System, method and main control system for handling malfunctioning vehicles in an automated storage and retrieval system with a rail system - Patents.com

Abstract

The present invention provides an automated storage and retrieval system comprising a rail system with orthogonal tracks in X and Y directions, the system comprising: a plurality of remotely operated container handling vehicles configured to move laterally on the rail system; a main control system using a first communication system to communicate with the plurality of remotely operated container handling vehicles, the main control system monitoring and controlling movement of the plurality of container handling vehicles via the first communication system; and at least one service vehicle movable on the rail system, the service vehicle configured to bring a malfunctioning remotely operated container handling vehicle to a service area outside of the rail system on which the remotely operated container handling vehicles operate.

Description

[Technical field]

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

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

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

[0004] The skeleton structure 100 comprises a number of upright members 102 and, optionally, a number of horizontal members 103 that support the upright members 102. The members 102, 103 may typically be made of metal, for example extruded aluminum profiles.

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

[0006] Each storage container 106 will typically hold multiple product items (not shown), and the product items within the storage containers 106 may be the same or may be different product types, depending on the application.

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

[0008] The automated storage and retrieval system 1 comprises a rail system 108 arranged in a grid pattern across the top of the storage and retrieval 104, on which a number of container handling vehicles 250 (as illustrated in FIG. 1C ) are operated to lift storage containers 106 from and lower storage containers 106 into storage columns 105, and also to transport storage containers 106 up the storage columns 105. The horizontal extent of one of the grid cells 122 that make up the grid pattern is marked by a bold line in FIG. 1A .

[0009] The 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 frame structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of parallel rails 110 for guiding movement of the container handling vehicles 250 in a second direction Y that is perpendicular to the first direction X. The rail system 108 thus defines a grid column above which the container handling vehicles 250 may move laterally above the storage columns 105, i.e. in a plane that is parallel to the horizontal XY plane.

[0010] The rail system 108 may be a single rail system or a dual rail system, as shown in Figure 1B. The latter rail configuration allows a container handling vehicle 250 to travel along a row of grid columns with a footprint generally corresponding to the lateral area defined by the grid cells 122, even if another container handling vehicle 250 is positioned above a grid cell adjacent to that row. Both single and dual rail systems, or a combination of single and dual rail arrangements in the single rail system 108, form a grid pattern in the horizontal plane P with a plurality of rectangular and uniform grid locations or grid cells 122, each grid cell 122 with a grid opening 115 bounded by a pair of neighboring rails 110a, 110b of the first set of rails 110 and a pair of neighboring rails 111a, 111b of the second set of rails 111.

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

[0012] As shown in FIG. 1B, each grid cell 122 (represented by a dashed box) has a width W that is typically in the range of 30-150 cm. c and length L, typically within the interval of 50 to 200 cm. c Each grid opening 115 typically has a width W of a grid cell 122. c and length L c Width W 2~10cm below o and length L o has.

[0013] Figure 1C discloses prior art container handling vehicles 250 operating the system 1 disclosed in Figure 1A. Each prior art container handling vehicle 250 comprises a car body 252 and a wheel arrangement 251 of eight wheels, with a first set of four wheels allowing lateral movement of the container handling vehicle 250 in the X direction and a second set of the remaining four wheels allowing lateral movement in the Y direction. One or both sets of wheels in the wheel arrangement 251 can be raised and lowered so that the first set of wheels and / or the second set of wheels can be engaged with the respective set of rails 110, 111 at any one time.

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

[0015] As is conventional, for purposes of this application, Z=1 identifies the top layer of the grid 104, i.e., the layer immediately below the rail system 108, Z=2 identifies the second layer below the rail system 108, Z=3 identifies the third layer, and so on. In the exemplary prior art grid 104 disclosed in FIG. 1A, Z=8 identifies the bottom, lowest layer of the grid 104. As a result, using, by way of example, the Cartesian coordinate system X, Y, Z shown in FIG. 1A, a storage container identified as 106' in FIG. 1A may be said to occupy grid location or cell X=10, Y=2, Z=3. A container handling vehicle 250 may be said to travel in layer Z=0, and each grid column may be identified by its X and Y coordinates.

[0016] Each container handling vehicle 250 includes a storage compartment or space (not shown) for receiving and housing the storage containers 106 as they are transported across the rail system 108. The storage space may include a centrally located cavity within the vehicle body 252, for example, as described in WO 2014 / 090684 A1, the contents of which are incorporated herein by reference.

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

[0018] Alternatively, the container handling vehicle may have a footprint that is larger than the lateral extent (lateral area defined by) of the grid column 105, for example as disclosed in WO2014 / 090684A1.

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

[0020] In the storage grid 104, the majority of the grid columns are storage columns 105, i.e., grid columns 105 where storage containers 106 are stored in stacks 107. However, the grid 104 does have at least one grid column that is not typically used to store storage containers 106, but includes a location where a container handling vehicle 250 may unload and / or load the storage containers 106, so that the storage containers 106 may be transported to a second location (not shown) where the storage containers 106 may be accessed from outside the grid 104 or transported out of or into the grid 104. In the art, such locations are typically referred to as "ports," and the grid columns in which the ports are located may be referred to as "delivery columns" 119, 120. The unloading and loading ports of the container handling vehicles are referred to as the "upper ports of the delivery column" 119, 120, while the opposite ends of the delivery columns are referred to as the "lower ports of the delivery column."

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

[0022] The second location may typically be a picking or stockpiling station where the product items are removed from or placed into the storage containers 106. At the picking or stockpiling station, the storage containers 106, once accessed, are typically not removed from the automated storage and retrieval system 1 but are placed back into the storage grid 104. Lower ports are also provided in the delivery column for the transfer of storage containers out of or into the storage grid 104, such lower ports being, for example, for transferring the storage containers 106 to another storage facility (e.g., to another storage grid), directly to a transport vehicle (e.g., a train or lorry), or to a production facility.

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

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

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

[0026] To monitor and control the automated storage and retrieval system 1 so that the desired storage containers 106 can be delivered to the desired locations at the desired times without the container handling vehicles 250 colliding with one another, the automated storage and retrieval system 1 typically includes a control system 109 that is computerized and includes a database to monitor and control, for example, the location of each storage container 106 within the storage grid 104, the contents of each storage container 106, and the movements of the container handling vehicles 250.

[0027] A problem associated with known automated storage and retrieval systems 1 is that it is difficult for personnel to access the rail system 108 to perform inspections or to perform maintenance on or remove a malfunctioning container handling vehicle 250.

[0028] Another significant problem with maintenance or removal of a malfunctioning vehicle 250 is that a complete shutdown of the system 1 is required for personnel to access with low or no risk of injury. Particularly for large systems 1, e.g., systems 1 with over 500 simultaneously operating vehicles, a complete shutdown is highly undesirable due to significant costs for operators.

[0029] The prior art includes WO2015 / 140216 A1, which discloses a service robot that operates under the same control system as the container robot. WO2015 / 140216 A1 discloses a service vehicle for cleaning and inspecting grids. The service vehicle is arranged with a releasable latch connection mechanism for docking with a malfunctioning container handling vehicle. In addition, this publication suggests that the service vehicle may be arranged with a seat for carrying a user to inspect and perform maintenance. This personnel-carrying version of the service vehicle may be operated manually by a user or alternatively controlled remotely by a control system.

[0030] In order for these operations to occur safely, it is necessary to shut down all container handling vehicles on the grid before users are allowed access. The more robotic load handlers in use and the larger the grid, the greater the chance of a failure occurring due to the number of units that need to be shut down, and the magnified the consequences of each failure.

[0031] It is an object of the present invention to provide a malfunctioning container handling vehicle without causing a system shutdown. [Prior art documents] [Patent documents]

[0032] [Patent Document 1] International Application Publication No. 2015 / 193278 [Patent Document 2] International Application Publication No. 2014 / 090684 [Patent Document 3] International Application Publication No. 2014 / 075937 [Patent Document 4] International Application Publication No. 2015 / 140216 Summary of the Invention [Means for solving the problem]

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

[0034] An automated storage and retrieval system is described that includes a rail system with orthogonal tracks in the X and Y directions, the automated storage and retrieval system comprising: a plurality of remotely operated container handling vehicles configured to move laterally on a rail system; a main control system using a first communication system to communicate with a plurality of remotely operated container handling vehicles, the main control system monitoring and controlling movement of the plurality of container handling vehicles via the first communication system; at least one service vehicle movable on the rail system, the service vehicle configured to bring the inoperative remotely operated container handling vehicle to a service area outside the rail system in which the remotely operated container handling vehicle operates; and The system comprises: -Further comprising a second control system using a second communication system, the second communication system being independent of the main communication system, the secondary control system being in communication with at least one service vehicle on the rail system, such as to monitor and control movement of the at least one service vehicle.

[0035] The main control system may therefore monitor and control the movement of multiple container handling vehicles via the first communication system.

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

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

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

[0039] In one aspect, the main control system communicates by wireless data communication at least: A. determining an anomaly in the operating condition of a vehicle on a rail system; B. registering a vehicle with an abnormal operating condition as a malfunctioning vehicle; C. Registering the position of the malfunctioning vehicle relative to the support rail system; The method may be configured to implement the following:

[0040] A malfunctioning vehicle may be a vehicle that is partially malfunctioning or a completely non-functioning vehicle, for example, that may be completely stopped and / or communication with the first communication system may be cut off for some reason.

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

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

[0043] The main control system is E. may be further configured to perform updating the movement patterns of the plurality of remotely operated vehicles by commanding any remotely operated vehicles located within the two-dimensional exclusion zone to move outside the two-dimensional exclusion zone and avoiding entry of any of the remaining remotely operated vehicles into the two-dimensional exclusion zone.

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

[0045] When the main control system has performed the above steps, the secondary control system will receive at least the following through wireless data communication: F. The method may be configured to perform the step of operating at least one service vehicle to move along the exclusion zone from an initial location to a location next to the malfunctioning vehicle.

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

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

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

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

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

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

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

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

[0054] If the service vehicle is equipped with wheels, the service area is preferably equipped with rails which are connected to the rail system.

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

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

[0057] A method for handling inoperative vehicles on a rail system is further described, the storage and retrieval system comprising: a plurality of remotely operated container handling vehicles configured to move laterally on a rail system; a main control system using a first communication system to wirelessly communicate with the plurality of vehicles, the main control system monitoring and controlling movement of the plurality of container handling vehicles via the first communication system; at least one service vehicle positioned at an initial location, the service vehicle being movable on the rail system and configured to bring the malfunctioning remotely operated container handling vehicle to a service area outside the rail system in which the remotely operated container handling vehicle operates; a secondary control system that uses a second communication system, independent of the main control system, to wirelessly communicate with at least one service vehicle on the rail system, the secondary control system monitoring and controlling the movement of the at least one service vehicle; Equipped with The main control system must include at least the following: A. determining an anomaly in the operating condition of a vehicle on a rail system; B. registering a vehicle with an abnormal operating condition as a malfunctioning vehicle; C. Registering the position of the malfunctioning vehicle relative to the support rail system; This is a method for implementing the above.

[0058] The method utilizes a main control system, D. establishing a two-dimensional exclusion zone extending from the malfunctioning vehicle to the location of the service vehicle.

[0059] The method utilizes a main control system, E. may further include implementing updating movement patterns of the plurality of remotely operated vehicles outside the two-dimensional exclusion zone such that entry into the two-dimensional exclusion zone is avoided.

[0060] The method includes, when the main control system performs the above steps, a secondary control system performs at least the following steps through wireless data communication: F. The method may further include performing the step of operating at least one service vehicle to move from its initial location to a location where the malfunctioning vehicle is stopped along the exclusion zone.

[0061] A main control system for the automated storage and retrieval system is further described, the automated storage and retrieval system comprising: - a rail system with horizontal tracks extending in perpendicular X and Y directions; a plurality of remotely operated container handling vehicles configured to operate on a rail system; -Service vehicles; a secondary control system for a service vehicle, the secondary control system being in communication with at least one service vehicle on the rail system, such as for monitoring and controlling movement of the at least one service vehicle, the at least one service vehicle being configured to bring a malfunctioning remotely operated container handling vehicle to a service area outside of the rail system in which the remotely operated container handling vehicle operates; and Equipped with The main control system is configured to route the plurality of remotely operated vehicles over a working area of ​​the rail system, and is further configured to detect when a remotely operated vehicle is inoperative, and when detected, the main control system: - reconfiguring the operating zone and delimiting an exclusion zone, the exclusion zone defining an area of ​​the rail system that includes the malfunctioning remote-operated vehicle, and providing a path for a service vehicle to reach the malfunctioning remote-operated vehicle; - rerouting other remotely operated vehicles operating within the exclusion zone and the reconfigured operating zone so that they avoid areas of the rail system defined by the exclusion zone; - Handing over control of the area of ​​the rail system within the exclusion zone to a secondary control system; A main control system may be configured to:

[0062] In one aspect, the automated storage and retrieval system described above includes a main control system which is described below.

[0063] The main control system will automatically detect when a service vehicle moves out of the rail system's exclusion zone. - regaining control of the area of ​​the rail system within the exclusion zone from the secondary control system; - reconfiguring the operating area to include areas of the rail system that were previously within the exclusion zone; - rerouting remotely operated vehicles to take into account an expanded operating area, with areas of the rail system that were previously within the exclusion area being included as part of the operating area; The signal processing unit may be configured to perform the following steps. The present specification also provides, for example, the following: (Item 1) An automated storage and retrieval system (1) comprising a rail system (108, 308) with orthogonal tracks in the X and Y directions, said automated storage and retrieval system (1) comprising: a plurality of remote action container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said rail system (108, 308); a main control system (109) using a first communication system to communicate with said plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350), said main control system (109) monitoring and controlling the movement of said plurality of container handling vehicles (230, 330, 240, 340, 250, 350) via said first communication system; at least one service vehicle movable on said rail system (108, 308); Equipped with the at least one service vehicle is configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of the rail system in which the remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) operate; The system comprises: -A secondary control system using a second communication system The present invention further comprises: An automated storage and retrieval system (1), wherein the second communication system is independent of a main communication system, and the secondary control system monitors and controls the movement of the at least one service vehicle by communicating with the at least one service vehicle on the rail system. (Item 2) The main control system (109) communicates with at least A. determining an anomaly in the operating condition of a vehicle (240, 340) on said rail-system (108, 308); B. registering the vehicle with the abnormal operating condition as a malfunctioning vehicle (240, 340); C. registering the position of the malfunctioning vehicle (240, 340) relative to the support rail system (108, 308); 2. The automated storage and retrieval system (1) according to item 1, configured to carry out the steps described above. (Item 3) The main control system includes: D. The automated storage and retrieval system (1) of item 2, further configured to perform the setting of a two-dimensional exclusion zone (225) extending from the malfunctioning vehicle (240, 340) to the location of the service vehicle. (Item 4) The main control system includes: E. The automated storage and retrieval system (1) of item 3, further configured to: update the movement patterns of the plurality of remotely operated vehicles (230, 330, 250, 350) by commanding any remotely operated vehicles (230, 330, 250, 350) positioned within the two-dimensional exclusion zone (225) to move outside the two-dimensional exclusion zone (225) and avoiding entry of any of the remaining remotely operated vehicles (230, 330, 250, 350) into the two-dimensional exclusion zone (225). (Item 5) When the main control system has performed the above steps, the secondary control system may, by wireless data communication, F. The automated storage and retrieval system (1) described in item 4, configured to perform an operation to move the at least one service vehicle along the exclusion zone (225) from an initial position to a position adjacent the malfunctioning vehicle (240, 340). (Item 6) 6. The automated storage and retrieval system (1) according to any one of items 1 to 5, wherein the first communication system and the second communication system are the same communication system or different communication systems. (Item 7) 7. The automated storage and retrieval system (1) of item 6, wherein the first communication system and the second communication system operate at different frequencies. (Item 8) 7. The automated storage and retrieval system (1) according to item 6, wherein the first communication system and the second communication system have different coding and decoding processes. (Item 9) An automated storage and retrieval system (1) according to any of items 1 to 8, wherein the main control system is wireless fidelity (WiFi) and the second system is optical fidelity (LiFi). (Item 10) 10. The automated storage and retrieval system (1) according to any one of items 1 to 9, wherein the service vehicle is equipped with wheels guided for movement along the rails in the X and Y directions. (Item 11) The automated storage and retrieval system (1) described in items 1-9, wherein the service vehicle is provided with a caterpillar track for movement over the upper surface of the rail system independent of the X and Y directions of the rail system. (Item 12) An automated storage and retrieval system (1) described in any of items 1 to 11, wherein the initial position of the service vehicle is within a service area outside the rail system in which the remotely operated vehicle (230, 330, 250, 350) operates. (Item 13) 13. The automated storage and retrieval system (1) according to any one of items 1 to 12, wherein the rail system is at the top level of a storage grid. (Item 14) 13. The automated storage and retrieval system (1) according to any of items 1-12, wherein the rail system is a delivery rail system (308). (Item 15) A method for handling inoperative vehicles (240, 340) on a rail system (108, 308), comprising: a plurality of remote action container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said rail system (108, 308); a main control system (109) using a first communication system to wirelessly communicate with the plurality of vehicles (230, 330, 240, 340, 250, 350), the control system (109) monitoring and controlling the movement of the plurality of container handling vehicles (230, 330, 240, 340, 250, 350) via the first communication system; at least one service vehicle located at an initial location, said service vehicle being movable on said rail system (108, 308), said service vehicle being configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of said rail system where said remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) are operating; -Secondary control system and Equipped with the secondary control system uses a second communication system, independent of the main control system, to wirelessly communicate with the at least one service vehicle on the rail system, the secondary control system monitoring and controlling movement of the at least one service vehicle; The main control system (109) comprises at least A. determining an anomaly in the operating condition of a vehicle (240, 340) on said rail-system (108, 308); B. registering the vehicle with the abnormal operating condition as a malfunctioning vehicle (240, 340); C. registering the position of the malfunctioning vehicle (240, 340) relative to the support rail system (108, 308); A method for carrying out the above. (Item 16) The method comprises utilizing the main control system; D. The method of claim 15, further comprising: establishing a two-dimensional exclusion zone (225) extending from the malfunctioning vehicle (240, 340) to the location of the service vehicle. (Item 17) The method comprises utilizing the main control system; E. The method of claim 16, further comprising: updating movement patterns of the plurality of remotely operated vehicles (230, 330, 250, 350) outside the two-dimensional exclusion zone (225) such that entry into the two-dimensional exclusion zone (225) is avoided. (Item 18) The method comprises: When the main control system has performed the above steps, the secondary control system receives at least F. The method of claim 17, further comprising operating the at least one service vehicle to move from its initial position along the exclusion zone (225) to a position where the malfunctioning vehicle (240, 340) is parked. (Item 19) 1. A main control system for an automated storage and retrieval system, said automated storage and retrieval system comprising: - a rail system (108, 308) with horizontal tracks extending in orthogonal X and Y directions; a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to operate on said rail system; -Service vehicles; a secondary control system for said service vehicle; Equipped with the secondary control system monitors and controls movement of the at least one service vehicle by communicating with the at least one service vehicle on the rail system, the at least one service vehicle being configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of the rail system where the remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) operate; The main control system is configured to route the plurality of remotely operated vehicles over a working area of ​​the rail system, the main control system being further configured to detect when a remotely operated vehicle is inoperative, and when detected, the main control system: - reconfiguring the operating zone and delimiting an exclusion zone, the exclusion zone defining an area of ​​the rail system that includes the malfunctioning remotely operated vehicle, and providing a route for the service vehicle to reach the malfunctioning remotely operated vehicle; - rerouting other remotely operated vehicles operating within the exclusion zone and the reconfigured working zone, whereby the other remotely operated vehicles avoid the area of ​​the rail system defined by the exclusion zone; and - transferring control of the area of ​​the rail system within the exclusion zone to the secondary control system; A main control system configured to: (Item 20) The main control system, when the service vehicle moves out of the exclusion zone of the rail system, - taking back control of the area of ​​the rail system within the exclusion zone from the secondary control system; - reconfiguring the working zone to include the area of ​​the rail system that was previously within the exclusion zone; - rerouting remotely operated vehicles to take into account an expanded operating area, the area of ​​the rail system that was previously within the exclusion area being included as part of the operating area; 20. The main control system of item 19, configured to: [Brief description of the drawings]

[0064] The following drawings are included to facilitate understanding of the present invention. [Figure 1] FIG. 1 is a perspective view of a prior art automated storage and retrieval system, with FIG. 1A showing the complete system, FIG. 1B showing a top view of a prior art dual rail grid, and FIG. 1C showing an example of a prior art container handling vehicle capable of operating with the system. [Diagram 2] FIG. 2 is a schematic top view of an automated storage and retrieval system, with the system divided into three subsystems by physical barriers. [Diagram 3]3A and 3B are perspective views of an exemplary automated storage and retrieval system according to the present invention, with FIG. 3A showing a portion of the system having a delivery rail system with a container delivery vehicle operating below the container handling vehicle's rail system, and FIG. 3B showing an example of a container delivery vehicle having a storage container stored therein. [Figure 4] FIG. 4 shows a flow chart of the operation when an abnormality is registered in the operating state of the vehicle. [Figure 5A] 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 5B] 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 5C] 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 5D]5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 5E] 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 5F] 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system may be set, and further an example of the relationship between a first communication system operating the vehicles and a second communication system operating a service vehicle to move from the service area along the exclusion zone, load the malfunctioning vehicle and transport it back to the service area. [Figure 6] 6A and 6B are perspective views of passenger service vehicles suitable for operating on the rail system of an automated storage and retrieval system, with FIG. 6A showing a service vehicle having two sets of wheels configured to follow rails in the X and Y directions and FIG. 6B showing a service vehicle having caterpillar tracks configured to operate on top of the rail system. [Figure 7] 7A-C are perspective side views of a service vehicle configured to be operated remotely. [Figure 8]8A-C are perspective side views of the service vehicle of FIG. 7, with FIG. 8A showing the service vehicle approaching the container handling vehicle to be serviced, FIG. 8B showing the service vehicle partially surrounding the container handling vehicle, and FIG. 8C showing the service vehicle grasping the container handling vehicle by use of its handling mechanism. [Figure 9] Figures 9A and B are perspective side views of the service vehicles of Figures 7 and 8, with Figures 9A and 9B respectively showing the service vehicle in an operating position where the container handling vehicle is in contact with the rail system, and in a transport position where the container handling vehicle is elevated above the rail system. [Figure 10] FIG. 10 illustrates a bottom perspective view of an exemplary service vehicle. [Figure 11] FIG. 11 illustrates a perspective side view of the service vehicle of FIG. [Figure 12] FIG. 12 illustrates another perspective view from below of the service vehicle shown in FIG. [Figure 13] FIG. 13 illustrates the inside of the service vehicle of FIG. 10 with the actuator in a lowered position. [Figure 14] FIG. 14 illustrates the inside of the service vehicle of FIG. 10 with the actuators on either side in the upper position. [Figure 15] FIG. 15 illustrates a perspective view of an exemplary service vehicle using an adapter and connecting to a first type of container handling vehicle. [Figure 16] FIG. 16 illustrates a perspective view of a connection interface of a first type container handling vehicle before being connected to an adapter. [Figure 17] FIG. 17 illustrates the service vehicle and adapter of FIG. 16 connected to a container handling vehicle. [Figure 18A] FIG. 18A illustrates a perspective side view of an exemplary service vehicle with a counterbalance connected thereto, adjacent to a second type of container handling vehicle. [Figure 18B]FIG. 18B illustrates another perspective view of the service vehicle of FIG. 18A and a second type of container handling vehicle. [Figure 18C] FIG. 18C illustrates the service vehicle of FIG. 18A connected to both a weight unit and a second type of container handling vehicle. [Figure 18D] FIG. 18D illustrates how the service vehicle of FIG. 18A is able to lift a second type of container handling vehicle up off the rails. [Figure 19A] FIG. 19A illustrates a cross-sectional view of an exemplary connection system. [Figure 19B] FIG. 19B illustrates a front view of the connection interface of FIG. 19A. [Figure 19C] FIG. 19C illustrates a cross-sectional view along line AA of FIG. 19B. [Figure 19D] FIG. 19D illustrates a cross-sectional view of several portions of the connection system in contact with the connection interface. [Figure 20] 20A-D illustrate an alternative embodiment of a connection system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

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

[0066] 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 in the drawings.

[0067] 1, the automated storage and retrieval system 1 comprises a skeleton structure 100 that includes a total of 1,144 storage grids 104, the widths and lengths of which correspond to the widths and lengths of 143 grid columns. The top layer of the skeleton structure 100 is a rail system 108 upon which a plurality of container handling vehicles 250 are operated.

[0068] The skeleton structure 100 may be constructed as in the prior art skeleton structure 100 described above, namely, by a number of upright members 102 and a number of horizontal members 103 supported by the upright members 102 .

[0069] The rail system 108 includes parallel rails 110, 111 along the X and Y directions disposed across the top of the storage column 105. The horizontal area of ​​a grid cell 122 that defines an opening into the storage column 105 may be defined by the distance between adjacent rails 110 and 111.

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

[0071] The rail system 108 allows container handling vehicles 250 to move horizontally between different grid locations, with each grid location being associated with a grid cell 122 .

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

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

[0074] The container handling vehicle 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.

[0075] 2 shows a top view of the automated storage and retrieval system 1. The system 1 comprises three skeleton structures 100a-c, each having a storage grid 104 with a stack 107 of storage containers 106, a rail system 108a-c disposed above the storage grid 104, and a service area 160a-c. The skeleton structures 100a-c are separated by two vehicle blocking barriers 125, e.g., walls disposed between the rail systems 108a-c. Each of the barriers 125 includes one or more aisles 130a,b through which a container handling vehicle 250 may pass during normal operation.

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

[0077] Service areas 160a-c may be adjacent to a mezzanine outside the perimeter of the rail system 108 to support service vehicles 20 while inactive.

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

[0079] A different automated storage and retrieval system 1 is partially shown in Figure 3A. The upright members 102 form part of a framework 100 within which a transport rail system 108 with a number of container handling vehicles 250 operates.

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

[0081] The portion of the lower rail system 308 that extends below the storage column 105 has its grid cells 322 aligned with the horizontal plane P L , aligned to coincide with grid cells 122 of upper rail system 108 in horizontal plane P.

[0082] 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 delivery vehicle 350 running on the rail system 308 and configured to receive the storage container 106 downwardly from the storage column 105. In other words, the delivery vehicle 350 is configured to receive the storage container 106 from above, preferably directly from the container handling vehicle 250.

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

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

[0085] Hereinafter, the upper rail system 108 and the lower rail system 308 will be referred to as the transportation rail system 108 and the delivery rail system 308. Similarly, the vehicle shown in FIG.

[0086] 4 is a flow chart 400 of the operation when an abnormality is registered in the operating state of the vehicle. The flow chart includes the following steps: 401: Registering anomalies in the operating state of the vehicle. 402: Mark the vehicle as a malfunctioning vehicle 240, 340. 403: Requesting the malfunctioning vehicle 240, 340 to stop or remain stationary. 404: To register the stopping positions XS, YS of the malfunctioning vehicles 240, 340. 405: Setting an exclusion zone 225, 325 on the rail system 108, 308 from the stopping position of the malfunctioning vehicle 240, 340 to the position of the service vehicle 20 using the main control system 109'. 406: Are there any operational vehicles within the shutdown area 225, 325? If 'Yes' at step 406, proceed to the following steps. 407: Rerouting all operational vehicles 250, 350 out of the shutdown area 225, 325. If "no" at step 406, proceed to the following steps. 408: Routing the service vehicle 20 from its initial location along the exclusion zone 225, 325 using the secondary control system 109'' to handle the malfunctioning vehicle 240, 340. 409: Using a service vehicle 20 to bring the malfunctioning vehicle 240, 340 to a service area 160. 410: Utilizing the main control system 109′, reopening the excluded area 225 and allowing operational vehicles 250 to enter the excluded area 225.

[0087] Figures 5A-5F show an example of an operating sequence when a vehicle is registered as malfunctioning, i.e. an anomaly in the vehicle's operating condition, how an exclusion zone on the rail system can be set, and further an example of the relationship between a first communication system operating the vehicle and a second communication system, the second communication system operating a service vehicle to move along the exclusion zone from the service area, load the malfunctioning vehicle and transport it back to the service area.

[0088] In FIG. 5A, the main control system 109' registers that a container handling vehicle 240 (designated X) in cell M12 is inoperative.

[0089] In Figure 5B, a container handling vehicle 250 in cell T8 is moving under command from the main control system 109' to cell R8, as indicated by the trailing and leading endpoints of arrow A1. In addition, a container handling vehicle 250 in cell Q14 is moving under command from the main control system 109' to cell Q13, as indicated by the trailing and leading endpoints of arrow A2.

[0090] In Figure 5C, an exclusion zone 225 (indicated by the dashed area) has been generated by the main control system 109' from the service area 160 to the malfunctioning container handling vehicle (240 which is X). The disclosed exclusion zone 225 is two cells wide and extends through the S and T rows, to M14 and M15, to M12 and N12, generating a continuous path for the service vehicle 20.

[0091] The exclusion zone 225 has been created at the boundary of the rail system 108 to minimize the impact on the remaining container handling vehicles 250 operating on the rail system 108. However, it should be understood that the exclusion zone 225 may be created anywhere on the rail system 108, along a route that is most convenient for the particular situation, and preferably that minimizes disruption to other container handling processes.

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

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

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

[0095] When X, a malfunctioning container handling vehicle 240, enters the service area 160, the main control system 109' may be used to reclassify the excluded zone 225 and allow the operable vehicle 250 to enter the excluded zone 225 where it was previously located.

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

[0097] Figures 6A and 6B are perspective views of a passenger service vehicle suitable for operation on the rail system of an automated storage and retrieval system, with Figure 6A showing a service vehicle having two sets of wheels configured to follow rails in the X and Y directions and Figure 6B showing a service vehicle having a caterpillar track configured to operate on the rail system. Another service vehicle 20 suitable for operation as described above is shown in Figures 7A, 7B, and 7C.

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

[0099] In Fig. 6A 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, 310, 111, 311 of the transport rail system and / or delivery rail system 108, 308.

[0100] In FIG. 6B, the drive means 23 of the service vehicle 20 is driven on the rails 110, 310, 111, 311, thereby moving in the horizontal planes P, P of either the transport rail system 108 or the delivery rail system 308. L The vehicle has a caterpillar track configured to allow movement in any direction within the vehicle.

[0101] 7-9 show a service vehicle 20 in which all operations of the vehicle 20 are performed completely remotely, i.e., without any need for a human operator to directly interact with the control systems onboard the vehicle 20 during service procedures.

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

[0103] Figures 7-9 show a particular configuration, where the service vehicle 20 is provided with two guide pins 35 mounted on each of opposite vertical sides of the body 3 to which the caterpillar tracks 6, 7 are connected. The end of each guide pin 35 nearest the container handling vehicle receiving side of the body 3 exhibits a tapered end which enables a malfunctioning vehicle 240, 340 to be guided precisely into the body 3. A remote motion registration unit 9 in the form of a forward camera 9a and a rearward camera 9b is mounted on the upper horizontal side of the body 3.

[0104] The transport device 8 comprises a lifting mechanism 8c including one or more vertical linear actuators 8f, each having one end connected to a pivot support 8h that pivotally connects to the carbody 3 with an axis of rotation parallel to the underlying rail system 108, and an other end connected to a lifting claw 8d. The lifting claw 8d is horizontally displaceable relative to the carbody 3 (i.e. may have a horizontal non-zero component) by use of a horizontal linear actuator 8i.

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

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

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

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

[0109] In all embodiments, the rollers 6, 7 comprise an endless track (i.e., a looped chain) 6d, which is driven by toothed belt wheels 6a, 6b arranged within the chain 6d. However, this may be a conceivable configuration in which one or more of the toothed wheels 6a, 6b are arranged outside the looped chain 6d. Instead of toothed wheels 6, 7, the rollers 6, 7 may comprise alternative drive mechanisms, such as wheels having other types of means for meshing or coupling to their respective chains 6d. Furthermore, the rollers 6, 7 may be comprised of components other than an endless belt, for example a set of wheels wide enough to cover at least one grid cell 122.

[0110] All of the embodiments of the service vehicle 20 of Figures 7-9 may be configured to be easily operated on a rail system without the need for an on-board operator 50, for example, with operations performed entirely by a remotely located human operator 50 or by a fully or partially automated control system or a combination thereof.

[0111] Embodiments may also be envisaged in which the complete operation of the service vehicle 20 is due in part to the actions of an on-board operator and in part to a remotely located human operator, or alternatively, to a combination between the actions of an on-board operator and a fully or partially automated control system.

[0112] 10-14, a service vehicle for performing assistance operations in the automated storage and retrieval system 1 is shown.

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

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

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

[0116] The connection system 30 will now be described in detail with reference to Figures 13, 14 and 19A-19D.

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

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

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

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

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

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

[0123] Reference is now made to Figures 19B and 19C, in which it is shown that the connection interface CI comprises a plate-type connection structure CS with a keyhole KH. In this embodiment, the keyhole KH comprises a circular opening Kha into which the pin head 31a can be easily inserted, and above the circular opening Kha a narrower slot KHb into which the shank 31b can be moved, but from which the pin head 31a cannot be easily withdrawn. Thus, when the connection system 30 is in the lower or unlocked position (and the connection interface CI is stationary), the connector pin 31 can be moved in and out of the keyhole KH.

[0124] Reference is now made to Fig. 19D, where it is shown that the connector pin 31 has been moved into the keyhole KH and then moved upwards using the actuator 34. This position is referred to as the upper or locked position. In this locked position, if the service vehicle is moved to the left in Fig. 19D, the connection structure CS will be pulled along with the service vehicle 20 since the pin head 31 is engaged with the rear side RS of the connection structure CS. By moving the connector pin downwards to the unlocked position using the actuator, the connection system 30 will be free to move to disengage from the connection interface CI.

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

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

[0127] Reference is now made to Figures 13 and 14, where it is shown that the connection system 30 comprises two connector pins 31 on a first side 3a of the vehicle body 3. The two connector pins 31 are provided in two slots 24 in the vehicle body 3, the two slots 24 being spaced apart from each other.

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

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

[0130] The service vehicle 20 is based on the type of prior art container handling vehicle 250 shown in Figure 1C, i.e., a container handling vehicle 250 with a cavity centrally located within the vehicle body 252. In Figure 14, another example of such a container handling vehicle 250 is shown.

[0131] To manufacture a service vehicle 20 from such a container handling vehicle 250, only minor modifications are required. One modification is that slots have to be provided in the car body 3 and different parts of the connection system 30 have to be mounted on the vehicle. Preferably, the container lifting device of the prior art container handling vehicle 250 is removed, saving costs and also providing sufficient space for the actuators 34. In some applications, it may be required to modify the drive system, since the service vehicle 20 may be designed to handle a larger total weight than a typical container handling vehicle. Hence, a more powerful motor of the drive system 40 may be required, possibly also more robust bearings for the wheels may be used, etc. Overall, the number of modifications is still relatively small. In addition, relatively minor modifications in the control system are required to control the actuators 34.

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

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

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

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

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

[0137] Examples of different support units will be explained through the following examples. Example 1

[0138] Reference is now made to Figures 15, 16 and 17, where a service vehicle 20 is connected to an intermediate support unit 60. The purpose of the intermediate support unit 60 is to transport a broken-down container handling vehicle 240 that is stuck at a position on the rail system 108 due to a fault such as an empty battery, an electrical or mechanical fault, etc., and is not able to move by itself to a service area. In order to fix the vehicle 240, it must be moved to a service area.

[0139] 15, the intermediate support unit 60 comprises a connection interface CI which is fixed to a rigid skeleton formed by elongated bar elements 62 projecting away from the connection interface CI and crossbar elements 61 interconnecting the bar elements 62. In addition, the skeleton of the unit 60 comprises support elements 64 projecting downwards.

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

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

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

[0143] It should be noted that the connection system 30 of the service vehicle 20 in this example can have a third position. In the first position, the connection system 30 has lowered the unit, as described above, and the unit is in contact with the track system 108. Now, the service vehicle can move the connector pin 31 into or out of the keyhole KH of the connection interface CI. In the second position, the connection system 30 has raised the unit, and the unit is no longer in contact with the track system 108. However, the pull body 76 has not been raised sufficiently to be moved above the vehicles 240, 250. Thus, in order to engage an additional connection system 70 with the vehicles 240, 250, the connector pin 31, and therefore the unit 60, is raised to a third position above the second position. Now, the pull body 76 of the unit can be moved above the vehicles 240, 250, and then the connection system 30 can again be lowered to the second position. Now, the pull body 76 is engaged with the vehicles 240, 250. To disconnect from the vehicles 240, 250, the unit 60 is raised from the third position and moved away from the vehicles 240, 250 such that the pull body 76 is not engaged with the vehicles 240, 250 in the third position.

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

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

[0146] Note that in this example, no modification of the vehicles 340, 350 is required. Example 2

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

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

[0149] In FIG. 18C, the connector pins 31 of the connection system 30 are shown moved into the openings of the connection interfaces CI of the vehicles 240,250.

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

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

[0152] Reference is now made to Figures 20A-D, where some examples of alternative embodiments are shown.

[0153] In Fig. 20A, the connector pin 31 is not rotationally symmetrical since only the upper portion of the pin head 31a projects upwards in a direction perpendicular to the longitudinal axis X31. Here, the keyhole KH of the connection interface is oval shaped.

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

[0155] In Figure 20C, the pin head 31a corresponds to that shown in Figure 20B. However, here the distal end of the head is rounded to facilitate insertion into the keyhole KH, which here is semicircular in shape.

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

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

[0158] It should also be noted that operation of the actuator 34 may be dependent on or independent of operation of the drive system 40. In one embodiment, the vertical distance between the slot 24 and the track system will be the same when the service vehicle is traveling along the track 110 as when the service vehicle is traveling along the track 110. In such a case, operation of the actuator 34 may be independent of the drive system 40. However, if the vertical distance between the slot 24 and the track system is different when the service vehicle is traveling along the track 110 as compared to when the service vehicle is traveling along the track 111 (due to different heights of the car body 3 and different sets of wheels), the actuator may be operated to change the connector pin height based on the direction of travel.

[0159] 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 embodiments, 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. [Table 1-1] [Table 1-2] [Table 1-3] [Table 1-4]

Claims

1. An automated storage and retrieval system (1) comprising a rail system (108, 308) with orthogonal tracks in the X and Y directions, said automated storage and retrieval system (1) comprising: a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said rail system (108, 308); a main control system (109) using a first communication system to communicate with said plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350), said main control system (109) monitoring and controlling the movement of said plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) via said first communication system; at least one service vehicle movable on said rail system (108, 308); Equipped with the at least one service vehicle is configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of the rail system in which the remotely operated container handling vehicle (230, 330, 240, 340, 250, 350) operates; The automated storage and retrieval system comprises: A secondary control system using a second communication system. The present invention further comprises: the second communication system being independent of a main communication system, the secondary control system communicating with the at least one service vehicle on the rail system to monitor and control movement of the at least one service vehicle, etc.; The main control system (109) communicates with at least A. determining an anomaly in the operating condition of a vehicle (240, 340) on said rail system (108, 308); B. registering the vehicle with the anomaly in the operating state as a malfunctioning vehicle (240, 340); C. registering the position of the malfunctioning vehicle (240, 340) relative to the rail system (108, 308); D. establishing a two-dimensional exclusion zone (225) extending from said malfunctioning vehicle (240, 340) to the location of said service vehicle; An automated storage and retrieval system (1) configured to implement the above.

2. The main control system includes: E. The automated storage and retrieval system (1) of claim 1, further configured to: update movement patterns of said plurality of remotely operated container handling vehicles (230, 330, 250, 350) by commanding any remotely operated container handling vehicles (230, 330, 250, 350) located within said two dimensional exclusion zone (225) to move outside of said two dimensional exclusion zone (225) and avoiding entry of any of the remaining remotely operated container handling vehicles (230, 330, 250, 350) into said two dimensional exclusion zone (225).

3. When the main control system has performed the above steps, the secondary control system may, by wireless data communication, F. The automated storage and retrieval system (1) of claim 2, configured to implement operating the at least one service vehicle to move along the two-dimensional exclusion zone (225) from an initial location to a location adjacent the malfunctioning vehicle (240, 340).

4. The automated storage and retrieval system (1) according to any of claims 1 to 3, wherein the first communication system and the second communication system are the same communication system or are different communication systems.

5. 5. The automated storage and retrieval system (1) of claim 4, wherein the first communication system and the second communication system operate at different frequencies.

6. 5. The automated storage and retrieval system (1) of claim 4, wherein the first and second communication systems have different coding and decoding processes.

7. The automated storage and retrieval system (1) according to any of claims 1 to 6, wherein the main control system is Wireless Fidelity (WiFi) and the secondary system is Optical Fidelity (LiFi).

8. The automated storage and retrieval system (1) according to any of the preceding claims, wherein the service vehicles are equipped with wheels guided for movement along the rail system in X and Y directions.

9. The automated storage and retrieval system (1) according to any one of claims 1 to 7, wherein the service vehicle is provided with a caterpillar track for movement over the upper surface of the rail system independent of the X and Y directions of the rail system.

10. The automated storage and retrieval system (1) according to any of claims 1 to 9, wherein the initial location of the service vehicle is within a service area outside the rail system in which the remotely operated container handling vehicles (230, 330, 250, 350) operate.

11. The automated storage and retrieval system (1) according to any of the preceding claims, wherein the rail system is at the top level of a storage grid.

12. The automated storage and retrieval system (1) according to any of the preceding claims, wherein the rail system is a delivery rail system (308).

13. A method for handling inoperative vehicles (240, 340) on a rail system (108, 308), comprising: a storage and retrieval system (1) comprising: a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to move laterally on said rail system (108, 308); a main control system (109) using a first communication system to communicate wirelessly with said plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350), said main control system (109) monitoring and controlling the movement of said plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) via said first communication system; at least one service vehicle located at an initial location, said service vehicle being movable on said rail system (108, 308), said at least one service vehicle being configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of said rail system where said remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) are operating; - Secondary control system and Equipped with the secondary control system uses a second communication system, independent of the main control system, to wirelessly communicate with the at least one service vehicle on the rail system, the secondary control system monitoring and controlling movement of the at least one service vehicle; The main control system (109) comprises at least A. determining an anomaly in the operating condition of a vehicle (240, 340) on said rail system (108, 308); B. registering the vehicle with the anomaly in the operating state as a malfunctioning vehicle (240, 340); C. registering the position of the malfunctioning vehicle (240, 340) relative to the rail system (108, 308); D. establishing a two-dimensional exclusion zone (225) extending from said malfunctioning vehicle (240, 340) to the location of said service vehicle; A method for carrying out the above.

14. The method comprises utilizing the main control system; E. The method of claim 13, further comprising: effecting updating movement patterns of said plurality of remotely operated container handling vehicles (230, 330, 250, 350) outside said two dimensional exclusion zone (225) such that entry into said two dimensional exclusion zone (225) is avoided.

15. The method comprises: When the main control system has performed the above steps, the secondary control system receives at least F. The method of claim 14, further comprising: operating said at least one service vehicle to move from its initial position along said two-dimensional exclusion zone (225) to a location where said malfunctioning vehicle (240, 340) is parked.

16. 1. A main control system for an automated storage and retrieval system, said automated storage and retrieval system comprising: - a rail system (108, 308) with horizontal tracks extending in perpendicular X and Y directions; a plurality of remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) configured to operate on said rail system; - service vehicles, - a secondary control system for said service vehicle; Equipped with the secondary control system monitors and controls movement of the at least one service vehicle by communicating with the at least one service vehicle on the rail system, the at least one service vehicle being configured to bring a malfunctioning remotely operated container handling vehicle to a service area (160) outside of the rail system where the remotely operated container handling vehicles (230, 330, 240, 340, 250, 350) operate; The main control system is configured to route the plurality of remotely operated container handling vehicles over a working area of ​​the rail system, the main control system being further configured to detect when a remotely operated container handling vehicle is inoperative, and when detected, the main control system: - reconfiguring the working zone to demarcate an exclusion zone, the exclusion zone defining an area of ​​the rail system that includes the malfunctioning remotely operated container handling vehicle, and providing a route for the service vehicle to reach the malfunctioning remotely operated container handling vehicle; - rerouting other remotely operated container handling vehicles operating within the exclusion zone and the reconfigured working zone, whereby the other remotely operated container handling vehicles avoid the area of ​​the rail system defined by the exclusion zone; - handing over control of the area of ​​the rail system within the exclusion zone to the secondary control system; A main control system configured to:

17. The main control system, when the service vehicle moves out of the exclusion zone of the rail system, - Retaking control of the area of ​​the rail system within the exclusion zone from the secondary control system; - reconfiguring the working zone to include the area of ​​the rail system that was previously within the exclusion zone; - rerouting remotely operated container handling vehicles to take into account an expanded working area, the area of ​​the rail system that was previously within the excluded area being included as part of the working area; 17. The main control system of claim 16 configured to:

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