Method for handling malfunctioning vehicles on a railroad track system and warehouse system using such method - Patents.com

Abstract

A method for loading and unloading a malfunctioning vehicle (240, 340) on a track system (108, 308) forming part of a storage system (1), the track system (108, 308) forming a grid pattern of adjacent cells, the storage system (1) comprising: a plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on the track system, each of the plurality of remotely operated vehicles having drive wheels; and a control system (500) for wirelessly monitoring and controlling the movement of the plurality of remotely operated vehicles.

Description

[Technical field]

[0001] The present invention relates to a method for handling malfunctioning vehicles on a track system forming part of a warehousing system arranged to store a plurality of stacks of storage containers, and to a warehousing system and a control system for carrying out said method. [Background technology]

[0002] FIG. 1 discloses a typical prior art automated warehouse system 1 with a framework structure 100, and FIGS. 2 and 3 disclose two different prior art container handling vehicles 250 suitable for operating on such a system 1.

[0003] The skeleton structure 100 comprises upright members 102, horizontal members 103 and a storage volume comprising storage columns 105 arranged in rows between the upright members 102 and the horizontal members 103. In these storage columns 105, storage containers 106, also known as receptacles, are stacked on top of each other to form a stack 107. The members 102, 103 may typically consist of metal, for example extruded aluminum profiles.

[0004] The framework structure 100 of the automated warehouse system 1 comprises a transport rail system 108 arranged across the top of the framework structure 100, on which a plurality of container handling vehicles 250 are operated to lift storage containers 106 from storage columns 105, lower storage containers 106 into storage columns 105, and transport storage containers 106 up the storage columns 105. The transport rail system 108 comprises a first set of parallel rails 110 arranged to guide movement of the container handling vehicles 250 in a first direction X across the top of the framework structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110 for guiding movement of the container handling vehicles 250 in a second direction Y, perpendicular to the first direction X. A plurality of cells 122 are formed in the transportation rail system 108 bounded by a pair of adjacent rails 110 a , 110 b of a first set of rails 110 and a pair of adjacent rails 111 a , 111 b of a second set of rails 111 .

[0005] Containers 106 stored in columns 105 are accessed by a container handling vehicle through access openings 112 in the transport rail system 108. The container handling vehicle 250 can move laterally above the storage columns 105, i.e., in a plane that is parallel to the horizontal XY plane.

[0006] The uprights 102 of the skeletal structure 100 may be used to guide the storage containers during lifting of the containers out of and lowering of the containers into the columns 105. The stacks 107 of containers 106 are typically freestanding.

[0007] Each prior art container handling vehicle 250 comprises a body 250a and a wheel assembly comprising first and second sets of wheels 250b, 250c that allow lateral movement of the container handling vehicle 250 in the X and Y directions, respectively. In Figures 2 and 3, two wheels in each set are fully visible. The first set of wheels 250b is arranged to engage two adjacent rails of the first set of rails 110, and the second set of wheels 250c is arranged to engage two adjacent rails of the second set of rails 111. At least one of the set wheels 250b, 250c can be raised and lowered so that the first set of wheels 250b and / or the second set of wheels 250c can be engaged with the respective set of rails 110, 111 at any one time.

[0008] Each prior art container handling vehicle 250 also comprises a lifting device (not shown) for vertical transport of the storage containers 106, e.g., for lifting the storage containers 106 from the storage columns 105 and lowering the storage containers 106 into the storage columns 105. The lifting device comprises one or more gripping / engagement devices adapted to engage the storage containers 106 and by which the gripping / engagement devices can be lowered from the vehicle 250 such that the position of the gripping / engagement device relative to the vehicle 250 can be adjusted in a third direction Z orthogonal to the first direction X and the second direction Y. A portion of the gripping device of the container handling vehicle 250 is shown in FIG. 3 and indicated with reference number 254. The gripping device of the container handling device 250 is located in the vehicle body 250a of FIG. 2.

[0009] Conventionally, and for purposes of this application, Z=1 identifies the top layer of storage containers, i.e., the layer immediately below the transport rail system 108, Z=2 identifies the second layer below the transport rail system 108, Z=3 identifies the third layer, and so on. In the exemplary prior art disclosed in FIG. 1, Z=8 identifies the bottom layer of storage containers. Similarly, X=1...n and Y=1...n identify the location of each storage column 105 in the horizontal plane. As a result, using the Cartesian coordinate system X, Y, Z as an example and shown in FIG. 1, the storage container identified as 106' in FIG. 1 may be said to occupy storage location X=10, Y=2, Z=3. The container handling vehicle 250 may be said to travel in layer Z=0, and each storage column 105 may be identified by its X and Y coordinates.

[0010] The storage volume of the skeleton structure 100 is often referred to as a grid 104, and the possible storage locations within this grid are referred to as storage cells. Each storage column may be identified by a position in the X and Y directions, while each storage cell may be identified by a container number in the X, Y, and Z directions.

[0011] Each prior art container handling vehicle 250 comprises a storage compartment or space for receiving and housing the storage containers 106 as they are transported across the transport rail system 108. The storage space may comprise a cavity centrally arranged within the vehicle body 250a, as shown in FIG. 2 and as described, for example, in WO 2015 / 193278 A1, the contents of which are incorporated herein by reference.

[0012] 3 shows an alternative configuration of a container handling vehicle 250 with a cantilever structure. Such a vehicle is described in detail, for example, in No. 317366, the contents of which are also incorporated herein by reference.

[0013] 2 may have a footprint covering an area with dimensions in the X and Y directions generally equal to the lateral extent of a storage column 105, for example, as described in WO 2015 / 193278 A1, the contents of which are incorporated herein by reference. As used herein, the term "lateral" may mean "horizontal."

[0014] Alternatively, the central hollow container handling vehicle 101 may have a footprint that is larger than the lateral area defined by the storage columns 105, for example as disclosed in WO2014 / 090684A1.

[0015] The transportation rail system 108 typically comprises rails with grooves into which the vehicle wheels are inserted. Alternatively, the rails may comprise upwardly protruding elements and the vehicle wheels may comprise flanges to prevent derailment. These grooves and upwardly protruding elements are collectively known as tracks. Each rail may comprise one track, or each rail may comprise two parallel tracks. Track systems are thus arranged on the transportation rail system 108.

[0016] WO2018146304 (the contents of which are incorporated herein by reference) illustrates an exemplary configuration of a transportation rail system 108 that includes rails and parallel tracks in both the X and Y directions.

[0017] In the skeleton structure 100, the majority of the columns 105 are storage columns 105, i.e., columns 105 in which the storage containers 106 are stored in stacks 107. However, some columns 105 may have other purposes. In FIG. 1, columns 119 and 120 are such special purpose columns used by container handling vehicles 250 for unloading and / or loading the storage containers 106 so that they can be accessed from outside the skeleton structure 100 or transported to an access station (not shown) where they can be transferred out of or into the skeleton structure 100. Within the art, such locations are usually referred to as "ports" and the columns in which the ports are located can be referred to as "port columns" 119, 120. The transport to the access station may be in any direction, being horizontal, diagonal, and / or vertical. For example, storage containers 106 may be placed in random or dedicated columns 105 in the skeletal structure 100 and then loaded by any container handling vehicle and transported to port columns 119, 120 for further transport to an access station. Note that the term "diagonal" refers to the transportation of storage containers 106 having a general transport orientation somewhere between horizontal and vertical.

[0018] In FIG. 1 , the first port column 119 may be, for example, a dedicated loading port column where a container handling vehicle 250 may unload a storage container 106 to be transported to an access or transfer station, and the second port column 120 may be a dedicated loading port column where a container handling vehicle 250 may load a storage container 106 being transported from an access or transfer station.

[0019] An access station may typically be a picking or stockpiling station where product items are removed from or placed into a storage container 106. At a picking or stockpiling station, the storage container 106 is typically not removed from the automated storage system 1, but once accessed, is placed back into the backbone structure 100 again. Ports can also be used to transfer storage containers to another storage facility (e.g., to another backbone structure or to another automated storage system), to a transport vehicle (e.g., a train or lorry), or to a production facility.

[0020] A conveyor system, comprising conveyors, is typically employed to transport storage containers between the port columns 119, 120 and the access stations.

[0021] If the port columns 119, 120 and the access stations are located at different levels, the conveyor system may include a lifting device with a vertical component for vertically transporting the storage containers 106 between the port columns 119, 120 and the access stations.

[0022] The conveyor system may be arranged to transport the storage containers 106 between different skeletal structures, for example as described in WO2014 / 075937A1, the contents of which are incorporated herein by reference.

[0023] When a storage container 106 stored in one of the columns 105 disclosed in FIG. 1 is to be accessed, one of the container handling vehicles 250 is commanded to retrieve the target storage container 106 from its location and transport it to the unloading port column 119. This operation involves moving the container handling vehicle 250 to a location above the storage column 105 in which the target storage container 106 is located, and using a lifting device of the container handling vehicle 250 to retrieve the storage container 106 from the storage column 105 and transport the storage container 106 to the unloading port column 119. If the target storage container 106 is located deep within the stack 107, i.e., with one or more other storage containers 106 positioned above the target storage container 106, the operation also involves temporarily moving the storage container located above prior to raising the target storage container 106 out of the storage column 105. This step, sometimes referred to within the art as "digging out," may be performed using the same container handling vehicle used to subsequently transport the target storage container to the unloading port column 119, or using one or more other cooperating container handling vehicles. Alternatively, or in addition, the automated warehouse system 1 may have a container handling vehicle dedicated to the task of temporarily removing a storage container from the storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage container may be repositioned in the original storage column 105. However, the removed storage container may alternatively be relocated to another storage column.

[0024] When a storage container 106 is to be stored in one of the columns 105, one of the container handling vehicles 250 is commanded to load the storage container 106 from the load port column 120 and transport it to a location above the storage column 105 where it is to be stored. After any storage container located at or above the target location in the storage column stack 107 is removed, the container handling vehicle 250 positions the storage container 106 in the desired location. The removed storage container may then be lowered back into the storage column 105 or relocated to another storage column.

[0025] To monitor and control the automated warehouse system 1, for example, to monitor and control the locations of the individual storage containers 106 within the skeletal structure 100, the contents of each storage container 106, and the movements of the container handling vehicles 250 so that the desired storage containers 106 may be delivered to the desired locations at the desired times without the container handling vehicles 250 colliding with each other, the automated warehouse system 1 typically includes a control system 500 that is computerized and typically includes a database for tracking the storage containers 106.

[0026] A problem associated with known automated warehouse systems 1 is that it is inconvenient for personnel to access the transport rail system 108 to perform inspections or maintenance on or remove malfunctioning container handling vehicles 250.

[0027] Another significant problem with maintaining or removing a malfunctioning vehicle 250 is that prior art storage systems require a complete shutdown of the system 1 in order for personnel to access it with low or no risk of injury.

[0028] Especially for large systems 1, for example systems 1 with more than 500 vehicles in operation at the same time, a complete shutdown is less desirable due to the high costs for the operator.

[0029] It is therefore an object of the present invention to provide a control system 500 having a method for loading and unloading malfunctioning vehicles on such a system, and software stored thereon capable of carrying out such a method, which overcomes or at least mitigates one or more of the aforementioned problems associated with the use of prior art warehouse systems.

[0030] A particular objective is to provide a method that allows personnel to enter an orbital system without requiring a complete shutdown. Summary of the Invention [Means for solving the problem]

[0031] The present invention is set forth and characterized in the independent claims, while the dependent claims describe further characteristics of the invention.

[0032] In a first aspect, the present invention relates to a method for loading and unloading a malfunctioning vehicle onto a track system that is part of an automated warehouse system and that is configured to store a plurality of stacks of storage containers.

[0033] The automated warehouse system further includes a plurality of remotely operated vehicles having drive wheels configured to move laterally on the track system, i.e., within a horizontal plane established by the track system, and a control system for wirelessly monitoring and controlling the movement of the plurality of remotely operated vehicles. The method comprises the steps of: A. detecting an abnormality in the operating conditions of a vehicle on a support track system; B. registering a vehicle with an abnormal operating condition as a malfunctioning vehicle; C. The stopping position of the malfunctioning vehicle relative to the track system (X S , Y S ) and D. On the track system, - a malfunctioning vehicle area including a position where the malfunctioning vehicle is stopped; an access area for entry into the malfunctioning vehicle section, the access area extending between the malfunctioning vehicle section and a location at the periphery of the track system; constructing a two-dimensional shutdown zone comprising: E. instructing any remotely operated vehicle operating within the shutdown area to either move out of the shutdown area, stop, or a combination thereof; F. - unlocking gateways in the vicinity; - generating an entry permission signal registerable by a human operator located in the periphery so that the human operator may enter the entry area through the gateway; indicating, by at least one of the steps: The following will be implemented.

[0034] Step E, in other words, includes instructing all of the operating remotely operated vehicles within the shutdown area to either move out of the shutdown area, stop within the shutdown area, or any combination thereof, such that at least one operable remotely operated vehicle is moved out of the shutdown area and / or at least one operable remotely operated vehicle is stopped.

[0035] The indication of allowance of entry into the entry area in step F may include, for example, a gateway being automatically opened (partially or fully) so that a human operator may enter the entry area, or a lock on the gateway being released to allow a human operator to manually open the gateway.

[0036] A gateway should be understood as a gate or door which, when open / unlocked, allows a human operator to enter an access area.

[0037] The entry clearance signal may be a visible and / or audio signal indicating that a human operator may safely enter the entry area. The visible signal may be, among other things, a light, a raised flag, a changing screen, or the like, while the audio signal may be one or more alarm tones or the like.

[0038] The entry allowance signal may be any signal that can be registered by a human operator, preferably a human operator located outside the gateway. Examples of locations for such a signal may be at the gateway, and / or on a remotely operated vehicle, and / or on a malfunctioning vehicle.

[0039] The notification / transmission of the entry clear signal, informing a human operator that it is safe to enter the entry area, may appear on a graphical user interface (GUI) of a computer connected to the control system. Also, or alternatively, dedicated software may be uploaded onto the computer that allows a human operator to notify the system when servicing of a malfunctioning vehicle is completed and the shutdown area can be removed. The latter software may, for example, use the same GUI in which the entry clear signal is shown.

[0040] The track system comprises a plurality of parallel tracks extending in a first direction X and a plurality of tracks extending in a second direction Y orthogonal to the first direction X. The track system thereby forms a grid pattern of equally sized adjacent grid cells.

[0041] When the control system commands the remotely operated vehicles to stop, moving remotely operated vehicles can be instructed to use their brakes to stop the remotely operated vehicles and then, for example, turn off the power to their drive wheels. Remotely operated vehicles that are already stationary may be instructed to turn off the power to their drive wheels so that operational remotely operated vehicles cannot move.

[0042] The control system thereby controls which operable remotely operated vehicles are stopped, if applicable, and which operable remotely operated vehicles are moved out of the shutdown area, if applicable.

[0043] Any remotely operated vehicle instructed to move out of the shutdown area may be further instructed to continue operating outside the shutdown area or may be instructed to stop at a specific location outside the shutdown area.

[0044] In step B, the control system may register abnormalities in the operating conditions of one or more of the remotely operated vehicles on the track system, such as, for example, movement patterns, temperature, temperature distribution, battery status, stability, etc., and register the remotely operated vehicles with abnormal operating conditions as malfunctioning vehicles.

[0045] In one embodiment of the present invention, in which malfunction of the remotely operated vehicle does not affect the movement of the wheels, the method may include a step between method step B and method step C of transmitting a shutdown command to the malfunctioning vehicle to stop the malfunctioning vehicle.

[0046] The remotely operated vehicles are configured to move laterally on the track system, each remotely operated vehicle including a drive wheel and configured to move a storage container.

[0047] A control system wirelessly monitors and controls the movement of a plurality of remotely operated vehicles within the system.

[0048] The size of the shutdown area includes the size of the inoperative area and the size of the approach area. The approach area may extend from the periphery of the track system with the gateway to the inoperative vehicle area with the inoperative vehicle. The size of the inoperative vehicle area may be adapted by the control system to ensure sufficient working space for maintenance and / or replacement operations. The size of the approach area may be adapted by the control system to ensure sufficient space for a human operator, optionally located in an inspection vehicle, to move from the periphery of the track system to the inoperative vehicle area. Thereby, the shutdown area provides that the human operator does not risk being hit by one or more operating vehicles when entering or operating in the shutdown area. Thus, the shutdown area is flexible in size and location.

[0049] In one embodiment, the shutdown zone may have the size of the entire track system, and the control system instructs, in method step E, all operable remotely operated vehicles operating on the track system to turn off the power supply to their drive wheels and stop them.

[0050] An operable remotely operated vehicle that has been stopped by the control system may display a signal indicating that the power supply to the drive wheels has been switched off, thereby indicating that the operable remotely operated vehicle will not move. The signal may be a signal detectable by a human operator, such as, for example, a visual or audio signal.

[0051] The malfunctioning vehicle may also display such a signal indicating that the remotely operated vehicle is malfunctioning and / or indicating that the power supply to the drive wheels has been switched off.

[0052] In an embodiment where the shutdown area has the size of the entire track system, a signal indicating that the power supply to the drive wheels has been turned off indicates to a human operator that there is no risk of the human operator being struck by one or more remotely operated vehicles when entering or operating on the track system.

[0053] The control system may be configured such that any transmission of a signal to turn the power source back on to the drive wheels of a stopped operational remotely operated vehicle within the shutdown zone and / or at the boundary of the shutdown zone must be performed by at least one physical intervention of an external operator, such as a human operator or a robotic operator. The physical intervention may be the turning on of a mechanical switch / button and / or punching in a specific code, or some other equivalent action, requiring positive action to be performed by the human operator or the robotic operator.

[0054] In a further embodiment, the method further comprises, following step D, updating the movement pattern of any remotely operated vehicles in operation outside the shutdown area during and after the time of the establishing the shutdown area step such that entry into the shutdown area is avoided. In other words, the control system may ensure dynamic re-routing of any operational remotely operated vehicles outside the shutdown area to avoid physical impacts during movement within the shutdown area, directly or indirectly via an inspection vehicle and / or a human operator.

[0055] In another embodiment, the method further involves guiding an inspection vehicle through the access area to the stopped malfunctioning vehicle after step F. The inspection vehicle may be operated remotely by the control system or by a human operator.

[0056] The inspection vehicle may be guided from the gateway into the shutdown area. In an embodiment, the inspection vehicle may include one, preferably two, caterpillar tracks configured to drive the inspection vehicle over the track system.

[0057] In another embodiment, the inspection vehicle may move the malfunctioning vehicle out of the track system through a gateway. After removal of the malfunctioning vehicle, the control system can command the operable remotely operated vehicles to continue with their tasks.

[0058] After establishing the shutdown zone and before instructing any remotely operated vehicles operating within the shutdown zone to move out of the shutdown zone, to stop, or any combination thereof, the method may further involve:

[0059] - rerouting a first operable remotely operable vehicle of a plurality of remotely operated vehicles operating on a support track system to a location extending across a track of the track system and located at an edge of a non-operable vehicle area;

[0060] - transmitting one or more signals to a plurality of first operable remotely operated vehicles causing them to stop, thereby creating a physical barrier of the first remotely operated vehicles such that the physical barrier at least partially surrounds the inoperable vehicle. Additionally, the method may involve:

[0061] - rerouting a second operable remotely operated vehicle of the plurality of remotely operated vehicles to a location extending across the track of the track system and located at an edge of the approach area;

[0062] - transmitting one or more signals to the plurality of second operable remotely operated vehicles, causing the plurality of second operable remotely operated vehicles to stop.

[0063] In other words, the method may involve rerouting a plurality of operable remotely operated vehicles to a location located at an edge of a shutdown area extending across the track of the track system, and transmitting one or more signals to the plurality of operable remotely operated vehicles to stop the plurality of operable remotely operated vehicles, thereby creating a physical barrier of the operable remotely operated vehicles such that the physical barrier at least partially surrounds the shutdown area.

[0064] When forming a physical barrier, the operable remotely operated vehicles may be arranged adjacent to one another in a close packed formation, or they may be spaced apart with a spacing between them that is less than the width of a vehicle, preferably the minimum width of a vehicle.

[0065] The operable remotely operated vehicles may be arranged in more than one row along some or all of the edges of the disabled vehicle area, the entry area, and / or the shutdown area to form a physical barrier. The operable remotely operated vehicles may be arranged in an overlapping staggered configuration along some or all of the edges of the disabled vehicle area, the entry area, and / or the shutdown area to form a physical barrier.

[0066] An operational remotely operated vehicle should be understood to include a functioning remotely operated vehicle and therefore does not include a non-operational vehicle.

[0067] Preferably, the number of first and second operable remotely operated vehicles that are rerouted to the boundary of the malfunctioning vehicle area and the access area is sufficient to create a physical barrier of vehicles around the entire shutdown area, except for an opening at the perimeter of the track system having a minimum size, to allow human operators and / or inspection vehicles to travel between the perimeter of the track system and the malfunctioning vehicle. If there are insufficient first and second operable remotely operated vehicles to create a physical barrier around the shutdown area, the shutdown area may have the size of the entire track system on which the malfunctioning vehicle is located.

[0068] The boundaries of a malfunctioning vehicle area, an approach area, or a shutdown area may be defined as locations where one or more remotely operated vehicles are located outside the area of ​​interest established by the control system, with at least one outer extremity within a horizontal plane at or adjacent the location coordinates of the area of ​​interest.

[0069] Alternatively, one or more boundaries defining the remotely operated vehicle may be located within a malfunctioning vehicle area, an approach area, or a shutdown area set by the control system, with at least one outer end in a horizontal plane at or adjacent the location coordinates of the area of ​​interest.

[0070] In a second alternative configuration, one or more boundaries defining the remotely operated vehicle may be located with their lateral center positions lying on the position coordinates of the relevant zone.

[0071] The location coordinates of the misbehaving vehicle area, approach area, or shutdown area are preferably based on a specific location of a grid cell in a horizontal plane. For example, location coordinate 15,20 may indicate a location of grid cells X=15 and Y=20, counting from a reference lateral angle of the track system. The misbehaving vehicle area, approach area, and / or shutdown area are preferably defined in terms of integer number of grid cells so as to maintain grid geometry. However, they may also be defined in other manners, as appropriate.

[0072] In either case, an operational remotely operated vehicle can be employed to form a physical barrier that extends partially around the disabled vehicle. These functional remotely operated vehicles parked on or adjacent to (e.g., just inside or just outside) the boundaries of the disabled vehicle area, entry area, and / or shutdown area may be referred to herein as "boundary defining vehicles."

[0073] When the demarcation operable remotely operated vehicle is stopped, additional measures may be implemented to optimize the stability of the physical barrier, such as maximizing contact with the underlying track system by lowering all sets of wheels (the wheels of the first set would block any tendency with respect to the wheels of the second set, allowing the vehicle to roll in a direction perpendicular to the rolling direction of the first set of wheels, or vice versa), and / or to lower / raise the storage container to a position partway through the grid, so that it acts as a blockage in the opening of the grid cell. It may also be possible to arrange the demarcation vehicles in several layers or staggered along the horizontal plane P, at least in some places. For example, a second layer of demarcation vehicles may partially overlap the innermost layer of demarcation vehicles to distribute the force in case of an impact, and / or the demarcation vehicles may be staggered to resist the displacement of other demarcation vehicles subjected to an impact.

[0074] In an embodiment of the automated warehouse system, the track system is divided into a plurality of regions. In an exemplary embodiment, the track system has a first track system region and a second track system region, the second track system region forming a two-dimensional shutdown area. A vehicle blocking barrier may be arranged between the first track system region and the second track system region. The vehicle blocking barrier comprises a vehicle passageway with a minimum lateral width in a horizontal plane, and allows one of the plurality of operable remotely operated vehicles to move between the first track system and the second track system via the vehicle passageway. For such an embodiment, the method may further involve rerouting at least one of the plurality of operable remotely operated vehicles (not the malfunctioning vehicle) to a location in the vehicle passageway, and stopping the at least one operable remotely operated vehicle so as to avoid entering the second track system region / shutdown area. Thus, the rerouting of the operable remotely operated vehicle may be understood to close a gap in the vehicle blocking barrier, i.e., block the vehicle passageway.

[0075] Minimum lateral width is hereinafter defined as the smallest one-dimensional size of the opening perpendicular to the direction of the remotely operated vehicle, for example corresponding to the width of the remotely operated vehicle when viewed from above.

[0076] In another exemplary embodiment, the automated warehouse system may include at least one fence constructing remote-operated vehicle that may be directed after step E and before step F to enter the track system and construct a fence at least partially surrounding the shutdown area.

[0077] The track system described above can be any type of track system that allows a vehicle to move in the two disclosed dimensions X and Y, i.e., the wheels of a remotely operated vehicle can be arranged to move between adjacent grid cells.

[0078] In one exemplary embodiment of the automated storage system of the present invention, the track system may comprise grid cells of plates covering the horizontal extent of the grid cells, thereby separating the tracks.

[0079] In another preferred exemplary embodiment of the automated warehouse system, the track system may be arranged on a rail system. The rail system may comprise a first set of parallel rails arranged in a horizontal plane and extending in a first direction X, and a second set of parallel rails arranged in the horizontal plane and extending in a second direction Y perpendicular to the first direction, the first and second sets of rails forming a grid pattern in the horizontal plane comprising a plurality of adjacent grid cells. Each grid cell comprises a grid opening defined by a pair of adjacent rails of the first set of rails and a pair of adjacent rails of the second set of rails. Each rail of the rail system may preferably be of type dual track rails, but may also be of type single track rails, or a combination of dual track rails and single track rails.

[0080] The rail system of the automated warehouse system may in another exemplary embodiment be a transport rail system as disclosed in the background section, on which a plurality of remotely operated vehicles are configured to move laterally. The transport rail system is arranged across the top of a skeletal structure comprising upright members, horizontal members and storage volumes comprising storage columns arranged in rows between the upright members and the horizontal members. In these storage columns, storage containers, also known as receptacles, are stacked on top of each other to form a stack. The upright members and horizontal members may typically be made of metal, for example extruded aluminum profiles. The plurality of remotely operated vehicles operating on the transport rail system are hereafter referred to as container handling vehicles. The container handling vehicles are operated to lift storage containers from the storage columns, to lower the storage containers into them and to transport the storage containers up the storage columns.

[0081] In an exemplary embodiment where the rail system is a transport rail system, the control system may direct the operable container handling vehicle to erect a physical barrier that at least partially surrounds the inoperable vehicle, the physical barrier comprising the storage container. The operable container handling vehicle may be commanded to completely fill the storage column with storage containers such that the storage containers at the top of the stack are above the horizontal plane of the transport rail system at the edge of the shutdown area. In this embodiment, the operable container handling vehicle may be a prior art container handling vehicle comprising a cantilever construction as discussed in the background section.

[0082] In a further exemplary embodiment of the present invention, the automated warehouse system may include an upper track system arranged on the transport rail system, as discussed above, and a lower track system, which is a delivery track system.

[0083] The transport rail system, in this embodiment, has an upper height H Tand a delivery track system is configured for a plurality of remotely operated container handling vehicles to move laterally thereon, at an upper height H T Lower, lower height H D The remotely operated container delivery vehicles are mounted on the delivery track system. The remotely operated vehicles traveling on the delivery track system are hereafter referred to as delivery vehicles. The remotely operated container delivery vehicles are further configured to receive storage containers from the higher located container handling vehicles. In such an exemplary embodiment, method step BF is performed with respect to a plurality of container handling vehicles when the control system registers an anomaly in an operating condition of the container handling vehicles and / or with respect to a plurality of remotely operated container delivery vehicles when the control system registers an anomaly in an operating condition of the remotely operated delivery handling vehicles. Furthermore, each of the multiple container handling vehicles is - using a lifting device to raise the storage containers to be stacked in the stack through the grid openings; - moving the storage container to another location on the transport rail system; It may be configured as follows.

[0084] The lifting device may also be configured to lower the storage container down to the delivery track system. A plurality of container delivery vehicles are a set of wheels configured to move the container delivery vehicle along a track of a delivery track system; and a drive motor configured to provide rotational power to a set of wheels; and The present invention may also include:

[0085] The system may also include a container carrier configured to receive the storage container from above on the container carrier.

[0086] Each of the multiple container delivery vehicles may include a propulsion means, such as a set of wheels or belts, configured to move the container delivery vehicle along or on the track of the delivery track system, a drive motor configured to provide power to the propulsion means, such as rotational power to one or more wheels or belts, and a container carrier, preferably configured to receive a storage container on or at least partially within the container carrier from above, such that contents within the storage container are accessible by a robotic arm or a human operator.

[0087] The delivery track system may include a first track system located within the skeletal structure of the storage grid and a second track system located outside the skeletal structure of the storage grid, the first and second track systems connected such that the delivery vehicle can operate between the track systems.

[0088] Additionally, the automated warehouse system may include a plurality of laterally spaced apart transport rail system modules on which a plurality of container handling vehicles travel, and the delivery track system is configured such that one of the plurality of container delivery vehicles is permitted to travel beneath all or more than one of the plurality of laterally spaced apart transport rail system modules during normal operation.

[0089] The method may then include rerouting the plurality of container delivery vehicles away from any two-dimensional shutdown area built on the transportation rail system and away from the two-dimensional area projected below the delivery rail system.

[0090] In one exemplary embodiment, the delivery track system may comprise a grid cell comprising a plate covering the horizontal extent of the grid cell, and the wheels of the remotely operated vehicle can be arranged to move between adjacent grid cells.

[0091] The delivery track system may be arranged on a delivery rail system, which in a preferred embodiment comprises a first set of parallel rails arranged in a first direction X and a second set of parallel rails arranged in a second direction Y perpendicular to the first direction X, the first and second sets of rails forming a grid pattern in a horizontal plane comprising a plurality of adjacent grid cells. Each grid cell comprises a grid opening defined by a pair of adjacent rails of the first set of rails and a pair of adjacent rails of the second set of rails. With respect to the transportation rail system, the rails of the delivery rail system are preferably of type dual track rails. However, they may also be of type single track rails or a combination of dual track rails and single track rails.

[0092] A second aspect of the invention relates to an automated storage system operable to load a malfunctioning vehicle by a method according to any of the features described above. The automated storage system comprises a plurality of remotely operated vehicles configured to store a plurality of stacks of storage containers and equipped with drive wheels configured to move laterally on a track system, i.e. in a horizontal plane established by the track system. The automated storage system further comprises a control system for wirelessly monitoring and controlling the movement of the plurality of remotely operated vehicles. The automated storage system may further be according to any of the storage systems described above.

[0093] A third aspect of the present invention relates to a control system of any of the automated warehouse systems described above. The control system is configured to wirelessly monitor and control the movement of a plurality of remotely operated vehicles. Furthermore, the control system comprises a computer program configured to perform a method according to any of the features described above when executed on a processor of the control system. The control system may be according to any of the control systems described above.

[0094] In the following description, numerous specific details are introduced to provide a thorough understanding of embodiments of the present method and its associated automated warehouse system. However, those skilled in the art will recognize that these embodiments may be practiced without one or more of the specific details, or with other components, systems, etc. In other instances, well-known structures or operations have not been shown or described in detail to avoid obscuring aspects of the disclosed embodiments. The present specification also provides, for example, the following items: (Item 1) 1. A method for loading and unloading a malfunctioning vehicle (240, 340) onto a track system (108, 308) forming part of a warehouse system (1) configured to store a plurality of stacks (107) of storage containers (106), the track system (108, 308) forming a grid pattern of adjacent cells; The warehouse system (1) a plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said track system (108, 308), each of said plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) having drive wheels (250b, 250c, 351); a control system (500) for wirelessly monitoring and controlling the movement of said plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350); Equipped with The control system (500) performs at least the following steps by wireless data communication: A. detecting (401) an abnormality in the operating conditions of a vehicle (240, 340) on said track system (108, 308); B. registering (402) said vehicle with an abnormal operating condition as a malfunctioning vehicle (240, 340); C. The stopping position (X) of the malfunctioning vehicle (240, 340) relative to the support track system (108, 308). S ,Y S (404) to register the D. on said track system (108, 308), a malfunctioning vehicle area (225a) including the stopping position of the malfunctioning vehicle (240, 340); an approach area (225b) for entry into the inoperative car area (225a), the approach area (225b) extending between the inoperative car area (225a) and a location at the periphery (109, 309) of the track system (108, 308); building (405) a two-dimensional shutdown area (225) comprising: E. instructing (406, 407) the remotely operated vehicles (230, 330, 250, 350) operating within the shutdown area (225) to either move out of the shutdown area (225), stop, or a combination thereof; F. unlocking a gateway (160, 360) in said perimeter (109, 309); generating an entry allowance signal registerable by a human operator located in said perimeter (109, 309) to allow said human operator to enter said entry area (225b) through said gateway (160, 360); indicating permission for entry into said access area (225b) for an external operator by at least one of A method comprising: (Item 2) 2. The method of claim 1, wherein the control system (500) is configured such that any transmission of a signal to turn on the power supply back to the drive wheels (250b, 250c, 351) of a stopped remotely operated vehicle (230, 330, 250, 350) in the shutdown area (225) must be performed with at least one physical intervention of an external operator. (Item 3) The method further comprises the following steps performed after step E: updating the movement patterns of any remotely operated vehicles (230, 330, 250, 350) operating outside of said shutdown area (225) during and after the time of said establishing shutdown area step so as to avoid entry into said shutdown area (225). The method according to item 1 or 2, comprising: (Item 4) 2. The method according to any one of the preceding items, wherein an inspection vehicle (20) is guided, after step F, through the access area (225b) to the stopped malfunctioning vehicle (240, 340). (Item 5) 5. The method according to claim 4, wherein the inspection vehicle (20) is guided from the gateway (160, 360). (Item 6) 6. The method of claim 4 or 5, wherein the inspection vehicle (20) comprises a caterpillar track (23) configured to drive on the track system (108, 308). (Item 7) The method further includes, after establishing (405) the shutdown area (225) and prior to instructing (406, 407) the remotely operated vehicles (230, 330, 250, 350) operating within the shutdown area (225) to move out of the shutdown area (225), to stop, or any combination thereof, rerouting a first operable remotely operable vehicle (230', 330') of the plurality of remotely operated vehicles (230, 330, 250, 350) operating on the support track system (108, 308) to a location located at an edge of the inoperable vehicle area (225a, 335a) extending across the track of the track system (108, 308); transmitting one or more signals to the plurality of first operable remotely operated vehicles (230', 330') causing the plurality of first operable remotely operated vehicles (230', 330') to stop, thereby creating a physical barrier of the first operable remotely operated vehicles (230', 330'); The method according to any one of the preceding items, comprising: (Item 8) The method further comprises: rerouting a second operable remotely operated vehicle (230', 330') of the plurality of remotely operated vehicles (230, 330, 250, 350) to a location located at an edge of the approach area (225b, 335b) extending across a track of the track system (108, 308); transmitting one or more signals to said plurality of second operable remotely operated vehicles (230', 330') that cause said plurality of second operable remotely operated vehicles (230', 330') to stop; 8. The method according to item 7, comprising: (Item 9) The track system (108, 308) a first orbital system region (108', 308'); a second orbital system region (108'', 308'') forming said two-dimensional shutdown area (225); a vehicle blocking barrier (125, 325) arranged between the first track system area (108a, 308a) and the second track system area (108b, 308b), the vehicle blocking barrier (125, 325) comprising a vehicle passageway (130a, 130b, 380a, 380b), the vehicle passageway (130a, 130b, 380a, 380b) having a minimum lateral width of the horizontal plane (P, P1) that allows one of a plurality of vehicles (230, 330, 250, 350) to travel between the first track system (108a, 308a) and the second track system (108b, 308b) via the vehicle passageway (130a, 130b, 380a, 380b); 9. The method according to any one of items 1 to 8, comprising: (Item 10) The method further comprises: rerouting at least one of a plurality of operable remotely operated vehicles (230, 330, 250, 350) other than the malfunctioning vehicle (240, 340) to a location within the vehicle path (130a, 130b, 380a, 380b); stopping at least one operable remotely operated vehicle (230', 330') such that it does not enter into said second track system region (108'', 308''); Item 10. The method according to item 9, comprising: (Item 11) The track system is arranged on the rail system (108, 308), the rail system (108, 308) comprising a first set (110, 310) of parallel rails arranged in a horizontal plane and extending in a first direction (X) and a second set (111, 311) of parallel rails arranged in the horizontal plane (P, P1) and extending in a second direction (Y) perpendicular to the first direction (X), the first and second sets of rails forming a grid pattern in the horizontal plane (P, P1). The method of any of the preceding items, wherein the first set (110, 111, 310, 311) of rails comprises a plurality of adjacent cells (122, 322) each comprising a grid opening defined by a pair of adjacent rails of the first set (110, 310) and a pair of adjacent rails of the second set (111, 311) of rails, and the plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) are arranged to move laterally on the rail system (108, 308). (Item 12) The warehouse system (1) An upper track system (108), the upper track system (108) having an upper height (H 1 ) at which a plurality of remotely operated container handling vehicles (230, 240, 250) are configured to move laterally. T an upper track system (108) arranged on a transportation rail system (108) in the a lower track system (308) configured to receive storage containers (106) from the higher container handling vehicles (230, 240, 250) by moving laterally across the upper level (H); T ) is less than the lower height (H D a lower track system (308) which is a delivery track system (308) in the and method step BF comprises: for the plurality of container handling vehicles (230, 240, 250) if the control system (500) registers an abnormality in the operating conditions of the container handling vehicle (240); and / or If the control system (500) registers an abnormality in the operating conditions of the delivery handling vehicle (340), 2. The method according to any one of the preceding items, wherein (Item 13) Each of the plurality of container handling vehicles (230, 240, 250) is using a lifting device to lift the storage containers (106) stacked in a stack (107) through the grid openings; moving the storage container (106) to another location on the transportation rail system (108); Using the lifting device, the storage container (106) is lowered down to the delivery track system (308). Item 13. The method according to item 12, configured as follows: (Item 14) Each of the plurality of container delivery vehicles (330, 340, 350) comprises: a set of wheels (351) configured to move the container delivery vehicle (30) along a track of the delivery track system (308); A drive motor configured to provide rotational power to the set of wheels (351); a container carrier (352), the container carrier (352) configured to receive the storage container (106) from above on the container carrier (352); 14. The method according to item 12 or 13, comprising: (Item 15) the warehousing system (1) comprising a plurality of laterally spaced apart transport rail system modules (108a-d) along which the plurality of container handling vehicles (230, 240, 250) travel; the delivery track system (308) is configured such that one of the plurality of container delivery vehicles (330, 340, 350) is permitted to travel beneath all or more than one of the plurality of laterally spaced apart transportation rail system modules (108a-d) during normal operation. 15. The method according to any one of items 12-14. (Item 16) The method further comprises: rerouting said plurality of container delivery vehicles (330, 340, 350) away from any two-dimensional shutdown area (225) built on said transportation rail system (108) and away from a two-dimensional area projected downwardly to said delivery rail system (308). 16. The method according to any one of items 12-15, comprising: (Item 17) An automated warehouse system (1), the automated warehouse system (1) operable to load a malfunctioning vehicle by a method according to any one of items 1-16. (Item 18) A control system (500), comprising a computer program which, when executed on a processor of the control system (500), is configured to carry out the method according to the steps described in one of items 1-16. [Brief description of the drawings]

[0095] The following drawings are included to facilitate an understanding of the invention. The drawings illustrate embodiments of the invention, which will be described herein by way of example only. [Figure 1] FIG. 1 is a perspective view of the framework of a prior art automated warehouse system.

[0096] [Diagram 2] FIG. 2 is a perspective view of a prior art container handling vehicle having a centrally arranged cavity for carrying a storage container therein.

[0097] [Diagram 3] FIG. 3 is a perspective view of a prior art container handling vehicle having a cantilever beam for carrying storage containers underneath.

[0098] [Figure 4] 4A and 4B are perspective views of an exemplary automated warehouse system according to the present invention, with FIG. 4A showing a portion of the system having a delivery rail system with a container delivery vehicle operating below the rail system of a container handling vehicle, and FIG. 4B showing one embodiment of a container delivery vehicle having a storage container stored therein.

[0099] [Diagram 5] FIG. 5 is a schematic top view of an automated warehouse system according to a first embodiment of the present invention, in which a shutdown area in which a malfunctioning container handling vehicle is parked is created by a control system.

[0100] [Figure 6] FIG. 6 is a schematic top view of the automated warehouse system according to FIG. 5, showing a second embodiment of the present invention in which an inspection vehicle is moving towards the shutdown area while an operable remotely operated vehicle is instructed to create a physical barrier at the shutdown area boundary.

[0101] [Figure 7] FIG. 7 is a schematic top view of an automated warehouse system showing a similar embodiment of the present invention as shown in FIG. 6 in which an inspection vehicle is moving towards a shutdown area while an operable remotely operated vehicle is commanded to create a physical barrier at the shutdown area boundary, but the shutdown area has a different configuration.

[0102] [Figure 8] FIG. 8 is a schematic top view of an automated storage system according to a fourth embodiment of the invention, in which the rail system is divided into three delivery systems, partially separated by vehicle blocking barriers.

[0103] [Figure 9] FIG. 9 is a schematic top view of an automated warehouse system according to a third embodiment of the present invention, in which the system comprises multiple transport rail systems with container handling vehicles and one delivery rail system extending below all of the transport rail systems.

[0104] [Figure 10] 10A and 10B are perspective views of inspection vehicles suitable for operating on the rail system of an automated warehouse system, with FIG. 10A showing an inspection vehicle having two sets of wheels configured to follow rails in the X and Y directions, and FIG. 10B showing an inspection vehicle having caterpillar tracks configured to drive on the rail system. [Figure 11] FIG. 11 is a flow chart illustrating one embodiment of method steps in accordance with the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0105] Detailed Description of the Invention In the following, embodiments of the invention will be discussed in more detail with reference to the accompanying drawings, in which it will be understood, however, that the drawings are not intended to limit the invention to the subject matter depicted therein.

[0106] In the exemplary embodiment described below, a track system is arranged on a rail system.

[0107] The skeleton structure 100 of the automated warehouse system 1 can be constructed according to the prior art skeleton structure 100 described above in relation to FIG. 1, i.e., several upright members 102 and several horizontal members 103 supported by the upright members 102, and further, the skeleton structure 100 comprises a first upper rail system 108 in the X and Y directions.

[0108] The skeleton structure 100 further comprises a storage compartment in the form of a storage column 105 provided between members 102 and 103, wherein storage containers 106 are stackable in stacks 107 within the storage column 105.

[0109] Skeleton structure 100 can be of any size. In particular, it should be understood that skeletal structure can be significantly wider and / or longer and / or deeper than that disclosed in Figure 1. For example, skeletal structure 100 may have a horizontal extent of greater than 700 x 700 columns and a storage depth of greater than 12 containers.

[0110] Examples of remotely operated vehicles are shown in Figures 2, 3, and 8B. Figures 2 and 3 show remotely operated container handling vehicles 230, 240, 250, while Figure 4B shows remotely operated delivery vehicles 330, 340, 350.

[0111] The remotely operated vehicles 230 , 240 , 250 , 330 , 340 , 350 may all be controlled by a remote control system 500 .

[0112] The container handling vehicles 230, 240, 250 may be of any type known in the art, for example any one of the automated container handling vehicles disclosed in WO2014 / 090684 A1, NO317366, or WO2015 / 193278 A1.

[0113] A different automated storage system 1 is partially shown in Fig. 4A. The uprights 102 form part of a framework 100 on which a transport rail system 108 with a number of container handling vehicles 250 operates.

[0114] Another skeletal structure, the so-called delivery skeletal structure 300, is shown extending below the present transport rail system 108, close to floor level, and partially below some of the storage columns 105 of the skeletal structure 100. As with the other skeletal structure 100, a number of remotely operated vehicles of type container delivery vehicles 330, 340, 350 may operate on a rail system that is a delivery rail system 308. The delivery rail system 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 in a horizontal plane P1 comprising a number of rectangular and uniform grid locations or cells 322. Each cell of the present lower rail system 308 comprises a grid opening 315 bounded by a pair of neighboring rails 310a, 310b of the first set 310 of rails and a pair of neighboring rails 311a, 311b of the second set 311 of rails.

[0115] The portion of the delivery rail system 308 that extends below the storage column 105 is aligned such that its cells 322 are in a horizontal plane P1 that coincides with the cells 122 of the upper rail system 108 in the horizontal plane P.

[0116] Thus, with this particular alignment of the two rail systems 108, 308, a storage container 106 being lowered downwardly into the storage column 105 by the container handling vehicle 250 can be received by a container delivery vehicle 350, which runs on the rail system 308 and is configured to receive the storage container 106 downwardly from the storage column 105.

[0117] FIG. 4B shows one embodiment of such a container delivery vehicle 350 comprising a wheel assembly 351 similar to the wheel assemblies 250b, c described with respect to the prior art container handling vehicle 250, and a storage container support 352 for receiving and supporting a storage container 106 delivered by the container handling vehicle 250 described above.

[0118] After receiving the storage container 106, the container delivery vehicle 350 may drive to an access station adjacent the rail system 308 (not shown) for delivery of the storage container 106 for further handling and shipping.

[0119] Hereinafter, the upper and lower rail systems 108, 308 will be referred to as the transportation rail system 108 and the delivery rail system 308. Similarly, the vehicle shown in FIG.

[0120] 5, 6, and 7 show example embodiments of rail systems 108, 308, which may be a transportation rail system 108 in a horizontal plane P, as shown in FIG. 1, or a delivery rail system 308 in a horizontal plane P1, as shown in FIG. 4A.

[0121] The rail system 108, 308 comprises a shutdown area 225 having a malfunctioning vehicle area 225a and an access area 225b. The malfunctioning vehicle area 225a comprises malfunctioning vehicles 240, 340. The access area 225b allows a human operator or an inspection vehicle to enter the access area through a gateway 160, 360 arranged at the periphery 109, 309 of the rail system 108, 308. The access area 225b extending from the periphery of the rail system 108, 308 has a gateway 160, 360 to the malfunctioning vehicle area 225a comprising the malfunctioning vehicles 240, 340. FIG. 5 illustrates a control system 500. - Detecting malfunctioning vehicles 240, 340, - Malfunctioning vehicles 240 and 340 are located at (X S , Y S ) Indicates the situation.

[0122] Also, generating a shutdown area 225 having a disabled vehicle area 225a in which the stopped disabled vehicle 240 is located and an access area 225b for the access of personnel or inspection vehicles 20 into the disabled vehicle area 225a, - commanding any operable remotely operated vehicles 230'', 330'' within the shutdown area 225 to stop; - rerouting remotely operated vehicles 250, 350 operating outside the shutdown area 225 to prevent them from entering the shutdown area 225; It also shows the situation.

[0123] Also, - instructing the human operator 20' to walk from the gateway 160, 360 to the malfunctioning vehicle 240, 340 inside the shutdown area 225; It also shows the situation.

[0124] As an alternative to rerouting the operable remotely operated vehicles 250, 350 operating outside the shutdown area 225, all operable remotely operated vehicles 250, 350 may be commanded to stop while the human operators 20' are inside the shutdown area to improve the safety of the human operators 20'. FIG. 6 shows a later situation in which the control system 500 has:

[0125] commanding a plurality of first operable remotely operated vehicles 230′, 330′ to move to a boundary of the generated shutdown zone 225 and to create a physical barrier partially surrounding the shutdown zone, comprising an entry zone 225b and a disabled vehicle zone 225a; - Re-routing all other operable remotely operated vehicles 250, 350 to prevent (or at least significantly reduce the risk of) a collision between an operable remotely operated vehicle 250, 350 and a human operator 20' when the human operator 20' is traveling inside the shutdown area 225 between the gateway 160, 360 and the inoperable vehicle 240, 340.

[0126] Figure 7 differs from Figure 6 primarily in that the human operator 20' of Figure 6 has been replaced with an inspection vehicle 20 in Figure 7. Additionally, the size of the shutdown area 225 has been increased to allow for safe movement of the inspection vehicle 20 inside the shutdown area 225.

[0127] The operator may be protected and relatively safe while on the inspection vehicle 20 by a safety barrier fitted around the cockpit area of ​​the inspection vehicle. Once the inspection vehicle 20 has entered the shutdown area 225, the operator may wish to exit the inspection vehicle 20 and inspect the malfunctioning vehicle 240. Thus, at this point, any operators who were previously on the inspection vehicle 20 may perform work on the malfunctioning vehicle 240 while out of the protection of the inspection vehicle 20 at this latter stage. Work may involve any field maintenance work on the vehicle 240 on the inspection vehicle 20 and / or transport to another location, for example a workshop outside the rail system 108, 308.

[0128] As shown, the center point of the inoperable vehicle area 225a may be offset relative to the inoperable vehicle 240. This minimizes the number of other remotely operated vehicles 230′ required to form a physical barrier while creating an area within the shutdown area 225 to accommodate the inspection vehicle 20 and / or operator.

[0129] In general, the parked, operable, remotely operated vehicles 230', 330' that define the shutdown area 225 and corresponding boundaries may be any shape when viewed from above, e.g., circular, oval, triangular, hexagonal, octagonal or more irregular shapes, e.g., organic shapes, etc.

[0130] If the malfunctioning vehicle 240, 340 is stopped near an obstacle such as a roof pillar, a partially triangular shape such as a half octagon or half rectangle may be advantageous as a barrier.

[0131] Furthermore, the boundary-setting operable remotely operated vehicles 230', 330' may be installed on different positions relative to the boundary of the shutdown area 225. The operable remotely operated vehicles 230', 330' may be installed outside the boundary with one of its walls (the outermost vehicle wall from the inoperable vehicle 240, 340) in a horizontal / lateral position equivalent to the corresponding position of the boundary. However, alternative positions may be envisaged where each or some of the operable remotely operated vehicles 230', 330' are installed at least partially on the boundary or completely within the shutdown area 225 with one outer wall in a horizontal / lateral position equivalent to the corresponding position of the boundary.

[0132] To provide a barrier that is better able to withstand an outside impact, the barrier of the operable remotely operated vehicles 230', 330' may also be greater than one vehicle width. Such remotely operated vehicles 230', 330' may be staggered. In some cases, it may be desirable to space some of the remotely operated vehicles 230', 330' from adjacent remotely operated vehicles, but only by an amount that is less than the width of the remotely operated vehicles 230', 330'.

[0133] FIG. 8 illustrates a top view of an automated storage system 1, according to one embodiment of the present invention. System 1 includes a rail system that is divided into three rail system regions 108', 108'', 108''', 308', 308'', 308'''. In one embodiment, rail system regions 108', 108'', 108''' may each have a storage grid with a stack of storage containers, and rail system regions 108', 108'', 108''' are arranged above the storage grid. In another embodiment, rail system regions 308', 308'', 308''' each are a delivery rail system, as shown in FIG. 8A.

[0134] The three rail systems 108', 108'', 108''', 308', 308'', 308''' each include a gateway 160a-c, 360a-c. The rail system regions 108', 108'', 108''', 308', 308'', 308''' are separated by two vehicle blocking barriers 125, 325, e.g., a wall, disposed between the rail system regions 108', 108'', 108'', 108''', 308', 308'', 308''''. The barriers 125, 325 each include one or more passageways 130a, 130b, 380a, 380b through which an operable remotely operated vehicle 230, 240, 250, 330, 340, 350 may drive during normal operation.

[0135] In FIG. 8, a particular situation is depicted in which a remotely operated vehicle 240, 340 has been marked as inoperative and stopped at a location on the central rail system 108'', 308''. In response to the presence of the malfunctioning vehicle 240, 340, some of the operable remotely operated vehicles 230', 330' are commanded by the control system 500 to move into both paths 130a, 130b, 380a, 380b of the barriers 125, 325 to create two continuous physical barriers (e.g., at least having no gaps through which the remotely operated vehicles can pass) along the entire length of the rail system regions 108', 108'', 108''', 308', 308'', 308''', thereby preventing the operable remotely operated vehicles 250, 350 located on the left and right rail system regions 108', 308', 108'', 308'' from entering the central rail system region 108''. Any remaining operable remotely operated vehicles 230'', 330'' still operating within the central rail system region 108'', 308'' are stopped. As a result, there will be no remotely operated vehicles 250, 350 operating within the central / second rail system area 108'', 308''. Such an area is also referred to as a shutdown area 225. The shutdown area 225 comprises a non-operating vehicle area 225a and an access area 225b. The non-operating vehicle area 225a includes the non-operating vehicle 240, 340, and the access area 225b is for entering the non-operating area 225. The access area 225b extends between the non-operating vehicle area 225a and the periphery of the central rail system area 108'', 308', including the gateway 160b, 360b. As shown in FIG. 8, the inspection vehicle 20 enters the access area 225b of the shutdown area 225 through the gateway 160b, 360b.

[0136] All of the steps described above are controlled and monitored by the remote control system 500.

[0137] With no operational container handling vehicles 250, 350 in the shutdown area 225, the operator may enter the central rail system area 108'', 308'' via the central gateway 160b, 360b. The operator may choose to walk, e.g., walk, to the inoperable vehicle 240, 340.

[0138] However, in a preferred embodiment of the method, the inspection vehicle 20 enters the central rail system area 108'', 308'' via a central gateway 160b, 360b and drives across the central rail system area 108'', 308'', for example, to the malfunctioning container handling vehicle 240, 340, preferably with an on-board operator.

[0139] To minimize the risk of injury or accident, the above step of using the inspection vehicle 20 to enter the rail system 108, 308 through the gateways 160a-c, 360a-c is preferably performed after the above-described process of creating the shutdown area 225. However, the step may also be performed or initiated during that process, or the entry area and the malfunctioning vehicle area may be created in a dynamic manner, for example, an entry area may be created first, then a malfunctioning vehicle area may be created second, as the operator proceeds across the entry area, as long as such a step is deemed sufficiently safe with respect to the risk of injury or accident.

[0140] The gateways 160a-c, 360a-c may be adjacent to a mezzanine structure outside the perimeter of the rail system 108, 308 to support the inspection vehicle 20 while it is inactive.

[0141] In Figure 8, gateways 160a-c, 360a-c and inspection vehicles 20 are depicted for each rail system region 108', 108'', 108''', 308', 308'', 308'''. Thus, if a malfunctioning vehicle 240, 340 is stopped in the left / first rail system region 108', 308', the left / first rail system will become the shutdown area.

[0142] In one embodiment, the rail system is a transport rail system comprising transport rail system regions 108', 108'', 108'''. The transport rail system may have a storage grid with a stack of storage containers, and rail system regions 108', 108'', 108'''' are arranged above the storage grid. In another embodiment, rail system regions 308', 308'', 308'''' each are a delivery rail system as shown in FIG. 4A.

[0143] 9 shows yet another embodiment of the automated warehouse system 1. The system 1 has an upper height H T and a lower height H D and a delivery rail system 308 at . As a result, any operable container delivery vehicle 350 can receive a storage container 106 from a storage column 105 belonging to any of the transportation rail systems 108a-d.

[0144] At the periphery of the delivery rail system 308 , a number of delivery ports 370 are arranged to receive (and potentially deliver) the storage containers 106 to the container delivery vehicles 350 .

[0145] The periphery of the delivery rail system 308 also contains a number of gateways 360 distributed in the horizontal plane P1, each gateway 360 configured to allow entry of an inspection vehicle 20 into the delivery rail system 308. FIG. 9 illustrates a control system 500. - detecting a malfunctioning container delivery vehicle 340; - commanding the malfunctioning vehicle 340 to stop; generating a shutdown zone 225 around the malfunctioning vehicle 340, the shutdown zone comprising a malfunctioning vehicle zone 225a including the stopping position of the malfunctioning vehicle 340 and an entry zone for entry into the malfunctioning vehicle zone including one of the gateways 360′; commanding eight of the operable container delivery vehicles 330′ of the operable container delivery vehicles 350 to stop at the boundary of the shutdown area 225 and create a physical barrier for all operable container delivery vehicles 350 located outside the shutdown area 225; Here is a scenario:

[0146] Also, - commanding all other container delivery vehicles 330'' located within the shutdown area 225 to stop; The scenario is also presented.

[0147] Using the scenario depicted in FIG. 9, the inspection vehicle 20 can enter the gateway 360' and drive up to the malfunctioning container delivery vehicle 340 with little or no risk of collision with other container delivery vehicles 350 still operating on the delivery rail system 308.

[0148] During operation of one or more inspection vehicles other than the inspection vehicles operating on the delivery rail system, they may be operating on the transportation rail system 108 through the use of a corresponding gateway 160.

[0149] Two possible configurations of an inspection vehicle 20 suitable for the operations described above are shown in Figures 10A and 10B.

[0150] Both embodiments of the inspection vehicle 20 comprise a seat 25 for an operator, a support base 22 for supporting the malfunctioning vehicle 240, 340, and drive means 23 to enable movement of the inspection vehicle 20. The inspection vehicle 20 can of course also have other configurations and the invention is not limited to these two embodiments.

[0151] In Fig. 10A the drive means 23 comprises two sets of four wheels, at least one of the sets can be raised and lowered. The drive means is thus similar to the drive means of the container handling vehicle 250 and container delivery vehicle 350 described above. The wheels follow the rails 110, 111, 310, 311 of the transport rail system and / or delivery rail system 108, 308.

[0152] In FIG. 10B, the drive means 23 of the inspection vehicle 20 comprises a caterpillar track configured to drive on the rails 110, 310, 111, 311, thereby enabling movement in any direction within the horizontal plane P, P1 of either the transport rail system 108 or the delivery rail system 308.

[0153] The inspection vehicle of FIG. 10B may be used as an alternative to, or in conjunction with, the inspection vehicle 20 of FIG. 10A. A flow chart 400 illustrating one embodiment of the method of the present invention is shown in FIG. 11, in which the following method steps are performed / controlled by a control system 500:

[0154] 401. Anomalies are registered / detected in one or more operating conditions of remotely operated vehicles 250, 260 intended to operate on either the transportation rail system 108 or the delivery rail system 308. Examples of operating conditions are position accuracy, acceleration pattern, deceleration pattern, speed during operation, lifting / lowering of lifting frame, temperature, battery charging efficiency, and contact with the underlying rail system.

[0155] 402. Vehicles having anomalies are marked as malfunctioning vehicles 240, 340.

[0156] 403. The malfunctioning vehicle 240, 340 is commanded to stop either immediately or at a specific location on the rail system 108, 308.

[0157] 404. The stopping position of the malfunctioning vehicle 240, 340 is registered in the control system 500.

[0158] 405. A shutdown zone 225 is created / established on the rail system 108, 308, within which the malfunctioning vehicle 240, 340 is stopped. 406. Are there any operational vehicles 250, 350 within the shutdown area 225? 407. If yes, then the shutdown area 225 may be clear of any operational vehicles 250, 350. a. Parking one or more of the operating vehicles within the Shutdown Area; or b. directing one or more of the operating vehicles out of the shutdown zone, or alternatively to the boundary of the shutdown zone 225 (see step 408); or c. combinations thereof; One of the following will be carried out.

[0159] 408. Shows the admission of entry, via gateway 160, 360, onto the entry area 225b of the shutdown area 225 on the rail system, for a human operator.

[0160] 409. If not already completed in step 407b, one or more of the operating vehicles 230', 330' are stopped at a location on or at a lateral boundary of the shutdown area 225 to create a physical barrier that, at least in part, prevents other operating vehicles 250, 350 from entering.

[0161] 410. The inspection vehicle 20 is guided into the access area 225b for entry into the inoperative vehicle area 225a of the shutdown area 225, where the inoperative vehicle area 225a includes a stopping position for the inoperative vehicle and thus allows loading and / or maintenance of the inoperative vehicle 240, 340.

[0162] 411. Operating vehicles 250, 350 outside the shutdown area are rerouted to avoid entering the shutdown area 225 during operation of the inspection vehicle 20.

[0163] This method would make it safe for an operator to walk up to the malfunctioning vehicle 240, 340, ie, try to avoid using the inspection vehicle 20.

[0164] A plurality of remotely operated vehicles 250, 350 may be arranged to generate two lines of vehicles 230′, 330′ stopped at the boundary of the shutdown area 225 that does not include the gateway 160, 360 and extends. The distance between the two lines of vehicles 230′, 330′ should be at least one cell 122, 322 wide, e.g., three cell 122, 322 wide.

[0165] In the preceding description, various aspects of the method and its associated system according to the present invention have been described with reference to illustrative embodiments. For purposes of explanation, specific values, systems, and configurations have been set forth 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 and other embodiments of the method and system that are obvious to those skilled in the art to which the disclosed subject matter pertains are deemed to be within the scope of the present invention.

[0166] Reference Numbers / Letter List: [ka] [ka] [ka]

Claims

1. 1. A method for loading and unloading a malfunctioning vehicle (240, 340) onto a track system (108, 308) forming part of a warehouse system (1) configured to store a plurality of stacks (107) of storage containers (106), the track system (108, 308) forming a grid pattern of adjacent cells, The warehouse system (1) comprises: a plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said track system (108, 308), each of said plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) comprising drive wheels (250b, 250c, 351); a control system (500) for wirelessly monitoring and controlling the movement of said plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350); Equipped with The control system (500) performs at least the following steps by wireless data communication: A. detecting (401) an abnormality in the operating conditions of a vehicle (240, 340) on said track system (108, 308); B. registering (402) said vehicle with an abnormal operating condition as a malfunctioning vehicle (240, 340); C. The stopping position (X) of the malfunctioning vehicle (240, 340) relative to the support track system (108, 308). Ｓ , Y Ｓ (404) registering the D. on said track system (108, 308), a malfunctioning vehicle area (225a) including the stopping position of the malfunctioning vehicle (240, 340); an approach area (225b) for entry into the malfunctioning vehicle area (225a), the approach area (225b) extending between the malfunctioning vehicle area (225a) and a location at the periphery (109, 309) of the track system (108, 308); building (405) a two-dimensional shutdown area (225) comprising: E. instructing (406, 407) the remotely operated vehicles (230, 330, 250, 350) operating within the two-dimensional shutdown area (225) to either move out of the two-dimensional shutdown area (225), to stop, or a combination thereof; F. unlocking a gateway (160, 360) in said perimeter (109, 309); generating an entry allowance signal registerable by a human operator located in said perimeter (109, 309) to allow said human operator to enter said entry area (225b) through said gateway (160, 360); indicating permission for entry into said access area (225b) for an external operator by at least one of Implemented the following: The method further comprises, after step D and before step E, rerouting a first operable remotely operated vehicle (230', 330') of the plurality of remotely operated vehicles (230, 330, 250, 350) operating on the support track system (108, 308) to a location located at an edge of the inoperative vehicle area (225a, 335a) extending across the track of the track system (108, 308); transmitting one or more signals to the plurality of first operable remotely operated vehicles (230', 330') causing the plurality of first operable remotely operated vehicles (230', 330') to stop, thereby creating a physical barrier of the first operable remotely operated vehicles (230', 330'); A method comprising:

2. 2. The method of claim 1, wherein the control system (500) is configured such that any transmission of a signal to turn on a power supply back to the drive wheels (250b, 250c, 351) of a stopped remotely operated vehicle (230, 330, 250, 350) within the two-dimensional shutdown area (225) must be performed with at least one physical intervention of an external operator.

3. The method further comprises the following steps performed after step E: updating movement patterns of any remotely operated vehicles (230, 330, 250, 350) operating outside of said two-dimensional shutdown area (225) during and after the time of said establishing two-dimensional shutdown area step so as to avoid entry into said two-dimensional shutdown area (225). The method of claim 1 or 2, comprising:

4. The method according to any one of claims 1 to 3, wherein an inspection vehicle (20) is guided, after step F, through the access area (225b) to the stopped malfunctioning vehicle (240, 340).

5. The method of claim 4, wherein the inspection vehicle (20) is directed from the gateway (160, 360).

6. The method of claim 4 or 5, wherein the inspection vehicle (20) comprises a caterpillar track (23) configured to drive on the track system (108, 308).

7. The method further comprises: rerouting a second operable remotely operated vehicle (230', 330') of the plurality of remotely operated vehicles (230, 330, 250, 350) to a location located at an edge of the approach area (225b, 335b) extending across a track of the track system (108, 308); transmitting one or more signals to said plurality of second operable remotely operated vehicles (230', 330') that cause said plurality of second operable remotely operated vehicles (230', 330') to stop; The method according to any one of claims 1 to 6, comprising:

8. The track system (108, 308) a first orbital system region (108', 308'); a second orbital system region (108'', 308'') forming said two-dimensional shutdown area (225); a vehicle blocking barrier (125, 325) arranged between the first track system area (108', 308') and the second track system area (108", 308"), the vehicle blocking barrier (125, 325) comprising a vehicle passageway (130a, 130b, 380a, 380b), the vehicle passageway (130a, 130b, 380a, 380b) having a minimum lateral width in a horizontal plane (P, P1) that allows one of a plurality of vehicles (230, 330, 250, 350) to travel between the first track system and the second track system via the vehicle passageway (130a, 130b, 380a, 380b); The method according to any one of claims 1 to 7, comprising:

9. The method further comprises: rerouting at least one of a plurality of operational remotely operated vehicles (230, 330, 250, 350) other than the malfunctioning vehicle (240, 340) to a location within the vehicle path (130a, 130b, 380a, 380b); stopping at least one operable remotely operated vehicle (230', 330') such that it does not enter into said second track system region (108'', 308''); The method of claim 8 , comprising:

10. The track system is arranged on a rail system (108, 308) comprising a first set (110, 310) of parallel rails arranged in a horizontal plane and extending in a first direction (X) and a second set (111, 311) of parallel rails arranged in the horizontal plane (P, P1) and extending in a second direction (Y) perpendicular to the first direction (X), the first and second sets of rails forming a grid pattern in the horizontal plane (P, P1).

10. The method of claim 1, wherein a vehicle (110, 111, 310, 311) comprises a plurality of adjacent cells (122, 322) each comprising a grid opening defined by a pair of adjacent rails of the first set of rails (110, 310) and a pair of adjacent rails of the second set of rails (111, 311), and the plurality of remotely operated vehicles (230, 330, 240, 340, 250, 350) are arranged to move laterally on the rail system (108, 308).

11. The warehouse system (1) comprises: An upper track system (108), the upper track system (108) having an upper height (H) at which a plurality of remotely operated container handling vehicles (230, 240, 250) are configured to move laterally. Ｔ an upper track system (108) arranged on a transportation rail system (108) in the a lower track system (308) configured to receive storage containers (106) from the higher container handling vehicles (230, 240, 250) by moving laterally across the upper level (H); Ｔ ) is less than the lower height (H Ｄ a lower track system (308) which is a delivery track system (308) in the and method steps BF include: for the plurality of container handling vehicles (230, 240, 250) if the control system (500) registers an abnormality in the operating conditions of the container handling vehicle (240); and / or If the control system (500) registers an abnormality in the operating conditions of a delivery handling vehicle (340), The method according to any one of claims 1 to 10, wherein

12. Each of the plurality of container handling vehicles (230, 240, 250) using a lifting device to lift the storage containers (106) stacked in a stack (107) through the grid openings; moving said storage container (106) to another location on said transportation rail system (108); Using the lifting device, the storage container (106) is lowered down to the delivery track system (308). The method of claim 11 , configured to:

13. Each of the plurality of container delivery vehicles (330, 340, 350) comprises: a set of wheels (351) configured to move the container delivery vehicle (30) along a track of the delivery track system (308); A drive motor configured to provide rotational power to the set of wheels (351); a container carrier (352) configured to receive the storage container (106) from above on top of the container carrier (352); The method according to claim 11 or 12, comprising:

14. the warehousing system (1) comprises a plurality of laterally spaced apart transport rail system modules along which the plurality of container handling vehicles (230, 240, 250) are moved, the delivery track system (308) is configured such that one of the plurality of container delivery vehicles (330, 340, 350) is permitted to travel beneath all or more than one of the plurality of laterally spaced apart transportation rail system modules during normal operation. The method according to any one of claims 11 to 13.

15. The method further comprises: rerouting said plurality of container delivery vehicles (330, 340, 350) away from any two-dimensional shutdown area (225) built on said transportation rail system (108) and away from a two-dimensional area projected downwardly to said delivery rail system (308). The method according to any one of claims 11 to 14, comprising:

16. An automated store-and-shelf system (1), the automated store-and-shelf system (1) operable to load a malfunctioning vehicle according to a method according to any one of claims 1 to 15.

17. A control system (500), comprising a computer program, which, when executed on a processor of the control system (500), is configured to carry out the method according to the steps of one of claims 1 to 15.

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