Container handling vehicle accompanying first and second sections and motor assembly in second section for driving at least one wheel of each set of wheels

Abstract

To provide a container handling vehicle that picks up a storage container from a three-dimensional grid.SOLUTION: A container handling vehicle comprises a first set of wheels for moving a vehicle in a first direction on a rail system of a grid and a second set of wheels for moving the vehicle in a second direction perpendicular to the first direction, a vehicle body forms an occupied area defined by the horizontal periphery in an X direction and a Y direction, the container handling vehicle further comprises a first section and a second section arranged side by side such that the center point of the first occupied area of the first section is offset from the center point of the occupied area of the vehicle body, where the size ratio of the occupied area of the first section to a second occupied area of the second section is at least 2:1, and the first section is configured to accommodate storage containers, the second section comprises an assembly of a motor for driving at least one wheel of each set of wheels.SELECTED DRAWING: Figure 10-4

Description

[Technical field]

[0001] The present invention relates to a field container handling vehicle for an automated storage and retrieval system and to an automated storage and retrieval system comprising such a container handling vehicle. [Background technology]

[0002] The Applicant's already known Autostore system is a storage system with a three-dimensional storage grid structure, in which the storage container / containers are stacked one above the other at a certain height. Such a prior art system is shown in Figure 1. Storage systems are disclosed in detail, for example, in NO 317366 and WO 2014 / 090684 A1.

[0003] FIG. 1 discloses a framework structure of a typical prior art automated storage and retrieval system 1, and FIGS. 2a and 2b disclose known container handling vehicles of such a system.

[0004] The framework structure comprises a number of upright members / profiles 2 and a number of horizontal members 3 supported by the upright members 2. The members 2, 3 may typically be made from metal, for example extruded aluminium profiles.

[0005] The framework structure defines a storage grid 4 with a plurality of grid openings / columns 12 arranged in rows. Most of the grid columns 12 are storage columns 5 in which storage containers 6, also known as containers or receptacles, are stacked on top of one another to form stacks 7. Each storage container 6 (or containers for short) may typically hold multiple product items (not shown), and the product items within a storage container 6 may be the same or may be different product types depending on the application. The framework structure protects against horizontal movement of the stack 7 of storage containers 6 and guides vertical movement of the containers 6, but does not typically otherwise support the storage containers 6 when stacked.

[0006] The upper horizontal member 3 comprises a rail system 8 arranged in a grid pattern across the top of the grid columns 12, on which a plurality of container handling vehicles 9 operate to lift storage containers 6 from, lower storage containers 6 into, and transport storage containers 6 above the storage columns 5. The rail system 8 comprises a first set of parallel rails 10 arranged to guide the movement of the container handling vehicles 9 in a first direction X across the top of the frame structure, and a second set of parallel rails 11 arranged perpendicular to the first set of rails 10 to guide the movement of the container handling vehicles 9 in a second direction Y, perpendicular to the first direction X (see FIG. 3 ). The rail system 8 thus defines the top of the storage columns 5, above which the container handling vehicles 9 can move laterally above the storage columns 5, i.e. in a plane that is parallel to the horizontal XY plane.

[0007] Each container handling vehicle 9 comprises a vehicle body 13 and first and second sets of wheels 22, 23 that allow lateral movement of the container handling vehicle 9, i.e. in the X and Y directions. In Fig. 2 two wheels in each set are visible. The first set of wheels 22 is arranged to engage with two adjacent rails of the first set of rails 10 and the second set of wheels 23 is arranged to engage with two adjacent rails of the second set of rails 11. One of the sets of wheels 22, 23 can be raised and lowered so that the first set of wheels 22 and / or the second set of wheels 23 can be engaged with their respective sets of rails 10, 11 at any one time.

[0008] Each container handling vehicle 9 also comprises a lifting device 18 (not shown in Figures 1 and 2a, but visible in Figure 2b) for vertical transport of storage containers 6, e.g., lifting storage containers 6 from storage columns 5 and lowering storage containers 6 therein. The lifting device 18 comprises a lifting frame (not shown in Figure 2a, but similar to that shown in Figure 2b and labelled 17) adapted to engage with a storage container 6, which can be lowered from the vehicle body 13 such that the position of the lifting frame relative to the vehicle body 13 can be adjusted in a third direction Z, orthogonal to the first direction X and the second direction Y.

[0009] Conventionally, for purposes of this application, Z=1 identifies the uppermost layer of grid 4, i.e., the layer immediately below rail system 8 (which is referred to herein as the top level of the grid), Z=2 is the second layer below rail system 8, Z=3 is the third layer, and so on. In the embodiment disclosed in FIG. 1, Z=8 identifies the lowermost bottom layer of grid 4. As a result, using the Cartesian coordinate system X, Y, Z shown in FIG. 1 as an example, a storage container identified as 6' in FIG. 1 can be considered to occupy grid location or cell X=10, Y=2, Z=3. A container handling vehicle 9 can be considered to travel at layer Z=0, and each grid column 12 can be identified by its X and Y coordinates.

[0010] Each container handling vehicle 9 comprises a storage compartment or space for receiving and stuffing the storage containers 6 as they are transported across the grid 4. The storage space may comprise a cavity 21 centrally arranged within the vehicle body 13, for example as described in WO2014 / 090684A1, the contents of which are incorporated herein by reference.

[0011] Alternatively, the container handling vehicle may have a cantilever construction as described in No. 317366, the contents of which are also incorporated herein by reference.

[0012] The single-cell container handling vehicle 9 may have a footprint F, i.e., a horizontal perimeter in the X and Y directions (see FIG. 4 ), that is approximately equal to the lateral or horizontal extent of the grid column 12, i.e., the perimeter / perimeter of the grid column 12 in the X and Y directions, as described, for example, in WO 2015 / 193278 A1, the contents of which are incorporated herein by reference. Alternatively, the container handling vehicle 9 may have a footprint that is greater than the lateral extent of the grid column 12, as disclosed, for example, in WO 2014 / 090684 A1.

[0013] The rail system 8 may be a single track system, as shown in Figure 3. Preferably, the rail system 8 is a dual track system, as shown in Figure 4, thus allowing a container handling vehicle 9 having a footprint F generally corresponding to the lateral extent of a grid column 12 to travel along a row of the grid column in either the X or Y direction, even if another container handling vehicle 9 is positioned above a grid column 12 adjacent to that row.

[0014] In a storage grid, the majority of the grid columns 12 are storage columns 5, i.e., grid columns in which storage containers are stored in stacks. However, the grid will typically have at least one grid column 12 that is not used to store storage containers, but which comprises a location where a container handling vehicle may unload and / or pick up storage containers 6 so that they can be transported to an access station, i.e., a container handling station, where the storage containers 6 may be accessed from outside the grid or transported out of or into the grid. In the art, such locations are typically referred to as "ports" and the grid columns in which the ports are located may be referred to as port columns.

[0015] Grid 4 of Figure 1 comprises two port columns 19 and 20. The first port column 19 may be, for example, a dedicated unloading port column where container handling vehicles 9 may unload storage containers to be transported to an access or transfer station (not shown), and the second port column 20 may be a dedicated pick-up port column where container handling vehicles 9 may pick up storage containers transported from an access or transfer station to grid 4.

[0016] When a storage container 6 stored in the grid 4 disclosed in FIG. 1 is to be accessed, one of the container handling vehicles 9 is commanded to retrieve the target storage container from its position in the grid 4 and transport it to the unloading port 19. This operation involves moving the container handling vehicle 9 to a grid location above the storage column 5 where the target storage container is located, retrieving the storage container 6 from the storage column 5 using a lifting device of the container handling vehicle (not shown, arranged internally in the central cavity of the vehicle but similar to the lifting device 18 of the second prior art vehicle of FIG. 2b) and transporting the storage container to the unloading port 19. The second prior art vehicle 9 is shown in FIG. 2b to better illustrate the general design of the lifting device. Details of the second vehicle 9 are described in Norwegian Patent No. NO 317366. The lifting devices 18 of both prior art vehicles 9 comprise sets of lifting bands that are connected proximate to the corners of the lifting frame 17 (which may also be called gripping devices) for releasable connection to the storage container. To lift or lower the lifting frame 17 (and optionally the connected storage container 6), the lifting bands are wound / unwound onto / from at least one rotating lifting shaft or drum (not shown), which is arranged in the container handling vehicle. Various designs of the at least one lifting shaft are described, for example, in WO2015 / 193278 A1 and PCT / EP2017 / 050195. The lifting frame 17 features container connection elements and guide pins for releasable connection to the storage container. If the target storage container is located deep within stack 7, i.e., one or more other storage containers are positioned above the target storage container, the operation also involves temporarily displacing the above-positioned storage container prior to lifting the target storage container from the storage column. This step, sometimes referred to in the art as "digging," may be performed using the same container handling vehicle or using one or more other cooperating container handling vehicles that are subsequently used to transport the target storage container to the unloading port 19.Alternatively, or in addition, the automated storage and retrieval system may have container handling vehicles that are specifically specialized for the task of temporarily removing storage containers from a storage column. Once the target storage container has been removed from the storage column, the temporarily removed storage container can be repositioned in the original storage column. However, the removed storage container may alternatively be relocated to another storage column.

[0017] When a storage container 6 is to be stored in a grid 4, one of the container handling vehicles 9 is commanded to pick up the storage container from a pickup port 20 and transport it to the grid location above the storage column 5 where it is to be stored. After any storage container located at or above the target location in the storage column stack is removed, the container handling vehicle 9 positions the storage container in the desired location. The removed storage container can then be lowered back into the storage column or relocated to another storage column.

[0018] To monitor and control the automated storage and retrieval system, for example, to monitor and control the location of the individual storage containers within the grid 4, the contents of each storage container 6, and the movements of the container handling vehicles 9 so that the desired storage containers can be delivered to the desired locations at the desired times without the container handling vehicles 9 colliding with each other, the automated storage and retrieval system includes a control system, which is typically computerized and includes a database for tracking the storage containers.

[0019] Prior art solutions include both so-called cantilever robots and single-cell robots. Cantilever robots may have available space for larger motors, however, the robot may be less stable than its single-cell counterpart. Thus, larger motors with increased acceleration may cause the robot to tilt excessively. Some embodiments of single-cell robots have a wheel-hub motor in a motor-in-wheel configuration. The in-wheel configuration allows the wheel-hub motor to fit inside the wheel and vehicle body so as not to occupy space in the cavity for receiving the storage container. Thus, prior art single-cell robots do not have any available space for a larger hub motor without interfering with the storage container space inside the robot.

[0020] As a result, prior art solutions may have potential drawbacks related to robot stability and / or limited space for larger, more powerful wheel motors, especially for single-cell robots, which may be so-called in-wheel motor configurations so that the motor is as small as possible to fit within the wheels and vehicle body while not occupying a cavity for receiving a storage container.

[0021] In light of the above, it would be desirable to provide a container handling vehicle, and an automated storage and retrieval system comprising the container handling vehicle, that overcomes or at least mitigates one or more of the aforementioned problems associated with robots.

[0022] In particular, it is an object of the present invention to provide a robot with improved acceleration and / or velocity in at least one direction.

[0023] It is a further object of the present invention to provide a robot having a lifting device with improved acceleration, lifting capacity, and / or speed. [Prior art documents] [Patent documents]

[0024] [Patent Document 1] International Publication No. 2014 / 090684 Summary of the Invention [Means for solving the problem]

[0025] The invention is defined in the appended claims and below.

[0026] 1. A container handling vehicle for picking up a storage container from a three-dimensional grid of a lower storage system, comprising: a first set of wheels for moving the vehicle along an X direction on the rail system of the grid; a second set of wheels for moving the vehicle along a Y direction on the rail system of the grid, the Y direction being perpendicular to the X direction; a vehicle body having a side, the vehicle body having a vehicle body footprint defined by horizontal perimeters in an X direction and a Y direction of the vehicle body, the vehicle body comprising a first section and a second section, the first section having a first footprint and the second section having a second footprint, the first and second footprints being defined by the horizontal perimeters in the X direction and the Y direction of the first and second sections, respectively; Equipped with the first section and the second section are arranged side-by-side and separated by a separation element in the first section such that a combined area of ​​the first and second footprints is equal to a combined area of ​​the vehicle body footprint and a center point of the first footprint is arranged off-center relative to a center point of the vehicle body footprint; the first section defines a storage-container receiving space configured to receive a storage container; the second section has a rectangular footprint and includes a portion of a first side of the vehicle body and an opposing portion of a second side of the vehicle body, the second section extends adjacent to the separation element, two wheels are mounted to the separation element, one wheel is mounted to the portion of the first side of the vehicle body and one wheel is mounted to the portion of the second side of the vehicle body, the wheels mounted on the portions of the first and second sides of the vehicle body are driven by wheel motors extending from an inner surface of the sides of the vehicle body into an interior space within the second section; A container handling vehicle is described.

[0027] One of the advantages of the container handling vehicle is that it certainly allows deeper vehicle motors to be used in the second section. The wheel motors may be mounted direct drive motors that are deeper than the thickness of the sides of the container handling vehicle around the second section. Furthermore, providing wheel motors that thus extend into the interior space in the second section only on the wheels on the first and second side portions, rather than on the wheels mounted on the separation element, which may correspond in depth to the thickness of the separation element, allows even deeper motors (as the wheel motors are not limited by the vehicle motors on the wheels mounted on the separation element).

[0028] The wheels on the first side portion and the second side portion of the vehicle body may each be connected to a separate wheel motor.

[0029] The first side of the vehicle body may be common to the first and second sections. The second side of the vehicle body may also be common to the first and second sections.

[0030] Alternatively, the wheels mounted on the first side portion and the second side portion of the vehicle body may both be driven by a common wheel motor.

[0031] One or more of the wheels mounted to the separation element may be non-motorized.

[0032] Alternatively, each wheel mounted on the separation element may be driven by a wheel motor.

[0033] The wheel motors may each extend into an interior space of the second section, which interior space may be bounded on three sides by a separation element, an inner surface of the first side portion of the vehicle body, and an inner surface of the second side portion.

[0034] The size ratio of the first footprint to the second footprint may be at least 2:1. Preferably, the size ratio of the first footprint to the second footprint may be 3:1, even more preferably, the size ratio of the first footprint to the second footprint may be 4:1, even more preferably, the size ratio of the first footprint to the second footprint may be 5:1, even more preferably, the size ratio of the first footprint to the second footprint may be 6:1, and even more preferably, the size ratio of the first footprint to the second footprint may be 7:1. In general, the smaller the extent of the second section in the Y direction, i.e., the narrower the section, the more stable the container handling vehicle will be when traveling in the X direction, which is the direction in which the wheels in the second section do not contact the underlying rail system, and therefore the second section overhangs the wheelbase of the set of wheels that contacts the rail at that point (the first set of wheels).

[0035] The first set of wheels may be arranged on opposite sides of the first section and the second set of wheels may be arranged on opposite sides of the vehicle body.

[0036] The first set of wheels comprises a total of four wheels arranged as two pairs of wheels for movement in the X direction, with the wheels of each pair arranged on opposite sides of the first section.

[0037] The second set of wheels comprises a total of four wheels arranged as two pairs of wheels for movement in the Y direction, with the wheels of each pair arranged on opposite sides of the vehicle body (which may also be on opposite sides of the first section).

[0038] The wheel motors driving the wheels mounted on the separation element may have relatively lower power and / or acceleration compared to the wheel motors driving the wheels mounted on the first side portion and the second side portion of the vehicle body.

[0039] The wheel motor may comprise a hub motor that provides direct drive to the wheel.

[0040] 1. A container handling vehicle for picking up a storage container from a three-dimensional grid of a lower storage system, comprising: a first set of wheels arranged on opposing portions of a vehicle body of the container handling vehicle for moving the vehicle along a first direction on the rail system of the grid; a second set of wheels arranged on an opposing portion of the vehicle body for moving the vehicle along a second direction on the rail system of the grid, the second direction being perpendicular to the first direction; Equipped with The vehicle body includes walls on all sides (the walls being generally vertical) forming a footprint defined by the horizontal perimeter in the X and Y directions of the vehicle body, and the container handling vehicle further includes: a first section and a second section arranged side by side such that a center point of the footprint of the first section is arranged off-center with respect to a center point of the footprint FV of the vehicle body; a size ratio of the first section's footprint F1 to the second section's footprint F2 is at least 2:1; the first section is configured to receive a storage container; the second section comprises an assembly of motors for driving at least one wheel of each of the set of wheels; A container handling vehicle is also described.

[0041] Container handling vehicles also include: a first set of wheels arranged on opposing portions of a vehicle body of the container handling vehicle for moving the vehicle along a first direction on the rail system of the grid; a second set of wheels arranged on an opposing portion of the vehicle body for moving the vehicle along a second direction on the rail system of the grid, the second direction being perpendicular to the first direction; Equipped with The vehicle body includes walls on all sides (the walls being generally vertical) forming a footprint defined by the horizontal perimeter in the X and Y directions of the vehicle body, and the container handling vehicle further includes: a first section and a second section arranged side by side such that a center point of the footprint of the first section is arranged off-center with respect to a center point of the footprint FV of the vehicle body; a size ratio of the first section's footprint F1 to the second section's footprint F2 is at least 2:1; the first section is configured to receive a storage container; the second section comprises any of a plurality of hub motors for driving two wheels of each of the set of wheels, a motor for driving the lifting device, and / or a rechargeable battery; It may be defined as a container handling vehicle for picking up storage containers from the three-dimensional grid of a sub-level storage system.

[0042] The first section may comprise a cavity for accommodating the storage container and a lifting device arranged in an upper section / upper level of the cavity.

[0043] The first set of wheels may be vertically displaceable between a first position, in which the first set of wheels enables movement of the vehicle along a first direction, and a second position, in which the second set of wheels enables movement of the vehicle along a second direction.

[0044] The motor assembly may include at least one first motor for driving the first set of wheels and at least one second motor for driving the second set of wheels.

[0045] The container handling vehicle may include a lifting device for picking up the storage container from the three-dimensional grid, and the motor assembly includes a lifting device motor connected to the lifting device.

[0046] The first section may accommodate a first wheel, a second wheel, a third wheel, and a fourth wheel of the first set of wheels and a first wheel and a second wheel of the second set of wheels, and the second section may accommodate a third wheel and a fourth wheel of the second set of wheels.

[0047] The first section may accommodate a first wheel and a third wheel of the first set of wheels and a first wheel and a second wheel of the second set of wheels, and the second section may accommodate a second wheel and a fourth wheel of the first set of wheels and a third wheel and a fourth wheel of the second set of wheels.

[0048] The first section may have four corners, and the rims of the first wheel, the second wheel, the third wheel, and the fourth wheel of the first set of wheels and the first wheel and the second wheel of the second set of wheels may extend to the corners of the first section.

[0049] The at least one first motor may comprise a hub motor for each of the first and fourth wheels of the first set of wheels and the at least one second motor may comprise a hub motor for each of the third and fourth wheels in the second set of wheels. In other words, each of the first and fourth wheels of the first set of wheels and each of the third and fourth wheels in the second set of wheels may be driven by a separate / dedicated hub motor.

[0050] The first and second sets of wheels may be arranged at or within a lateral extent of the vehicle body.

[0051] The footprint of the first section may correspond to a grid cell of the rail system, and during use, the container handling vehicle is in a position to lift or lower a storage container, and the second section may be horizontally displaced relative to the grid cell and extend partially into an adjacent grid cell.

[0052] The motor assembly may comprise a plurality of hub motors, with the first and fourth wheels of the first set of wheels and the third and fourth wheels of the second set of wheels each comprising a separate hub motor. Preferably, the hub motors of the first and fourth wheels of the first set of wheels and the third and fourth wheels of the second set of wheels extend into an interior space within the second section.

[0053] An automated storage and retrieval system comprising a three-dimensional grid as described above and at least one container handling vehicle, the grid comprising a rail system on which the container handling vehicle may travel and a plurality of stacks of storage containers, The rail system comprises a first set of parallel tracks arranged in a horizontal plane and extending in a first direction, and a second set of parallel tracks arranged in the horizontal plane and extending in a second direction orthogonal to the first direction, the first and second sets of tracks forming a grid pattern in the horizontal plane comprising a plurality of adjacent grid cells, each grid cell comprising a grid opening defined by a pair of opposing tracks of the first set of tracks and a pair of opposing tracks of the second set of tracks; a plurality of stacks of storage containers arranged in storage columns positioned beneath the rail system, each storage column positioned vertically below a grid opening; the first footprint is substantially equal to a grid cell defined by a cross-sectional area, including a width of the tracks, between a pair of opposing tracks of the first set of tracks and a pair of opposing tracks of the second set of tracks, the second segment extending partially into an adjacent grid opening when the first segment is positioned across the adjacent grid opening; An automated storage and retrieval system is further described.

[0054] The range of the container handling vehicle's occupancy area in the X direction (LX) and the range of the container handling vehicle's occupancy area in the Y direction (LY) are LX=1.0 grid cell in the X direction, 1 in the Y direction <LY<1.5グリッドセルであってもよく、 A grid cell is defined as the cross-sectional area, including the width of the track, between the midpoint of two rails extending in the X direction and the midpoint of two rails extending in the Y direction.

[0055] The second section may extend less than 50% into adjacent grid openings, more preferably less than 40% into adjacent grid openings, even more preferably less than 30% into adjacent grid openings, and even more preferably less than 20% into adjacent grid openings.

[0056] As shown above, the container handling vehicle has a first and a second segment, the footprint of the first segment may be equal to the size of an underlying grid cell, and the second segment is a protruding segment that extends horizontally beyond the footprint of the first segment.

[0057] A grid cell opening may be defined as the open cross-sectional area between two opposing rails extending in the X direction and two opposing rails extending in the Y direction.

[0058] The footprint of the second section may be less than half the size of the footprint of the first section (a size ratio less than 1:2 relative to the first section). When the container handling vehicle is positioned above a grid cell in a position where it can lift or lower storage containers into or out of the first section, the second section extends into an adjacent grid. However, the footprint of the vehicle body is less than 1.5 cells (in the Y direction) and at most one grid cell wide in the other direction (X direction). In other words, the lateral extent of the container handling vehicle in the first direction corresponds to the lateral extent of the track in one cell and at most 1.5 grid cells in the direction perpendicular to the first direction. As a result, in an exemplary system for storing and retrieving storage containers, when two of the container handling vehicles described above are operated and oriented in opposite directions, they may travel along adjacent rows of grid cells occupying two grid cells when traveling in a first direction, e.g., in the X direction, while when traveling in a second direction, e.g., in the Y direction, they may travel along adjacent rows of grid cells occupying two grid cells.

[0059] The first section of the container handling vehicle may comprise a cavity for accommodating a storage container and a lifting device arranged to transport the storage container vertically between a storage position in the stack and a transport position inside the cavity. The lifting device may comprise a gripping device configured to releasably grip the storage container and a lifting motor configured to raise and lower the gripping device relative to the cavity.

[0060] The second division makes it possible to utilize hub motors for driving at least some of the wheels that are larger and more powerful than is possible in prior art single-cell robots, e.g., lifting device motors with an axial depth at least 70% greater and more powerful lifting device motors, e.g., at least 10% more powerful.

[0061] The hub motors arranged in the second section (or extending into the second section) may be arranged with a limited distance between them. Due to the smaller distance between the motors, fewer, e.g., one brushless direct current (BLDC) card may be required instead of the four BLDC cards in the prior art single cell robot. In prior art solutions, the distance between the motors driving the wheels in the container handling vehicle is typically in such a range that four BLDC cards are required. The cost of the BLDC cards is very high. However, because the distance between the motors can be substantially reduced by arranging the motors in the second section, the overall cost for the container handling vehicle can be reduced because fewer BLDC cards (e.g., only one BLDC card) are required.

[0062] The container handling vehicle may be equipped with a replaceable battery. The replaceable battery may be arranged in an upper part of the vehicle above the container storage compartment and the lifting device. The replacement sequence of the replaceable battery may include the following steps: The vehicle or global control system determines that the battery should be replaced. The vehicle is operated to travel to a battery exchange station. The replaceable battery is removed from the battery housing. The vehicle is operated to travel to a battery exchange station having a charged battery, for example using a capacitor power supply arranged in a controller box within the vehicle. A charged battery is disposed within the battery housing. The vehicle is now ready for use.

[0063] In the following, numerous specific details are introduced for the sake of example only, to provide a thorough understanding of the embodiments of the present invention. However, those skilled in the art will recognize that these embodiments may be practiced without one or more of the specific details, or with other components, systems, etc. In other instances, well-known structures or operations are not shown or described in detail to avoid obscuring aspects of the disclosed embodiments.

[0064] In this disclosure, relative terms such as upper, lower, lateral, vertical, X-direction, Y-direction, Z-direction, etc. shall be interpreted using the prior art storage system (FIG. 1) mentioned above as a reference system. Thus, a lateral feature in relation to the extent of a vehicle in the X-direction and Y-direction shall be understood to be the extent of the vehicle in the X-direction and Y-direction, e.g., the footprint of the vehicle in the X-direction and Y-direction. The present invention provides, for example, the following items. (Item 1) a container handling vehicle (9') for picking up a storage container (6) from a three-dimensional grid (4) of a lower storage system (1), a first set of wheels (22) for moving the vehicle (9') along an X-direction on a rail system (8) of the grid (4); a second set of wheels (23) for moving the vehicle (9') on the rail system (8) of the grid (4) along a Y direction, the Y direction being perpendicular to the X direction; a vehicle body (13) having a side, the vehicle body (13) having a vehicle body footprint (FV) defined by horizontal perimeters in X-direction and Y-direction of the vehicle body (13), the vehicle body comprising a first section and a second section, the first section (204) having a first footprint (F1) and the second section (205) having a second footprint (F2), the first and second footprints (F1, F2) being defined by horizontal perimeters in X-direction and Y-direction of the first and second sections (204, 205), respectively; Equipped with the first section (204) and the second section (205) are arranged side by side and separated by a separation element (212) of the first section (204) such that the sum of the areas of the first and second footprints (F1, F2) is equal to the sum of the area of ​​the vehicle body footprint (FV) and the center point of the first footprint (F1) is arranged off-center with respect to the center point of the vehicle body footprint (FV); the first section (204) defines a storage-container receiving space configured to accommodate a storage container (6); the second section (205) has a rectangular footprint and comprises a portion of a first side of the vehicle body (13) and an opposing portion of a second side of the vehicle body (13), the second section (205) extends adjacent to the separation element, two wheels are mounted on the separation element, one wheel is mounted on the portion of the first side of the vehicle body and one wheel is mounted on the portion of the second side of the vehicle body, the wheels mounted on the portions of the first and second sides of the vehicle body are driven by a wheel motor (203) extending from an inner surface of the side of the vehicle body (13) into an interior space within the second section (205). (Item 2) The container handling vehicle (9') described in item 1, wherein the wheels mounted on the first side portion and the second side portion of the vehicle body (13) are each connected to a separate wheel motor (203). (Item 3) A container handling vehicle (9') as described in any of the preceding items, wherein a first side of the vehicle body (13) is common to the first and second sections (204, 205) and a second side of the vehicle body (13) is common to the first and second sections. (Item 4) 2. The container handling vehicle (9') according to item 1, wherein both of the wheels mounted on the first and second parts of the vehicle body (13) are driven by a common wheel motor (203). (Item 5) 2. A container handling vehicle (9') according to any of the preceding items, wherein the wheels mounted on the separation element (212) are non-electric. (Item 6) The container handling vehicle (9') according to items 1-4, wherein each of the wheels mounted on the separation element (212) is driven by a wheel motor (203). (Item 7) A container handling vehicle (9') as described in items 1-5, wherein each of the wheel motors (203) extends into an internal space of the second section (205), which space is bounded on three sides by the separation element (212) and the inner surface of the portion on a first side and the inner surface of the portion on a second side of the vehicle body (13). (Item 8) A container handling vehicle (9') according to any of the preceding items, wherein the first set of wheels (22) are arranged on opposite sides of the first section (204) and the second set of wheels (23) are arranged on opposite sides of the vehicle body (13). (Item 9) A container handling vehicle (9') according to any of items 6-8, wherein the wheel motor (203) driving the wheels mounted on the separation element (212) has a relatively lower power and / or acceleration compared to the wheel motors (203) driving the wheels mounted on the first and second parts of the vehicle body (13). (Item 10) 2. A container handling vehicle (9') according to any of the preceding items, wherein the wheel motor (203) comprises a hub motor providing direct drive to the wheels. (Item 11) 2. A container handling vehicle (9') according to any of the preceding items, wherein the size ratio of the first footprint (F1) to the second footprint (F2) is at least 2:1. (Item 12) An automated storage and retrieval system comprising a three-dimensional grid (4) and at least one container handling vehicle (9') according to any of the preceding items 1-11, said grid comprising a rail system (8) on which said container handling vehicle may move, and a plurality of stacks (7) of storage containers, the rail system (8) comprises a first set (10) of parallel tracks arranged in a horizontal plane (P) and extending in an X-direction, and a second set (11) of parallel tracks arranged in the horizontal plane (P) and extending in a Y-direction perpendicular to the X-direction, the first and second sets (10, 11) of tracks forming a grid pattern in the horizontal plane (P) comprising a plurality of adjacent grid cells (14), each grid cell comprising a grid opening (15) defined by a pair of opposing tracks (10a, 10b) of the first set (10) of tracks and a pair of opposing tracks (10a, 10b) of the second set (11) of tracks; a plurality of stacks (7) of the storage containers (6) are arranged in storage columns (5) located directly beneath the rail system (8), each storage column (5) being located vertically below a grid opening (15); an automated storage and retrieval system, wherein the first footprint (F1) is substantially equal to a grid cell (14) defined by a cross-sectional area including a width of the tracks between a pair of opposing tracks (10a, 10b) of the first set of tracks (10) and a pair of opposing tracks (10a, 10b) of the second set of tracks (11), and wherein the second section (205) extends partially into an adjacent grid opening (15) when the first section is positioned across the adjacent grid opening. (Item 13) The range (LX) of the occupied area (FV) of the container handling vehicle (9') in the X direction and the range (LY) of the occupied area (FV) of the container handling vehicle (9') in the Y direction are LX=1.0 grid cell (14) in the X direction; In the Y direction, 1 <LY<1.5グリッドセル(14)であり、 Item 13. The automated storage and retrieval system of item 12, wherein a grid cell (14) is defined as a cross-sectional area that includes the width of the track between the midpoint of two rails extending in the X direction and the midpoint of two rails extending in the Y direction. [Brief description of the drawings]

[0065] Certain embodiments of the invention will now be described in detail, by way of example only, and with reference to the following drawings, in which:

[0066] [Figure 1] FIG. 1 is a perspective side view of a prior art storage and retrieval system. [Diagram 2] 2A and 2B depict two different prior art container handling vehicles, with FIG. 2C showing the prior art container handling vehicle of FIG. 2B in a second configuration. [Diagram 3] 3 and 4A are top schematic views of two types of rail systems for use in the storage system of FIG. [Figure 4A] 3 and 4A are top schematic views of two types of rail systems for use in the storage system of FIG. [Figure 4B] 4B and 4C are top views of a rail system similar to FIG. 4A illustrating the extent of a grid cell and a single-cell vehicle operating thereon. [Figure 4C] 4B and 4C are top views of a rail system similar to FIG. 4A illustrating the extent of a grid cell and a single-cell vehicle operating thereon. [Diagram 5]Figure 5A is an enlarged perspective side view of a portion of an exemplary lifting device that may be mounted within a container handling vehicle and an associated container that may be lifted thereby. Figures 5B, 5C, and 5D show the footprints of an exemplary container handling vehicle FV, a first section F1, and a second section F2, respectively, with the footprint in each case indicated by the shaded area. [Figure 6] Figure 6A is an angled side view from above of a container handling vehicle, and Figure 6B is a top view of the container handling vehicle of Figure 6A illustrating the extent of the container handling vehicle in the X and Y directions on the rail system. [Figure 7] FIG. 7 is a top view of three such container handling vehicles passing each other and operating on a rail system. [Figure 8] Figure 8A is a perspective view from below of the interior of the container handling vehicle with the lifting device in an upper position inside the first section and Figure 8B is a perspective view from below of the interior of the container handling vehicle with some detail omitted and with the lifting device in a lower position being lowered from the first section. [Figure 9] FIG. 9 is a side view of the container handling vehicle of FIG. 8A with two batteries visible in the second section. [Figure 10-1] Fig. 10A is a perspective side view of the container handling vehicle of Fig. 8A with certain details omitted, including a cover removed to reveal interior details, for example, a replaceable battery arranged inside a battery receiving unit in an upper portion of the container handling vehicle, and Fig. 10B is another perspective view of the container handling vehicle of Fig. 10A in which an assembly of motors including a lifting device motor can be seen in a second section. [Figure 10-2] Figure 10C is a perspective view of the alternative container handling vehicle of Figure 10B where the lifting device motor and angled transmission (angled gear) can be seen in the second section. Figures 10D and 10E are different views of the alternative container handling vehicle of Figure 10C where the lifting device motor and angled gear are rotated 90 degrees relative to the lifting device motor and angled transmission of Figure 10C. [Figure 10-3] Figures 10F and 10G are perspective views of the alternative container handling vehicle of Figure 10B, where the lifting device motor and hollow shaft gear can be seen in the second section, and Figure 10H is an exploded view of the lifting device motor and hollow shaft gear used to connect the lifting axle. [Figure 10-4] Figure 10I is a side view of the container handling vehicle with wheel motors on the wheels in the Y direction in the second section. Figure 10J is a view from below the container handling vehicle showing the larger wheel motors only on the wheels in the Y direction in the second section. Figure 10K is a side view into the second section in the Y direction of the container handling vehicle. [Figure 11-1] Figure 11A is a side perspective view of two container handling vehicles passing each other in the X direction of the rail system, and Figure 11B is a top perspective view of Figure 11A. [Figure 11-2] Figure 11C is another side view of Figure 11A showing the gap between two container handling vehicles passing each other in the X direction of the rail system. Figure 11D shows a perspective view from below of the container handling vehicles. [Figure 12] 12A-C show the difference in the center of gravity of a storage container inside the storage container cavity relative to the center of the vehicle body footprint, with FIG. 12A illustrating a prior art single cell robot, FIG. 12B a prior art central cavity robot, and FIG. 12C showing a container handling vehicle according to the present invention. [Figure 13] Figures 13A-C show the difference between imaginary lines extending between each of two pairs of opposing wheels of the same set of wheels and which of said lines may or may not intersect with imaginary lines between other wheels, with Figure 13A illustrating a prior art single cell robot, Figure 13B a ​​prior art central cavity robot and Figure 13C a container handling vehicle according to the invention, and Figure 13D showing possible settings of the centres of the wheelbases for a first set of wheels and a second set of wheels, respectively, showing that the wheelbases are off-centre with respect to each other.

[0067] In the drawings, like reference numerals have been used to denote like parts, elements or features unless otherwise expressly stated or implicitly understood from the context. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0068] In the following, embodiments of the invention will be discussed in more detail, by way of example only, with reference to the accompanying drawings, in which: It will be understood, however, that the drawings are not intended to limit the invention to the subject matter depicted in the drawings, and that features illustrated in one drawing are not necessarily dependent on the presence of other features shown in the same drawing, but may be combined with features from embodiments of other drawings.

[0069] 3-4C, top views of two different rail systems of an automated storage and retrieval system are shown.

[0070] The rail system forms a grid structure or grid pattern in a horizontal plane P (see FIG. 1). The grid 4 comprises a plurality of rectangular and uniform grid locations or grid cells 14 (see FIG. 4B), each grid cell 14 comprising a grid opening 15 (i.e., the top of a storage column 12) bounded by a pair of opposing rails 10a, 10b of a first set of tracks and a pair of opposing rails 11a, 11b of a second set of tracks. The rails 10a, 10b, 11a, 11b form the rail system 8 on which the container handling vehicles 9′ operate. In FIG. 4B, the grid cells 14 are indicated by dashed boxes and the grid openings 15 are indicated by parallel line areas.

[0071] As a result, the pair of opposing rails 10a and 10b define parallel rows of grid cells extending in the X direction, and the pair of opposing rails 11a and 11b, which extend perpendicular to rails 10a and 10b, define parallel rows of grid cells extending in the Y direction.

[0072] Each grid cell 14 has a width W that is typically within the range of 30-150 cm.c and length L, which is typically within the interval of 50 to 200 cm. c Each grid cell 14 has a W c <L c Each grid opening 15 may be rectangular as shown, such that c and length L c 2~10cm less than width W o and length L o W c and W o Between and L c and L o This difference between corresponds to the width of the two opposing rails 10a, 10b, 11a, 11b (i.e. the width of the set of tracks) or, in effect, the width of a dual track rail since the grid cells extend to the midpoint of such a dual track rail (i.e. a dual track rail with 10a and 10b or 11a and 11b).

[0073] The dual track rail may be contoured to provide two parallel channels for the wheels of the container handling vehicles to run within.

[0074] 3 shows a prior art rail system featuring a single track rail 10, 11. When such a rail system is used, two container handling vehicles are not allowed to pass each other in adjacent grid cells 14.

[0075] If a single track rail is used in one of the directions, the grid cell boundaries extend to the side of the track on the opposite side of the grid opening to the one being worked on (adjacent grid cells will overlap by this track width in a similar manner).

[0076] The rail system shown in Figures 4B and 4C features a horizontal dual track rail, so that each rail can accommodate two parallel wheels. In such a rail system, the boundary between adjacent grid cells 14 runs along the centerline of the horizontal rail, as shown in Figure 4B.

[0077] In Figure 4C, a grid cell 14 in the middle of the section of the illustrated grid system comprises a grid opening / grid cell opening 15. To the left (west) of grid cell 14 is an adjacent grid cell 14W, which comprises grid opening 15W. Similarly, to the right (east) of grid cell 14 is an adjacent grid cell 14E, which comprises grid opening 15E. Also, below (south) grid cell 14 is an adjacent grid cell 14S, which comprises grid opening 15S, and above (north) grid cell 14 is an adjacent grid cell 14N, which comprises grid opening 15N.

[0078] In Figure 4C the footprint 30 of a prior art container handling vehicle is diagrammatically illustrated. In this embodiment the footprint 30 is defined by the horizontal extent of the vehicle's wheels. As is apparent from the figure, the footprint 30 has a horizontal extent that is less than the horizontal extent of a grid cell.

[0079] 5A is a perspective side view of a part of a lifting device 18 that may be mounted in a container handling vehicle and a container 6 to be lifted by the lifting device. The lifting device comprises a lifting frame 17, which is generally connected via lifting bands to at least one rotatable lifting shaft, which is arranged at an upper level within the cavity of the container handling vehicle.

[0080] 5B shows the footprint of an exemplary container handling vehicle 9' according to the present invention, i.e. the dashed area of ​​the diagram denoted FV. The footprint FV is equal to the lateral extent of the container handling vehicle 9' in both directions. The container handling vehicle 9' consists of a first section 204 and a second section 205.

[0081] 5C shows the footprint of the first section 204, i.e., the dashed area of ​​the diagram designated as F1. In the disclosed embodiment, the first section comprises a cavity for accommodating the storage container 6 and lifting device 18 as shown in FIG. 5A.

[0082] FIG. 5D shows the footprint of the second section 205, ie, the dashed area of ​​the diagram designated F2.

[0083] 6A is a perspective side view from above of a container handling vehicle 9'. The container handling vehicle 9' is configured to operate on a rail system 8 and move laterally in the X and Y directions shown in the figure. The X direction is perpendicular to the Y direction.

[0084] The vehicle 9' comprises a first set of wheels (not shown, see FIG. 8A ) arranged on an opposing part of the vehicle body 13 for moving the vehicle 9' along a first direction X on the rail system 8 of the storage system 1, and a second set of wheels (only two of the wheels (202″, 202″″) of the second set of wheels are shown) arranged on an opposing part of the vehicle body 13 for moving the vehicle 9' along a second direction Y on the rail system 8. The second direction Y is perpendicular to the first direction X. The first set of wheels is displaceable in a vertical direction Z between a first position and a second position. In the first position, the first set of wheels allows the movement of the vehicle 9' along the first direction X, and in the second position, the second set of wheels allows the movement of the vehicle 9' along the second direction Y. Construction details of suitable assemblies for providing a set of displaceable wheels are disclosed, for example, in WO2015 / 193278 A1 and WO2017 / 153583, the contents of which are incorporated by reference.

[0085] FIG. 6B is a top view of the container handling vehicle 9' of FIG. 6A, showing the ranges (LX and LY) in the X and Y directions of the container handling vehicle 9' on the rail system 8. Line C indicates the center line of the grid cell 14 and the grid cell opening 15 in the Y direction. The occupied area (LX) of the container handling vehicle 9' in the X direction is substantially equal to the dimension of the grid cell 14 in the X direction, and the occupied area (line LY) of the container handling vehicle 9' in the Y direction is larger than the dimension of the grid cell 14 in the Y direction such that a part of the vehicle body extends into an adjacent cell (in the illustrated embodiment, this is the adjacent cell to the left of the cell being worked on). The extension of the vehicle body into the adjacent cell is sized to be less than half of the lateral range in the Y direction of the grid cell opening in the adjacent cell, and the length LY is greater than 1.0 grid cell but less than 1.5 grid cells 14 in the Y direction (1.0 < LY < 1.5 grid cells).

[0086] When operating on the rail system 8 as shown in FIG. 6B using the rectangular grid cells 14, the occupied area of the container handling vehicle 9' is substantially square because the range of the grid cells 14 is longer in the X direction than in the Y direction and the container handling vehicle occupies more than one grid cell 14 in the Y direction and only one grid cell 14 in the X direction. The substantially square occupied area has the advantage that the overall stability of the vehicle 9' is improved compared to prior art solutions which exhibit a more rectangular occupied area, often in combination with a relatively high center of gravity.

[0087] 7 is a top view of three similar container handling vehicles 9' oriented in the same direction, passing each other, and operating on a rail system 8 featuring dual track rails as discussed above. As shown in the figure, the container handling vehicles 9' have a footprint corresponding to the dimensions of a grid cell 14 in the X direction, allowing other container handling vehicles 9' traveling in the Y direction to pass in adjacent cells on both sides of the vehicles 9' (the container handling vehicles 9' occupy two rows of the rail system 8 as they pass each other). However, because the size of the overlap into the adjacent cells is less than half the lateral extent of the grid cell in the Y direction, similar container handling vehicles 9' traveling in the X direction can pass each other occupying three rows.

[0088] The presence of the second section 205 makes it possible to utilize motors 203 (see FIG. 8A) for driving the wheels that are larger and more powerful than those in the prior art single-cell robot shown in FIG. 2A, while retaining many of the advantages of such robots.

[0089] As disclosed in FIG. 8A , the first section 204 houses the first wheel 201′, second wheel 201″, third wheel 201′″, and fourth wheel 201″″ of the first set of wheels, and the first wheel 202′ and second wheel 202″ of the second set of wheels, and the second section houses the third wheel 202′″ and fourth wheel 202″″ of the second set of wheels. This particular wheel arrangement is highly advantageous as it allows for the use of more powerful wheel hub motors 203 to drive the second wheel 201″ and fourth wheel 201″″ of the first set of wheels, and the third wheel 202′″, fourth wheel 202″″ of the second set of wheels.

[0090] Alternatively, the second wheel 201'' and the fourth wheel 201'''' of the first set of wheels can be housed in a second section (not shown), provided that their hub motors are also arranged in the second section. To improve the stability of the vehicle 9', the rims of the wheels 201', 201''', 202', 202'', 202'''', 202'''' preferably extend to the corners of the vehicle 9'.

[0091] The wheels 201', 201'', 201''', 201'''', 202', 202'', 202'''', 202'''' are preferably all arranged inside the lateral ranges LX, LY in the X and Y directions of the vehicle body 13 (see also the explanation related to Figure 9).

[0092] The first section 204 and the second section 205 may be completely separated by a physical barrier, such as a wall or board or the like, at the intersection between the first and second sections 204, 205. Alternatively, the first and second sections 204, 205 may be partially separated at the intersection between the first and second sections 204, 205, for example, by providing a barrier across a portion of the intersection.

[0093] In FIG. 8A , the first and second sections are separated by a wheel connection element 212 (i.e., a connecting plate or beam) to which the second wheel 201″ and fourth wheel 201″″ of the first set of wheels and their respective hub motors 203 are connected. The wheel connection element 212 is part of a wheel displacement assembly 214 such that the second wheel 201″ and fourth wheel 201″″ of the first set of wheels (along with the first wheel 201′ and third wheel 201″ of the first set of wheels) can be moved in the vertical direction.

[0094] In the disclosed embodiment, the second wheel 201'' and the fourth wheel 201'''' are housed within the first section 204, while the hub motor 203 extends into the second section. In an alternative embodiment, both the second wheel 201'' and the fourth wheel 201'''' and the hub motor may be housed within the second section 205.

[0095] It should be noted that having the second wheel 201'' and the fourth wheel 201'''' of the first set of wheels, and the third wheel 202''', the fourth wheel 202'''' of the second set of wheels, arranged such that their hub motors 203 extend / protrude into the second section 205 allows for the use of more powerful motors than would be the case if the hub motors were arranged such that they would extend into the first section 204. The remaining wheels, i.e., those not featuring hub motors extending into the second section, are either passive or motorized, and may be motorized, for example, by in-wheel hub motors as disclosed in WO 2016 / 120075 A1.

[0096] Figure 8B is a perspective view from below the interior of the container handling vehicle 9' showing the lifting frame 17 of the lifting device 18 in a lower position extending downwardly from the first section 204. The lifting device 18 may have similar features to the lifting device described in connection with Figures 2A and 2B.

[0097] FIG. 9 is a side view of a container handling vehicle in which the hub motor 203 and two batteries 213′, 213″ are arranged in the second section 205. For example, as is evident from FIG. 9, the exterior facing sides of the wheels may be arranged such that, on one side, they do not extend outside the vehicle body 13 (indicated by the dotted lines on each side of the vehicle 9′ in FIG. 9). For example, the exterior facing sides of the wheels in the lateral X and Y directions may be flush with the vehicle body 13. Although not shown in FIG. 9 (but shown in FIGS. 8A and 8B+6B), the same applies to the wheels in the opposite direction (X), i.e., they may also be arranged such that they do not extend outside the vehicle body 13.

[0098] The vehicle body 13 includes any of the following elements, if all are present or even if some are missing: body frame, side cover panels or plates, wheel suspensions, housings for track sensors between the wheels, etc. The rolling outer surfaces of the wheels may thus be arranged in the same vertical plane as one of the walls in the vehicle body 13. Alternatively, the wheels may be arranged inside the vehicle body 13 such that the rolling outer surfaces of the wheels may be displaced laterally relative to the vertical plane formed by one of the walls in the vehicle body 13. In FIG. 6B, none of the wheels are visible in the top view, showing that the outermost lateral portions of all the wheels are arranged such that they do not extend outside the vehicle body 13.

[0099] The container handling vehicle 9' may be equipped with an interface 206 (see FIG. 8A) for charging batteries 213', 213'' within the container handling vehicle 9'.

[0100] FIG. 10A is a side view of the container handling vehicle 9′ with certain parts such as the cover removed. The container handling vehicle 9′ has a replaceable battery 208 arranged inside a battery receiving unit 209 in the upper part of the container handling vehicle. A controller unit 210 is further disclosed, which communicates with the overall control system. The controller unit 210 may further house a capacitor power supply (not shown). The capacitor power supply typically has the ability to store enough power to operate any of the electric drive components of the vehicle 9′ if the main power supply malfunctions or is lost. Such a situation may be, for example, when the battery 208 should be replaced. Battery exchange typically occurs on two different locations, i.e., the battery to be replaced (the “empty” battery) is unloaded at a different location than the location where the replacement battery (the “fully charged” battery) is picked up, and thus the capacitor power supply may be used to move the robot between the two different locations. Alternatively, if the main battery malfunctions, the capacitor power supply can be used to operate the lifting device and / or move the robot to a maintenance area. Additionally, any regenerative power can be provided to the capacitor power supply to ensure that the capacitor power supply has sufficient power capacity to perform any of its desired functions.

[0101] FIG. 10B is another view of FIG. 10A in which an assembly of motors is disclosed, comprising a lifting device motor 211 arranged in the second section 205. The lifting device motor 211 is connected to one end of a rotatable lifting shaft (not shown) of a lifting device arranged in the first section. This lifting device motor 211 may replace other lifting device motors (not shown) arranged in the first section, or function as an auxiliary motor in addition to any lifting device motors arranged in the first section. Thus, the second section 205 makes it possible to reduce the number of lifting device motors in the first section to a minimum (and even avoid the use of lifting device motors in the first section), since the size and lifting capacity of the lifting device motor 211 arranged in the second section 205 is not limited by the available space of the first section. In other words, the lifting device motor 211 in the second section may be the only lifting device motor of the vehicle so that the available space within the upper section of the first section of the vehicle 9' is increased, or the motor 211 may be an auxiliary motor providing increased lifting capacity to the lifting device.

[0102] FIG. 10C shows an embodiment of a container handling vehicle 9′ in which the lifting device comprises a single lifting device motor 211′ and an angled transmission 215 is arranged in the second section. The embodiment serves to illustrate how the available space in the second section allows for the use of a more powerful (and therefore larger) lifting device motor 211′ than would be possible to arrange in the first section alone. This allows for the use of storage containers with a higher total weight (i.e., weight including products stored in the container). It is noted that the prior art vehicles of FIGS. 2B and 2C would likely have available space for a similar large lifting device motor, but would not be able to fully utilize the increased lifting capacity potential due to the cantilever design.

[0103] Referring again to FIG. 10C, the angled transmission 215 with the connected lifting device motor 211' is angled downward (ie, primarily vertically).

[0104] In contrast, as seen in Figures 10D and 10E, an embodiment similar to that in Figure 10C is shown, however, the angled transmission 215 with connected lifting device motor 211' is angled laterally (i.e., primarily horizontally) and rotated 90 degrees relative to the embodiment of Figure 10C. Additionally, Figure 10E shows a lifting device axle 216 to which is connected an axle lifting band that is connected to the lifting device 18 (not shown in Figure 10E) and which winds up and unwinds during lifting and lowering of the lifting device.

[0105] 10F and 10G are perspective views of an alternative container handling vehicle of FIG. 10B in which the lifting device motor 211' and hollow shaft gear 215 are arranged in the second section.

[0106] The configuration of the lifting device motors 211' in Figures 10B and 10C allows for the use of two lifting device motors 211, 211' connected to separate lifting axles 216 (only one lifting axle is shown in the figures). Such a setup, i.e., two lifting device motors 211, 211' arranged on opposite sides in the second section, would provide a more stable container handling vehicle 9' since the weight distribution from the lifting device motors 211, 211' would be more favorable in terms of the overall center of gravity for the container handling vehicle 9'.

[0107] FIG. 10H is an exploded view of a hollow shaft gear 215 used to connect the lifting device motor 211′ and the lifting device axle 216. Compared to the embodiment of FIG. 10C-10E, the lifting axle 217 of FIG. 10F-10H is extended and the gear 215 is directly connected to the extended lifting axle 217 without a dedicated connection. To make this direct connection possible, the hollow shaft gear 215 is used instead of an angular transmission. The hollow shaft gear 215 can be fixed to the extended lifting axle 217 using dedicated means such as those shown in the figures where a clamp and wedge arrangement is used.

[0108] FIG. 10I is a side view of a container handling vehicle 9' with wheel motors 203 on wheels 202''', 202'''' in the Y direction in the second section 205, rather than on wheels 201'', 201'''' in the X direction on the separation element 212.

[0109] FIG. 10J is a view from below of the container handling vehicle 9′ showing the larger wheel motors 203 only on the wheels 202′″, 202″″ in the Y direction in the second section 205, but not on the wheels 201″, 201″″ in the X direction on the separation element 212. As shown in most detail in FIG. 10J, the separation element 212 of the first section 204 divides the interior of the container handling vehicle 9′ into first and second sections 204, 205. The two wheels 201″, 201″″ in the X direction are mounted on the separation element 212.

[0110] FIG. 10K is a side view into the second section in the Y direction of the container handling vehicle 9'.

[0111] As is apparent from Figures 10I-10K, the second section 205 is relatively smaller, i.e., less deep, than the second section 205 of Figures 10F-H, for example.

[0112] As shown above, in all Figures 10I-10K the first section 204 is of the same size as the first section 204 of the container handling vehicle 9' of Figures 10F-10H, for example, and the second section 205 is smaller than the second section 205 of the container handling vehicle 9' of Figures 10F-10H, i.e. it is less deep and has a relatively small extent in the Y direction. The configuration and relatively small size (i.e. small extent in the Y direction) of the second section 205 of Figures 10I-10K has an advantage in that the resulting cantilever or overhang of the second section 205 when the container handling vehicle is traveling in the X direction has little effect on the stability of the container handling vehicle 9'.

[0113] The radial and longitudinal extent of the wheel motor 203 in the second section is adapted to fit within the available interior space in the X and Y directions of the second section 205. As shown in Figures 10I-10K, the radial / diameter extent of the wheel motor 203 is defined by the extent of the second section in the Y direction (limited by the separation element between the first and second sections 204, 205 and the vehicle body 13). The wheel motor 203 extends into the interior space in the second section 205, which interior space is bounded by the separation element 212 and three sides of the vehicle body 13 that form three of the outer boundaries for the second section 205. The depth of the wheel motor 203 (i.e., the extent of the wheel motor 203 in the X direction) is limited by the width LX in the X direction and is significantly greater than the width LY of the second section 205 in the Y direction, for example, greater than 50%, and may be even greater, such as 60%, 70%, 80%, and up to 90%.

[0114] 11A is a side view of two container handling vehicles 9' traveling in the X direction of the rail system 8 passing each other using a total of three cells in the Y direction of the rail system 8. This particular rail system comprises a single track rail in the X direction and a dual track rail in the Y direction. A combination of single and dual track rails may in some cases be the most cost-effective solution, even though a rail system using only dual track rails is optimal in terms of the possible travel paths of the container handling vehicles arranged thereon.

[0115] FIG. 11B is a top view of FIG. 11A showing the gap G between the vehicle bodies 13 in the Y direction, which allows two vehicles 9' traveling in the X direction to occupy only three rows in the Y direction.

[0116] 12A-C show the difference in the center of gravity of a storage container inside the storage container cavity relative to the center of the vehicle body footprint, with FIG. 12A illustrating a prior art single cell robot, FIG. 12B a prior art central cavity robot, and FIG. 12C showing an exemplary container handling vehicle in accordance with the present invention.

[0117] In the single-cell and central cavity robot (FIG. 12A), the center of gravity of the storage container, CGSC, is at the center of the cavity, which also coincides with the center of the vehicle body footprint, CGV.

[0118] In a central cavity robot (FIG. 12B), the center of gravity of the storage container, CGSC, is at the center of the cavity, which also coincides with the center of the vehicle body footprint, CGV.

[0119] FIG. 12C illustrates an exemplary container handling vehicle in accordance with the present invention, where the center of gravity of a storage container, CGSC, is displaced relative to the center of the vehicle body footprint, CGV.

[0120] Figures 13A-C are plan views showing the difference between the imaginary lines extending between wheel pairs of the same set of wheels and how they may or may not intersect with imaginary lines between other wheels. Figure 13A illustrates a prior art single cell robot, Figure 13B is a prior art central cavity robot, and Figure 13C shows an exemplary container handling vehicle in accordance with the present invention.

[0121] In FIG. 13A, in a single-cell and central cavity robot, each imaginary line L1, L2, L3, L4 extending between each of the two pairs of opposing wheels in each set of wheels intersects two other imaginary lines L1, L2, L3, L4.

[0122] In FIG. 13B, in a central cavity robot, none of the imaginary lines L1, L2, L3, L4 extending between each of the two pairs of opposing wheels in each set of wheels intersects another imaginary line L1, L2, L3, L4.

[0123] FIG. 13C shows an exemplary container handling vehicle according to the present invention in which imaginary lines L1, L2 between each of two pairs of opposing wheels in a first set of wheels intersect with one imaginary line L3 extending between two wheels in a second set of wheels, and one imaginary line L4 between two wheels in the second set of wheels does not intersect with any imaginary lines.

[0124] 13D shows possible configurations of the centers of wheelbases for the first and second set of wheels, respectively, and shows that the wheelbases are off-center with respect to each other. The wheelbase of the first set of wheels 22 (comprising two wheel pairs, the first wheel pair comprising wheels designated 201', 201'', the second wheel pair comprising wheels 201''' and 201'''') has a center CWB1, and the wheelbase of the second set of wheels 23 (comprising two wheel pairs, the first wheel pair comprising opposing wheels designated 202', 202'', the second wheel pair comprising opposing wheels 202'''' and 202'''') has a center CWB2. The wheels 201'-201'''' of the first set of wheels 22 are arranged on opposite sides of the first section 204, and the wheels 202'-202'''' of the second set of wheels 23 are arranged on opposite sides of the vehicle body 13. The centre CWB2 of the second set of wheels 23 coincides with the centre of the vehicle body 13.

[0125] The first set of wheels 22 comprises a total of four wheels 201', 201'', 201''', 201''''. The four wheels 201', 201'', 201'''', 201'''' in the first set of wheels 22 are arranged as two pairs of wheels for movement in the X direction, with each pair of wheels 201', 201''; 201''', 201'''' arranged on opposite sides of the first section 204.

[0126] The second set of wheels 23 comprises a total of four wheels 202', 202'', 202''', 202''''. The four wheels 202', 202'', 202''', 202'''' are arranged as two pairs of wheels in the Y direction, with each pair of wheels 202', 202''; 202''', 202'''' arranged on opposite sides of the vehicle body 13 (which may also be on opposite sides of the first section).

[0127] The present invention has been described with reference to the figures; however, those skilled in the art will appreciate that variations or modifications to the described embodiments may be made without departing from the scope of the invention as set forth in the appended claims.

[0128] [Table 1]

Claims

[Claim 1] The invention described in this specification.

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