System for handling malfunctioning vehicle in automatic storage and retrieval system with rail system, method and main control system

Abstract

To provide a system for handling suitable malfunctioning vehicles, method, and a main control system.SOLUTION: The invention relates to an automatic storage and retrieval system with a rail system with right angle tracks in x and y directions. The system comprises: a plurality of remotely operated container handling vehicles configured to move laterally on the rail system; a main control system using a first communication system to communicate with the plurality of remotely operated container handling vehicles, wherein the main control system monitors and controls movement of the plurality of container handling vehicles via the first communication system; and at least one service vehicle movable on the rail system, wherein the service vehicle is configured to bring a malfunctioning remotely operated container handling vehicle to a service area outside the rail system on which the remotely operated container handling vehicle operates.SELECTED DRAWING: None

Description

Technical Field

[0001] A system, method, and main control system for handling malfunctioning vehicles in an automated storage and retrieval system having a rail system.

[0002] (Technical Field) The present invention relates to a method for handling malfunctioning vehicles on a rail system forming part of a storage and retrieval system configured to store a plurality of stacks of storage containers, a storage and retrieval system, a control system for performing the method, and a main control system for an automated storage and retrieval system.

Background Art

[0003] FIG. 1A discloses a typical prior art automated storage and retrieval system 1 with a skeletal structure 100.

[0004] The skeletal structure 100 includes a plurality of upright members 102 and, optionally, a plurality of horizontal members 103 that support the upright members 102. The members 102, 103 can typically be made of metal, for example, extruded aluminum profiles.

[0005] The skeletal structure 100 defines a storage grid 104 that includes storage columns 107 arranged in columns, and the storage columns 105 store storage containers 106 (also known as containers) that are stacked on top of each other to form stacks 107.

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

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

[0008] The automatic storage and retrieval system 1 includes a rail system 108 arranged in a grid pattern across the upper part of the storage and retrieval 104. On the rail system 108, a plurality of container handling vehicles 250 (as illustrated in FIG. 1C) are operated to lift the storage container 106 from the storage column 105, lower the storage container 106 therein, and also transport the storage container 106 above the storage column 105. One horizontal range of the grid cells 122 constituting the grid pattern is marked by a thick line in FIG. 1A.

[0009] The rail system 108 includes a first set 110 of parallel rails arranged to guide the movement of the container handling vehicle 250 in a first direction X across the upper part of the frame structure 100, and a second set 111 of parallel rails arranged at right angles to the first set 110 of parallel rails for guiding the movement of the container handling vehicle 250 in a second direction Y that is perpendicular to the first direction X. In this way, the rail system 108 defines a grid column in which the container handling vehicle 250 can move laterally above the storage column 105, that is, in a plane parallel to the horizontal X-Y plane.

[0010] As shown in FIG. 1B, the rail system 108 can be a single-rail system or a double-rail system. The latter rail configuration allows the container handling vehicle 250 to generally have an occupancy area corresponding to the cross-sectional area defined by the grid cell 122 and to travel along a row of grid columns, even when another container handling vehicle 250 is positioned above a grid cell adjacent to that row. Both the single-rail system and the double-rail system, or a combination in the single-rail system 108 comprising a single-rail arrangement and a double-rail arrangement, form a grid pattern in a horizontal plane P comprising a plurality of rectangles and uniform grid locations or grid cells 122. Each grid cell 122 comprises a grid opening 115, which is delimited by a pair of adjacent rails 110a, 110b of a first set 110 of rails and a pair of adjacent rails 111a, 111b of a second set 111 of rails.

[0011] As a result, rails 110a and 110b form a pair of rails that define a parallel row of grid cells extending in the X direction, and rails 111a and 111b form a pair of rails that define a parallel row of grid cells extending in the Y direction.

[0012] As shown in FIG. 1B, each grid cell 122 (shown by the box with dashed lines) typically has a width W within a spacing between 30 and 150 cm c and a length L typically within a spacing between 50 and 200 cm. c Each grid opening 115 typically has a width W c and a length L c that are each 2 to 10 cm less than the width W o and length L o of the grid cell 122.

[0013] Figure 1C discloses a prior art container handling vehicle 250 that operates the system 1 disclosed in Figure 1A. Each prior art container handling vehicle 250 includes a vehicle body 252 and a wheel arrangement 251 of eight wheels, with a first set of four wheels enabling lateral movement of the container handling vehicle 250 in the X direction and a second set of the remaining four wheels enabling lateral movement in the Y direction. One or both sets of wheels within the wheel arrangement 251 can be lifted and lowered, whereby the first set of wheels and / or the second set of wheels can be engaged with the respective sets of rails 110, 111 at any point in time.

[0014] Each prior art container handling vehicle 250 also includes a lifting device (not shown) for the vertical transportation of the storage container 106 (e.g., raising the storage container 106 from the storage column 105 and lowering it into the storage column 105). The lifting device may include one or more gripping / engagement devices, and the one or more gripping / engagement devices are adapted to engage with the storage container 106, and the gripping / engagement devices can be lowered from the vehicle 250, whereby the position of the gripping / engagement devices relative to the vehicle can be adjusted in a third direction Z that is orthogonal to the first direction X and the second direction Y.

[0015] As in the prior art, for the purposes of this application, Z = 1 identifies the topmost layer of the grid 104, i.e., the layer directly below the rail system 108, Z = 2 identifies the second layer below the rail system 108, Z = 3 identifies the third layer, and so on. In the exemplary prior art grid 104 disclosed in Figure 1A, Z = 8 identifies the bottommost layer of the grid 104. As a result, for example, using the Cartesian coordinate system X, Y, Z shown in Figure 1A, it can be said that the storage container identified as 106' in Figure 1A occupies the grid location or cell X = 10, Y = 2, Z = 3. The container handling vehicle 250 can be said to travel within the layer Z = 0, and each grid column can be identified by its X and Y coordinates.

[0016] When each container handling vehicle 250 transports the storage container 106 across the rail system 108, it is provided with a storage compartment or space (not shown) for receiving and accommodating the storage container 106. The storage space may comprise, for example, a cavity arranged in the center within the vehicle body 252 as described in WO 2014 / 090684 A1, the content of which is incorporated herein by reference.

[0017] The container handling vehicle 250 may have an occupied area, that is, generally, a certain range in the X and Y directions equal to the lateral extent of the grid cell 122, that is, the range in the X and Y directions of the grid cell 122, as described, for example, in WO 2015 / 193278 A1, the content of which is incorporated herein by reference. As used herein, the term "lateral" may mean "horizontal".

[0018] Alternatively, the container handling vehicle may have an occupied area larger than the lateral extent (the lateral area defined thereby) of the grid column 105, as disclosed, for example, in WO 2014 / 090684 A1.

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

[0020] In storage grid 104, most of the grid columns are storage columns 105, i.e., the storage columns 105 in which storage containers 106 are stored within stack 107. However, although grid 104 is not normally used to store storage containers 106, container handling vehicle 250 has at least one grid column that includes a location where the storage container 106 can be unloaded and / or loaded, whereby the storage container 106 can be transported to a second location (not shown) where the storage container 106 can be accessed from outside grid 104 or transferred out of or into grid 104. In the art, such a location is typically referred to as a "port", and the grid column where the port is located can be referred to as "delivery columns" 119, 120. The unloading port and loading port of the container handling vehicle are referred to as the "upper ports of the delivery columns" 119, 120. On the other hand, the opposite ends of the delivery columns are referred to as the "lower ports of the delivery columns".

[0021] The storage grid 104 of FIG. 1A includes two delivery columns 119 and 120. The first delivery column 119 can include, for example, a dedicated unloading port where container handling vehicle 250 can unload a storage container 106 to be transported through delivery column 119 to a further access station or transfer station, and the second delivery column 120 can include a dedicated loading port where container handling vehicle 250 can load a storage container 106 being transported from an access station or transfer station through delivery column 120. Each of the ports of the first and second delivery columns can include ports suitable for both loading and unloading of storage containers.

[0022] The second location can typically be a picking station or a buffer station where product items are removed from or positioned within storage container 106. At the picking station or buffer station, when storage container 106 is accessed, it is usually not removed from automated storage and retrieval system 1 but returned into storage grid 104. For the transfer of storage containers to or from outside storage grid 104, lower ports are also provided in the delivery columns, such lower ports being for example for transferring storage container 106 directly to another storage facility (e.g. another storage grid), to a transport vehicle (e.g. a train or a large truck), or to a production facility.

[0023] The conveyor system can also be arranged to transfer storage containers between different storage grids, as described for example in WO2014 / 075937A1, the content of which is incorporated herein by reference.

[0024] When the storage container 106 stored within the storage grid 104 disclosed in FIG. 1A is to be accessed, one of the container handling vehicles 250 is instructed to retrieve the target storage container 106 from its position within the grid 104 and transport it to or through the transfer column 119. This operation involves moving the container handling vehicle 250 to a grid location above the storage column 105 where the target storage container 106 is positioned, using a lifting device (not shown) of the container handling vehicle to retrieve the storage container 106 from the storage column 105, and transporting the storage container 106 to the transfer column 119. If the target storage container 106 is positioned deep within the stack 107, i.e., if one or more other storage containers are positioned above the target storage container 106, the operation also involves temporarily moving the storage containers positioned above to lift the target storage container 106 from the storage column 105. Sometimes, this step, which is sometimes referred to in the art as "mining," can be performed using the same container handling vehicle 250 that is subsequently used to transport the target storage container 106 to the transport column, or using one or more other cooperating container handling vehicles 250. Alternatively, or in addition, the automated storage and retrieval system 1 can specifically have a container handling vehicle dedicated to the task of temporarily removing the storage container 106 from the storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage container can be repositioned back into the original storage column 105. However, the removed storage container can alternatively be relocated to another storage column 105.

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

[0026] To monitor and control the automated storage and retrieval system 1 such that desired storage containers 106 can be delivered to desired locations at desired times without the container handling vehicles 250 colliding with each other, the automated storage and retrieval system 1 typically comprises a computerized control system 109 with a database for monitoring and controlling, for example, the location of each storage container 106 within storage grid 104, the contents of each storage container 106, and the movement of container handling vehicles 250.

[0027] A problem associated with known automated storage and retrieval systems 1 is that personnel have difficulty accessing the rail system 108 to perform inspections or perform maintenance on or remove malfunctioning container handling vehicles 250.

[0028] Another significant problem with the maintenance or removal of malfunctioning vehicles 250 is that a complete shutdown of system 1 is required for personnel to access it with low or zero risk of injury. In particular, for large-scale systems 1, such as those with over 500 operating vehicles simultaneously, a complete shutdown is highly undesirable due to the significant cost to the operator.

[0029] The prior art includes WO2015 / 140216 A1, which discloses a service robot operating under the same control system as a container robot. WO2015 / 140216 A1 discloses a service vehicle for sweeping a grid and inspecting the grid. The service vehicle is provided with a releasable latching connection mechanism for docking with a malfunctioning container handling vehicle. In addition, this published document suggests that the service vehicle may be provided with a seat for transporting a user for inspection and maintenance. This personnel transport version of the service vehicle can be manually operated by a user or alternatively remotely controlled by a control system.

[0030] In order for these operations to occur safely, it is necessary to stop all container handling vehicles on the grid before the user is allowed access. The greater the number of robot load handlers in use and the larger the grid, the higher the likelihood of malfunctions due to the number of units that need to be stopped, and the more the consequences of each malfunction are amplified.

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

Prior Art Documents

Patent Documents

[0032]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Means for Solving the Problems

[0033] The present invention is set forth and characterized in the independent claims, while the dependent claims describe further features of the invention.

[0034] An automated storage and retrieval system with a rail system having perpendicular tracks in the X and Y directions is described, the automated storage and retrieval system comprising - a plurality of remotely operated container handling vehicles configured to move laterally on the rail system, - a main control system using a first communication system to communicate with the plurality of remotely operated container handling vehicles, the main control system monitoring and controlling the movement of the plurality of container handling vehicles via the first communication system, - at least one service vehicle movable on the rail system, the service vehicle being configured to take a malfunctioning remotely operated container handling vehicle to a service area outside the rail system on which the remotely operated container handling vehicle operates, and the system further comprising - a second control system using a second communication system, the second communication system being independent of the main communication system, the secondary control system communicating with at least one service vehicle on the rail system for, among other things, monitoring and controlling the movement of the at least one service vehicle.

[0035] The main control system can thus monitor and control the movement of the plurality of container handling vehicles via the first communication system.

[0036] The second control system can monitor and control the movement of the at least one service vehicle via the second communication system.

[0037] The term "independent", i.e., "the second communication system is independent of the first communication system", shall be understood as two communication systems that cannot interfere with each other. However, the main control system and the secondary control system may operate under the same master controller.

[0038] Both the first communication system and the second communication system preferably operate using wireless communication.

[0039] In one aspect, the main control system, by wireless data communication, at least: A. determining an abnormality in the operating state of a vehicle on the rail system; B. registering a vehicle with an abnormal operating state as a malfunctioning vehicle; C. registering the position of the malfunctioning vehicle with respect to the support rail system may be configured to perform.

[0040] A malfunctioning vehicle can be a vehicle that is partially malfunctioning or not functioning at all. A vehicle that is not functioning at all may, for example, be completely stopped and / or the communication with the first communication system may be interrupted for some reason.

[0041] The main control system D. is further configured to perform setting a two-dimensional exclusion area extending from the malfunctioning vehicle to the position of the service vehicle.

[0042] The exclusion area can be set along the shortest route to the malfunctioning vehicle. Alternatively, the exclusion area can be selected based on other parameters rather than the shortest route. For example, the exclusion area can follow the perimeter of the rail system, for example, to maintain the largest possible and most efficient operating area for the vehicles to operate. In other words, the exclusion area can occupy an area that is more global of the operating area but can still result in a more efficient operation.

[0043] The main control system is further configured to update the movement patterns of a plurality of remotely operated vehicles by instructing any remotely operated vehicle located within the two-dimensional exclusion zone to move outside the two-dimensional exclusion zone and by avoiding the entry of any of the remaining remotely operated vehicles into the two-dimensional exclusion zone.

[0044] Thus, when the main control system updates the movement pattern and sets the exclusion zone, the remotely operated vehicles currently within the exclusion zone are routed to positions outside the exclusion zone. Such rerouting of the remotely operated vehicles ensures that the remotely operated vehicles do not represent an obstacle to the service vehicle. This also enables these remotely operated vehicles to perform container handling operations while the exclusion zone is active. In other words, any remotely operated vehicle currently within the grid cell that is to form part of the exclusion zone is rerouted to a grid cell outside the planned exclusion zone. Thus, the remotely operated vehicles will need to be identified and moved out of the way before the occupied cell forms part of the planned exclusion zone.

[0045] When the main control system performs the above steps, the secondary control system is configured by wireless data communication to perform at least the following: F. Move at least one service vehicle along the exclusion zone from its initial position to a position adjacent to the malfunctioning vehicle.

[0046] The first communication system and the second communication system can be the same communication system or different communication systems. Such communication systems can include WiFi, light (e.g., LiFi), etc.

[0047] The first communication system and the second communication system can operate at different frequencies.

[0048] The first communication system and the second communication system may have different coding processes and decoding processes.

[0049] For example, the first communication system is Wireless Fidelity (WiFi), and the second communication system is Light Fidelity (LiFi).

[0050] The second communication system can be operated automatically or manually. In the case of manual operation, an operator can remotely control a service vehicle along an exclusion zone using remote control or the like.

[0051] The service vehicle may be provided with wheels guided for movement along rails in the X and Y directions.

[0052] The service vehicle may be provided with caterpillar tracks for movement on the upper surface of a rail system independent of the X and Y directions of the rail system.

[0053] The initial position of the service vehicle may be within a service area outside the rail system where the remotely operated vehicle operates.

[0054] If the service vehicle is provided with wheels, the service area preferably has rails connected to the rail system.

[0055] In one embodiment, the rail system is at the top level of a storage grid.

[0056] In one embodiment, the rail system is a delivery rail system.

[0057] A method of handling a malfunctioning vehicle on a rail system is further described, and the storage and recovery system includes - a plurality of remotely operated container handling vehicles configured to move laterally on the rail system, A main control system that uses a first communication system to communicate wirelessly with a plurality of vehicles, wherein the main control system monitors and controls the movement of a plurality of container handling vehicles via the first communication system, and the main control system; - At least one service vehicle positioned at an initial position, the service vehicle being movable on a rail system and configured to bring a malfunctioning remotely operated container handling vehicle to a service area outside the rail system where the remotely operated container handling vehicle operates, at least one service vehicle; - A secondary control system that uses a second communication system independent of the main control system to communicate wirelessly with at least one service vehicle on the rail system, the secondary control system monitoring and controlling the movement of at least one service vehicle, and the secondary control system comprising; The main control system performs at least the following: A. Determining an abnormality in the operating state of a vehicle on the rail system; B. Registering a vehicle with an abnormal operating state as a malfunctioning vehicle; C. Registering the position of the malfunctioning vehicle with respect to the support rail system; which is a method of performing.

[0058] The method utilizes the main control system, D. may further include performing setting a two-dimensional exclusion area extending from the malfunctioning vehicle to the position of the service vehicle.

[0059] The method utilizes the main control system, E. may further include performing updating the movement patterns of a plurality of remotely operated vehicles outside the two-dimensional exclusion area so as to avoid entry into the two-dimensional exclusion area.

[0060] When the main control system performs the above steps, the secondary control system performs, by wireless data communication, at least the following: F. It may further include performing a step of operating at least one service vehicle to move from its initial position to a position where the malfunctioning vehicle can be stopped along the exclusion area.

[0061] A main control system for an automatic storage and retrieval system is further described, and the automatic storage and retrieval system includes - a rail system with horizontal tracks extending in perpendicular X and Y directions, - a plurality of remotely operated container handling vehicles configured to operate on the rail system, - a service vehicle, - a secondary control system for the service vehicle, the secondary control system communicating with at least one service vehicle on the rail system for monitoring and controlling the movement of at least one service vehicle, etc., and at least one service vehicle is configured to bring a malfunctioning remotely operated container handling vehicle to a service area outside the rail system where the remotely operated container handling vehicle operates, the secondary control system and The main control system is configured to route a plurality of remotely operated vehicles across the operating area of the rail system and is further configured to detect when a remotely operated vehicle is malfunctioning. When detected, the main control system - reconfigures the operating area and demarcates an exclusion area, the exclusion area defining an area of the rail system that includes the malfunctioning remotely operated vehicle, and provides a path for the service vehicle to reach the malfunctioning remotely operated vehicle, - re-routes other remotely operated vehicles operating within the exclusion area and the reconfigured operating area to avoid the area of the rail system defined by the exclusion area, and transfers control of the area of the rail system within the exclusion area to the secondary control system and may be configured to perform, the main control system.

[0062] On one side, the automatic storage and retrieval system described above includes a main control system, which will be described later.

[0063] When the service vehicle moves out of the exclusion area of the rail system, the main control system - takes back control of the area of the rail system within the exclusion area from the secondary control system, and - reconfigures the operation area to include the area of the rail system that was previously within the exclusion area, and - re-routes the remotely operated vehicle, taking into account the expanded operation area, which includes the area of the rail system that was previously within the exclusion area as part of the operation area. It can be configured to perform the above. This specification also provides, for example, the following. (Item 1) An automatic storage and retrieval system (1) comprising a rail system (108, 308) with perpendicular tracks in the X and Y directions, wherein the automatic storage and retrieval system (1) - includes a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on the rail system (108, 308), and - a main control system (109) that uses a first communication system to communicate with the plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350), wherein the main control system (109) monitors and controls the movement of the plurality of container handling vehicles (230, 330, 240, 340, 250, 350) via the first communication system, and - at least one service vehicle movable on the rail system (108, 308) and is provided with The at least one service vehicle is configured to bring a malfunctioning remotely-operated container handling vehicle to a service area (160) outside the rail system where the remotely-operated container handling vehicles (230, 330, 240, 340, 250, 350) operate. The system - a secondary control system using a second communication system characterized in that it further comprises The second communication system is independent of the main communication system, and the secondary control system monitors and controls the movement of the at least one service vehicle by communicating with the at least one service vehicle on the rail system, etc., an automatic storage and retrieval system (1). (Item 2) The main control system (109) determines, by wireless data communication, at least A. a step of determining an abnormality in the operating state of a vehicle (240, 340) on the rail system (108, 308); B. a step of registering the vehicle with the abnormal operating state as a malfunctioning vehicle (240, 340); C. a step of registering the position of the malfunctioning vehicle (240, 340) with respect to the support rail system (108, 308) The automatic storage and retrieval system (1) according to item 1, which is configured to perform. (Item 3) The main control system D. The automatic storage and retrieval system (1) according to item 2, which is further configured to perform setting a two-dimensional exclusion area (225) extending from the malfunctioning vehicle (240, 340) to the position of the service vehicle. (Item 4) The main control system E. Further configured to update the movement patterns of the plurality of remotely operated vehicles (230, 330, 250, 350) by instructing any remotely operated vehicle (230, 330, 250, 350) located within the two-dimensional exclusion area (225) to move outside the two-dimensional exclusion area (225) and avoiding entry of any of the remaining remotely operated vehicles (230, 330, 250, 350) into the two-dimensional exclusion area (225). (Item 5) When the main control system performs the above steps, the secondary control system communicates wireless data to at least F. Configured to move at least one service vehicle along the exclusion area (225) from an initial position to a position adjacent to the malfunctioning vehicle (240, 340), the automated storage and retrieval system (1) according to item 4. (Item 6) The first communication system and the second communication system are the same communication system or different communication systems, the automated storage and retrieval system (1) according to any of items 1 to 5. (Item 7) The first communication system and the second communication system operate at different frequencies, the automated storage and retrieval system (1) according to item 6. (Item 8) The first communication system and the second communication system have different coding and decoding processes, the automated storage and retrieval system (1) according to item 6. (Item 9) The main control system is Wireless Fidelity (WiFi), and the second system is Light Fidelity (LiFi), the automated storage and retrieval system (1) according to any of items 1 to 8. (Item 10) The service vehicle of the automatic storage and retrieval system (1) according to any one of items 1 to 9, which is guided for movement along the rails in the X and Y directions. (Item 11) The service vehicle of the automatic storage and retrieval system (1) according to items 1 - 9, which is provided with caterpillar tracks for movement on the upper surface of the rail system independent of the X and Y directions of the rail system. (Item 12) The initial position of the service vehicle of the automatic storage and retrieval system (1) according to any one of items 1 to 11 is within a service area outside the rail system where the remote operation vehicles (230, 330, 250, 350) operate. (Item 13) The rail system of the automatic storage and retrieval system (1) according to any one of items 1 to 12 is at the top level of the storage grid. (Item 14) The rail system of the automatic storage and retrieval system (1) according to any one of items 1 - 12 is a delivery rail system (308). (Item 15) A method for handling malfunctioning vehicles (240, 340) on a rail system (108, 308), wherein a storage and retrieval system (1) - A plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on the rail system (108, 308), - A main control system (109) that uses a first communication system to communicate wirelessly with the plurality of vehicles (230, 330, 240, 340, 250, 350), wherein the control system (109) monitors and controls the movement of the plurality of container handling vehicles (230, 330, 240, 340, 250, 350) via the first communication system, the main control system (109). - At least one service vehicle positioned at an initial position, the service vehicle being movable on the rail system (108, 308), the service vehicle being configured to bring a malfunction remote operation container handling vehicle to a service area (160) outside the rail system where the remote operation container handling vehicle (230, 330, 240, 340, 250, 350) operates, at least one service vehicle; - A secondary control system Comprising The secondary control system uses a second communication system independent of the main control system to communicate wirelessly with the at least one service vehicle on the rail system, the secondary control system monitors and controls the movement of the at least one service vehicle, The main control system (109) is at least A. Determining an abnormality in the operating state of a vehicle (240, 340) on the rail system (108, 308); B. Registering the vehicle with the abnormal operating state as a malfunctioning vehicle (240, 340); C. Registering the position of the malfunctioning vehicle (240, 340) relative to the support rail system (108, 308) A method that performs (Item 16) The method utilizes the main control system, D. Further including implementing, by the main control system, setting a two-dimensional exclusion area (225) extending from the malfunctioning vehicle (240, 340) to the position of the service vehicle, the method according to item 15. (Item 17) The method utilizes the main control system, E. Further including implementing, by the main control system, updating the movement patterns of the plurality of remote operation vehicles (230, 330, 250, 350) outside the two-dimensional exclusion area (225) so as to avoid entry into the two-dimensional exclusion area (225), the method according to item 16. (Item 18) The method is when the main control system performs the above steps, the secondary control system, by wireless data communication, at least F. Further comprising operating the at least one service vehicle to move along the exclusion area (225) from its initial position to the position where the malfunctioning vehicle (240, 340) is stopped, the method according to item 17. (Item 19) A main control system for an automatic storage and retrieval system, the automatic storage and retrieval system comprising - a rail system (108, 308) with horizontal tracks extending in the X and Y directions at right angles, - a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to operate on the rail system, - a service vehicle, - a secondary control system for the service vehicle and comprising The secondary control system monitors and controls the movement of the at least one service vehicle by communicating with the at least one service vehicle on the rail system, etc., and the at least one service vehicle is configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside the rail system where the remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) operate, The main control system is configured to route the plurality of remotely operated vehicles across the operating area of the rail system, and the main control system is further configured to detect when a remotely operated vehicle is malfunctioning, and when detected, the main control system - reconfiguring the operating area to delimit an exclusion area that defines the area of the rail system that includes the malfunctioning remotely operated vehicle, and providing a path for the service vehicle to reach the malfunctioning remotely operated vehicle. - Re - routing other remotely operated vehicles operating within the exclusion area and the reconfigured operating area, whereby the other remotely operated vehicles avoid the area of the rail system defined by the exclusion area; - Transferring control of the area of the rail system within the exclusion area to the secondary control system; A main control system configured to perform the above. (Item 20) When the service vehicle moves out of the exclusion area of the rail system, the main control system: - Retrieves control of the area of the rail system within the exclusion area from the secondary control system; - Reconfigures the operating area to include the area of the rail system that was previously within the exclusion area; - Re - routes remotely operated vehicles taking into account the expanded operating area, wherein the area of the rail system that was previously within the exclusion area is included as part of the operating area; The main control system according to item 19, configured to perform the above.

Brief Description of the Drawings

[0064] The following drawings are attached to facilitate understanding of the present invention.

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[0065] In the drawings, unless explicitly stated otherwise or implicitly understood from the context, the same reference numerals are used to denote similar parts, elements, or features.

[0066] In the following, embodiments of the present invention will be discussed in more detail with reference to the accompanying drawings. However, it should be understood that the drawings are not intended to limit the present invention to the subject matter depicted therein.

[0067] Referring to FIG. 1, the automatic storage and retrieval system 1 includes a skeletal structure 100 that includes a total of 1,144 storage grids 104, and the width and length of the grid 104 correspond to the width and length of 143 grid columns. The uppermost layer of the skeletal structure 100 is a rail system 108 on which a plurality of container handling vehicles 250 are operated.

[0068] The skeletal structure 100 can be constructed by the prior art skeletal structure 100 described above, that is, a plurality of upright members 102 and a plurality of horizontal members 103 supported by the upright members 102.

[0069] The rail system 108 includes parallel rails 110, 111 along the X direction and the Y direction disposed across the upper part of the storage column 105. The horizontal area of the grid cell 122 that defines the range of the opening into the storage column 105 can be defined by the distance between adjacent rails 110 and 111.

[0070] In FIG. 1, a single grid cell 122 is marked on the rail system 108 by a thick line in FIG. 1A and shown in a top view in FIG. 1B.

[0071] The rail system 108 enables the container handling vehicle 250 to move horizontally between different grid locations, and each grid location is associated with a grid cell 122.

[0072] In FIG. 1A, the storage grid 104 is shown with a height of eight cells. However, it should be understood that the storage grid 104 can in principle be of any size. In particular, it should be understood that the storage grid 104 can be significantly wider and / or longer than that disclosed in FIG. 1. For example, the grid 104 can have a horizontal extension exceeding 700×700 grid cells 122. The grid 104 can also be significantly deeper than that disclosed in FIGS. 1 and 2. For example, the storage grid 104 can have a depth corresponding to a stack 107 of 10 storage containers 106 or more.

[0073] All of the container handling vehicles 250 can be controlled by a main control system with a first communication system as shown with reference numeral 109’.

[0074] The container handling vehicle 250 can be any type known in the art, for example, any one of the automatic container handling vehicles disclosed in WO2014 / 090684 A1, NO317366, or WO2015 / 193278A1.

[0075] FIG. 2 shows a top view of the automatic storage and retrieval system 1. The system 1 includes three skeletal structures 100a-c each having a storage grid 104 with a stack 107 of storage containers 106, rail systems 108a-c disposed on the storage grid 104, and service areas 160a-c. The skeletal structures 100a-c are separated by two vehicle barriers 125, for example, walls disposed between the rail systems 108a-c. Each of the barriers 125 includes one or more passageways 130a, b through which the container handling vehicle 250 can pass during normal operation.

[0076] In FIG. 2, a particular situation is depicted where the container handling vehicle 240 is labeled as malfunctioning and has been stopped at a location on the central rail system 108b.

[0077] The service areas 160a-c can be adjacent to the second floor in the middle outside the boundary of the rail system 108 to support the service vehicle 20 while it is inactive.

[0078] In FIG. 2, service areas 160a-c and service vehicle 20 are depicted for each of rail systems 108a-c. However, other configurations may be envisioned, such as the arrangement of only one central service area 160b that enables the entry of service vehicle 20 into the central rail system 108b. If malfunctioning vehicle 240 is stopped in the left rail system 108a or the right rail system 108c, for such a configuration, service vehicle 20 may proceed into the affected rail systems 108a, c through respective passages 130a, b.

[0079] A different automatic storage and retrieval system 1 is partially shown in FIG. 3A. Vertical member 102 forms part of a skeletal structure 100 in which a transport rail system 108 with a plurality of container handling vehicles 250 operates.

[0080] Below this transport rail system 108 and near the floor level, another skeletal structure 300 is shown, which extends partially below some of the storage columns 105 of the skeletal structure 100. Similar to the other skeletal structure 100, a plurality of vehicles 330, 340, 350 may operate on a rail system 308, which comprises a first set 310 of parallel rails oriented in a first direction X and a second set 311 of parallel rails oriented in a second direction Y perpendicular to the first direction X, thereby forming a grid pattern within a horizontal plane P L that includes a plurality of rectangular and uniform grid locations or grid cells 322. Each grid cell of this lower delivery rail system 308 comprises a grid opening 315 defined by a pair of adjacent rails 310a, 310b of the first set 310 of rails and a pair of adjacent rails 311a, 311b of the second set 311 of rails.

[0081] A part of the lower rail system 308 that extends below the storage column 105 has its grid cells 322 aligned such that they coincide with the grid cells 122 of the upper rail system 108 within the horizontal plane P L within the horizontal plane P.

[0082] Thus, due to this particular alignment of the two rail systems 108, 308, the storage container 106 that is being lowered downward into the storage column 105 by the container handling vehicle 250 can be received by a delivery vehicle 350 configured to travel on the rail system 308 and receive the storage container 106 downward from the storage column 105. In other words, the delivery vehicle 350 is configured to receive the storage container 106 from above, preferably directly from the container handling vehicle 250.

[0083] FIG. 3B shows an example of such a vehicle 350, which includes a wheel assembly 351 similar to the wheel assembly 251 described with respect to the prior art container handling vehicle 250, and a storage container support 352. The storage container support 352 receives and supports the storage container 106 delivered by the container handling vehicle 250 described above.

[0084] After receiving the storage container 106, the delivery vehicle 350 can travel to an access station adjacent to the rail system 308 (not shown) for the delivery of the storage container 106 for further handling and shipping.

[0085] Hereinafter, the upper rail system 108 and the lower rail system 308 are referred to as a transport rail system 108 and a delivery rail system 308. Similarly, the vehicle shown in FIG. 3B is referred to as a container delivery vehicle 350.

[0086] FIG. 4 is a flowchart 400 of operations when an abnormality is registered in the operating state of a vehicle. The flowchart includes the following steps. 401: Registering an abnormality in the operating state of the vehicle. 402: Labeling the vehicle as a malfunctioning vehicle 240, 340. 403: Requesting the malfunctioning vehicles 240, 340 to stop or remain stationary. 404: Register the stop positions XS and YS of malfunctioning vehicles 240 and 340. 405: Using the main control system 109’, set exclusion areas 225 and 325 on rail systems 108 and 308 from the stop positions of malfunctioning vehicles 240 and 340 to the position of service vehicle 20. 406: Are there operable vehicles within shutdown areas 225 and 325? If the answer is "yes" in step 406, proceed to the following steps. 407: Re-route all of the operating vehicles 250 and 350 outside of shutdown areas 225 and 325. If the answer is "no" in step 406, proceed to the following steps. 408: To handle malfunctioning vehicles 240 and 340, use the secondary control system 109’’ to route service vehicle 20 from its initial position along exclusion areas 225 and 325. 409: Use service vehicle 20 to bring malfunctioning vehicles 240 and 340 to service area 160. 410: Utilize the main control system 109’ to re-open exclusion area 225 and allow operating vehicle 250 to enter exclusion area 225.

[0087] Figures 5A - 5F show an example of the operation sequence when a vehicle malfunctions, i.e., when an abnormality in the operating state of the vehicle is registered, a method by which exclusion areas on the rail system can be set, and furthermore, the relationship between a first communication system and a second communication system for operating the vehicle. The second communication system operates the service vehicle so that the service vehicle moves from the service area along the exclusion area, loads the malfunctioning vehicle, and transports it back to the service area.

[0088] In Figure 5A, the main control system 109’ registers that the container handling vehicle 240 (shown as X) within cell M12 is malfunctioning.

[0089] In FIG. 5B, the container handling vehicle 250 within cell T8 is moving to cell R8 under the command from the main control system 109' as indicated by the rear and front end points of arrow A1. Additionally, the container handling vehicle 250 within cell Q14 is moving to cell Q13 under the command from the main control system 109' as indicated by the rear and front end points of arrow A2.

[0090] In FIG. 5C, an exclusion area 225 (indicated by the area with a dashed line) is being generated by the main control system 109' from the service area 160 to the malfunctioning container handling vehicle (240 which is X). The disclosed exclusion area 225 has a width of two cells and extends continuously through columns S and T, further to M14 and M15, and to M12 and N12, creating a continuous path for the service vehicle 20.

[0091] The exclusion area 225 is generated at the boundary of the rail system 108 to minimize the impact on the remaining container handling vehicles 250 operating on the rail system 108. However, it should be understood that the exclusion area 225 can be generated at any location on the rail system 108 that is most convenient for the specific situation, preferably along a path that minimizes the interruption of other container handling processes.

[0092] In FIG. 5D, the service vehicle 20 exits its initial position within the service area 160 and occupies cells S5 - S6 - T5 - T6 under the control of the secondary control system 109'' as indicated by arrow A3.

[0093] In FIG. 5E, the service vehicle 20 is moving to the position of the malfunctioning container handling vehicle X (240) next to cell M12 under the control of the second communication system 109'' as indicated by arrow A4.

[0094] In FIG. 5F, the service vehicle 20 is brought to the service area 160 along the exclusion area 225 under the control of the secondary control system 109'', with the malfunctioning container handling vehicle 240, which is X as indicated by arrow A5.

[0095] When the malfunctioning container handling vehicle 240, which is X, enters the service area 160, the main control system 109' may be used to reclassify the exclusion area 225 and enable the operable vehicle 250 to enter the exclusion area 225 where it previously existed.

[0096] In the example of FIGS. 5A - 5F, what is shown is the upper rail system 108, that is, the container handling vehicle 250 operating on the transport rail system 108. However, it should be noted that the operation would be the same for the lower rail system 308, that is, the delivery vehicles 330, 340, 350 (as shown in FIGS. 3A and 3B) operating on the delivery rail system 308.

[0097] FIGS. 6A and 6B are perspective views of a passenger service vehicle suitable for operating on the rail system of an automatic storage and retrieval system. FIG. 6A shows a service vehicle having two sets of wheels configured to follow the rails in the X and Y directions, and FIG. 6B shows a service vehicle having a caterpillar track configured to be operated on the rail system. Another service vehicle 20 suitable for the operations described above is shown in FIGS. 7A, 7B, and 7C.

[0098] In FIG. 6A, the service vehicle 20 is provided with a lifting mechanism. In both examples of FIGS. 6A and 6B, the service vehicle 20 includes a seat 25 for the operator, a support base 22 for supporting the malfunctioning vehicles 240, 340, and a driving means 23 for enabling the movement of the service vehicle 20. The service vehicle 20 may of course also have other configurations, and the present invention is not limited to these two examples.

[0099] In FIG. 6A, the driving means 23 includes two sets of two of the four wheels, and at least one of the sets can be raised and lowered. Therefore, the driving means is similar to the driving means of the container handling vehicle 250 and the container delivery vehicle 350 described above. The wheels follow the rails 110, 310, 111, 311 of the transport rail system and / or the delivery rail system 108, 308.

[0100] In FIG. 6B, the driving means 23 of the service vehicle 20 is operated on the rails 110, 310, 111, 311, thereby enabling movement in any direction within any horizontal plane P, P of either the transport rail system 108 or the delivery rail system 308. L It is provided with a caterpillar track configured to enable movement in any direction within any horizontal plane P, P of either the transport rail system 108 or the delivery rail system 308.

[0101] FIGS. 7-9 show the service vehicle 20, in which all operations of the vehicle 20 are carried out completely remotely, i.e., without any need for a human operator to interact directly with the control system mounted on the vehicle 20 during the service procedure.

[0102] The service vehicle 20 of FIGS. 7-9 is provided with two caterpillar tracks / rollers 6, 7 coupled to two opposite vertical sides of the vehicle body 3. At least one of the other two vertical sides of the vehicle body 3 is configured to receive at least one malfunctioning vehicle 240, 340 to be serviced.

[0103] FIGS. 7-9 show a specific configuration, in which the service vehicle 20 is provided with two guiding pins 35, which are attached to opposite vertical sides of the vehicle body 3, and the caterpillar tracks 6, 7 are connected to the vehicle body 3. The end of each guiding pin 35 closest to the receiving side of the container handling vehicle of the vehicle body 3 shows a tapered end that enables the malfunctioning vehicles 240, 340 to be accurately guided into the vehicle body 3. A remote operation registration unit 9 in the form of a front camera 9a and a rear camera 9b is mounted on the upper horizontal side of the vehicle body 3.

[0104] The transfer device 8 includes a lifting mechanism 8c including one or more vertical linear actuators 8f. Each of the actuators 8f has one end connected to a swivel support portion 8h that is swivelly connected to the vehicle body 3 using a rotation axis parallel to the lower rail system 108, and the other end connected to a lifting claw 8d. The lifting claw 8d is displaceable in the horizontal direction with respect to the vehicle body 3 by using a horizontal linear actuator 8i (i.e., it may have a non-zero horizontal component).

[0105] The service vehicle 20 is operated remotely by a remote control system via one or more vehicle-mounted transmitters 36. Alternatively, or in addition, similar transmitters 36 may be arranged on the vehicle body 3, within the registration unit 9, on one or both of the rollers 6, 7, etc.

[0106] Regarding the embodiments disclosed above, the caterpillar tracks / rollers 6, 7 have a length L that extends across a plurality of grid cells 122, preferably four or more.

[0107] The vertical container handling vehicle receiving side opening of the vehicle body 3 including any guide pins 35 has a minimum width G that is equal to or greater than the overall width of the malfunctioning vehicles 240, 340 to be serviced.

[0108] The procedure for loading the malfunctioning vehicles 240, 340 by the service vehicle 20 can be carried out in the following manner. -(Figure 8A) The service vehicle 20 approaches a position adjacent to one or more malfunctioning vehicles 240, 340 to be transported along the exclusion area using signal communication between the main control system 109' and one or more of the vehicle-mounted transmitters / receivers. If necessary, the orientation of the service vehicle 20 is changed so that the vehicle receiving opening of the service vehicle 20 faces the malfunctioning vehicles 240, 340. -(Figs. 8B and C) The service vehicle 20 is remotely guided so that the transfer device 8 is in the interaction position, i.e., such that the plurality of lifting claws 8d are arranged on two opposite vertical sides of each malfunctioning vehicle 240, 340, and the malfunctioning vehicles 240, 340 enter through the receiving opening of the vehicle body 3 between the two caterpillar tracks / rollers 6. Alternatively, the service vehicle 20 can be kept stationary, and the malfunctioning vehicles 240, 340 can be remotely guided into the vehicle receiving opening. The correct horizontal position of the malfunctioning vehicles 240, 340 inside the vehicle body 3 can be further controlled by stops 37 arranged on the opposite vertical sides of the receiving opening. Such stops 37 will also contribute to improving the structural stability of the malfunctioning vehicles 240, 340 within the vehicle body 3. In the example shown in Figs. 7-9, this stop is illustrated as a horizontal extension bar arranged to contact the malfunctioning vehicles 240, 340 when the latter are completely inside the vehicle body 3 of the service vehicle 20. -(Fig. 9A) When the transfer device 8 is in the interaction position with respect to the malfunctioning vehicles 240, 240, the lifting claws 8d are horizontally displaced using the horizontal linear actuator 8i until the lifting claws 8d physically contact the malfunctioning vehicles 240, 340. -(Fig. 9B) The vertical linear actuator 8f is operated remotely to lift the vehicle body 3 from the rail system 108 due to the pivotal movement of the pivotal support 8h. As a result of the established physical contact between the lifting claws 8d and the malfunctioning vehicles 240, 340, the latter are lifted from the rail system 108, thereby setting the service vehicle 20 to the transport position. - The service vehicle 20 is moved to its predetermined position on the rail system 108 or out of the rail system 108 together with one or more malfunctioning vehicles 240, 340.

[0109] In all embodiments, rollers 6, 7 comprise an endless track (i.e., a looped chain) 6d, which is driven by toothed belt wheels 6a, 6b disposed within the chain 6d. However, this could be an envisioned configuration where one or more of the toothed wheels 6a, 6b are disposed outside of the looped chain 6d. Instead of the toothed wheels 6, 7, the rollers 6, 7 could comprise an alternative drive mechanism such as wheels having some other type of means for engaging or coupling to their respective chains 6d. Further, the rollers 6, 7 could be composed of a set of wheels wide enough to cover components other than an endless belt, for example, at least one grid cell 122.

[0110] All embodiments of the service vehicle 20 of FIGS. 7-9 can be configured to be easily maneuvered on a rail system without the need for an in-vehicle operator 50, for example, by a remotely located human operator 50 or by operations fully performed by a completely or partially automated control system or combinations thereof.

[0111] Embodiments where the complete operation of the service vehicle 20 is due in part to the operation of an in-vehicle operator and in part to a remotely located human operator, or alternatively, due to a combination between the operation of an in-vehicle operator and a completely or partially automated control system, are also envisioned.

[0112] Referring now to FIGS. 10-14, there is shown a service vehicle for performing assist operations in the automated storage and retrieval system 1.

[0113] The service vehicle 20 includes a vehicle body 3 with a central cavity 25 (FIG. 10). A drive system 40 is provided within the lower portion of the service vehicle 20. The drive system 40 is configured to drive the service vehicle 20 along the track system 108 of the automatic storage and retrieval system 1. The drive system 40 includes a motor (typically an electric motor) and a power source (typically a rechargeable battery). The drive system 40 further includes a first set 42 of wheels and a second set 44 of wheels. The service vehicle 20 moves in a first direction (e.g., the X direction) when the first set 42 of wheels contacts the track systems 108, 308, and the service vehicle 20 moves in a second direction (e.g., the Y direction) when the second set 44 of wheels contacts the track system 108. The drive system 40 also includes an actuator for bringing the desired set of wheels into contact with the track system. The drive system 40 further includes a control system for controlling the movement of the service vehicle 20 within the system 1. Note that the drive system 40 of the service vehicle 20 is considered known to those skilled in the art.

[0114] The service vehicle 20 further includes a connection system 30 provided on the first side 3A of the vehicle body 3. The connection system 30 is connectable to and disconnectable from a connection interface CI, e.g., the connection interface CI of an additional support unit (see FIG. 15). The connection system 30 will be described in more detail below.

[0115] First, note that the illustrated embodiment of the service vehicle 20 includes one connection system 30 provided on the first side 3A of the vehicle body 3 and an additional connection system 30 provided on the second side 3B opposite the first side 3A (see FIG. 13). For many of the uses described herein, one such connection system 30 may be sufficient. It is also possible to provide a service vehicle 20 with corresponding connection systems 30 on the third side and / or the fourth side.

[0116] Here, the connection system 30 will be described in detail with reference to FIGS. 13, 14, and FIGS. 19A - 19D.

[0117] In FIG. 19A, an exemplary connection system 30 is shown to include a connector member or pin 31 that protrudes through an opening or slot 24 in the vehicle body 3. In this embodiment, the connector pin 31 has two segments, namely, a first segment having a head or pin head 31a, and a second elongated segment or shank 31b defined using the longitudinal axis X31. The shank 31b is cylindrical in this embodiment.

[0118] In this embodiment, the slot 24 is a vertical slot 24 through which the connector pin 31 can be vertically moved using an actuator 34. The actuator 34 is an electric linear actuator 34.

[0119] Outside the vehicle body 3, a first contact 32 is provided. The first contact 32 can be connected to the connector pin 31 or the vehicle body 3 at a horizontal distance from the pin head 31a. In this embodiment, the first contact 32 is connected around the connector pin 31.

[0120] In addition to the first contact 32, the connection system 30 also includes a second contact 33 provided at a vertical distance from the first contact 32.

[0121] A rigid body member 38 is provided inside the vehicle body 21. The rigid body member 38 is used to connect the actuator 34 to the connector pin 31 and also to the first contact 32. The second contact 33 is also connected to the rigid body member 38 using a connector 39. Thus, when the actuator 34 is moving vertically, the rigid body member 38, the connector pin 31, and the first and second contacts 32, 33 are also moving vertically.

[0122] In FIG. 19A, the connection system 30 is in its lower or unlocked position.

[0123] Refer to FIGS. 19B and 19C, which show that the connection interface CI has a plate-type connection structure CS with a keyhole KH. In this embodiment, the keyhole KH includes a circular opening Kha into which the pin head 31a can be easily inserted, and above the circular opening Kha, a narrower slot KHb into which the shank 31b can be moved but the pin head 31a cannot be easily retracted. Thus, when the connection system 30 is in the lower position or the unlocking position (and the connection interface CI is stationary), the connector pin 31 can be moved into and out of the keyhole KH.

[0124] Refer to FIG. 19D here. It shows that the connector pin 31 is moved into the keyhole KH and then moved upward using the actuator 34. This position is referred to as the upper position or the locking position. In this locking position, when the service vehicle is moved to the left in FIG. 19D, the connection structure CS will be pulled together with the service vehicle 20 because the pin head 31 is engaged with the rear surface side RS of the connection structure CS. By moving the connector pin downward to the unlocking position using the actuator, the connection system 30 will move freely to disengage from the connection interface CI.

[0125] Note in FIG. 19D that the contact surfaces 32a, 33a of the first and second contacts 32, 33 contact the front surface side FS of the connection structure CS. Thus, the first and second contacts 32, 33 provide that the connection interface CI can be oriented as desired with respect to the vehicle body 3. Preferably, the connection interface CI is oriented parallel to the side surface 3A of the vehicle body 3. Preferably, both the first side 3A of the vehicle body 21 and the connection interface CI are oriented vertically as shown in FIGS. 19A - D.

[0126] FIG. 19D also shows that the vertical distance Lcs between the contact surface 32a of the contact 32 and the pin head 31a is equal to or slightly longer than the thickness Tcs of the connection structure CS.

[0127] Refer now to FIGS. 13 and 14. Here, it is shown that the connection system 30 includes two connector pins 31 on the first side 3a of the vehicle body 3. The two connector pins 31 are provided in two slots 24 within the vehicle body 3, and the two slots 24 are spaced apart from each other.

[0128] A further connection system 30 on the second side 3b of the vehicle body 21 also includes two such connector pins 31 provided in two spaced slots 24.

[0129] The rigid member 38 described above with reference to FIGS. 12 - 14 is used here as a rigid cross member 38 that connects the connector pins 31 to each other. In this way, the two connector pins 31 are moved vertically and in parallel. Note that two actuators 34 are connected between the inside of the vehicle body 3 and each cross member 38.

[0130] The service vehicle 20 is based on a type of prior art container handling vehicle 250 shown in FIG. 1C, namely a container handling vehicle 250 with a cavity disposed in the center within the vehicle body 252. In FIG. 14, another example of such a container handling vehicle 250 is shown.

[0131] To manufacture the service vehicle 20 from such a container handling vehicle 250, only minor modifications are required. One modification is that slots must be provided in the vehicle body 3 and different parts of the connection system 30 must be mounted on the vehicle. Preferably, the container lifting device of the prior art container handling vehicle 250 is removed, saving costs and also providing sufficient space for the actuator 34. In some applications, since the service vehicle 20 may be designed to handle a greater gross weight than a typical container handling vehicle, modification of the drive system may be required. Thus, a more powerful motor of the drive system 40 may be needed and, in some cases, a more robust bearing for the wheels may also be used, etc. Overall, the number of modifications remains relatively small. In addition, relatively minor modifications within the control system are required to control the actuator 34.

[0132] The automatic storage and retrieval system 1 may comprise one or more service vehicles 20 and at least one additional support unit. The additional support unit comprises a connection interface CI to which the service vehicle 20 can connect and disconnect. Together, the service vehicle 20 and the additional support unit form a support system for the automatic storage and retrieval system 1.

[0133] Generally, the connection system 30 may be configured to connect to the connection interface CI of the additional support unit by the following operations. - Move the connector pin 31 to a first (here, lower) position where it is aligned with the keyhole KH of the unit's connection interface CI. - Move the connector pin 31 horizontally into the keyhole KH by moving the service vehicle 20 along the track system towards the unit. - Move the connector pin 31 to a second (here, upper) position different from the first position.

[0134] In this second position, movement of the service vehicle 20 away from the unit will cause the unit to be pulled by the service vehicle. Movement of the service vehicle 20 towards the unit will cause the unit to be pushed by the service vehicle. In the two directions described herein, the service vehicle 20 and the unit will move along the track 110 of FIG. 15.

[0135] Movement of the service vehicle in a direction perpendicular to the push / pull direction will cause the unit to be dragged or pushed parallel to the service vehicle 20. This last movement will require, as explained in the general overview above, that the correct set of wheels be in contact with track 111, or a track parallel to track 111, in FIG. 15.

[0136] Generally, the connection system 30 is configured to be connected from the connection interface CI by the following operations. - Lower the connector pin 31 again to its first (here, lower) position. - Move the service vehicle 20 along the rail track system 108 away from the unit, thereby moving the connector pin 31 horizontally out of the keyhole KH.

[0137] Examples of different support units will be described through the following embodiments. (Embodiment 1)

[0138] Referring now to FIGS. 15, 16, and 17. Here, the service vehicle 20 is connected to an intermediate support unit 60. The purpose of the intermediate support unit 60 is to transport a malfunctioning container handling vehicle 240 that has become stuck at a certain position on the rail system 108 due to a malfunction such as an empty battery, electrical or mechanical failure, etc., and is not able to move itself to the service area. In order to repair the vehicle 240, it must be moved to the service area.

[0139] As shown in FIG. 15, the intermediate support unit 60 includes a connection interface CI, and the connection interface CI is fixed to a rigid framework formed by an elongated bar element 62 protruding away from the connection interface CI and a cross-bar element 61 interconnecting the bar elements 62. In addition, the framework of the unit 60 includes support elements 64 protruding downward.

[0140] The connector pins 31 of the connection system 30 of the service vehicle 20 are connected to the connection interface CI, and the connector pins 31 are in their upper and locked positions. In FIG. 15, it can also be seen that the unit 60 is lifted by the service vehicle 20, i.e., the unit 60 is not in contact with the track system 108.

[0141] The distance between the respective downwardly protruding support elements 64 is adapted to the track system 108. Thus, by lowering the connector pins 31 of the service vehicle 20, the downwardly protruding support elements 64 come into contact with the track system 108, and the service vehicle 20 can disconnect from the unit 60. The service vehicle 20 reconnects to the unit 60 by moving towards the unit 60 with its connector pins 31 in their lower positions, and then the connector pins 31 can be raised when they are inserted again into the keyholes of the connection interface.

[0142] In FIG. 15, it is shown that an additional support unit 60 comprises a further connection system 70 for connection to the container handling vehicles 240, 250. The connection system 70 comprises a wheel actuator 72 and a push body 74 which, when pushed by the service vehicle 20, contacts the container handling vehicles 240, 250. Additionally, the further connection system 70 comprises a pull body 76 for contact with the container handling vehicles 240, 250 when pulled by the service vehicle 20. The pull body 76 can be a hook or other type of connection interface for connection to the interface of the container handling vehicles 240, 250.

[0143] Note that the connection system 30 of the service vehicle 20 in this example can have a third position. In the first position, as described above, the connection system 30 is lowering the unit and the unit is in contact with the track system 108. Here, the service vehicle can move the connector pin 31 into or out of the keyhole KH of the connection interface CI. In the second position, the connection system 30 is lifting the unit and the unit is no longer in contact with the track system 108. However, the pull body 76 has not been lifted high enough to be moved onto the vehicles 240, 250. Thus, to engage the additional connection system 70 with the vehicles 240, 250, the connector pin 31 and, thus, the unit 60 are lifted to a third position above the second position. Here, the pull body 76 of the unit can be moved onto the vehicles 240, 250 and then the connection system 30 can be lowered again to the second position. Here, the pull body 76 is engaged with the vehicles 240, 250. To disconnect from the vehicles 240, 250, the unit 60 is lifted from the third position and moved away from the vehicles 240, 250 such that the pull body 76 is not engaged with the vehicles 240, 250 in the third position.

[0144] The wheel actuator 72 is connected to the mechanical interface 72a of the container handling vehicles 240, 250, which adjusts the wheel height of the container handling vehicles 240, 250, i.e., mechanically controls when the wheels are to contact the track 110 or the track 111 of the track system. The wheel actuator 72 is driven by an electric motor controlled by the control system of the service vehicle 20 or by the control system of the entire system 1.

[0145] It should be noted that the length of the elongated bar element 62 is adapted to the length between the rails 111. Thus, when moving along the track 111, the four tracks 11 contact the wheels of the service vehicle 20 and the wheels of the vehicle 301, while when moving along the track 110, the same two tracks are used by both the service vehicle 20 and the vehicles 240, 250.

[0146] It should be noted that in this example, no modification of the vehicles 340, 350 is required. (Embodiment 2)

[0147] Referring now to FIGS. 18A-D. The additional support unit is here the counterweight unit 60d for balancing the service vehicle 20. The unit 60d has a connection interface CI (not shown) connected to the connection system 30 provided on the second side 3B of the vehicle body 3 in FIGS. 18A and 18B. The counterweight unit 60d is lifted by the service vehicle 20.

[0148] The purpose of the counterweight unit 60d is to enable the service vehicle 20 to lift and transport the failed container handling vehicles 240, 250 of the type shown in FIGS. 18A and 18B. The container handling vehicles 240, 250 are similar to prior art vehicles but have one modification: the container handling vehicles 240, 250 are provided with a connection interface CI. In this example, the connection interface CI provides two openings within the vehicle body 252: one for each of the connector pins 31 of the connection system 30 on the second side 3B of the vehicle body 3 of the service vehicle 20.

[0149] In FIG. 18C, it is shown that the connector pins 31 of the connection system 30 have moved into the openings of the connection interface CI of the vehicles 240, 250.

[0150] In FIG. 18D, it is shown that the connection system 30 is in a second (or third) position and is lifting the vehicles 240, 250 upward from the grid. Due to the counterweight unit 60d, the service vehicle 20 will not tilt when lifting the vehicles 240, 250. (Alternative Embodiment)

[0151] In the above embodiment, the connector pin 31 including the pin head 31a was rotationally symmetric about its longitudinal axis.

[0152] Now refer to FIGS. 20A - D which show some examples of alternative embodiments.

[0153] In FIG. 20A, the connector pin 31 is not rotationally symmetric as only the upper part of the pin head 31a projects upward in a direction perpendicular to the longitudinal axis X31. Here, the keyhole KH of the connection interface is shaped elliptically.

[0154] In FIG. 20B, the pin head 31a is rectangular and projects upward from the connector pin 31. Here, the keyhole KH of the connection interface is circular.

[0155] In FIG. 20C, the pin head 31a corresponds to that shown in FIG. 20B. However, here, the distal end of the head is rounded to facilitate insertion into the keyhole KH. Here, the keyhole KH of the connection interface is semi-circular.

[0156] In FIG. 20D, the pin head 31a is formed by providing a notch in the connector pin 31 itself, thereby separating the connector pin 31 into two distinct sections, namely, a distal section 31a that forms the pin head and a proximal section 31b. Here, the keyhole KH of the connection interface is rectangular.

[0157] Note that all of the above connector pins 31 can be used in combination with all of the above keyholes KH. Note that the present invention is not limited to the specific examples described and shown in the drawings, and many other alternatives are considered to be within the scope of the present invention as defined by the claims.

[0158] Also note that the operation of the actuator 34 may or may not depend on the operation of the drive system 40. In one embodiment, the vertical distance between the slot 24 and the track system will be the same when the service vehicle is moving along the track 110 and when the service vehicle is moving along the track 110. In such a case, the operation of the actuator 34 can be independent of the drive system 40. However, if the vertical distance between the slot 24 and the track system is different (due to different heights of the vehicle body 3 and different sets of wheels) when the service vehicle is moving along the track 110 and when the service vehicle is moving along the track 111, the actuator can be operated to change the pin height based on the direction of travel.

[0159] In the foregoing description, various aspects of the method according to the present invention and its related systems have been described with reference to illustrative embodiments. For purposes of explanation, specific numbers, systems, and configurations have been described to provide a thorough understanding of the system and its operation. However, this description is not intended to be construed in a limiting sense. Various modifications and variations of the illustrative embodiments that are obvious to those skilled in the art related to the disclosed subject matter, as well as other embodiments of the method and system, are considered to be within the scope of the present invention. [Table 1-1] [Table 1-2] [Table 1-3] [Table 1-4]

Claims

Service vehicle 20 for performing a support operation in an automatic storage and retrieval system, wherein the service vehicle 20 comprises: a vehicle body 3; a drive system 40 configured to drive the service vehicle; and a connection system 30 provided on a first side of the vehicle body. The service vehicle 20 further comprises an actuator 34 configured to vertically move the connector member 31 between a release position and a locking position. The connection system 30 further comprises a first contact member 32 connected to the connector member 31 or the vehicle body 3, the first contact member 32 being configured to contact a front side FS of the connection structure CS so as to orient a connection interface CI of the connection structure CS with respect to the vehicle body 3. The service vehicle 20 according to claim 1. The connection system 30 further comprises a second contact member 33 connected to the connector member 31 or the vehicle body 3, the second contact member 33 being configured to contact a front side FS of the connection structure CS so as to orient the connection interface CI with respect to the vehicle body 3. The service vehicle according to claim 2. The connector member 31 is connected to the actuator 34 via a rigid member 38 provided inside the vehicle body 3. The service vehicle 20 according to any one of the preceding claims. The connection system 30 is in the release position when the connector member 31 is in a lowered position, and the connection system 30 is in the locking position when the connector member 31 is in an upper position. The service vehicle 20 according to any one of the preceding claims. The service vehicle 20 according to any one of the preceding claims further comprises a support unit. The support unit comprises a connection structure CS configured to connect to the connector member 31. The connection structure CS comprises a connection interface CI oriented parallel to the first side of the vehicle body 3. The service vehicle 20 according to claim 6. ​ ​ ​ ​ **Claim 8**: The connection interface CI comprises a keyhole KH having a circular opening and a slot above the circular opening, wherein the head 31a of the connector member 31 can be inserted into the circular opening, and the second elongated section 31b can be moved into the slot. The service vehicle according to claim 7. **Claim 9**: A method of connecting the service vehicle 20 according to any preceding claim to a support unit, by moving the connector member 31 to a first position aligned with the connection interface CI of the support unit, by moving the service vehicle 20 towards the support unit, horizontally moving the connector member 31 into the connection interface CI of the support unit, and moving the connector member 31 to a second position different from the first position. **Claim 10**: At the second position of the connector member 31, movement of the service vehicle 20 away from the support unit causes the support unit to be pulled by the service vehicle, and movement of the service vehicle 20 towards the support unit causes the support unit to be pushed by the service vehicle 20. The method according to claim 9. **Claim 11**: A method of disconnecting the service vehicle 20 according to any one of claims 1 to 8 from a support unit, by lowering the connector member 31 to a first position aligned with the connection interface CI of the support unit, by horizontally moving the connector member 31 out of the connection interface CI of the support unit, and moving the service vehicle 20 away from the support unit. **Claim 12**: The support unit is an intermediate support unit 60, and the intermediate support unit 60 comprises a connection system 70 for connection to container handling vehicles 240, 250 in an automatic storage and retrieval system. The service vehicle 20 or method according to any preceding claim.

13. The connector member 31 is movable to a third position, and in the third position, the support unit is lifted so that the service vehicle 20 no longer contacts the track system 108 of the automatic storage and retrieval system, for the service vehicle 20 or method according to any preceding claim.

14. The support unit is a counterweight unit 60d for balancing the service vehicle 20, for the service vehicle 20 or method according to claim 13.

15. The counterweight unit 60d is configured so that the service vehicle 20 does not tilt when lifting the vehicles 240, 250 from the track system 108 of the automatic storage and retrieval system, for the service vehicle 20 or method according to claim 14.

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