is already in place and the column spacing is therefore fixed, only the size of the trailer base areas can be varied.

[0055] Coordination in the X-direction is carried out with the aim of ensuring that several storage areas or storage half-rows can be arranged next to each other in the X-direction between two support columns that are not in line in the X-direction, with as little area as possible that cannot be used as storage areas.

[0056] For this purpose, the free distance between adjacent support columns in the X-direction is set so that it exceeds the integer multiple of the total width required for a storage area in this direction by no more than 30%, better a maximum of 20%, better a maximum of 10%, better a maximum of 5%, better a maximum of 3%.

[0057] The total required width of a storage area is made up of the width of the storage area itself and a shunting distance in the X-direction, which must be provided on the one hand between two adjacent storage areas or storage half-rows and on the other hand between a storage area or storage half-row and an adjacent support column.

[0058] The storage area is already larger - both in width and length - than the width of the base area of ​​the trailer itself in order to be able to absorb inaccuracies during parking, inaccuracies in the production of the trailers and the like.

[0059] The additional maneuvering distance makes maneuvering easier when parking and reversing.

[0060] The shunting distance in the X-direction between two adjacent storage areas is set at a maximum of 15%, preferably a maximum of 10%, preferably a maximum of 5% of the width of a storage area.

[0061] The width of the shunting distance in the X-direction between a storage area and an adjacent support column is set at a maximum of 10%, preferably a maximum of 5%, preferably a maximum of 3% of the width of a storage area.

[0062] With regard to the bearing half-row, only trailers of the same width are preferably provided aligned and one behind the other along a bearing half-row.

[0063] In the direction of the storage half-row, there will usually be no more than three storage areas in a row, whereby each storage area not located at the front of the storage aisle becomes more difficult to reach with increasing depth in the storage half-row, so that in the 2nd and 3rd position of the storage half-row, seen from the storage aisle, only trailers with rarely used products should be stored.

[0064] In particular, it is also assumed that if there are two half-rows of bearings strung apart from each other on the two sides of a driving lane, the two half-rows are aligned with each other.

[0065] Nevertheless, measured transversely to the direction of the tramlines, the area share of parking areas will be larger than the area share of tramlines. Therefore, it is unavoidable that support columns in the Parking areas stand.

[0066] Preferably, the columns of support columns running in the Y direction are each positioned in the storage area in a column ford, which also runs in the Y direction and represents a strip with a width slightly greater than that of a support column, running in the direction of the half rows, in which no storage areas are provided.

[0067] Although the column fords represent a loss of usable space in the parking area, they make warehouse management and parking and unparking of trailers easier.

[0068] Since this often cannot be avoided, they are preferably positioned in an extended column ford that extends in the Y direction, which least hinders the parking and reversing of trailers in the parking area.

[0069] Furthermore, the usable free width of the lane, i.e. the clear distance between a column standing in it and one of the two adjacent edges of the parking areas, must be at least as large as the width of a trailer / caravan combination, transverse to the direction of extension of the lane.

[0070] Alternatively - but hardly combinable with the first option, the adjustment in the X direction - it is possible to adjust the size of the position and arrangement of the bearing surfaces to the column spacing in the Y direction.

[0071] However, this only makes sense if the dimensions of the bearing surfaces in this direction are related to the column spacing in such a way that it is possible to arrange the rows of support columns running in the X direction predominantly, in particular only, in column fords also running in the X direction, which are located between the rear ends of half-rows of bearings that are aligned with one another but assigned to different driving lanes.

[0072] Here, too, there should preferably be no more support columns in the storage gases. (Wide aisles:)

[0073] To optimise the use of space, the tramlines can also be optimised, particularly with regard to their width.

[0074] These are automatically set to be a maximum of 20 cm, or better still, a maximum of 10 cm, or better still, a maximum of 5 cm larger than the width required to turn one or each or the largest possible combination in the warehouse in the driving lane, i.e. in particular, larger than the largest diagonal of a combination when viewed from above.

[0075] If turning a tractor-trailer combination in the lane is not absolutely necessary, the width of a lane can also be set smaller than the width required for turning, and thus in particular smaller than the length of a tractor-trailer combination.

[0076] However, the width of the driving lane must be selected so that, taking into account the maneuvering distance between the storage areas, it is possible for a vehicle combination to drive into a free storage area from the driving lane. (Trailers of different sizes:)

[0077] If trailers of different sizes are used in a warehouse rack, especially on a single level, they preferably differ in length but have essentially or exactly the same width, including the coupling elements for coupling and uncoupling the tractor on one side. This side is defined as the so-called front side, and the perpendicular direction is the longitudinal direction of the trailer.

[0078] At least, however, in the case of trailers of different sizes, in particular of different widths, the correspondingly different sizes, in particular of different widths, of storage areas should be arranged in such a way that along a storage aisle, in particular on both sides of a storage aisle, only one type, i.e. size, of storage areas is automatically provided, which saves space when determining the width of the storage aisles.

[0079] The arrangement of the storage areas is preferably carried out automatically by the central control system, in particular for the entire warehouse, with the help of an optimisation program which must be specified in what ratio to one another the different types of trailers are required in the warehouse in terms of their size viewed from above, and what the floor areas of these different types of trailers are.

[0080] Preferably, each storage half-row, preferably both half-rows of this storage aisle that are aligned opposite one another with respect to the driving lane, consists only of storage areas of the same width, whereby the length of the storage areas can vary within a storage half-row.

[0081] Preferably, in the X direction - provided that only equally wide storage areas are required in the warehouse or at least on this floor - identically designed storage half-rows are arranged next to each other.

[0082] If, however, storage areas of different widths are present, the same sequence of storage half-rows, for example one narrow and one wide storage half-row, can preferably be arranged between two support columns adjacent in the X direction.

[0083] In principle, for storage areas of different widths eitherbetween two columns spaced apart in the X-direction, there should usually be the same sequence of bearing half-rows in the X-direction, each with a different width of their bearing surfaces, or The column spacing (SAX) in the X direction must be determined in relation to the different widths of the bearing surfaces in such a way that an integer x-fold of the larger width deviates from a higher integer y-fold of the smaller width by no more than 20%, or better still, by no more than 10%, from the integer y-fold. In particular, x + 1 = y. (Area definitions:)

[0084] For each shape and size of trailer - whereby in this case a rectangular shape is always assumed in the top view - a corresponding size of the required storage area is determined depending on the size of the trailer, which is slightly larger than the area of ​​the trailer itself, since Depending on many factors, a trailer can never be parked exactly in a given position and to compensate for manufacturing inaccuracies of the trailer including its coupling elements.

[0085] These virtual storage areas are preferably not arranged seamlessly next to each other within the storage areas, but with a shunting distance in the X-direction to compensate for tolerances in the route when entering and exiting and / or with a shunting distance in the Y-direction to reliably prevent parked trailers from touching or even getting caught. (Area definitions:)

[0086] For each shape and size of trailer - whereby in this case a rectangular shape is always assumed in plan view - a corresponding size of the required storage area is determined depending on the size of the trailer, which is slightly larger than the area of ​​the trailer itself, since Depending on many factors, a trailer can never be parked exactly in a given position and to compensate for manufacturing inaccuracies of the trailer including its coupling elements.

[0087] These virtual storage areas are preferably not arranged seamlessly next to each other within the storage areas, but with a shunting distance in the X-direction to compensate for tolerances in the route when entering and exiting and / or with a shunting distance in the Y-direction to reliably prevent parked trailers from touching or even getting caught. (Composition of bearing half-row:)

[0088] If there are storage areas of different sizes, the same sequence of storage area sizes is preferably always selected in the direction of the individual storage rows and the storage rows, preferably of identical design, are arranged parallel to one another and aligned with one another in the direction of the driving aisle.

[0089] This determination does not have to remain constant over very long periods of time, but can change during the operation of the warehouse through new determinations by the central control system, for example if the ratio of the different sized trailers to each other changes due to changing requirements.

[0090] Before making large-scale changes, the trailer parking areas assigned to one or more driving lanes may need to be cleared.

[0091] Likewise, for a small proportion of the total floor area, the first row of storage areas should preferably have the same size of storage areas on both sides parallel to a storage area in order to minimize the width of the storage area: If longer storage areas are provided on one side and shorter ones on the other, the width of the storage area should be determined according to the space required for parking, depending on the dimensions of the longer trailers.

[0092] Preferably, the same storage areas are provided not only in the first row next to the two edges of a driving lane, but also in the second row further away from the driving lane on both sides. (Plate offset:)

[0093] If the target route contains a longer straight section up to, for example, the next corner of the polygon, this straight section usually does not run parallel to the direction of the navigation markers - usually arranged in rows and columns - since this would generally not be the shortest route.

[0094] Especially when relatively small and light products are to be stored, the shelves consist of shelves that are placed on the longitudinal and transverse beams of the supporting structure and on whose upper side, the driving surface, the navigation markings are applied, or alternatively on their underside.

[0095] Since, on the one hand, these shelves are often not completely seamless when constructing the storage rack and, on the other hand, the navigation markings on the adjacent shelves can be offset with regard to the direction of their rows and / or columns, i.e. the direction transverse to the direction of extension of the joint, the onboard control must be able to handle this without aborting the travel order.

[0096] For this purpose, the width of the joint must not be greater than the width that can be overcome by the tractor and the trailers, especially their wheels or rollers.

[0097] Ideally, before commissioning the bearing, it should not be necessary to determine the transverse offset of the markings on both sides along all joints, and if necessary, the width of all joints, as this would require considerable effort. However, this is usually unavoidable. The angular offset between the markings on both sides is usually not determined and ignored anyway.

[0098] Once all offsets have been recorded, both the central control and the onboard control know the actual position, i.e., the exact current position, of each shelf within the storage rack, and thus also the magnitude of the absolute offset, particularly in the direction of the joint, of a shelf from its target position. This also determines the magnitude of the relative offset of each shelf to each of its neighboring shelves.

[0099] After the camera, in particular the floor camera, has passed over the joint, the control system can, if necessary, detect which row or column of markings on the new shelf is the continuation of the previously scanned row or column, but this is only of interest in certain situations.

[0100] It should be clarified that the camera does not have to be able to detect the joint itself, but only determines the offset of its row or column compared to the row or column of the last mark that was still on the previous shelf by scanning the first navigation mark after passing over the joint.

[0101] Depending on the driving situation, the onboard control system uses such a OffsetHowever, it is handled differently: First of all, it should be clarified that the onboard control system assumes that each shelf level is located exactly at its intended target position within the storage rack.

[0102] Furthermore, the onboard control preferably comprises several control levels that work together hierarchically The top level is the so-called planning level, which defines the target routes and, in particular, updates and / or optimizes them several times during the journey to the destination, preferably continuously. The next level below is the driving level, which controls the tractor's travel as closely as possible to the target route, compares the tractor's current actual position with its current target position and, if necessary, compensates for the difference, but above all also reports the current position to the planning level. The lowest level is the so-called orientation level, which reads and analyzes the markings, particularly using the ground camera, and uses this to determine the tractor's actual position and report it to the driving level so that it can compare it with the current target position.

[0103] If the point at which the joint is crossed is not near a destination of the target route, in particular a coupling / uncoupling point, the on-board control system is not interested in either the relative or the absolute offset, because after crossing the joint the tractor will orient itself towards the next markings appearing in the field of view of its ground camera and will continue to move towards its destination defined in absolute coordinates.

[0104] However, if the tractor has approached a parked trailer as a specified target within a specified bearing distance, the tractor identifies the trailer by means of a contactless, distance-acting, preferably optical sensor, for example by circulation, using an identification marking that can be analyzed by this sensor and in doing so also determines the exact position and distance of the front of the trailer from the tractor - for example because the identification marking is located at a defined point on the front of the trailer.

[0105] Starting from its own actual position, it also corrects the target position of its target, the trailer, as specified by the central control system, approaches the trailer more and more and can contact it so precisely that its coupling elements can engage with the counter-elements of the trailer.

[0106] If the joint is positioned such that the tractor must first aim at the trailer on the new shelf from the old shelf, but then, as the tractor approaches further, particularly its ground-level camera, overshoots the joint, the tractor's onboard control system orients itself from the joint onwards to the position resulting from the markings on the new shelf, but adds or subtracts from this the relative offset between the old and new shelf, which the onboard control system knows or receives for this purpose from the central control system. Thus, the onboard control system orients itself to the markings of the new shelf as if its markings were aligned with the rows or columns of the old shelf without any offset.

[0107] If the destination is not a parked trailer but an empty storage area that is to be approached with an already coupled trailer, this method helps to actually park the trailer within the intended storage area, which is then also located just behind the joint.

[0108] In both situations, this procedure is particularly helpful when the trailer on the one hand and the coupling tractor, in particular the field of view of its ground camera, on the other hand are on different sides of the joint during coupling or uncoupling.

[0109] Regarding the Area storage and in particular its storage rackThis is a design in which tractors driving freely on the driving surfaces without physically defined lanes can drive on all levels of the storage rack with and without coupled trailers and, in particular, can independently use the existing height transfer devices and for this purpose both the height transfer devices and the central control and the on-board control are equipped accordingly.

[0110] In such a warehouse, the task is solved by dividing the floor travel areas virtually, i.e. without physical demarcation, preferably by the central control system, into on the one hand, parking areas with storage areas for trailers on which tractor trailers can be parked for storage purposes, and on the other hand, traffic areas for tractors or tractor-trailers to move thereon, in particular driving lanes which preferably run straight, in particular parallel to one another, and extend between the parking areas and serve to enable tractors and tractor-trailers to drive directly to individual storage areas within the parking areas.

[0111] In order to ensure that the storage areas between the tramlines are as large as possible in depth, which promotes the largest possible ratio of storage area to area of ​​the tramlines, several storage areas are arranged one behind the other in the depth of the storage area in the Y direction, perpendicular to the direction of the tramlines, usually the X direction, preferably two or even three storage areas.

[0112] A storage area is a virtual, but not physical, area defined on the floor driving surface for parking a trailer, preferably for parking a specific type of trailer if there are several types of trailers viewed from above within a storage rack.

[0113] The storage area is at least in width, and preferably also in length, larger than the base area of ​​the trailer to be parked on it, in particular by a maximum of 30 mm, better by a maximum of 20 mm, better by a maximum of 15 mm, in order to provide safety distances against collision when parked and to compensate for the trailer not being parked in the exact position.

[0114] Trailers loaded with less frequently used products are usually not placed in the front row of storage areas facing the driving lane, but rather further back.

[0115] As a rule, the coupling for coupling the tractor is located on a narrow side of the trailer, which is approximately rectangular when viewed from above, and which should point towards the driving lane when stored, which is why the storage areas are arranged longitudinally one behind the other in rows of storage into the depth of the parking area, i.e. transversely to the direction of the driving lane.

[0116] In addition, the - preferably both - exits of tramlines are connected to each other via additional connecting surfaces, which serve to enable the tractors and teams to access the individual tramlines.

[0117] Furthermore, the statements made above regarding the procedure for determining specific arrangements and sizes continue to apply to the completed area storage facility, in particular regarding the positioning of the storage areas relative to the support columns the periodicity of the storage rack in the X-direction the arrangement of the support columns in parking areas and / or aisles the width of the aisle the various sizes regarding length and / or width of trailers and thus also storage areas.

[0118] To change floors, Height transfer device In the simplest case, which requires no moving parts, a ramp, particularly instead of part of a floor travel surface, can be provided, connecting the floor travel surfaces of two adjacent floors. However, the height transfer device can also be an elevator. (Karee:)

[0119] Preferably, a supervisory Square from supporting columns arranged in a square and adjacent to each other, not only occupied by one such shelf, but by several, two adjacent, shelves.

[0120] In order to be able to place these safely and load-bearing, this requires not only the longitudinal and transverse crossbeams connecting these four support columns in the longitudinal and transverse direction but also an intermediate crossbeam in the middle area of ​​the square, but this design makes it possible to push up one of the shelves from below, especially on one side, and either to place it on another adjacent shelf, in particular the other shelf of the same carree, or to remove it from the storage rack in an inclined position, for example if it is defective, in particular if its navigation markings have become illegible.

[0121] With only one single shelf per square and a low shelf height, even a shelf that is tilted at most within one level cannot usually be pulled out of the storage rack, since the shelves, viewed horizontally, reach behind the support columns due to their corner recesses.

[0122] Above all, by lifting such shelves and placing them to the side in the rack from bottom to top, a shaft extending over several levels can be opened within the storage rack, through which an operator can reach any point in the storage rack from below or above. c) Examples of implementation

[0123] Embodiments according to the invention are described in more detail below by way of example. They show: Figure 1: the central area of ​​an empty storage shelf in perspective view, Figure 2a: a top view of a tiered driving surface of a first design storage rack with tractors and trailers on it, Figure 2b: a side view of the storage rack Figure 2a , Figure 2c: a tractor and trailer combination in top view, Figure 3a: one side of a shelf with navigation markings indicated on it, Figure 3b:a detail enlargement from Figure 3a with real markings, Figure 3c: two shelves adjacent to each other on a support column with aligned navigation markings, Figure 4a: two adjacent shelves with offset navigation markers, Figure 4b: a representation according to Figure 4a with an additional outline of a team driving over it.

[0124] Figure 1shows a perspective view of an empty storage rack 50 with tiered travel surfaces 50"a, 50"b etc. in a plurality of levels 50a, b one above the other. The individual tiered travel surfaces 50"a, 50"b are formed by the adjacent shelf bases 55, or more precisely their upper sides, which abut one another as seamlessly as possible and are supported by a supporting structure 60: The supporting structure 60 consists of longitudinal cross members 52 running horizontally in the longitudinal direction 101 of the storage rack 50 and cross members 53 running horizontally in the transverse direction 102 of the storage rack 50, on which the individual shelf bases 55 rest with their outer edges 55a to d, as viewed from above - since the shelf bases 55 are generally rectangular.The horizontally extending longitudinal cross members 52 and transverse cross members 53 are in turn fastened, for example only suspended, by their ends to support columns 51 which extend in the vertical Z and stand on the ground and which, viewed in plan view, are arranged in a regular grid in rows of columns which run in the longitudinal direction X and transverse direction Y, preferably - as in . Figure 2a shown - in the longitudinal direction X at a column spacing SAX and in the transverse direction Y at a column spacing SAY, as can be seen in.

[0125] The longitudinal direction X is preferably understood to be the greatest horizontal extent of the storage rack 50, which is in particular rectangular in plan view, and the transverse direction is understood to be in particular the other horizontal direction Y running at right angles thereto.

[0126] Four supporting columns 51, viewed from above, form a square, which is not necessarily a square, but usually a rectangle.

[0127] Such a square can be filled, viewed from above, by a single shelf 55 or by several adjacent shelves, for example by two shelves 55.1 and 55.2, as in the left front square in Figure 1 shown. Then, as a rule, there is also an intermediate cross member 54 in the support frame 60, which runs under the joint 63 between the two shelves 55.1, 55.2 filling a square and is fastened by its ends to a longitudinal cross member 52 or cross member 53, here a longitudinal cross member 52 in each case.

[0128] Preferably, the two adjacent, rectangular shelves 55.1, 55.2 within a square are preferably identical in design except for the corner recesses 65 provided therein.

[0129] In any case, in the area of ​​the support columns 51, the shelves 55 have corner recesses 65 so that the vertical support column 51 can be accommodated in the free space created when four shelves 55 are adjacent to one another, and thus the edges 55a to c of the shelves 55 abut one another as seamlessly as possible in the area between the support columns 51.

[0130] As is known, such an overall cubic supporting structure 60 is stiffened, for example, by diagonal bracing between the adjacent supporting columns 51, be it the two outermost supporting columns 51 of the storage rack 50 or only two adjacent supporting columns 51, both in the longitudinal direction and in the transverse direction of the rack 50. In addition and / or instead, transverse bracing can be present in a horizontal plane between supporting columns 51 which are spaced apart from one another when viewed from above.

[0131] The Figures 2a and 2bshow in plan and side view a warehouse 1, which, in addition to the storage rack 50, as in Figure 1 shown in perspective, comprises a series of storage vehicles in the form of autonomous and unmanned tractors 4 and non-self-propelled trailers 2, which can, however, be automatically coupled, moved, uncoupled and parked by the tractors 4.

[0132] The individual level driving areas 50"a, 50"b are - usually consistent across all levels 50a, b... - divided into, on the one hand, traffic areas 57, on which tractors 4 or tractor trailers 4+2 travel, and, on the other hand, parking areas 56, in which trailers 2, and sometimes also tractors 4, can be parked.

[0133] In the example of Figure 2aA parking area 56 extends along both sides in the longitudinal direction and in the middle area in the longitudinal direction of the tiered area 50"a, between which driving lanes 58, also running in the longitudinal direction X, remain free as part of the traffic area 57, on which the tractors 4 or teams 4+2 travel.

[0134] At the front ends, here left and right, of the driving lanes 58, these are connected to each other by remaining traffic areas 57 running in the transverse direction Y.

[0135] In this example the greatest extension direction 58' of the aisles 58 corresponds to the greatest extension of the rectangular storage rack 50 when viewed from above as well as to the direction of the rows R1, R2 on support columns 51 and is referred to as the X-direction, the perpendicular transverse direction to the greatest extension direction 58' of the aisles 58 corresponds to the smaller extension of the rectangular storage rack 50 when viewed from above as well as to the direction of the columns S1, S2 on support columns 51 and is referred to as the Y-direction.

[0136] In the parking areas 56, a plurality of storage areas 56a, b, c are virtually predefined by the central control 1* of the storage rack 50, in particular of the entire warehouse 1, on each of which a trailer 2a, b, c can be parked.

[0137] As can be seen, in this example there are three types 2a, b, c of trailers 2 of different sizes when viewed from above and accordingly also three adapted, different sized types 56-2a, 56-2b, 56-2c of storage areas which are designed to accommodate the corresponding size of the slightly smaller trailer 2 in order to tolerate inaccuracies in adhering to the target route of the tractor 4 and the like.

[0138] In the present example, trailers 2a and 2b are the same width but different lengths, and only trailer 2c has a different width. The same applies to the corresponding storage areas 56-2a, 56-2b, and 56-2c.

[0139] How Figure 2ashows, these storage areas 56-2a, 56-2b, 56-2c are arranged next to one another in the longitudinal direction X, whereby the storage areas 56-2a, 56-2b, 56-2c and thus, when parked thereon, also the trailers 2a, b, c extend in the transverse direction Y with their greatest extension as viewed in plan view.

[0140] As in Figure 2a middle storage area 56 and lower storage area 56, these storage areas 56 comprise several storage areas 56-2a, 56-2b, 56-2c one behind the other in the transverse direction Y, which form storage half-rows 59, of which one usually branches off from each driving aisle 58 in the two opposite Y directions and in alignment with one another.

[0141] Each storage half-row 59 is virtually assigned to a driving lane 58, as can best be seen in the middle parking areas 56: Within each storage half-row 59, the trailers 2a, 2b parked thereon point with their front end 2.1, at which - see Figure 2c - that at least one, usually two coupling counter-elements 9, arranged transversely to the longitudinal direction 2' of a trailer 2, are arranged for coupling a tractor 4, each in the same direction, namely towards the associated tramline 58, so that they can also be approached and coupled by a tractor 4 from this associated tramline 58.

[0142] As shown in the middle storage area 56, this storage area 56 is composed of two storage half-rows 59 with their rear ends facing each other, of which the Figure 2a lower storage half-rows 59, each with two storage areas 56-2a, are assigned to the storage aisle 58 located below, and the upper storage half-rows 59, each consisting of only a single storage area 56-2b, are assigned to the driving aisle 58 shown above.

[0143] It goes without saying that a storage area 56-2a, 56-2b, 56-2c that does not form the outer edge of such a parking area 56 is only accessible if the storage area 56 located in front of this storage half-row 59, for example the outermost, is empty. If this is not the case, a trailer 2 standing on this outer storage area 56 must first be removed from a tractor 4 by coupling it to its front side, the coupling side 2.1, and then removed from the tractor 4 in order to be able to couple the trailer 2 standing behind it in this storage half-row 59.

[0144] For storage, a trailer 2 is parked by means of a tractor 4 on one of the storage areas 56-2a, 56-2b, 56-2c in a parking area 56, which is usually specified to it by the central control 1* of the area storage 1, but which the tractor 4 drives to automatically by means of its on-board control 6, while the central control 1* specifies at most intermediate destinations, usually only the final destination, of the respective journey.

[0145] For retrieval, a tractor 4, based on a travel order from the central control 1*, picks up a parked trailer 2, usually at least partially filled with products, from a predetermined storage area 56 and takes it to a picking area (not shown), where a human operator 20 or a robot (not shown) removes the desired product from the trailer 2 and adds it to a picking container.

[0146] Conversely, this picking area can of course also be used to load a partially empty trailer 2 with products delivered from outside, i.e. to refill warehouse 1.

[0147] In order to enable the maneuvering of the tractors 4 and trailers 4+2 on the shelves, and still allow the largest possible proportion of parking areas 56 in relation to the traffic areas 57, certain size ratios should be observed, such as Figure 2a First, it is assumed that the width of a trailer 2, measured transversely to the longitudinal direction 2', is greater than the width of a tractor 4. Thus, the width BG of a trailer 2 is also the width BG of a tractor-trailer combination. If the tractor 4 were wider than the trailer 2, its width would define the width of the tractor-trailer combination.

[0148] The Figure 2aThe lower aisle 58, which in this illustration runs from right to left between two parking areas 56, has a usable width nBFG which corresponds to the entire width BFG of the aisle 58, in contrast to the upper aisle 58: there, support columns 51 of the storage rack 50 are located in the aisle 58, specifically in a row R2 which extends in the direction of the aisle 58, so that the usable width nBFG there is one of the distances between this row of columns and the adjacent parking area 56, in particular the larger of these two distances.

[0149] It is obvious that the usable width nBFG of a tramline 58 must be greater than the width BG of a 4+2 combination so that such a 4+2 combination can drive along the tramline 58.

[0150] In addition, the width BFG of the driving lane 58 must be greater than the width required for a 4+2 trailer combination to be able to reverse into a free storage area, e.g. 56-2a, between two trailers 2a already parked in this parking area 56, whereby the presence of support columns 51 and their positioning in the driving lane 58 must of course also be taken into account, if support columns 51 are present.

[0151] The width BFG of a 58-lane does not necessarily have to be greater than the diagonal DG of a 4+2 combination, which is required for a combination to be able to turn in the 58-lane, and in particular does not necessarily have to be less than the length LG of a 4+2 combination.

[0152] Depending on the length LG of a combination, the length of the tramlines 58 and other circumstances, it may be advisable to not allow such turning and to design the tramlines 58 accordingly narrow in order to optimise the efficiency of such a surface storage facility 1.

[0153] In the case of several trailers 2a, b, c of different sizes within the tiered driving area of ​​warehouse 1, viewed from above, and consequently individual storage areas of different sizes, these statements apply primarily to all types of trailers 2, i.e. also to the largest trailers 2 in the corresponding dimension, but at least to those types of trailers 2 that are to be parked on one of the two sides of the corresponding driving aisle 58.

[0154] In particular, the length LG of a 4+2 combination relevant for the design of the tramlines 58 is the greatest length of a 4+2 combination from the 4+2 combinations formed with different sizes of trailers 2a, b, c.

[0155] In particular, the length LG of a 4+2 combination relevant for the design of the tramlines 58 is the greatest length of a 4+2 combination from the 4+2 combinations formed with different sizes of trailers 2a, b, c.

[0156] How Figure 2a Furthermore, as can best be seen in the enlarged detail, the individual storage areas 56-2a, 56-2b, 56-2c are each slightly larger when viewed from above than the trailer 2a, b, c to be parked on them, in order to ensure that the trailer in question is reliably parked within the designated storage area despite the inaccuracies when approaching the destination or following its route, which can never be completely avoided.

[0157] Additionally, it can be seen that the individual bearing surfaces 56-2a are not provided and fixed directly adjacent to one another, but rather with a shunting distance RAX, RAY that differs for the respective direction. At least with the shunting distance RAX, a distinction is additionally made as to whether it is a shunting distance RAX1 between two adjacent bearing surfaces, e.g., 56-2a, or a shunting distance RAX2 between a bearing surface 56-2a and an adjacent support column 51. The shunting distance RAX2 is generally greater than the shunting distance RAX1.

[0158] This maneuvering distance can also be used by a 4 + 2 combination for diagonal entry from storage lane 58 into a storage area.

[0159] Below, in the central storage area 56, it is shown that the support columns 51 of a column of support columns 51 running in the Y direction are each located in a column ford SF - also running in the Y direction - which is provided at the corresponding X position between the storage half-rows 59. The storage half-rows 59 are therefore arranged in the X direction at the positions of the support columns 51 at a distance from one another at which the support columns 51 located in the storage area 56 are located. The support columns 51 located in the adjacent driving aisle 58 are then also located completely outside the widths BLF of the storage areas extended in the longitudinal direction of the storage half-rows.

[0160] This virtually no longer hinders parking and reversing, but costs additional, unusable space in parking area 56.

[0161] Furthermore, Figure 2aalso recognize the relationships between the free column spacing fSAX, fSAY and the size and arrangement of the storage areas: The middle storage area 56 shows that the free column spacing fSAX in the longitudinal direction X is identical to twice the width BLF of a storage area 56-2a as well as 56-2b, which are equally wide, plus the one shunting distance RAX1 between two storage areas 56-2b, fortunately plus two shunting distances RAX2 to each of the adjacent support columns 51 in. This saves unusable space within the storage areas 56.

[0162] A combination 4+2 consisting of a tractor 4 and a trailer 2 coupled to it shows Figure 2b in side view and Figure 2c from above.

[0163] Out of Figure 2bIt can be seen that in the coupled state, the one or two support feet 7 located in the front area 2.1, i.e. near the coupling counter-element 9 of the trailer 2, with which the uncoupled trailer 2 rests on the ground, are lifted off the ground, and the trailer 2 rolls on the ground with its one or two rollers 8 located in the rear area 2.2, pulled by the coupled tractor 4.

[0164] In the case of the Figures 2b , c and 4 viewed from above, a roughly 3-cornered, due to the cut corners rather 6-cornered, chassis 11, in the case of the Figure 2aa chassis 11 which, when viewed from above, is approximately semicircular, to which three wheels 3, each driven by a motor 13, are attached, distributed around the circumference, the wheel axles 3' of which, when viewed from above, each run in a different direction, in particular meeting at a common geometric point.

[0165] These are so-called omnidirectional wheels 3, which can roll on the ground both transversely to the direction of their wheel axis 3' and in the direction of the wheel axis 3' as well as at any angle thereto, by having several, usually barrel-shaped, wheel rollers 3a, b distributed over the circumference and in two axial planes, each of which is mounted in a wheel base body so as to be rotatable about its roller axis.

[0166] With appropriate control of the wheels via the on-board control 6 of the tractor 4, the tractor 4 can not only drive in any direction, but also drive very small curve radii, in particular turn on the spot, at least when no trailer 2 is coupled to it.

[0167] In order for the tractors 4 and trailers 4+2 to be able to move from one level 50a to an adjacent level 50b, a height transfer device 61 is necessary.

[0168] In this design - as shown in the side view of the Figure 2b shown - the height transfer device 61 consists of a simple ramp 62 instead of part of a floor area, over which a tractor 4 or a team 4+2 can reach the next higher or lower floor.

[0169] Instead of such a ramp 62, a lift (not shown here) can also be used as a height transfer device 61, which can be requested in particular by the tractors 4 themselves.

[0170] The tractors 4 navigate using navigation markings 66 applied to the driving surface 50"a, which the tractor 4 scans using a ground camera 5 directed towards this driving surface, i.e. downwards, which is signal-connected to the on-board control 6.

[0171] The ground camera 5 has a field of view 5' on the ground surface, which is preferably at least large enough to accommodate the marking areas 64 of four markings 66 arranged in a square.

[0172] At the same time, the distance between the individual markings 66 both in the direction of the marking rows MR and in the direction of the marking columns MS is so small that, if two, or at least four, adjacent markings 66 are partially visible in the field of view 5', the onboard control system 6 is able to recognize which markings the two markings 66 partially visible in the field of view 5' are.

[0173] Each shelf 55 is printed with navigation markings 66 so that the on-board control 6 knows, when evaluating the image from the camera 5, at which point on the shelf 55 the floor camera 5 and thus the entire tractor 4 is located, and also in which rotational position, viewed from above, relative to the navigation markings, i.e. in particular relative to the direction of their rows and columns, regardless of whether only one marking is completely present or 2 to 4 markings are only partially present in the field of view 5' of the camera 5.

[0174] One way to achieve this is that no two identical markings 66 are present on the same shelf 55.

[0175] When a tractor 4 is placed on a shelf 55 and the on-board control 6 of the tractor 4 is informed as to which shelf it is, the control 6 of the tractor 4 will from then on always know the current location of the tractor 4 in the warehouse 50, since it registers the crossing of each joint 63 between two shelves 55 based on the specific sequence of two markings M, one of which is located before and one after the joint 63, since the on-board control 6 knows the arrangement of each of the individual markings 66 on a shelf 55.

[0176] The navigation markings 66 - which are each arranged within a preferably rectangular marking surface 64 - are present over the entire travel surface, i.e. over the entire shelf 55, and are arranged thereon in a known pattern defined in its relative position to the dimensions of the shelf 55, preferably in matrix form in marking rows MR1, MR2, MR3 etc. and parallel marking columns MS1, MS2, MS3 etc., as best shown in the illustration of the Figure 3a , in which the markings and their arrangement are indicated and the enlarged section in Figure 3b , in which the real markings 66 are shown.

[0177] How the detail enlargement of the Figure 3bshows, there are separating bars T1, T2 between the navigation markers M in one of the directions of rows and columns, in particular in only one of these directions, in particular between the rows MR1, MR2, MR3.

[0178] The navigation markings 66 - in this case rectangular - and in particular their marking surfaces 64 preferably maintain a preferably always constant marking distance A from each other to these dividing bars T1, T2 and transversely thereto, in the direction of the rows, i.e. in the direction of the dividing bars T1, T2.

[0179] Figure 3cshows the situation of two shelves 55.1, 55.2 and thus of the markings 66 applied thereto on one of the vertically extending support columns 51: The shelves 55, which are mostly rectangular in terms of their main surface, i.e. their surface with the greatest extent, can lie with one of their four outer edges, i.e. narrow sides, viewed in plan view, opposite one of the outer surfaces of the support column 51, which would then result in insurmountably large gaps between the shelves 55, at least in one of the horizontal directions for the tractors 4.

[0180] Therefore, as a rule, as in Figure 3c For this purpose, a corner recess 65 is made in the respective corner of the shelf 55.1, 55.2 in order to accommodate a part, usually about 1 / 4, of the horizontal cross section of the support column 51 in order to keep the joint 63 between two such adjacent shelves 55.1, 55.2 small and passable for the tractors 4.

[0181] As a rule, there is a distance A between the outer circumferential contour of the shelf in the area of ​​the corner recess 65, as viewed from above, and the outer circumferential contour of the support column 51, which distance is not the same in all cases and can even be zero in some places, since for assembly reasons alone the outer contour of the shelf must be smaller than the free space between adjacent support columns 51, and further manufacturing inaccuracies occur.

[0182] Therefore, the Figure 3c The state shown, in which the rows MR1, MR2 etc. of the rows of markings 66 of the two adjacent shelves 55.1, 55.2 running transversely to the direction of the joint 63 are exactly aligned with each other, represents the ideal case.

[0183] In practice, however, it is almost always the case - as in Figure 4a , bshown - an offset V between the corresponding rows MR1, MR2 etc. on both sides of the transverse joint 63 of two adjacent shelves 55.1, 55.2.

[0184] For reasons of clarity, these two Figures 4a , b In some cases, the real markings 66 are no longer shown, but only their marking surfaces 64 or only the center lines MR3', MR4' etc. running through the centers of the center lines MR3', MR4' etc. in a row of marking surfaces 64, for example MR3, transverse to the direction of the joint 63.

[0185] The lane width B is defined as the distance between the parallel center lines MR3', MR4', whereby there is an analogous, but not necessarily identical, lane width between the parallel center lines MS3', MS4' of the columns MS1, MS2, etc. LIST OF REFERENCE SYMBOLS

[0186] 1Bearing, area bearing 1*Central control 2Trailer 2'Longitudinal direction 2"Floor area, loading area 2.1Front end, coupling end, coupling side 2.2Rear end, rear end area 3Wheel 3'Wheel axle 3a, bRoller 4Tractor 4'Straight-ahead direction of travel 4aCoupling side, rear 4bFront 4+2Trailer combination 5Ground camera 5'Camera longitudinal axis 5"Field of view 5*Camera center, reference point 6On-board control 7Support leg 8Roller 9Counter element 10Coupling element 11Chassis 12Sensor, camera 13Engine 20 operators 50Storage rack 50a, bLevel 50"a, bLevel driving surface 51Support column 52Longitudinal cross member 53Cross cross member 54Intermediate cross member 55Shelf 55.1, 55.2Shelf 55a-cEdge 56Storage area 56-2Storage area 57Connecting area 58Travel aisle 59Storage row 60Supporting structure 61Height transfer device 62Ramp 63Joint 64Marking area 65Corner recess 66Navigation marking ADistance BTrack width BFGWidth of tramline nBFGUsable width of tramline BGBidth of trailer BLFWidth of storage area LLFLength of storage area LGLength of trailer L'GLongitudinal direction of trailer, trailer direction DGDiagonal of trailer SA1Column spacing in X fSA1Free column spacing in X SA2Column spacing in Y fSA2Free column spacing in Y RAXShunting distance RAYShunting distance R1, R2Row S1, S2Column T1, T2Separator bar T1', T2'Separator line VOffset XLongitudinal direction YTransverse direction ZVertical

Claims

1. Method for operating a storage area facility (1) with - a central control (1*), - a storage rack (50) with at least one, preferably several, levels (50a, b) spaced vertically apart, supported by a supporting structure (60), - the driving surfaces (50"a, b) of a level being formed by the upper sides of several shelves (55) adjoining one another in a gapless manner within a level (50a), - unmanned, autonomously driving tractors (4) with an on-board control (6) and trailers (2) that can be coupled to or uncoupled from the tractors and are driveable or parked on the shelves (55), wherein - the on-board control (6) of a tractor (4) is informed of a travel destination for the tractor (4) by the central control (1*), wherein the tractor (4) itself determines its route from its current position to the travel destination by means of its on-board control (6) in the form of a target travel route and drives to the destination, in which its on-board control (6) - either receives several potential target travel routes from the central control (1*) and selects one of them, - or is informed of freely accessible areas and receives from the central control (1*) helpful information for establishing a target travel route, and the on-board control (6) determines the target travel route by taking this information into account, - or is only informed of freely accessible areas by the central control (1*) and the on-board control (6) determines the target travel route within the freely accessible areas, characterised in that - the tractor (4), with and without a coupled trailer (2), repeatedly determines its current actual position on its journey to the destination and compares it with its target travel route, and if there is a deviation compensates for the difference by coming closer to the target travel route by driving to it, and - the tractor (4), with and without a coupled trailer (2), already frees up to the central control (1*) the freely accessible areas already located behind it along its target travel route for other tractors (4) to use before it has reached its destination.

2. Method according to claim 1, wherein - the shelves (55) display navigation markings (66) on their upper sides, the position and rotational orientation of which in relation to the respective shelf (55) are known to the on-board control (6) or can be determined by the latter, - the tractor (4) has a ground camera (5) coupled to its on-board control (6) and aimed towards the ground for scanning and identifying the navigation markings (66), - the on-board control (6) is informed of the position of this shelf (55) in the storage rack (50) at least the first time the tractor (4) stops on a shelf (55), in particular in the form of the identity or number of this shelf (55), characterised in that - either the travel destination is notified to the on-board control (6) in the form of the target shelf (55.x) and the target marking there - or an absolute coordinate system exists at least over the whole floor, in particular over the whole storage rack, and the position of each navigation marker (66) of each shelf (55) is stored in absolute coordinates in the central control (1*) and also in the onboard control (6), and the onboard control (6) is provided with the travel destination in the form of absolute coordinates, in particular the absolute coordinates of the destination marker.

3. Method according to one of the preceding claims, characterised in that - the on-board control (6) determines the crossing of a gap from one shelf (55.1) to an adjacent shelf (55.2) and thus to the new current shelf (55.2), taking into account the previous shelf (55.1), the direction of travel of the tractor (4) immediately before crossing the gap, - taking into account knowledge of the position of the markings (M) on both shelves (55.1, 55.2), in particular - to determine the new, current shelf (55.2) as an additional plausibility check, - the number of wheel rotations and thus the distance travelled between the last determined position on the old shelf (55.1) and the new shelf (55.2) is taken into account, - the elapsed travel time between the last determined position on the old shelf (55.1) and the new shelf (55.2) is taken into account.

4. Method according to one of the preceding claims, characterised in that - at least the majority of the navigation markings (66) are arranged identically on the shelf, in particular on all shelves (55), - in particular the navigation markings (66) are arranged in the form of a matrix, in particular in marking rows (MR1, MR2, etc.) and marking columns (MS1, MS2, etc.), in particular parallel to the edges of a shelf (55) that is rectangular in plan view, and / or - in particular the position of a navigation marking (66) is stored in the form of the position of a, in particular single, marking reference point (MBP) of this marking (66) in absolute coordinates, wherein in particular - separation bars (T1, T2) run between, and in particular spaced from, the rows (MR1, MR2) of navigation markings (66), - the longitudinal edges of which are preferably used by the on-board control (6) to calculate a single dividing line (T'1, T'2) representing the direction of the separation bar (T1, T2), said line lying in particular in the middle between both longitudinal edges, - in particular the direction of the separation bars or dividing lines is used to determine the orientation, i.e. the position, of the tractor (4) relative to one of the markings (66) of the on-board control (6).

5. Method according to one of the preceding claims, characterised in that the onboard control (6) is an electronic control and comprises several control levels, namely - a planning level that determines the target travel route and, in particular, updates and / or optimises this repeatedly, preferably continuously, - a driving level that enables the tractor to drive as far as possible along the target travel route, compares the current actual position of the tractor (4) with its current target position and if necessary adjusts it, and communicates the current actual position to the planning level, - an orientation level that reads the markings (66) by means of, in particular, a ground camera and determines the actual position of the tractor (4) and communicates it to the driving level and / or - the onboard control (6) is able to guide a (4+ 2) tractor-trailer combination to a destination defined by its position and rotational orientation, regardless of whether the combination is towing or pushing.

6. Method according to one of the preceding claims, wherein the supporting structure (60) - comprises upright, in particular vertical, supporting columns (51) extending in particular over the entire height of the storage rack (50), which are arranged in particular in straight rows (X1, X2, etc.) and columns (Y1, Y2, etc.) extending in the longitudinal direction (X) and also in the transverse direction (Y) of the storage rack (50), - within which the supporting columns (51) are arranged at equal column spacings (SAX, SAY) from one another, characterised in that - the column spacings (SAX or SAY) are coordinated in one, in particular only in one, of the two directions (X, Y) with the base areas of the trailers (2) and / or the storage areas (56-2) intended for this and / or the base areas of the (4 + 2) combinations, in particular - the X direction of the rows of supporting columns (51) is determined corresponding to the extension direction (58') of the driving aisles (58), and - the column spacing (SAX) in the X direction is coordinated with the width of the intended storage areas (56a) and / or of the trailers (2) to be parked thereon, in particular - in the extension direction (58') of the driving aisles (58), in particular in the X direction, the free spacing (fSAX) between adjacent supporting columns (51) in a row X is determined such that it exceeds a whole number of the sum of the width (BLF), a storage area (56-2), and a manoeuvring distance (RA1, RA2), in this direction by at most 30%, better by at most 20%, better by at most 10%, better by at most 5%, better by at most 3% of a single such sum.

7. Method according to one of the preceding claims, characterised in that in the case of supporting columns (51) located in the parking areas (56), the storage areas (56-2) are determined relative to the positions of the supporting columns (51) such that - either the supporting columns (51) of a row of supporting columns (51) extending in particular in the X direction, in each case in a column crossing (SF1) (define) extending in particular in the Y direction between two supporting half-rows (59) and / or - in the case of supporting columns (51) located in the driving aisles (58), the positions of the storage surfaces (56-2) relative to the positions of the supporting columns (51) are automatically determined such that a row of supporting columns (51) located in a driving aisle (58) is further away at least from one of the two adjacent parking areas (56) in the Y direction than the width of a (4 + 2) combination intended for parking in the parking areas (56) on both sides of this driving aisle (58).

8. Method according to one of the preceding claims, characterised in that - either the width (BFG) of a driving aisle (58) is automatically determined to be at most 20 cm, better only 10 cm, better only 5 cm greater than the width of the driving aisle required for turning a (4+2) combination according to one of the preceding claims in the driving aisle (58), in particular is determined as the largest diagonal (DG) (define) of a (4+2) combination viewed in plan view, - or the width (BFG) of a driving aisle (58) is automatically determined to be smaller than the width of the driving aisle required for turning a combination in the driving aisle (58), in particular is determined as the largest diagonal (DG) of a combination viewed in plan view, in particular is less than the length (LG) of a (4+2) combination, - however is automatically defined greater than the width of the driving aisle (58) required so that the tractor (4) of the combination can shunt the trailer (2) into a free storage position between two trailers (2) parked in the adjacent parking area.

9. Method according to one of the preceding claims, wherein - several types (2a, b, c) of trailers (2) of different sizes with regard to their base areas are present in the storage rack (50), - in particular the base areas of the different types of trailers (2) all have the same width, characterised in that - storage areas (56-2a, 56-2b, 56-2c) of different sizes, which are coordinated with the base areas of the different types (2a, b, c) of trailers (2), and their arrangement in the storage rack (50) are automatically determined - depending on the predetermined ratio of the number of the different types (2a, b, c) of trailers (2) in the storage rack (50). (several widths of trailers)10. Method according to one of the preceding claims, wherein - several types (2a, b, c) of trailers (2) of different sizes with regard to their base areas are present in the storage rack (50), - the base areas of the different types of trailers (2) have different widths, characterised in that - either between two columns spaced apart in the X direction, mostly the same sequence of half-rows in the X direction each with a different width of their storage areas are defined, - or the column spacing (SAX) in the X direction is determined in relation to the different widths of the storage areas such that a whole number X-times the larger width deviates from a larger whole number Y-times the smaller width by no more than 20%, in particular by no more than 10%, - in particular x +1 =y is true and / or - in the mutually aligned storage half-rows (59), in particular in the storage areas (56), on both sides of a storage aisle (58) only storage areas (56-2a, 56-2b, 56-2c) with the same width, in particular only one type of storage area (56-2a, 56-2b, 56-2c), is automatically determined.

11. Method according to one of the preceding claims, wherein: - from an approach of the tractor (4) up to a detection distance the tractor (4) identifies the trailer (2) by means of a contactless, in particular optical, sensor based on an identification marking and also determines its distance and position from the tractor (4), - the columns or rows of navigation markings (66) extending transversely to the gap (63) between two adjacent shelves (55.1, 55.2) can be offset (V) from one another at the gap (63), - the actual position of each shelf (55) within the storage rack (50) is known to the central control (1*) - and thus also the size of the offset (V) in the direction of the gap (63), both in absolute terms with regard to the absolute coordinate system and relative to at least one of the adjacent shelves (55), is known characterised in that: - the on-board control (6) as a rule assumes that each shelf (55) is located exactly at its intended target position within the storage rack (50), - except however in cases in which the tractor (4) is located with its ground camera above a first shelf (55.1) and from there has to target, for the purposes of coupling, a trailer (2) which is located on an adjacent second shelf (55.2), starting from the absolute actual coordinates of the markings on the second shelf (55.2), in particular - for this purpose the onboard control (6) receives from the central control the relative offset (V) between the first shelf (55.1) and the second shelf (55.2), and - after crossing over the gap (63) subtracts this relative offset (V) from the absolute coordinates stored for the markings (66) on the second shelf (55.2), i.e. the absolute target coordinates.

12. Storage area facility (1), comprising - a storage rack (50) with at least one level (50a, b) supported by a supporting structure (60), - the driving surfaces (50a, b) of a level being formed by the upper sides of several adjacent shelves (55) within a level (50a, b), - unmanned, autonomously driven tractors (4) and trailers (2) that can be automatically coupled and uncoupled, which can be driven on the shelves (55) or are each parked on a virtually defined storage area (56-2), - a central control (1*) that is in wireless contact with all tractors (4) and all controllably movable parts of the storage facility (1), wherein the driving surfaces (50"a, b) of a level are virtually divided into - parking areas (56) with a plurality of storage areas (56-2) for parking trailers (2), - traffic areas for driving tractors (4) or (4 + 2) combinations along, wherein - the traffic areas comprise driving aisles (58), which in particular run straight and / or parallel to one another, - the traffic areas comprise connecting areas (57), which in particular connect the outlets of the driving aisles (58) and serve for access to the driving aisles (58), - the parking areas (56) extend in each case laterally from the driving aisles (58), in particular on both sides, whose depth perpendicular to the extension direction (58') of the driving aisles (58) is in particular a multiple of the length of a trailer (2). characterised in that - the tractors (4) are designed such that the tractor (4) with and without attached trailers (2) repeatedly determines its current actual position during its journey to the destination and compares it with its target travel route, and If there is a deviation it compensates for the difference by driving to the target travel route, and - the tractor (4) with and without attached trailers (2) frees up the regions of freely accessible areas already behind it along its target travel route to the central control (1*) for other tractors (4) to drive on before it has reached its destination.

13. Storage facility according to claim 12, characterised in that - a storage area (56-2) is larger in both horizontal directions than the base area (2") of the trailer (2) to be parked thereon, in particular is larger in the width of the trailer by at most 30 mm, better by at most 20 mm, better by at most 15 mm and / or - the storage half-rows (59) provided on both sides of the driving aisle (58) are aligned with one another in the transverse direction to the extension direction (58') of the driving aisle (58) and / or - the storage half-rows (59) adjacent to or assigned to all driving aisles (58) are aligned with each other in the transverse direction to the extension direction (58') of the driving aisles (58) and / or - within the parking areas (56) the storage areas (56-2) are specified with respect to one another and to the supporting columns (51) with a manoeuvring distance (RA1, RA2).

14. Storage according to claim 12 or 13, wherein the supporting structure (60) - comprises upright, in particular vertical, supporting columns (51), which extend in particular over the entire height of the storage rack (50), which are arranged in particular in straight rows (X1, X2, etc.) and columns (Y1, Y2, etc.) running in the longitudinal direction (X) and also in the transverse direction (Y) of the storage rack (50), - within which the supporting columns (51) are arranged at equal column spacings (SAX, SAY) from one another, and / or - the column spacings (SAX or SAY) in one, in particular only one, of the two directions (X, Y) are coordinated with the sizes of the storage areas (56-2) and / or the larger of the base areas of the trailers (2) to be parked thereon, in particular - the X direction of the columns corresponds to the extension direction (58) of the driving aisles (58), and - the column spacing (SAX) in the X direction is coordinated with the width of the storage areas (56a) and / or of the trailers (2) to be parked thereon.

15. Storage according to claim 14, characterised in that - in the running direction (58') of the driving aisles (58), in particular in the X direction, the free spacing (fSAX) between adjacent supporting columns (51) in a row X exceeds a whole number multiple of the sum of the width (BLF), a storage area (56-2), and a manoeuvring distance (RA1, RA2), in this direction by at most 30%, better at most 20%, better at most 10%, better at most 5%, better at most 3%, of a single such sum.

16. Storage according to one of the preceding device claims, characterised in that - in the case of supporting columns (51) located in the driving aisles (58), the storage surfaces (56-2) are determined relative to the positions of the supporting columns (51) such that a row of supporting columns (51) located in a driving aisle (58) is further away at least from one of the two adjacent parking areas (56) in the Y direction than the width of a (4+2) combination with a trailer (2) intended to be parked in the parking areas (56) on both sides of this driving aisle (58) and / or in the case of supporting columns (51) located in the parking areas (56), the storage areas (56-2) are determined relative to the positions of the supporting columns (51) such that - either the supporting columns (51) of a row of supporting columns (51) extending in particular in the X direction, are each in a column ford (SF1) (define) extending in particular in the Y direction between two storage half-rows (59) - or the supporting columns (51) of a column of supporting columns (51) extending in particular in the Y direction, are each located in a column ford (SF2) extending in particular in the X direction between in each caser two storage areas corresponding to one another (56-2) within the storage half-rows (59).

17. Storage according to one of the preceding device claims, wherein - the base areas of different types of trailers (2) have different widths, characterised in that - either between two columns spaced apart in the X direction, there is generally the same sequence of storage half-rows in the X direction, each with a different width of their storage areas, - or the column spacing (SAX) in the X direction is determined in relation to the different widths of the storage areas such that a whole number X-times the larger width deviates from a higher whole number Y-times the smaller width by no more than 20%, better by no more than 10%, from the whole number Y-times. - in particular x + 1 = y and / or - several types (2a, b, c) of trailers (2) of different sizes in terms of their base areas are present, and - accordingly several types of storage areas (56-2a, 56-2b, 56-2c) of different sizes are present, which are coordinated with the base areas of the different types (2a, b, c) of trailers (2), - in particular the different types of storage areas (56-2a, 56-2b, 56-2c) all have the same width.

18. Storage according to one of the preceding device claims, characterised in that if the shelves (55) display navigation markings (66) on their upper sides, - the shelves (55), in particular all shelves, are identically designed with regard to the existing navigation markings (66), - except, at most, the different presence of corner recesses (67) in the corners of the shelves (55) for accommodating a part of the cross-section of a supporting column (51) and / or - only equally wide types of storage surfaces (56-2a, 56-2b, 56-2c) are present in the storage half-rows (59) on both sides of a storage aisle (58).

19. Storage according to one of the preceding device claims, characterised in that - viewed in plan view, at least two shelves (55.1, 55.2) are arranged next to one another within a polygon of adjacent supporting columns (51), in particular a quadrilateral composed of four adjacent supporting columns (51), - which rest at their edges in particular on an intermediate cross member (54), which is secured by its ends to the longitudinal cross members (52) or to the transverse cross members (53), - wherein in particular the adjacent edges (55a, c) of the two adjacent shelves (55.1, 55.2) rest on the same intermediate cross member (54), in particular - the multiple shelves (55) within a polygon, in particular within a quadrilateral, are identical at least with regard to the navigation markings (66), - except for, at most, the different presence of corner recesses (67) in the corners of the shelves (55.1, 55.2) for accommodating a part of the cross-section of a supporting column (51).