Automated warehouse

Abstract

In automated warehouses equipped with multiple unmanned aircraft that transport goods, there is a need for technology that can simplify storage shelves, reduce costs, and improve the efficiency of goods storage. [Solution] An automated warehouse comprising a storage shelf 2, an loading / unloading section, and a plurality of flying bodies 1, wherein the storage shelf 2 comprises a plurality of mounting sections 20, each of the plurality of flying bodies 1 flies between the plurality of mounting sections 20 and the loading / unloading section to transport goods W, and at least one of the plurality of mounting sections 20, a movable mounting section 4, is configured to move between a storage position T1, which is a position in which goods W are stored in a storage area S, and a protruding position T2, which is a position that protrudes X1 in the depth direction from the front of the shelf 21, and the flying body 1 comprises a locking section 11, and the movable mounting section 4 comprises a locked section 24 that is locked by the locking section 11 of the flying body 1.

Description

Technical Field

[0001] The present invention relates to an automated warehouse.

Background Art

[0002] For example, Japanese Unexamined Patent Application Publication No. 2020-40798 (Patent Document 1) discloses a technology related to an automated warehouse. Hereinafter, the reference numerals shown in parentheses in the description of the background art are those of Patent Document 1.

[0003] The automated warehouse of Patent Document 1 includes a storage shelf (3) for storing articles (W), and a flying object (1) that flies unmanned with respect to the storage shelf (3) to convey the articles. In the storage shelf (3), mounting tables (32) are arranged in each of a plurality of stages. And, a storage space (3) for storing articles is formed on each mounting table (32). In this conveying facility, the mounting table (32) is configured to slide and move so as to protrude forward (the side where the articles are taken in and out) with respect to the storage space (30) by a moving mechanism (33) provided in the storage shelf (3). When the flying object (1) approaches the storage space (30), the mounting table (32) protrudes forward with respect to the storage space (30) by driving the moving mechanism (33). Thereby, the flying object (1) can transfer the articles to and from the mounting table (32).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the automated warehouse described in Patent Document 1, a moving mechanism (33) is provided on all the mounting platforms (32) arranged on the storage shelves (3), and furthermore, a shelf management device (4) is provided that activates the moving mechanism (33) when it detects that an aircraft (1) is approaching a mounting platform (32). However, when transporting goods using an aircraft (1), the structure of the storage shelves (3) tends to become complex and large, which tends to increase costs.

[0006] Therefore, there is a need for technology that can improve the efficiency of goods storage while simplifying storage shelves and reducing costs in automated warehouses equipped with multiple unmanned aircraft that transport goods. [Means for solving the problem]

[0007] The automated warehouse relating to this disclosure comprises storage shelves capable of accommodating multiple articles, an loading / unloading section where at least one of the articles being brought in from the outside and the articles being taken out from the outside, and a plurality of aircraft that fly unmanned and transport the articles, The storage shelf comprises a plurality of mounting sections on which the articles are placed, and a support section that supports the plurality of the aforementioned mounting sections. The side of the storage shelf from which the items are inserted and removed is defined as the front of the shelf, the direction along the depth of the storage shelf is defined as the depth direction, the side in the depth direction from the inside of the storage shelf toward the front of the shelf is defined as the front side in the depth direction, and the opposite side is defined as the rear side in the depth direction. Multiple of the aforementioned mounting parts are arranged in a vertical line. Between two of the aforementioned storage sections, which are adjacent in the vertical direction and located further back in the depth direction than the front of the shelf, a storage area is formed, which is the area in which the article is stored. Each of the multiple aforementioned flying bodies is configured to fly between the multiple aforementioned storage units and the loading / unloading units to transport the articles, A movable mounting section, which is at least one of the multiple mounting sections described above, is configured to be movable between a storage position, which is a position in which the article is stored in the storage area, and a protruding position, which is a position that protrudes forward in the depth direction from the front of the shelf. The aforementioned flying object is equipped with a locking mechanism, The movable mounting portion includes a locked portion which is locked by the locking portion of the aircraft.

[0008] With this configuration, since goods are transported between the loading / unloading section and the storage shelves by multiple aircraft, the need to install large transport devices such as stacker cranes that move vertically and horizontally along the front of the storage shelves to load and unload goods can be reduced. Therefore, it is easier to simplify the overall equipment and reduce costs. Furthermore, according to this configuration, at least one of the multiple mounting sections arranged vertically is configured to be movable between a storage position and a protruding position, and is equipped with a locking portion that is locked by a locking portion of the aircraft. Therefore, by locking the locking portion of the aircraft onto the locking portion of the movable mounting section in the storage position, and moving at least the locking portion toward the front in the depth direction relative to the storage area, the movable mounting section can be moved from the storage position to the protruding position. As a result, the movable mounting section protrudes toward the front in the depth direction relative to the front of the shelf, making it possible for the aircraft to approach the movable mounting section from above, for example, and transfer items. Therefore, since it is possible to transfer items to the mounting sections by the aircraft without unnecessarily widening the distance between two adjacent mounting sections in the vertical direction, it is less likely to reduce the storage efficiency of items in the storage shelf. Moreover, it is possible to reduce the need to provide a drive device for moving the movable mounting section and sensors for detecting an aircraft approaching the movable mounting section in the storage shelf. Therefore, it is easier to simplify the storage shelf and reduce costs. Thus, this configuration allows for simplification of storage shelves and reduction of costs while improving the efficiency of storing items.

[0009] Further features and advantages of the automated warehouse will become clear from the following description of exemplary and non-limiting embodiments, which will be illustrated with reference to the drawings. [Brief explanation of the drawing]

[0010] [Figure 1] Overall diagram of the automated warehouse [Figure 2] Side view of the flying object [Figure 3] Side view schematically showing the movable placement part [Figure 4] Plan view of the movable placement part in the storage position [Figure 5] Control block diagram [Figure 6] Side view schematically showing the first locking operation [Figure 7] Side view schematically showing the protruding flight operation [Figure 8] Side view schematically showing the protruding flight operation and the first unlocking operation [Figure 9] Side view schematically showing the delivery operation [Figure 10] Side view schematically showing the second locking operation and the storage flight operation [Figure 11] Side view schematically showing the second unlocking operation [Figure 12] Front view schematically showing the setting of the prohibited approach area [Figure 13] Side view of the flying object in another embodiment [Figure 14] Front view of the flying object in another embodiment [Figure 15] Plan view of the locking part of the flying object in another embodiment (XV-XV plane view in FIG. 14) [Figure 16] Side view of the flying object in another embodiment [Figure 17] Side view schematically showing the first locking operation and the storage flight operation in another embodiment

Mode for Carrying Out the Invention

[0011] An embodiment of an automated warehouse will be described based on the drawings. As shown in FIG. 1, the automated warehouse 10 includes a storage shelf 2 capable of storing a plurality of articles W, a loading / unloading section 3 where at least one of the loading of the article W from the outside and the unloading of the article W to the outside is performed, and a plurality of flying bodies 1 that fly unmanned to convey the article W. In this embodiment, a flight area E is arranged in the automated warehouse 10. In the flight area E, a flight path for each of the plurality of flying bodies 1 to fly between the loading / unloading section 3 and the storage shelf 2 is set. In the illustrated example, one storage shelf 2 is arranged, but a plurality of storage shelves 2 may be arranged. The number of storage shelves 2 is appropriately changed as needed.

[0012] The loading / unloading section 3 includes a conveying device 3a that connects the inside and the outside of the automated warehouse 10. Here, the conveying device 3a is a conveyor for performing the unloading and loading of the article W. The article W is placed on the upper surface of the conveyor and conveyed to the inside and the outside of the automated warehouse 10. In this example, a plurality of such conveying devices 3a are provided so as to correspond to the plurality of flying bodies 1. In FIG. 1, only a single conveying device 3a is illustrated. Note that the conveying device 3a may be a device other than a conveyor, such as an automated guided vehicle or a forklift. Further, the loading / unloading section 3 may include a support base, a pallet, or the like.

[0013] Hereinafter, the surface where the article W is taken in and out in the storage shelf 2 is defined as the shelf front 21, the direction along the depth of the storage shelf 2 is defined as the depth direction X, the side from the inside to the shelf front 21 of the storage shelf 2 in the depth direction X is defined as the front side X1 in the depth direction, and the opposite side is defined as the rear side X2 in the depth direction. Also, the direction orthogonal to the depth direction X in the vertical view is defined as the width direction Y.

[0014] The storage shelf 2 includes a plurality of placement portions 20 on which the article W is placed respectively, and a support portion 22 that supports the plurality of placement portions 20. The plurality of placement portions 20 are arranged so as to be arranged in a plurality in the vertical direction. In this embodiment, the placement portions 20 are arranged so as to be arranged in a plurality in the vertical direction and the width direction Y. Here, one article W is placed on each placement portion 20. Note that a plurality of articles W may be placed on the placement portion 20.

[0015] The support section 22 comprises a plurality of support columns 22a arranged vertically and a plurality of connecting members 22b connecting adjacent support columns 22a. As shown in Figures 1 and 3, the plurality of support columns 22a are spaced apart from each other in the width direction Y and also spaced apart in the depth direction X. As shown in Figure 3, the connecting members 22b connect a pair of support columns 22a spaced apart in the depth direction X. These connecting members 22b are arranged along the depth direction X and spaced apart from each other vertically. The connecting members 22b that connect a pair of support columns 22a are provided to correspond to each of the plurality of support columns 22a that are spaced apart in the width direction Y. The mounting section 20 is supported by two adjacent support columns 22a in the width direction Y and two adjacent connecting members 22b in the width direction Y.

[0016] As shown in Figures 1 and 3, a storage area S, which is the area where articles W are stored, is formed between two vertically adjacent mounting sections 20 located X2 behind the shelf front 21 in the depth direction. In this example, a storage area S is formed corresponding to each of the multiple mounting sections 20. Here, one storage area S is formed in the space between the corresponding mounting section 20 and the mounting section 20 on the level above it. Furthermore, the storage area S formed on the top level of the storage shelf 2 is formed between the corresponding mounting section 20 and the top plate section 22c (Figure 1) which is positioned above and spaced apart from the said mounting section 20. The shelf front 21 is the surface on which articles W are loaded and unloaded from the storage area S of the storage shelf 2. Here, the shelf front 21 is a rectangular, virtual surface formed by using the ends of the front sides X1 in the depth direction of the two support columns 22a that are furthest apart in the width direction Y, the end of the front side X1 in the depth direction of the top plate portion 22c, and the end of the front side X1 in the depth direction of the bottommost mounting portion 20 as its four sides. In the example shown in Figure 3, the shelf front 21 is formed on both the front and back sides of the storage shelf 2. Therefore, the storage shelf 2 is configured so that items W can be loaded and unloaded from both the front and back sides. Accordingly, in each tier where the mounting portions 20 are located, two mounting portions 20 are arranged side by side in the depth direction X.

[0017] In this embodiment, each of the multiple storage areas S is a space capable of accommodating one or more articles W depending on the size of the articles W, but is a space too small for the flying body 1 to enter. For example, the vertical dimension of the storage area S (the distance between two adjacent mounting sections 20 in the vertical direction) is larger than the vertical dimension of the article W, but is at least less than or equal to the vertical dimension of the flying body 1. Similarly, the width Y dimension of the storage area S is larger than the width Y dimension of the article W, but is at least less than or equal to the width Y dimension of the flying body 1.

[0018] As shown in Figures 1, 3, and 4, at least one of the multiple mounting sections 20, which is a movable mounting section 4, is configured to move between a storage position T1, where an article W is stored in the storage area S, and a protruding position T2, where it protrudes X1 in the depth direction from the front of the shelf 21. In this embodiment, the movable mounting section 4 is configured to slide along the depth direction X, thereby moving between the storage position T1 and the protruding position T2. ​​Furthermore, all mounting sections 20 provided on the storage shelf 2 are movable mounting sections 4. That is, in the example in Figure 3, all mounting sections 20 are configured as movable mounting sections 4 and are slidable along the depth direction X. Here, the storage shelf 2 is equipped with multiple moving mechanisms 7 corresponding to each movable mounting section 4. In this example, the movable mounting section 4 can move between the storage position T1 and the protruding position T2 by the moving mechanism 7. Here, the moving mechanism 7 is a sliding mechanism that slides the movable mounting section 4 in the depth direction X. The movable mounting section 4 is supported by the support section 22 via a moving mechanism 7. Note that no drive device is provided to drive the moving mechanism 7 to slide the movable mounting section 4. The configuration of the moving mechanism 7 may be a mechanism other than a sliding mechanism. For example, the moving mechanism 7 may be configured to allow the movable mounting section 4 to move between a housing position T1 and a protruding position T2 by making the movable mounting section 4 rotatable around an axis along the vertical direction.

[0019] As shown in Figures 1, 3, and 4, the movable mounting section 4 is equipped with a locking section 24 that is locked by a locking section 11 of the aircraft 1. In this embodiment, the locking section 24 is positioned to protrude X1 in the depth direction from the front of the shelf 21. The locking section 24 of the movable mounting section 4 is configured to be lockable to the locking section 11 of the aircraft 1, which is located X1 in the depth direction from the front of the shelf 21.

[0020] In this example, the movable mounting section 4 includes a mounting member 41 on which an article W is placed. The mounting member 41 is a plate-shaped member that runs along the depth direction X and the width direction Y. The mounting member 41 is supported by the moving mechanism 7. In the illustrated example, the movable mounting section 4 further includes a front plate section 42. The front plate section 42 is fixed to the tip of the mounting member 41 (the end on the front side X1 in the depth direction) and is a plate-shaped member that runs along the width direction Y and the vertical direction. The moving mechanism 7 includes a base section 7a fixed to the connecting member 22b of the support section 22, a relay section 7b supported so as to be slidable relative to the base section 7a, and a main body section 7c supported so as to be slidable relative to the relay section 7b. The front plate section 42 is also fixed to the tip of the main body section 7c. The mounting member 41 is fixed to the main body section 7c. In this way, the movable mounting portion 4 can move between the storage position T1 and the protruding position T2 by sliding the intermediate portion 7b relative to the base portion 7a and the main body portion 7c relative to the intermediate portion 7b. Here, the locking portion 24 is fixed to the front plate portion 42. The locking portion 24 is positioned to protrude X1 toward the front in the depth direction relative to the front plate portion 42.

[0021] In this embodiment, as shown in Figure 4, the locking portion 24 has a first locking surface 24a facing the rear side X2 in the depth direction. The locking portion 24 also has a second locking surface 24b facing the front side X1 in the depth direction. In this example, the first locking surface 24a is positioned with a gap (locking area U) in the depth direction X relative to the movable mounting portion 4 (here, the front surface 43 of the front plate portion 42, which is the surface facing the front side X1 in the depth direction). This gap is formed to be larger than the depth direction X dimension of the locking member 12 of the aircraft 1, which will be described later. In the example of Figure 4, the locking portion 24 includes a first protrusion 25a, a second protrusion 25b, and a locking surface forming portion 25c. Here, the first protrusion 25a and the second protrusion 25b are positioned to protrude X1 in the depth direction relative to the front plate portion 42. Furthermore, the first protrusion 25a and the second protrusion 25b are spaced apart from each other in the width direction Y. The locking surface forming portion 25c is provided to connect the respective ends (the ends on the front side X1 in the depth direction) of the first protrusion 25a and the second protrusion 25b. The first protrusion 25a and the second protrusion 25b are rod-shaped members that are long in the depth direction X, and the locking surface forming portion 25c is a rod-shaped member that is long in the width direction Y. In the illustrated example, the first protrusion 25a, the second protrusion 25b, and the locking surface forming portion 25c are integrally formed. This forms a locking region U (opening) surrounded by the front plate portion 42 and the locking portion 24. In the illustrated example, the first locking surface 24a is the surface of the locking surface forming portion 25c that faces the rear side X2 in the depth direction. The second locking surface 24b is the surface facing the front side X1 in the depth direction of the locking surface forming portion 25c. Here, the first locking surface 24a and the second locking surface 24b are flat surfaces along the vertical direction and the width direction Y, but are not limited to this. For example, the first locking surface 24a and the second locking surface 24b may be curved surfaces, surfaces with irregularities, or stepped surfaces. Note that the first locking surface 24a corresponds to the "locking surface".

[0022] The configuration of the locking portion 24 is not limited to the above. For example, the locking portion 24 may have a first projection 25a and a locking surface forming portion 25c, but may not have a second projection 25b. In this case, the locking portion 24 will have a structure close to an L shape when viewed in the vertical direction. Thus, the configuration of the locking portion 24 can be changed as appropriate, as long as the locking member 12, which will be described later, can be locked to the locking portion 24. Also, the locking portion 24 is not limited to the front plate portion 42, but may be provided on the mounting member 41.

[0023] Each of the multiple flying units 1 is configured to fly between multiple loading units 20 and loading / unloading units 3 to transport goods W. In this embodiment, each flying unit 1 flies within a predetermined flight area E to transport goods W between the loading / unloading units 3 and a predetermined movable loading unit 4. Here, each flying unit 1 is equipped with a locking unit 11. Furthermore, each flying unit 1 includes a holding device 14 for holding and releasing goods W, a flying device 15 for flight, a flying body 16 that supports the holding device 14 and the flying device 15, a landing support unit 13, and an attitude changing unit 17 for changing the attitude of the locking unit 11.

[0024] As shown in Figure 2, the flight device 15 comprises a plurality of rotors 18, a drive unit for providing driving force to these rotors 18, and a power storage device (battery) or the like for supplying power to the drive unit. The rotors 18 generate lift and thrust by being rotated around their axis of rotation. The driving of the plurality of rotors 18 makes it easier to maintain the aircraft 1 in a horizontal position during flight. The flight device 15 may also be configured to include fixed wings and a propulsion device for generating thrust in the air. The holding device 14 holds the article W below the flight device 15. The holding device 14 is configured to suspend and support the article W from above. The holding device 14 may, for example, be equipped with gripping claws for grasping the article W, or with a suction part for adsorbing the upper surface of the article W. The configuration of the holding device 14 can be appropriately changed depending on the type and size of the article W. For example, the holding device 14 may be configured to include a mechanism for scooping up and holding the article W from below. Furthermore, the holding device 14 may be equipped with a transfer device (conveyor type, fork type, etc.) to support the article W and transfer the article W to the loading / unloading section 3 (transport surface of the transport device 3a) or the movable mounting section 4 (upper surface of the mounting member 41). In the illustrated example, the holding device 14 is equipped with a pair of gripping claws capable of holding and releasing the article W. The article W is also equipped with a gripping part (not shown) to which each of the pair of gripping claws can be locked. The gripping part may be a hook or string-like member that catches on the gripping claws. The pair of gripping claws can be configured to hold and release the article W by, for example, moving closer to or further apart from each other in the horizontal direction. Also, as shown in the example in Figure 1, when the aircraft 1 lands at the loading / unloading section 3 or the movable mounting section 4 and hands over the article W, it is preferable that the holding device 14 be configured to be able to be raised and lowered according to the size of the article W.

[0025] In this example, the flight body 16 is configured to support the holding device 14 and the flight device 15, as well as the landing support section 13. The flight body 16 is configured to house, for example, a drive mechanism for driving the holding device 14 and the flight device 15. The flight body 16 also supports the landing support section 13 from above.

[0026] The landing support section 13 functions to absorb the impact that occurs when the aircraft 1 lands, for example, on an loading / unloading section 3. In this example, the landing support section 13 comprises a plurality (four in this case) of landing support members 13a arranged so as to sandwich the holding device 14 and the article held by the holding device 14, and a pair of ground contact members 13b that make contact with the landing surface when landing (Figures 1, 2, and 12). Each landing support member 13a is a rod-shaped member arranged in an inclined position with respect to the vertical direction (inclined outward relative to the aircraft body 16 as it moves downward). The ground contact members 13b are rod-shaped members arranged along the horizontal direction. A pair of ground contact members 13b are arranged so as to face each other. Furthermore, each of the pair of ground contact members 13b is arranged to connect the lower ends of two different pairs of landing support members 13a.

[0027] In this embodiment, the lower end of the landing support section 13 is positioned below the article W held by the holding device 14. In this example, a pair of ground contact members 13b are positioned below the article W held by the holding device 14. This allows the aircraft 1 to land while holding the article W. Naturally, the ground contact members 13b are provided with elastic members or the like to absorb impact. Note that the aircraft 1 may not have the landing support section 13 itself, depending on the type of article W being transported.

[0028] In this embodiment, the aircraft 1 is equipped with an obstacle detection device 33 that detects aircraft 1 and obstacles flying near it (Figure 5). Various sensors such as millimeter-wave radar, LiDAR (Light Detection and Ranging), ultrasonic sensors, and cameras can be used as the obstacle detection device 33. Furthermore, the aircraft 1 is equipped with an item detection unit 34 for detecting whether or not an item W is placed on the movable mounting unit 4 (Figure 5). Examples of the item detection unit 34 include a photoelectric sensor. The aircraft 1 also includes a control unit H that controls each of the devices, including the holding device 14, the flight device 15, the attitude change unit 17, the obstacle detection device 33, and the item detection unit 34.

[0029] As shown in Figure 2, the locking portion 11 is supported by the landing support portion 13. In this embodiment, the locking portion 11 includes a locking member 12 that contacts the first locking surface 24a from the rear side X2 in the depth direction. The locking portion 11 also includes a support member 19 that supports the locking member 12. In this example, the support member 19 is provided on the ground contact member 13b and is provided to protrude horizontally outward from the ground contact member 13b (outward from the flight body portion 16). The locking member 12 is a rod-shaped member that is oriented vertically. The support member 19 does not protrude below the ground contact member 13b.

[0030] The attitude change unit 17 is configured to change attitude between a locked attitude P1, in which the locking unit 11 is positioned below the lower end of the landing support unit 13, and a retired attitude P2, in which the locking unit 11 is positioned above the lower end of the landing support unit 13. In this example, the support member 19 supports the locking unit 12 so that it can slide along the vertical direction. In the locked attitude P1, the lower end of the locking unit 12 is positioned below the lower end of the landing support unit 13. In the retired attitude P2, the lower end of the locking unit 12 is positioned at least at the same level as, or above, the lower end of the landing support unit 13. Thus, the locking unit 12 is configured to move up and down relative to the support member 19 and the landing support unit 13. In this embodiment, all aircraft 1 are equipped with the locking unit 11 and the attitude change unit 17, but it is also possible to configure the aircraft to be equipped with the locking unit 11 and the attitude change unit 17 only on some of the multiple aircraft 1. Here, the attitude change unit 17 includes a lifting mechanism (not shown) that raises and lowers the locking member 12 relative to the support member 19, and a motor or the like that drives the lifting mechanism. The attitude change unit 17 can change the attitude of the locking member 11 between a locked attitude P1 and a retracted attitude P2 during flight.

[0031] The automated warehouse 10 is equipped with a control system 100 that controls multiple aircraft 1. The control system 100 includes a control unit H provided for each of the multiple aircraft 1, and a higher-level controller C that controls the flight of each aircraft 1 and also controls the various devices provided in the automated warehouse 10. The higher-level controller C and the control unit H each include, for example, a processor such as a microcomputer, peripheral circuits such as memory, etc. Each function is realized through the cooperation of this hardware and a program executed on the processor such as a computer. The higher-level controller C and the control unit H provided for each of the multiple aircraft 1 are configured to communicate with each other. The higher-level controller C includes a storage unit 81 and a route setting unit 82. The route setting unit 82 sets the flight path in the flight area E for each of the multiple aircraft 1. Specifically, the route setting unit 82 sets the flight path for each aircraft 1 between the loading / unloading unit 3 and an arbitrary movable loading unit 4. Each aircraft 1 performs autonomous flight based on commands from the higher-level controller C. The memory unit 81 stores information such as the flight area E in the automated warehouse 10 and the flight paths of each configured aircraft 1.

[0032] The control system 100 controls the aircraft 1 to perform a transport flight operation between the loading / unloading section 3 and the movable transfer area V, which is the area X1 in the depth direction in front of the shelf front 21 and corresponds to the movable mounting section 4. The transport flight operation includes a first flight operation and a second flight operation. The control system 100 also causes the locking part 11 to perform a locking operation to lock the locking part 24 of the movable mounting section 4, and a release operation to release the locking part 11 from the locking part 24. The locking operation includes a first locking operation and a second locking operation. The control system 100 also causes the aircraft 1 to perform a move flight operation by flying along the depth direction X with the locking part 11 locked to the locking part 24, moving the movable mounting section 4 between the storage position T1 and the protruding position T2. ​​The move flight operation includes a protruding flight operation and a storage flight operation. Furthermore, the control system 100 performs a transfer operation to exchange the item W between the movable mounting unit 4 located at the protruding position T2. ​​The transfer operation includes a handover operation and a receiving operation. Naturally, these operations are performed by each of the aircraft 1. These operations include all operations performed by the driving of the flight device 15, the holding device 14, the attitude change unit 17, and the obstacle detection device 33. In this example, each operation of the aircraft 1 is controlled by the control unit H, which receives commands from the higher-level controller C.

[0033] The first flight motion is a motion toward a movable transfer area V, which is an area X1 in the depth direction that is in front of the shelf front 21 and corresponds to the movable mounting section 4. The movable transfer area V is an area adjacent to the shelf front 21 in the depth direction that corresponds to the movable mounting section 4. Here, the movable transfer area V includes the space in which the movable mounting section 4 at the protruding position T2 is located, and the space in which the flying body 1 that performs the operation toward the movable mounting section 4 is located, which is further in the depth direction that is in front of the movable mounting section 4 at the protruding position T2 and is located X1. When the flying body 1 is moving toward the movable mounting section 4 at the storage position T1 during the first flight motion, it reaches the space of the movable transfer area V adjacent to the movable mounting section 4 at the storage position T1 in the depth direction that is in front of it. In this example, in the first flight operation, the source of the aircraft 1 heading towards the movable transfer area V is not limited to the loading / unloading section 3, but may be, for example, a charging station (not shown) located within the premises of the automated warehouse 10. The charging station is equipped with a charging device for charging the energy storage device of the aircraft 1. Furthermore, the source of the aircraft 1 in the first flight operation may be the movable transfer area V corresponding to another movable mounting section 4, or it may be outside the automated warehouse 10. Thus, the source of the aircraft 1 can be changed as needed.

[0034] The first locking operation is the operation of locking the locking part 11 to the locked part 24 of the movable mounting part 4, which is in the storage position T1. The control system 100 controls the attitude change unit 17 to set the attitude of the locking part 11 to the retired attitude P2 while the aircraft 1 is performing the transport flight operation. Then, as shown in Figure 6, when the first locking operation is performed, the control system 100 controls the attitude change unit 17 to change the attitude of the locking part 11 from the retired attitude P2 to the locked attitude P1. In this example, the aircraft 1 hovers in a position where the locking part 11 (locking member 12) is positioned directly above the locked part 24 of the movable mounting part 4 in order to facilitate the first locking operation. Then, the control system 100 (in this case, the control unit H) controls the attitude change unit 17 to change the attitude of the locking member 12 from the retired attitude P2 to the locked attitude P1. As shown in Figure 4, when the locking member 12 changes its attitude to the locking attitude P1, it is inserted from above into the locking region U, which is an opening formed by the locked portion 24. As a result, the locking portion 11 locks into the locked portion 24. Next, the control system 100 controls the aircraft 1 to perform an ejection flight operation.

[0035] The protruding flight operation, as shown in Figures 7 and 8, involves the aircraft flying towards the front side X1 in the depth direction with the locking part 11 locked to the locked part 24, thereby moving the movable mounting part 4 from the storage position T1 to the protruding position T2. ​​Based on a command from the higher-level controller C, the control unit H flies the aircraft 1 from the back side X2 in the depth direction to the front side X1 in the depth direction with the locking part 11 locked to the locked part 24. As a result, the movable mounting part 4 slides from the back side X2 in the depth direction to the front side X1 in the depth direction. The movable mounting part 4 is then positioned from the storage position T1 to the protruding position T2. ​​As the aircraft 1 moves to the front side X1 in the depth direction, the locking part 11 can pull the movable mounting part 4 toward the front side X1 in the depth direction while in contact with the first locked surface 24a. Next, the control system 100 controls the aircraft 1 to perform the first lock release operation.

[0036] The first lock release operation is the operation to release the locking part 11 from the locked part 24. As shown in Figure 8, when the movable mounting part 4 is positioned in the protruding position T2, the control unit H changes the attitude of the locking part 11 from the locked attitude P1 to the retracted attitude P2 based on a command from the higher controller C. In the retracted attitude P2, the locking member 12 is positioned above the locking area U (opening). This releases the lock between the locking part 11 and the locked part 24. In this embodiment, the lock is released by the upward movement of the locking member 12. Therefore, in the first lock release operation in this example, the flight device 15 does not perform an upward movement. Next, the control system 100 controls the flight body 1 to perform a handover operation (delivery operation or receiving operation).

[0037] During the handover operation, the control unit H moves the flying body 1 directly above the movable mounting section 4 (in this case, the mounting member 41) at the protruding position T2. ​​When the handover operation is performed, the control unit H controls the flying device 15 and the holding device 14 to place the item W on the mounting member 41. For example, in order to place the item W in the correct orientation, the control unit H lowers the flying body 1 as needed, lands on the upper surface of the mounting member 41, and releases the holding device 14, placing the item W on the upper surface of the mounting member 41. When the receiving operation is performed, the control unit H approaches the item W from above so as not to interfere with the item W placed on the mounting member 41, and lands on the upper surface of the mounting member 41. The control unit H then has the holding device 14 hold the item W. The control unit H may perform the detection operation of the item W on the movable mounting unit 4 by the item detection unit 34 at any time before the handover operation begins. Once the handover or receipt operation is completed, the control unit H will perform the second locking operation.

[0038] The second locking operation is the operation of locking the locking part 11 to the locked part 24 of the movable mounting part 4 which is in the protruding position T2. ​​In the second locking operation, the control system 100 moves the aircraft 1, which is in a hovering state directly above the mounting member 41, to a position corresponding to the locked part 24. Specifically, the control unit H moves the aircraft 1 so that the locking member 12 comes into contact with the second locked surface 24b of the locked part 24 based on a command from the higher controller C (Figure 10). As a result, the aircraft 1 is positioned on the front side of the movable mounting part 4 in the protruding position T2. ​​In the illustrated example, the aircraft 1 is positioned so as to overlap the movable mounting part 4 and the housing area S when viewed in the depth direction. After that, the control system 100 performs a housing flight operation.

[0039] The stowaway flight operation involves flying toward the rear side X2 in the depth direction with the locking part 11 locked to the locked part 24, thereby moving the movable mounting part 4, which is in the protruding position T2, to the stowaway position T1. The control unit H flies the aircraft 1 from the front side X1 in the depth direction to the rear side X2 in the depth direction with the locking member 12 in contact with the second locked surface 24b. As a result, the locking member 12 pushes the second locked surface 24b, causing the movable mounting part 4 to move from the protruding position T2 to the stowaway position T1. In the example in Figure 10, during the second locking operation, the locking part 11 remains in the retracted position P2. Thus, when pushing the surface (second locked surface 24b) facing outward (front side X1 in the depth direction) of the locked part 24, the control unit H does not need to change the attitude of the locking part 11 from the retracted position P2 to the locked position P1. This simplifies the operation of the locking part 11 during the recovery flight operation. Furthermore, the control unit H does not necessarily require that the locking member 12 be in contact with the second locking surface 24b at the time of completion of the second locking operation. In this case, the control unit H positions the locking member 12 on the front side of the second locking surface 24b. Subsequently, the control unit H may make the aircraft 1 fly from the front side X1 in the depth direction to the back side X2 in the depth direction so that the locking member 12 comes into contact with the second locking surface 24b and pushes against it. Note that in the second locking operation and the recovery flight operation, if the locking member 12 comes into contact with the second locking surface 24b in the locking attitude P1 state, the aircraft 1 in the second locking operation, excluding the locking member 12, is positioned so as to overlap with the storage area S above the movable mounting part 4 when viewed in the depth direction. Next, the control system 100 performs a second lock release operation.

[0040] The second unlocking operation is the operation to release the locking of the locking part 11 from the locked part 24. In this example, when the movable mounting part 4 is placed in the storage position T1, the control unit H moves the aircraft 1 to the front side X1 in the depth direction, separating the locking member 12 from the second locked surface 24b. This releases the locking state between the locking member 12 and the second locked surface 24b. After that, the control system 100 causes the aircraft to perform the second flight operation.

[0041] The second flight operation is the operation of flying from the movable transfer area V to another location. In this example, as shown in Figure 1, the aircraft 1 performs the second flight operation by flying from the movable transfer area V to the loading / unloading section 3, which is the other location. Here, if the automated warehouse 10 is provided with multiple loading / unloading sections 3, the control system 100 (higher-level controller C) pre-specifies the loading / unloading sections 3 that will be the source and destination of the aircraft 1. Therefore, in the first flight operation, the aircraft 1 can fly from the designated loading / unloading section 3 to the movable loading section 4, which is the destination. In the second flight operation, the aircraft 1 can fly from the movable loading section 4 to the designated loading / unloading section 3. The aircraft 1 can then transfer goods W at the loading / unloading section 3. The aircraft 1 approaches the transport device 3a (in this case, a conveyor) from directly above and lands on the transport surface of the transport device 3a (the upper surface of the conveyor). When receiving an item W from the transport device 3a, the aircraft 1 lands on the transport surface of the transport device 3a so as not to interfere with the item W on the transport surface. In this way, the control system 100 can make the aircraft 1 fly back and forth between the loading / unloading section 3 and the movable transfer area V in the first and second flight operations. Furthermore, the control system 100 does not necessarily have to make the aircraft 1 fly back and forth as described above in the first and second flight operations. In this example, the destination of the aircraft 1 in the second flight operation is not limited to the loading / unloading section 3, but may be, for example, a charging station. The destination may also be a movable transfer area V corresponding to another movable mounting section 4, or it may be outside the automated warehouse 10. In this way, the destination of the aircraft 1 can be changed as needed.

[0042] In this example, during the second locking operation and the second unlocking operation, the control unit H may change the attitude of the locking member 12 from the retracted attitude P2 to the locked attitude P1, and insert the locking member 12 in the locked attitude P1 into the locking area U, which is the opening. In this case, the locking member 12 comes into contact with the front surface 43 of the front plate portion 42, which is the surface facing the front side X1 in the depth direction of the front plate portion 42. As a result, the locking portion 11 is locked to the locked portion 24. Then, during the stowed flight operation, the aircraft 1 flies from the front side X1 in the depth direction to the back side X2 in the depth direction with the locking member 12 in contact with the front surface 43 of the front plate portion. As a result, the locking member 12 pushes against the front surface 43 of the front plate portion, causing the movable mounting portion 4 to move from the protruding position T2 to the stowed position T1. Also, as the locking member 12 changes its attitude from the locked attitude P1 to the retracted attitude P2, the locking member 12 is positioned above the locking area U. This releases the locking between the locking part 11 and the locked part 24. In this case, it is preferable to adjust the position of the rotor blade 18 so that it does not interfere with any components of the storage shelf 2.

[0043] In this embodiment, as shown in Figure 12, the control system 100 controls the flight of multiple aircraft 1 so that multiple aircraft 1 do not approach multiple adjacent mounting sections 20 in the vertical direction at the same time. When a specific aircraft 1 approaches a movable transfer area V of a predetermined movable mounting section 4 (Figure 12), the control system 100 (higher-level controller C) controls the movable transfer area V adjacent to the movable transfer area V approached by the aircraft 1 to prevent other aircraft 1 from approaching in the vertical direction, width direction Y, and diagonal direction. Here, the diagonal direction is the direction inclined with respect to the vertical direction and width direction Y when viewed in the depth direction. The movable transfer area V adjacent in the inclined direction is the area that is diagonally above and diagonally below the movable transfer area V approached by the aircraft 1. In the illustrated example, the eight movable transfer areas V surrounding the movable transfer area V where the aircraft 1 is placed are no-approach areas Q that prohibit other aircraft 1 from approaching. The control system 100 sets a no-approach area Q in this manner and pre-sets the departure order and flight paths of multiple aircraft 1 to prevent other aircraft 1 from flying through the no-approach area Q. If there is another aircraft 1 approaching the no-approach area Q, the control system 100 changes the flight path of that aircraft 1 to prevent it from approaching the no-approach area Q. The control system 100 can also temporarily hover other aircraft 1 and have them wait along their flight path until the no-approach area Q is removed. The range of the no-approach area Q set by the control system 100 can be changed as appropriate. For example, only the movable transfer areas V adjacent to the movable transfer area V where the aircraft 1 is positioned in the vertical direction may be set as the no-approach area Q.

[0044] [Other Embodiments] (1) In the above embodiment, a configuration in which all mounting sections 20 provided on the storage shelf 2 are movable mounting sections 4 was described as an example, but the invention is not limited to this. For example, some of the multiple mounting sections 20 provided on the storage shelf 2 may be movable mounting sections 4.

[0045] (2) In the above embodiment, the locking portion 24 was described as being arranged to protrude X1 in the depth direction from the front of the shelf 21, but the invention is not limited to this. The locking portion 24 may be arranged inward (towards the back in the depth direction X2) relative to the front of the shelf 21. In such a case, it is preferable that, in the aircraft 1 located X1 in the depth direction from the front of the shelf 21, only the locking portion 11 can enter inward from the front of the shelf 21 and lock into the locking portion 24.

[0046] (3) In the above embodiment, the attitude changing unit 17 is configured to change the attitude of the locking unit 11 to a locked attitude P1, where the locking unit 11 is positioned below the lower end of the landing support unit 13, and to a retired attitude P2, where the locking unit 11 is positioned above the lower end of the landing support unit 13. However, the embodiment is not limited to this. The attitude changing unit 17 may change the attitude of the locking unit 11 to the locked attitude P1 and the retired attitude P2 at a position above the lower end of the landing support unit 13. In this case, although not shown in the figures, the locking unit 11 is provided on the landing support member 13a. More specifically, the support member 19 of the locking unit 11 is provided to protrude horizontally outward from the landing support member 13a (outward relative to the flight body 16). The horizontal dimension of the support member 19 is set to a length such that the landing support unit 13 and the locked unit 24 do not interfere with each other when the locking unit 11 is locked to the locked unit 24. Furthermore, the lower end of the locking member 12 is positioned above the ground contact member 13b. Note that the locking portion 11 may be provided in a location other than the landing support portion 13 on the aircraft 1, as long as it can be properly locked to the locked portion 24.

[0047] (4) In the above embodiment, a configuration in which the aircraft 1 is equipped with an attitude changing unit 17 was described as an example, but the aircraft 1 is not limited to this. The aircraft 1 does not have to be equipped with an attitude changing unit 17. Figure 13 shows such an example. The locking member 12 is configured such that its upper end is fixed to the support member 19 and it cannot move up or down relative to the support member 19. In this case, the control system 100 raises and lowers the entire aircraft 1 during the locking operation (first locking operation, second locking operation) and the locking release operation (first locking release operation, second locking release operation) to cause the locking member 12 to be extended and retracted relative to the locking area U (opening).

[0048] (5) In the above embodiment, the support member 19 of the locking portion 11 is fixed to the landing support portion 13, and the locking member 12 moves vertically relative to the support member 19, thereby changing the attitude between the locking attitude P1 and the retracted attitude P2. However, the embodiment is not limited to this. For example, the support member 19 can also move in addition to the locking member 12. Such an example is shown in Figures 14 to 16. As shown in Figures 14, 15, and 16, the locking portion 11 further includes a support guide mechanism 85 that allows the support member 19 to slide along the horizontal direction. The support guide mechanism 85 includes a movable portion 86 and a guide portion (guide rail). The guide portion is fixed to each of a pair of ground contact members 13b that are arranged separately in the horizontal direction. The movable portion 86 is a member that extends horizontally and is supported by the guide portion so as to be slidable. The movable portion 86 moves along the direction in which the ground contact members 13b extend, guided by both guide portions. A support member 19 is supported on the movable section 86. In the illustrated example, the support member 19 is an L-shaped member. The locking member 12 is provided so as to rise from the horizontal tip of the L-shaped support member 19. Here, the aircraft 1 is equipped with a drive mechanism (not shown) that drives the support guide mechanism 85. As a result, the locking member 12 and the support member 19 can move integrally with the movable section 86 along the direction in which the ground contact member 13b extends. In this example, the attitude change section 17 is configured to move the locking member 12 and the support member 19 up and down integrally. Here, the movable section 86 is provided with an up and down mechanism (not shown) for the attitude change section 17.

[0049] As shown in Figure 17, when the control unit H locks the locking portion 11 to the locked portion 24 during, for example, the first locking operation and the protruding flight operation, the control unit H lowers the locking member 12 and the support member 19 to a position below the grounding member 13b and positions them on one end side of the grounding member 13b. The control unit H then moves the aircraft 1 so that the locking member 12 is inserted into the locking area U (opening) from below. Subsequently, the locking member 12 and the support member 19 are slid along the direction in which the grounding member 13b moves, towards the other end side of the grounding member 13b. As a result, the locking member 12 comes into contact with the first locked surface 24a (Figure 4), and the locking member 12 pushes against the first locked surface 24a, causing the movable mounting portion 4 to move from the storage position T1 to the protruding position T2 (Figure 17). Thus, when the control unit H performs a projecting flight operation, it is not necessary to move the entire aircraft 1 along the depth direction X. The movable mounting section 4 can be moved along the depth direction X simply by sliding the locking member 12 and the support member 19. Furthermore, when the control unit H transfers an item W to the movable mounting section 4 or the loading / unloading section 3, it raises the locking member 12 and the support member 19 above the lower end of the grounding member 13b and moves them horizontally to one or the other end of the grounding member 13b. This prevents the locking member 11 from interfering with the movable mounting section 4 and the loading / unloading section 3.

[0050] (6) In the above embodiment, the control system 100 was described as having a configuration that controls the flight of multiple aircraft 1 so that multiple aircraft 1 do not approach multiple adjacent mounting parts 20 in the vertical direction at the same time, but it is not limited to this. The control system 100 does not necessarily have to perform such control. In this case, it is preferable that each aircraft 1, regardless of its flight position, performs a flight to avoid collision, such as temporarily hovering, when it detects the approach of another aircraft 1 by the obstacle detection device 33.

[0051] (7) The configurations disclosed in each of the embodiments described above can be applied in combination with configurations disclosed in other embodiments (including combinations of embodiments described as other embodiments), as long as no inconsistencies arise. With regard to other configurations, the embodiments disclosed herein are merely illustrative in all respects. Therefore, various modifications can be made as appropriate without departing from the spirit of this disclosure.

[0052] [Summary of the above embodiments] The following is a summary of the automated warehouse described above.

[0053] The automated warehouse relating to this disclosure comprises storage shelves capable of accommodating multiple articles, an loading / unloading section where at least one of the articles being brought in from the outside and the articles being taken out from the outside, and a plurality of aircraft that fly unmanned and transport the articles, The storage shelf comprises a plurality of mounting sections on which the articles are placed, and a support section that supports the plurality of the aforementioned mounting sections. The side of the storage shelf from which the items are inserted and removed is defined as the front of the shelf, the direction along the depth of the storage shelf is defined as the depth direction, the side in the depth direction from the inside of the storage shelf toward the front of the shelf is defined as the front side in the depth direction, and the opposite side is defined as the rear side in the depth direction. Multiple of the aforementioned mounting parts are arranged in a vertical line. Between two of the aforementioned storage sections, which are adjacent in the vertical direction and located further back in the depth direction than the front of the shelf, a storage area is formed, which is the area in which the article is stored. Each of the multiple aforementioned flying bodies is configured to fly between the multiple aforementioned storage units and the loading / unloading units to transport the articles, A movable mounting section, which is at least one of the multiple mounting sections described above, is configured to be movable between a storage position, which is a position in which the article is stored in the storage area, and a protruding position, which is a position that protrudes forward in the depth direction from the front of the shelf. The aforementioned flying object is equipped with a locking mechanism, The movable mounting portion includes a locked portion which is locked by the locking portion of the aircraft.

[0054] With this configuration, since goods are transported between the loading / unloading section and the storage shelves by multiple aircraft, the need to install large transport devices such as stacker cranes that move vertically and horizontally along the front of the storage shelves to load and unload goods can be reduced. Therefore, it is easier to simplify the overall equipment and reduce costs. Furthermore, according to this configuration, at least one of the multiple mounting sections arranged vertically is configured to be movable between a storage position and a protruding position, and is equipped with a locking portion that is locked by a locking portion of the aircraft. Therefore, by locking the locking portion of the aircraft onto the locking portion of the movable mounting section in the storage position, and moving at least the locking portion toward the front in the depth direction relative to the storage area, the movable mounting section can be moved from the storage position to the protruding position. As a result, the movable mounting section protrudes toward the front in the depth direction relative to the front of the shelf, making it possible for the aircraft to approach the movable mounting section from above, for example, and transfer items. Therefore, since it is possible to transfer items to the mounting sections by the aircraft without unnecessarily widening the distance between two adjacent mounting sections in the vertical direction, it is less likely to reduce the storage efficiency of items in the storage shelf. Moreover, it is possible to reduce the need to provide a drive device for moving the movable mounting section and sensors for detecting an aircraft approaching the movable mounting section in the storage shelf. Therefore, it is easier to simplify the storage shelf and reduce costs. Thus, this configuration allows for simplification of storage shelves and reduction of costs while improving the efficiency of storing items.

[0055] Here, the locking portion is positioned to protrude from the front of the shelf in the depth direction and has a locking surface facing the back in the depth direction. Preferably, the locking portion includes a locking member that contacts the locking surface from the rear side in the depth direction.

[0056] With this configuration, the aircraft can be positioned in front of the movable mounting section (towards the front in the depth direction), and the locking member can be brought into contact with the locked surface. Furthermore, with the locking member in contact with the locked surface, the aircraft can fly toward the front in the depth direction (away from the storage shelf), causing the movable mounting section to slide from the storage position to the protruding position. Therefore, the configuration of the locked section and the locking section can be easily simplified.

[0057] Furthermore, the flying body comprises a holding device for holding and releasing the article, a flying device for flight, a flying body that supports the holding device and the flying device, a landing support, and a posture changing unit that changes the attitude of the locking part. The lower end of the landing support portion is positioned below the article held by the holding device. Preferably, the attitude changing unit is configured to be able to change between a locked position in which the locking unit is positioned below the lower end of the landing support unit, and a retracted position in which the locking unit is positioned above the lower end of the landing support unit.

[0058] This configuration ensures that the locking mechanism does not interfere with the aircraft's takeoff and landing, while allowing the locking mechanism to be positioned below the lower end of the landing support when engaging the locking mechanism with the locked object by setting the attitude change mechanism to the locking position. By positioning the locking mechanism below the lower end of the landing support, the operation of engaging the locking mechanism with the locked object from above becomes easier, thus reducing the aircraft's flight movements required to engage the locking mechanism. Consequently, it is easier to simplify the aircraft's flight movements when transferring goods between the movable mounting part and the aircraft.

[0059] Furthermore, it is equipped with a control system for controlling multiple of the aforementioned aircraft, The control system controls the aircraft, A first flight motion involves flying toward a movable transfer area which is located in the area that is in front of the front of the shelf in the depth direction and corresponds to the movable mounting part, A first locking operation involves locking the locking portion of the movable mounting portion in the housing position, A protruding flight operation in which, with the locking portion locked to the locked portion, the locking portion is moved at least towards the front in the depth direction, thereby moving the movable mounting portion from the storage position to the protruding position, A first unlocking operation to release the locking of the locking part from the locked part, A transfer operation in which the article is transferred between the movable mounting part positioned at the aforementioned protruding position and the transfer operation, A second locking operation involves locking the locking portion of the movable mounting portion in the protruding position, A stowaway flight operation in which, with the locking portion locked to the locked portion, the locking portion is moved at least towards the rear in the depth direction, thereby moving the movable mounting portion from the protruding position to the stowed position, A second unlocking operation to release the locking of the locking part from the locked part, It is preferable to perform a second flight operation, in which the aircraft flies from the aforementioned movable transfer area toward another location.

[0060] According to this configuration, the aircraft can transport an item and transfer the item between itself and a movable mounting unit by performing a first flight operation, a first locking operation, an extension flight operation, a first locking release operation, a transfer operation, a second locking operation, a storage flight operation, a second locking release operation, and a second flight operation. In this way, the actions performed by the aircraft make it possible to load items into a storage area corresponding to a predetermined movable mounting section, and to unload items from that storage area, thereby simplifying the storage shelves and, consequently, the entire automated warehouse.

[0061] Furthermore, it is equipped with a control system for controlling multiple of the aforementioned aircraft, The control system preferably controls the flight of multiple aircraft so that multiple aircraft do not approach each other at the same time with respect to multiple adjacent mounting units in the vertical direction.

[0062] This configuration reduces the possibility of aircraft making contact or colliding with each other during flight.

[0063] The automated warehouse relating to this disclosure only needs to achieve at least one of the effects described above. [Explanation of symbols]

[0064] 1: Flying object 2: Storage shelves 3: Loading / Unloading Section 4: Movable mounting section 10: Automated warehouse 11: Locking part 12:Locking member 13: Landing support section 14: Holding device 15:Flight equipment 16: Main body of the aircraft 17: Posture change section 20: Mounting section 21: Front of shelf 22: Support part 24:Locked part 24a: First locked surface (locked surface) 100: Control System P1:Locked posture P2: Retirement posture S: Containment area T1: Storage location T2:Protruding position X: Depth direction X1: Front side in the depth direction X2: Rear side in the depth direction

Claims

1. An automated warehouse comprising: storage shelves capable of accommodating multiple articles; an loading / unloading section for loading articles from the outside and loading articles to the outside; and multiple aircraft that fly unmanned to transport the articles, The storage shelf comprises a plurality of mounting sections on which the articles are placed, and a support section that supports the plurality of the aforementioned mounting sections. The side of the storage shelf from which the items are inserted and removed is defined as the front of the shelf, the direction along the depth of the storage shelf is defined as the depth direction, the side in the depth direction from the inside of the storage shelf toward the front of the shelf is defined as the front side in the depth direction, and the opposite side is defined as the rear side in the depth direction. Multiple of the aforementioned mounting parts are arranged in a vertical line. Between two of the aforementioned storage sections that are adjacent in the vertical direction and located further back in the depth direction than the front of the shelf, a storage area is formed which is the area in which the article is stored. Each of the multiple aforementioned flying bodies is configured to fly between the multiple aforementioned storage units and the loading / unloading units to transport the articles, A movable mounting section, which is at least one of the multiple mounting sections described above, is configured to be movable between a storage position, which is a position in which the article is stored in the storage area, and a protruding position, which is a position that protrudes forward in the depth direction from the front of the shelf. The aforementioned flying object is equipped with a locking mechanism, An automated warehouse, wherein the movable mounting section includes a locked portion that is locked by the locking portion of the aircraft.

2. The locking portion is positioned to protrude from the front of the shelf in the depth direction and has a locking surface facing the back in the depth direction. The automated warehouse according to claim 1, wherein the locking portion comprises a locking member that contacts the locking surface from the rear side in the depth direction.

3. The flying body comprises a holding device for holding and releasing the article, a flying device for flight, a flying body that supports the holding device and the flying device, a landing support, and a posture changing unit that changes the attitude of the locking part. The lower end of the landing support portion is positioned below the article held by the holding device. The automated warehouse according to claim 1, wherein the attitude changing unit is configured to change between a locked position in which the locking unit is positioned below the lower end of the landing support unit, and a retired position in which the locking unit is positioned above the lower end of the landing support unit.

4. A control system is provided to control multiple of the aforementioned aircraft, The control system controls the aircraft, A first flight motion involves flying toward a movable transfer area which is located in the area that is in front of the front of the shelf in the depth direction and corresponds to the movable mounting part, A first locking operation involves locking the locking portion of the movable mounting portion in the housing position, A protruding flight operation in which, with the locking portion locked to the locked portion, the locking portion is moved at least towards the front in the depth direction, thereby moving the movable mounting portion from the storage position to the protruding position, A first lock release operation to release the locking of the locking part from the locked part, A transfer operation in which the article is transferred between the movable mounting part positioned at the aforementioned protruding position and the transfer operation, A second locking operation involves locking the locking portion of the movable mounting portion in the protruding position, A stowaway flight operation in which, with the locking portion locked to the locked portion, the locking portion is moved at least towards the rear in the depth direction, thereby moving the movable mounting portion from the protruding position to the stowed position, A second lock release operation to release the locking of the locking part from the locked part, An automated warehouse according to any one of claims 1 to 3, which causes a second flight operation to be performed, which involves flying from the movable transfer area toward another location.

5. A control system is provided to control multiple of the aforementioned aircraft, The automated warehouse according to any one of claims 1 to 3, wherein the control system controls the flight of multiple aircraft so that multiple aircraft do not approach multiple adjacent storage units in the vertical direction at the same time.

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