Displacement mechanism for remotely operated vehicles

Abstract

To provide a displacement mechanism for a remote operation vehicle.SOLUTION: A displacement mechanism for a remote operation vehicle for raising and lowering wheels on a rail system on which the remote operation vehicle travels, includes: a motor for providing a rotational drive; a drive crank 20 coupled to the motor for transmitting the rotational drive from the motor; a coupler link 19 rotatably coupled to the drive crank; a lift rocker rotatably coupled to the coupler link coupling the rotational drive from the drive crank to a lift rocker 21, a displacement link 22 rotatably coupled to the lift rocker; and a displacement plate having wheels, and configured to slide within a frame of the remote operation vehicle. The displacement plate is rotatably coupled to the displacement link, thereby the lift rocker, the displacement link and the displacement plate function as a rocker slide mechanism that raises and lowers the wheels.SELECTED DRAWING: Figure 4A

Description

Technical Field

[0001] The present invention relates to a displacement mechanism for a remotely operated vehicle, and the displacement mechanism is for raising and lowering wheels on a rail system on which the remotely operated vehicle travels.

Background Art

[0002] Figures 1A and 1C disclose a typical prior art automatic storage and retrieval system 1 with a framework structure 100. Figures 1B and 1D disclose prior art container handling vehicles 200, 300 that operate the system 1 disclosed in Figures 1A and 1C, respectively.

[0003] The framework structure 100 includes a plurality of upright members 102 and, optionally, a plurality of horizontal members 103 that support the upright members 102. The members 102, 103 may typically be made of metal, for example, extruded aluminum profiles.

[0004] The framework structure 100 defines a storage grid 104 that includes storage columns 105 arranged in rows. In the storage columns 105, storage containers 106, also known as bins, are stacked one on top of another to form a stack 107.

[0005] Each storage container 106 may typically hold a plurality of product items (not shown), and the product items within the storage container 106 may be the same or may be different product types depending on the application.

[0006] The storage grid 104 suppresses the horizontal movement of the storage containers 106 within the stack 107 and guides the vertical movement of the storage containers 106, but typically does not separately support the storage containers 106 during stacking.

[0007] The automated storage and retrieval system 1 includes a container handling vehicle rail system 108 arranged in a grid pattern across the top of the storage bay 104, on which multiple container handling vehicles 200, 300 (illustrated in Figures 1B and 1D) are operated to lift the storage containers 106 from the storage columns 105, lower the storage containers 106 into them, and also transport the storage containers 106 above the storage columns 105. One horizontal range of the grid cells 122 that make up the grid pattern is characterized by a thick line in Figures 1A and 1C.

[0008] Each grid cell 122 has a width typically ranging from 30 to 150 cm and a length typically ranging from 50 to 200 cm. Each grid opening 115 has a width and length that is typically 2 to 10 cm shorter than the width and length of the grid cells 122 due to the horizontal range of the rails 110 and 111.

[0009] The rail system 108 includes a first set of parallel rails 110 positioned to guide the movement of container handling vehicles 200, 300 in a first direction X that crosses the top of the frame structure 100, and a second set of parallel rails 111 positioned perpendicular to the first set of rails 110 to guide the movement of container handling vehicles 200, 300 in a second direction Y that is perpendicular to the first direction X. In this way, the rail system 108 defines grid columns on which the container handling vehicles 200, 300 can move laterally on the storage columns 105, i.e., in a plane parallel to the horizontal XY plane.

[0010] Each of the prior art container processing vehicles 200 and 300 consists of a vehicle body and eight wheels 201 and 30 The wheel arrangement includes one set of wheels, the four wheels of the first set enabling lateral movement of container handling vehicles 200, 300 in the X direction, and the remaining four wheels of the second set enabling lateral movement in the Y direction. The wheels of one or both sets of wheels in the wheel arrangement may be raised and lowered so that the wheels of the first set and / or the wheels of the second set may engage with the rails 110, 111 of their respective sets at any given time.

[0011] Each of the prior art container handling vehicles 200, 300 also includes a lifting device (not shown) for vertical transport of the containment container 106, for example, raising the containment container 106 from the storage column 105 and lowering the containment container 106 into it. The lifting device includes one or more gripping / engaging devices (not shown) adapted to engage with the containment container 106, the gripping / engaging devices may be lowered from the vehicles 201, 301, thereby adjusting the position of the gripping / engaging devices relative to the vehicles 201, 301 to a third direction Z perpendicular to a first direction X and a second direction Y.

[0012] Conventionally, for this purpose, Z=1 identifies the top layer of grid 104, i.e., the layer directly below rail system 108; Z=2 identifies the second layer below rail system 108; Z=3 identifies the third layer, and so on. In the exemplary prior art grid 104 disclosed in Figures 1A and 1C, Z=8 identifies the bottommost layer of grid 104. As a result, for example, using the Cartesian coordinate system X, Y, Z shown in Figures 1A and 1D, the containment vessel identified as 106' in Figure 1A may be said to occupy the grid position or cell X=10, Y=2, Z=3. The container handling vehicles 200, 300 may be said to move along layer Z=0, and each grid column may be identified by its X and Y coordinates.

[0013] Each first container handling vehicle 200 includes a storage compartment or space 8 for receiving and loading the container 106 when transporting the container 106 across the rail system 108. The storage space may include a centrally located cavity within the vehicle body, as described, for example, in International Publication No. 2014 / 090684, which is incorporated herein by reference.

[0014] Alternatively, the second container processing vehicle 300 may have a cantilever structure, as described in Norwegian Patent No. 317366, which is also incorporated herein by reference.

[0015] The first container processing vehicle 200 may have an occupied area, i.e., a range in the X and Y directions (which is approximately equal to the lateral range of the grid cell 122, i.e., the range of the grid cell 122 in the X and Y directions), as described, for example, in International Publication No. 2015 / 193278, which is incorporated herein by reference. The term “lateral” as used herein may mean “horizontal.”

[0016] Alternatively, the first container processing vehicle 200 may have a larger occupied area than the lateral range of the grid column 105 (the lateral area defined by it), as described, for example, in International Publication No. 2014 / 090684.

[0017] Figure 3 shows a first container handling vehicle 200 of the prior art, in which the outer panel has been removed to expose a displacement mechanism capable of lowering and raising one of the sets of wheels of the wheel arrangement 201. A second container handling vehicle 300 may also include a displacement mechanism similar to that in Figure 3. However, the configuration and arrangement of the displacement mechanism in the second container handling vehicle 300 may deviate from that in Figure 3, because the cantilever structure allows for other configurations of the displacement mechanism in the vehicle body of the container handling vehicle 300. ru.

[0018] The displacement mechanism shown in Figure 3 is fully described in International Publication No. 2015 / 193278, but a summary is included herein for clarity.

[0019] As shown in Figure 3, the displacement mechanism includes first and second displacement plates 2, 2' positioned along the opposing side walls of the frame of the vehicle 200. Each of the displacement plates 2, 2' is provided with a main wheel 3 and two trailing wheels 4, which are connected by a surrounding band 5. The trailing wheels 4 include one set of wheels of the wheel arrangement 201 and are rotated by the surrounding band 5, which is driven by the main wheel 3 connected to one or more drive units 6.

[0020] The displacement plates 2 and 2' are interconnected by a vertically displaceable rod 7 mounted above the container receiving space 8. Therefore, the displacement of the rod 7 results in the simultaneous displacement of the displacement plates 2 and 2' and the wheels 3 and 4 provided on the plates 2 and 2'. The displacement of the rod 7 is achieved using a lever arm 9 configured to exert a force actuated by a displacement motor 20, thereby moving the rod 7 vertically. The rod 7 is positioned and guided within a guide slot 11, which has a width slightly larger than the diameter of the rod 7 and a length equal to or slightly longer than the total displacement length. The end of the lever arm 9 is mounted on a rotary bolt 12 located on one lateral side of the rod, thus defining a fulcrum 12.

[0021] The displacement motor 10 functions as a rotation mechanism for the lever arm 9 and is located on the opposite lateral side of the rod 7 relative to the pivot point 12. Thus, the displacement motor 10 is connected to the lever arm wheel 14, and the locking arm 15 has one end positioned on the lever arm wheel 14 and the other end attached to the end of the lever arm 9 opposite the pivot point 12. The locking arm 15 is configured to at least partially enclose the lever arm wheel 14 when the lever arm 9 is rotated to its raised position, i.e., when the rod 7 is pushed up to its uppermost position. This prevents any arbitrary vertical movement of the lever arm 9 that is not caused by the controlled operation of the displacement motor 10.

[0022] The rail system 108 may be a single-track system, as shown in Figure 2A. Alternatively, the rail system 108 may be a double-track system, as shown in Figure 2B, so that container handling vehicles 201 having an occupied area 202, 202' roughly corresponding to the lateral area defined by the grid columns 112 move along the rows of grid columns, even when another container handling vehicle 200 is positioned on a neighboring grid column in that row. Both single-track and double-track systems, or combinations including single-track and double-track arrangements of a single rail system 108, form a grid pattern on the horizontal plane P, which includes a plurality of rectangular, uniform grid locations or grid cells 122, each grid cell 122 including a grid opening 115 demarcated by a pair of rails 110a, 110b of a first set of rails 110 and a pair of rails 111a, 111b of a second set of rails 111. In Figure 2B, grid cell 122 is indicated by a dashed box.

[0023] As a result, rails 110a and 110b form a pair of neighboring rails that define the parallel matrix of grid cells running in the X direction, and rails 111a and 111b form a pair of neighboring rails that define the parallel matrix of grid cells running in the Y direction.

[0024] As shown in Figure 2C, each grid cell 122 has a width Wc that is typically within a 30 to 150 cm interval and a length Lc that is typically within a 50 to 200 cm interval. Each grid opening 115 has a width Wo and length Lo that are typically 2 to 10 cm shorter than the width Wc and length Lc of the grid cell 122.

[0025] In the X and Y directions, neighboring grid cells 122 are arranged in contact with each other so that there is no space between them.

[0026] In the storage grid 104, the majority of the grid columns are storage columns 105, i.e., grid columns 105, and the containers 106 are stored in the stack 107. However, the grid 104 typically has at least one grid column which is not used to store the containers 106 but includes a location from which container handling vehicles 200, 300 can drop and / or collect the containers 106, thereby transporting them to a second location (not shown), from which the containers 106 can be accessed from outside the grid 104 or transported outside or inside the grid 104. In the art, such locations are usually referred to as “ports,” and the grid columns from which the ports are located are sometimes referred to as “delivery columns” 119, 120. The drop and collection ports of the container handling vehicles are referred to as “upper ports of the delivery columns (119, 120).” At the same time, the opposite end of the delivery column is referred to as “lower port of the delivery column.”

[0027] The storage grid 104 in Figures 1A and 1C includes two delivery columns 119 and 120. The first delivery column 119 may include, for example, a dedicated drop port, and container handling vehicles 200, 300 may drop the storage containers 106, which are then transported through the delivery column 119 and further to an access station or transport station (not shown). The second delivery column 120 may include a dedicated collection port, and container handling vehicles 200, 300 may collect the storage containers 106 that have been transported through the delivery column 120 from an access station or transport station (not shown). Each of the ports in the first and second delivery columns 119, 120 may include a port suitable for both collection and dropping of the storage containers 106.

[0028] The second location may typically be a collection station or a storage station, where product items are moved from or positioned within the storage container 106. At the collection station or storage station, the storage container 106 is usually not moved from the automatic storage and retrieval system 1, but is returned into the storage grid 104 once accessed. For the transfer of the storage container to the outside or inside of the storage grid 104, there are also lower ports provided in the delivery columns, and such lower ports are for transferring the storage container 106, for example, to another storage facility (such as another storage grid), directly to a transport vehicle (such as a train or a truck), or to a production facility.

[0029] To monitor and control the automatic storage and retrieval system 1 (for example, the position of each storage container 106 within the storage grid 104, the content of each storage container 106, and the movement of the container handling vehicles 200, 300 so that the desired storage container 106 can be delivered to the desired location at the desired time without mutual collision of the container handling vehicles 200, 300), the automatic storage and retrieval system 1 typically includes a control system (not shown) that is computerized and typically includes a database for continuously tracking the storage containers 106.

[0030] A conveyor system including conveyors may be employed to transport the storage container between the lower ports of the delivery columns 119, 120 and the access station. When the lower ports of the delivery columns 119, 120 and the access station are located at different levels, the conveyor system may include a lifting device to vertically transport the storage container 106 between the port and the access station.

[0031] The conveyor system may be arranged to transport the storage container between different grids, for example, as described in WO 2014 / 075937, the content of which is incorporated herein by reference.

[0032] Furthermore, WO 2016 / 198467, the content of which is incorporated herein by reference However, we disclose an example of a prior art access system having a conveyor belt (Figures 5a and 5b of International Publication No. 2016 / 198467) and a frame mounting rail for transporting the containment container between a delivery column and a workstation that allows the containment container to be accessed by an operator (Figures 6a and 6b of International Publication No. 2016 / 198467).

[0033] When a container 106 stored in the grid 104 disclosed in Figure 1A is to be accessed, one of the container handling vehicles 200, 300 is instructed to retrieve the target container 106 from its position in the grid 104 and to transport it to or through the delivery column 119. This operation involves moving the container handling vehicles 200, 300 to the grid position above the storage column 105 where the target container 106 is positioned, retrieving the container 106 from the storage column 105 using a lifting device (not shown) of the container handling vehicle, and transporting the container 106 to the delivery column 119. If the target container 106 is located deep within the stack 107, i.e., one or more other containers are positioned above the target container 106, the operation also involves temporarily moving the positioned containers before lifting the target container 106 from the storage column 105. This step, sometimes referred to as “excavation” within the art, may be performed using the same container handling vehicles 200, 300 that will subsequently be used to transport the target containment vessel 106 to the delivery column, or using one or more other cooperating container handling vehicles 200, 300. Alternatively or additionally, the automated containment and retrieval system 1 may have container handling vehicles 200, 300 specifically dedicated to the task of temporarily moving the containment vessel 106 from the storage column 105. Once the target containment vessel 106 has moved from the storage column 105, the temporarily moved containment vessel may be repositioned in its original storage column 105. However, the moved containment vessel may be repositioned alternatively in another storage column 105.

[0034] When a containment vessel 106 is to be stored in grid 104, one of the container handling vehicles 200, 300 is instructed to pick up the containment vessel 106 from the delivery column 120 and transport it to a grid position above the storage column 105 where it is to be stored. After any containment vessel has been moved to a target position or above it within the storage column stack 107, the container handling vehicles 200, 300 position the containment vessel 106 in the desired position. The moved containment vessel may then be lowered and returned to the storage column 105 or repositioned in another storage column 105. [Overview of the Initiative] [Problems that the invention aims to solve]

[0035] The problem with the prior art displacement mechanism shown in Figure 3 is that the slot 11 is slightly larger than the displaceable rod 7, resulting in a small oscillating motion at the top of the displacement plate 2, which slightly destabilizes these movements. Furthermore, the displaceable rod 7 requires space to move up and down, reducing the space available for other components in the upper part of the vehicle. Yet another problem is that the locking solution in Figure 3 is unreliable and complex.

[0036] In view of the above, the displacement mechanism that is desirable to provide is one that solves or at least mitigates one or more of the aforementioned problems associated with the use of prior art displacement mechanisms. [Means for solving the problem]

[0037] The present invention is described in the independent claims, and the dependent claims describe alternatives to the present invention.

[0038] In a first embodiment, the present invention may relate to a displacement mechanism for a remotely operated vehicle, the displacement mechanism being used to raise and lower the wheels of the remotely operated vehicle on a rail system, the displacement mechanism is A motor for providing rotational drive, A drive crank coupled to the motor for transmitting rotational drive from the motor, A coupler link rotatably connected to the drive crank, A lift rocker rotatably coupled to a coupler link, wherein the coupler link connects rotational drive from a drive crank to the lift rocker, and the lift rocker... A displacement link rotatably connected to the lift rocker, A displacement plate equipped with wheels, wherein the displacement plate is configured to slide within the frame of a remotely operated vehicle, includes: The displacement plate is pivotably coupled to the displacement link, thereby the lift rocker, displacement link, and displacement plate function as a rocker sliding mechanism that raises and lowers the displacement plate, and therefore the wheel.

[0039] Therefore, the pivotal coupling of the drive crank to the lift rocker via the coupler link functions as a four-bar linkage mechanism, transferring rotational drive from the motor and drive crank to the lift rocker. The coupled rotational drive from the motor to the lift rocker is further converted into linear motion by the rocker sliding mechanism, which consists of the lift rocker, displacement link, and displacement plate, thereby causing the displacement plate to move linearly with respect to the frame of the remotely operated vehicle. The pivotal coupling of the mechanism substantially improves the reliability of the mechanism compared to prior art solutions. The four-bar linkage also provides a gear mechanism for the rocker sliding mechanism and a simpler locking mechanism between the lowered and raised positions of the displacement plate, and thus the wheel.

[0040] Coupler links may have an arched shape. The arched shape of a coupler link may be formed by a curved shape or by two or more angles that give a corresponding number of sections. Preferably, a coupler link may have an arched shape with two angles that form three sections.

[0041] The coupler link, drive crank, lift rocker, displacement link, and displacement plate may be connected by a pivot axis. The pivot axis may be formed, for example, by holes in the link, crank, rocker, and / or plate, using pivot bolts, pivot bearings, or other pivot devices, as those skilled in the art may find appropriate based on the disclosure of the present invention herein.

[0042] The displacement mechanism may be configured to be positioned in the lowered position, and the coupler link may straddle the pivot point of the drive crank, thereby positioning the pivot axis of the coupler link on both sides of the pivot point of the drive crank. The arched shape of the coupler link may allow it to straddle the pivot point of the drive crank in the lowered position, and therefore the shape may be adapted to ensure that the pivot axis of the coupler link may be positioned on both sides of the pivot point of the drive crank. The coupler link straddling the pivot point of the drive crank may be defined as the pivot point of the coupler link aligned with the pivot point of the drive crank, or as the pivot point of the drive crank located in a recessed area of ​​the arched shape of the coupler link relative to the pivot point of the coupler link. The coupler link may lock the movement of the displacement mechanism in the lowered position, at which point any motion acting on the lift rocker will be transferred to the pivot coupling between the lift rocker and the coupler link. When the coupler link straddles the pivot point of the drive crank, the lift rocker can only push the coupler link further toward the pivot point. In the lowered position, the wheels may come into contact with the rail system on which the remotely operated vehicle is running.

[0043] In the lowered position, the pivot connection between the displacement link and the lift rocker may be positioned to be substantially aligned with the centerline of the displacement plate. The pivot point of the lift rocker may be offset with respect to the centerline of the displacement plate. The upper pivot axis of the displacement link will be positioned eccentrically with respect to the pivot point of the lift rocker and will therefore follow the rotation of the lift rocker. However However, the distance from the pivot point of the lift rocker to the pivot point of the displacement link is relatively short, and if the displacement plate can be linearly supported, for example, by a linear bearing, the displacement plate may move only in the vertical direction.

[0044] The pivot point of the displacement link on the lift rocker may be located at a shorter distance from the pivot point of the coupler link on the lift rocker to the pivot point of the lift rocker than the distance from the pivot point of the coupler link on the lift rocker to the pivot point of the lift rocker. The relatively short distance from the pivot point of the lift rocker to the pivot coupling of the displacement link provides a gear effect, thereby the force required by the motor to move the displacement plate is relatively small compared to the force that would be acquired for the displacement plate to affect the motor's movement. This gear effect may also contribute to locking the displacement mechanism in either the lowered or raised position.

[0045] In the raised position, the coupler link may straddle the pivot point of the lift rocker, thereby positioning the pivot axis of the coupler link on both sides of the pivot point of the lift rocker. A coupler link straddling the pivot point of the drive crank may be defined as the pivot point of the coupler link aligned with the pivot point of the lift rocker, or as the pivot point of the lift rocker located outside the curved recess of the coupler link relative to the pivot point of the coupler link. Therefore, in contrast to the lowered position, the coupler link may not have a line defined by the pivot point of the lift rocker in the recess and the two pivot connections of the coupler link. However, the coupler link may be locked in the raised position, in which case any movement by the lift rocker will act to displace the pivot connection of the coupler link and the lift rocker upward, which in turn may push down the pivot connection of the coupler link and the drive crank. In this regard, the drive crank and / or other parts of the mechanism may have their movement restricted by mechanical stoppers.

[0046] The drive crank may be positioned to move at an angle greater than 180 degrees between the raised and lowered positions, and the lift rocker may be positioned to move at an angle greater than 90 degrees between the raised and lowered positions, thereby positioning the pivot point for the displacement link to move in a height between 2 to 40 mm, more preferably 10 to 30 mm, even more preferably 15 to 25 mm, for example, between 20 and 21 mm between the raised and lowered positions. Preferably, the drive crank may be positioned to move at an angle of 200 degrees, and the lift rocker may be positioned to move at an angle of 106 degrees.

[0047] The movement of the drive crank may be restricted by a stopper. The stopper may include corresponding recesses and projections. For example, a protruding stopper may be positioned radially from the pivot point of the drive crank, and the stopper may be positioned to allow the drive crank to rotate more than 180 degrees. The drive crank may have, for example, a corresponding recess, which may be positioned so that a projection is received by the recess.

[0048] The displacement plate may be equipped with two wheels, and the displacement link may be pivotably connected to the displacement plate along its centerline. The aforementioned centerline of the displacement plate may be a vertical line extending upward from a point between the two wheels of the displacement plate.

[0049] The displacement plate may include a connecting plate section and a wheel plate section, and the wheel may be provided on the wheel plate section. Thus, the connecting plate section may be rigidly connected to the wheel plate section and may also provide a mechanical link extending from the upper part of the remotely operated vehicle through the container receiving space to the wheel plate section. In certain configurations, typical of remotely operated vehicles, the container receiving space may not be included, and the displacement plate may consist only of a wheel plate section pivotably connected to the displacement link.

[0050] The connecting plate section may be connected to the upper frame portion of the remotely operated vehicle using linear bearings.

[0051] The wheel plate section may be connected to the lower end of the frame of the remotely operated vehicle using linear bearings.

[0052] Linear bearings may include sliding bearings, ball bearings, or bearings including wheels or any other type of linear displacement device known in the art.

[0053] The lift rocker may be rigidly coupled to the lift shaft to combine rotational motion with a second side lift rocker located on the opposite side of the remotely operated vehicle.

[0054] A second side displacement link may be pivotably coupled to a second side lift rocker, and a second side displacement plate may be equipped with wheels, and the second side displacement plate may be configured to slide within the frame of the remotely operated vehicle (which may be on the opposite side of the frame mentioned above), and the second side displacement plate may be pivotably coupled to a second side displacement link, thereby the second side lift rocker, the second side displacement link, and the second side displacement plate function as a rocker sliding mechanism that raises and lowers the second side displacement plate, and therefore the wheels. Thus, the displacement mechanism on the first side may function as a master displacement mechanism, and rotational motion is transmitted via a lift shaft to a slave mechanism on the other side of the remotely operated vehicle. In other configurations, there may be two displacement mechanisms, each comprising a motor, a drive crank, a coupler link, a lift rocker, a displacement link, and a displacement plate, each located on either side of the remotely operated vehicle. In such configurations, the two displacement mechanisms may be rigidly coupled by a lift shaft to ensure synchronized movement, or each mechanism may include a lift shaft, which is coupled by a shaft connection. The two displacement mechanisms may not be mechanically coupled, but their movements may be synchronized by a control unit.

[0055] The drive crank or the drive crank shaft may have a mechanical interface adapted for manually applying torque to the drive crank of the displacement mechanism. The mechanical interface may include, for example, a hex bolt, a spline fitting, a hex wrench recess, or any coupling arrangement that allows a tool to be fitted into the interface to manually rotate the drive crank. Thus, if the remotely operated vehicle malfunctions, it may be moved manually or by a service vehicle, and the wheels may be lifted or lowered by external force.

[0056] In a second aspect, the present invention may relate to a remotely operated vehicle including a displacement mechanism according to any of the configurations described above.

[0057] In one embodiment, the present invention may relate to a method for raising and lowering the wheels of a remotely operated vehicle equipped with a displacement mechanism according to any configuration of the first embodiment, the method being: The steps include: rotating the drive crank by providing rotational drive from the motor, The steps include: displacing the coupler link via the rotation of the drive crank, The steps include rotating the lift rocker via the displacement of the coupler link, The steps include: displacing the displacement link via the rotation of the lift rocker, The process includes the step of displacing a displacement plate, and therefore a wheel, via the displacement of a displacement link.

[0058] The method is, • A step of rotating the lift shaft via the rotation of the lift rocker, The steps include rotating a second side lift rocker located on the opposite side of the remotely operated vehicle via the rotation of the lift shaft, The steps include: displacing the second side displacement link via the rotation of the second side lift rocker; The procedure may include the step of displacing a second side displacement plate and a wheel provided on the second side displacement plate via the displacement of a second side displacement link.

[0059] Therefore, a displacement mechanism located on a first side of the remotely operated vehicle may function as a master mechanism, and a mechanism located on a second side of the vehicle may function as a slave mechanism actuated by the master mechanism. In other configurations, the remotely operated vehicle displacement mechanism may include two displacement mechanisms that are mechanically coupled or not, and the method may include the step of simultaneously rotating drive cranks to ensure synchronous lifting or lowering of the wheels to either side of the vehicle.

[0060] In one aspect, the present invention may relate to an automatic storage and retrieval system, which is an automatic storage and retrieval system. The rail system includes a first set of parallel rails arranged in a horizontal plane and extending in a first direction, and a second set of parallel rails arranged in a horizontal plane and extending in a second direction perpendicular to the first direction, wherein the first and second sets of rails form a grid pattern on a horizontal plane including a plurality of adjacent grid cells, and the automatic storage and retrieval system includes at least one remotely operated vehicle according to the second embodiment.

[0061] In the following description, numerous specific details are presented solely as examples to provide a complete understanding of the embodiments of the claimed devices, systems, and methods. However, it will be recognized by those skilled in the art that these embodiments may be carried out without one or more specific details, or with other components, systems, etc. In other examples, well-known structures and operations are not shown or described in detail, so as not to obscure the aspects of the disclosed embodiments.

[0062] The following drawings illustrate exemplary embodiments of the present invention and are attached to facilitate understanding of the invention. [Brief explanation of the drawing]

[0063] [Figure 1A] This is a perspective view of an automated storage and retrieval system of prior art, showing the complete system. [Figure 1B] This figure shows a perspective view of an automated storage and retrieval system of prior art, and an example of a container processing vehicle of prior art capable of operating the system. [Figure 1C] This is a perspective view of an automated storage and retrieval system of prior art, showing the complete system. [Figure 1D] This figure shows a perspective view of an automated storage and retrieval system of prior art, and an example of a container processing vehicle of prior art capable of operating the system. [Figure 2A] This is a top view of a container processing vehicle rail system, specifically a single-track system. [Figure 2B] This is a top view of a container processing vehicle rail system, specifically a diagram showing a double-track system. [Figure 2C] This is a top view of a container processing vehicle rail system, showing a double-track system with width and length indicated for the container processing vehicle grid cells. [Figure 3A] Figure 1B is a perspective view of the container processing vehicle, in which the side walls and upper cover have been removed, exposing the prior art displacement mechanism. [Figure 3B] Figure 1B is a perspective view of the container processing vehicle, in which the side walls and upper cover have been removed, exposing the prior art displacement mechanism. [Figure 4A] This is a side view of the first side of the third container processing vehicle, with the side wall removed to expose the displacement mechanism. [Figure 4B] Figure 4A is a side view of the displacement mechanism. [Figure 5A] This is a side view of the third container vehicle, with its side walls removed to expose the displacement mechanism. [Figure 5B] This is a perspective view of the third container vehicle, with its side walls removed to expose the displacement mechanism. [Figure 6A]This is a perspective view of a fourth container handling vehicle with the side walls and certain upper components removed to expose the displacement mechanism. [Figure 6B] This is a perspective view of a fourth container processing vehicle with its side walls removed, and the displacement mechanism is shown in an exploded view to expose each component of the mechanism. [Figure 7A] This is a perspective view of a fourth container handling vehicle, with its side walls removed to expose a displacement mechanism positioned in a lowered position. [Figure 7B] This is a perspective view of a fourth container handling vehicle, with its side walls removed to expose the displacement mechanism positioned in the raised position. [Figure 8] This is a side view of the displacement mechanism for the raised position. [Figure 9A] This is a perspective view of a remotely controlled vehicle. [Figure 9B] This is a perspective view of a remotely operated vehicle with the wheel displacement plates removed to expose the displacement mechanism. [Figure 10] This is a perspective view of the fifth container handling vehicle, with its side walls removed to expose the displacement mechanism. [Modes for carrying out the invention]

[0064] Embodiments of the present invention will be discussed in more detail below with reference to the accompanying drawings. However, it should be understood that the drawings are not intended to limit the present invention to the subject matter depicted therein. Furthermore, even if some features are described in relation to a particular vehicle embodiment, it is obvious that they are also applicable to other vehicles, systems, and wheel displacement assemblies, and to related methods, and vice versa. Therefore, any features described in relation only to the displacement mechanism and / or related methods are also applicable to vehicles and systems.

[0065] Figure 4A shows a first embodiment of the present invention, in which the first side 35 of a remotely operated vehicle, exemplified as a third container handling vehicle 400, has its side plate removed, thus exposing a displacement mechanism 16. The displacement mechanism 16 shown in this particular configuration is configured to simultaneously lift or lower a first wheel set consisting of four wheels 25. The four wheels of the set are provided on separate wheel plate sections 23, 23' of displacement plates 23, 23', 41, 41' located at the lower end of the third container handling vehicle 400. The first wheel plate section 23 can be seen in Figure 4A with two wheels 25, while the second wheel plate section 23' is located on the second side of the third container handling vehicle 400, with two wheels 25, as shown in Figure 5A.

[0066] The first embodiment, shown in Figures 4-5, includes a third container processing vehicle 400 having an occupied area, i.e., a first X-direction and a second Y-direction range that is approximately equal to the lateral range of the grid cell 122, and also includes a container receiving space 8 similar to that of the first container processing vehicle 200.

[0067] Figure 4A shows the storage container 106 occupying the container receiving space 8. Part of the displacement mechanism 16 preferably moves the storage container 106 in and out of the container receiving space 8. To avoid obstructing raising and lowering, the container receiving space 8 may be positioned above the container receiving space 8 for container handling vehicles 400, 500, and 700, which are configured together with the container receiving space 8. In the configuration of container handling vehicles 400, 500, and 700 including the container receiving space 8, the wheel plate sections 23, 23' may be connected to the upper portion of the displacement mechanism 16 by connecting plate sections 41, 41'. The connecting plate sections 41, 41' may extend from the upper frame portion 48 of the container handling vehicles 400, 500, and 700 along the side wall to the wheel plate sections 23, 23', and the connecting plate sections 41, 41' and the wheel plate sections 23, 23' are rigidly connected.

[0068] To ensure stable and smooth movement of the vertical connecting plate sections 41, 41', linear displacement devices 42, such as linear bearings or sliding rails, may be arranged to connect the connecting plate sections 41, 41' and the upper frame section 48, each of which is shown in Figures 4A and 5A. Linear displacement devices 24, 24' may also be provided to ensure smooth vertical movement of the wheel plate sections 23, 23'. These are covered by the corner frame in Figure 4A, but may be understood as being located at each lateral end of the wheel plate section 23' on the second side in Figure 5A.

[0069] In the embodiment shown in Figure 4A, the connecting plate sections 41, 41' are displaced vertically by a four-bar linkage mechanism coupled to a rocker sliding mechanism. Figure 4B is an enlarged view of the upper portion of the displacement mechanism 16 in Figure 4A, further showing various parts and rotation points of the displacement mechanism 16. Figure 4B shows the displacement mechanism 16 arranged in a third container processing vehicle 400, but it will be obvious that the motor, crank, links, plates, shafts, etc. shown therein are common to various embodiments of the present invention and are adapted for use in specific configurations of the remotely operated vehicles 400, 500, 600, and 700 in which the displacement mechanism 16 is arranged.

[0070] A motor 17 for providing rotational drive, including, for example, an electric motor, which is not visible in Figure 4A, is located inside the upper frame portion 48 of the third container handling vehicle 400. The motor 17 may be rigidly connected to the upper frame portion 48 by a motor flange 44 provided on the upper frame portion 48. The motor flange 44 includes a recess 43 that allows the first side connecting plate section 41 to be fully guided to the raised position when the absence of the recess 43 would result in mechanical constraints. A drive shaft (not shown) extends from the motor 17 through the upper frame portion 48 and is positioned to extend outside the upper frame portion 48.

[0071] As shown in Figure 4A, the mechanical interface 26 is exemplified as a hexagonal bolt head 26, located at the distal end of the drive shaft relative to the motor 17. The hexagonal bolt head 26 may be arranged so that a corresponding tool can be connected to the bolt head 26, thereby allowing the drive shaft to be manually rotated around its axis of rotation 28. While the hexagonal bolt head 26 is used as an example of a mechanical interface in this embodiment, other interfaces are also possible, such as spline fittings, hexagonal wrench recesses, or any coupling arrangements, for introducing a tool to allow the motor 17, which causes the displacement of the wheel 25, to be turned manually, and will be apparent to those skilled in the art based on the disclosure of the present invention herein.

[0072] The drive crank 20 is positioned and shown outside the upper frame portion 48 and is rigidly coupled to the drive shaft at its first end. The drive crank 20 extends radially outward from the pivot point 28 of the drive shaft, so that its second end can also be rotated by the rotation of the drive shaft. At the second end of the drive crank 20, the first end of the coupler link 19 is rotatably attached to the second end of the drive crank 20 on the pivot axis 29. The second end of the coupler link 19 is rotatably attached to the first end of the first side lift rocker 21 on the pivot axis 30, and the first side lift rocker 21 is a lift It is rigidly mounted to the shaft 18. The pivot axis 30 is positioned eccentrically with respect to the pivot point 31, so that the pivot axis 30 at the first end of the first side lift rocker 21 rotates around the pivot point 31 of the lift shaft 18.

[0073] The coupler link 19 has an arched shape, so that its body does not extend along a line that could be drawn between its two pivot points 29, 30, but instead has a recessed recess or notch, as shown in Figure 4B. The arched shape may be shaped so that the coupler link 19 has three segments formed by two angles, as shown in the figure, but the shape may be curved, i.e., without sharp angles. On the opposite side of the recessed recess, the coupler link 19 may have a protruding shape, thus giving the coupler link 19 an arched shape. The arc shape of the coupler link 19 allows the drive crank 20 to move the coupler link 19 to a position where the first pivot point 29 of the coupler link 19 passes the pivot point 28 of the drive crank 20, thereby the pivot point 28 of the drive crank 20 lies between the first and second pivot points 29 and 30 of the coupler link 19, as shown in Figure 4B.

[0074] When the drive crank 20 rotates approximately 200 degrees, the coupler link 19 acts as a gear mechanism and causes the first side lift rocker 21 to move approximately 105 degrees. The first side lift rocker 21, shown in Figure 4A, is pivotably coupled at its second end to the first end of the first side displacement link 22 at a pivot point 32. The pivot point 32 of the displacement link 22 is positioned eccentrically with respect to the pivot point 31 of the first side lift rocker 21. The distance from the pivot point 30 of the coupler link 19 to the pivot point 31 of the lift rocker 21 is relatively shorter than the distance from the pivot point 32 of the displacement link 22 to the pivot point of the lift rocker 21, thereby providing a gear effect between the coupler link 19 and the displacement link 22. Thus, the upper end of the displacement link 22 moves along the radius of the pivot point 32 around the pivot point 31 of the lift rocker 21. The pivot point 31 is offset from the centerlines of the displacement plates 23, 23', 41, and 41', thereby aligning the movement of the pivot point 32 with the aforementioned centerlines. The displacement link 22 is pivotably connected to the displacement plates 23, 23', 41, and 41', and the displacement plates 23, 23', 41, and 41' are connected to the upper frame portion 48 by linear bearings, so the movement of the displacement plates 23, 23', 41, and 41' can be purely linear.

[0075] Therefore, linear motion of the first side connecting plate section 41 is achieved via the rotation of the drive shaft by the motor 17, and since the first side connecting plate section 41 is rigidly connected to the first side wheel plate section 23 in the embodiment of Figure 4, the wheel 25 is lifted and lowered accordingly. All of the remotely operated vehicles exemplified as the third, fourth, and fifth container handling vehicles 400, 500, and 700 in Figures 5, 6, 7, 8, and 10 include a container receiving space 8 and therefore also include a similar configuration of the displacement mechanism 16 including connecting plate sections 41, 41' as in Figure 4. However, the remotely operated vehicle exemplified as the container delivery vehicle 600 in Figure 9 does not include a container receiving space 8, as will be described in more detail later, and therefore the displacement links 22, 22' in this configuration may be directly connected to the wheel plate sections 23, 23'.

[0076] Figure 5A shows a first embodiment similar to that of Figure 4A, but in the figure, the second side 36 of the third container handling vehicle 400 has its side plate removed, thus exposing the second side of the displacement mechanism 16. The perspective view of Figure 5B is of the same embodiment as Figures 4A, 4B and 5A, and also shows that the second side 36 of the third container handling vehicle 400 is located opposite the first side 35. Similarly, all remotely operated vehicles 300, 400, 500, and 600 include four sides 35, 36, 37, and 38 that form a rectangular cross-section, and the first side 35 and fourth side 38 of the third container handling vehicle 400 can be seen in Figure 5B. Furthermore, the perspective view of Figure 5B also shows that in this exemplary embodiment, the first side 35 and the second side 38 are located opposite the first side 35 and the second side 38. It is disclosed that only one set of wheels 25 on side 36 is configured for displacement, and the wheels 25 on the third side 37 and the fourth side 38 are not vertically displaceable. However, in other configurations, the remotely operated vehicle may include one or more sets of displaceable wheels.

[0077] Therefore, the lift shaft 18 extends from the outside of the first side surface 35 of the upper frame portion 48 of the third container handling vehicle 400 to the outside of the second side surface 36 of the upper frame portion 48. When the lift shaft 18 rotates due to the action of the coupler link 19 acting on the first side lift rocker 21, the rotational motion of the lift shaft 18 extends to a portion of the displacement mechanism 16 located on the second side surface 36 of the container handling vehicle 400. On the second side surface 35, the lift shaft 18 is rigidly mounted to the second side lift rocker 21'. In the embodiment disclosed in Figure 5, the second side lift rocker 21' may not require mounting to the coupler link 19 and therefore only extends radially outward from a first end rigidly mounted to the lift shaft at its pivot point 31, thereby the second side displacement link 22' is rotatably mounted at the second end of the second side lift rocker 21'. The distance from the pivot point 31 of the second side lift rocker 21' to the pivot point of the second side displacement link 22' may preferably correspond to that of the corresponding portion of the first side 35 of the displacement mechanism 16. Thus, the first side lift rocker 21 and the second side lift rocker 21' may be configured such that their pivotal coupling to the displacement links 22, 22' causes simultaneous corresponding linear displacements of the connecting plate sections 41, 41' during rotation of the lift shaft 18.

[0078] Similar to the first side 35, the second side connecting plate section 41' is connected to the upper frame section 48 by linear displacement devices 42', for example, linear bearings or sliding rails, and the second side wheel plate section 23' is connected to the lower end of the frame of the container handling vehicle 400 by linear displacement devices 24', for example, linear bearings or sliding rails, located at each end of the wheel plate section 23' by the corners of the vehicle frame shown in Figure 5A (with the corner frame removed for illustrative purposes).

[0079] The remotely operated vehicles in Figures 6 to 9 may include configurations similar to the displacement mechanism 16 shown in Figures 4 and 5, in that they include a single motor 17 connected to the first side 25 of the remotely operated vehicles 400, 500, and 600. The displacement of the second side wheel plate section 23' is actuated by a lift shaft 18 extending through the upper frame section 48 of the remotely operated vehicles 400, 500, and 600.

[0080] In other configurations, the displacement mechanism 16 does not include a lift shaft 18 extending between two interconnected mechanisms for lifting the wheel displacement plates 23, 23'. Instead, each set of wheel displacement plates 23 may include a displacement mechanism 16 similar to that located on the first side 35 of the third container handling vehicle 400 in Figure 4 (but without the interconnected lift shaft 18), thereby the vehicle includes two displacement motors 17, a drive crank 20, and a coupler link 19 for displacing each wheel 25 on each side 25, 26, thereby allowing independent displacement of each wheel displacement plate 23, 23'. In further configurations, the container handling vehicle may be arranged with two wheel displacement assemblies 16 similar to those on the first side 35 in Figure 4, but the assemblies 16 are connected to each other by a common lift shaft 18, or the lift shafts 18 from each side 35, 36 are connected to each other by couplers to ensure simultaneous corresponding displacement of both wheel displacement plates 16.

[0081] Figures 6A and 6B illustrate a second embodiment of the present invention, in which the remotely operated vehicle is exemplified as a fourth container handling vehicle 500, which includes a displacement mechanism 16. The fourth container handling vehicle 500 has a substantially equal area to the dimensions of a grid cell in one direction X, Y, and a larger area in the other direction X, Y than the dimensions of a grid cell 122 in the other direction X, Y. This is due to the presence of a second section 49, as shown in Figures 6A and 6B, which may house a battery and / or a larger, more powerful motor for driving the wheels.

[0082] The displacement mechanism 16 of the fourth container handling vehicle 500, shown in Figures 6A and 6B, is positioned above the container receiving space 8 of the vehicle body. In Figure 6A, panels of the container handling vehicle 500 have been removed and several upper components, including the upper frame portion 48, have been removed to expose the displacement mechanism 16, because the displacement mechanism 16 extends across the entire container receiving space 8. Thus, the set of wheels 25 displaceable by the displacement mechanism 16 are adapted to engage with a parallel set of rails, and the displacement mechanism 16 in Figure 6 does not extend completely across to the second side 36 of the container handling vehicle 500. For the sake of simplicity, the portion of the displacement mechanism 16 of the fourth container handling vehicle 500 positioned toward the second side 36 will be referred to herein as the second side 36.

[0083] Figure 6B shows an exploded view of the displacement mechanism 16 of the fourth container processing vehicle 500. In Figure 6B, the panels and several upper components of the vehicle 500 are removed, in contrast to Figure 6A, to show the mounting and pivoting points of various parts of the displacement mechanism 16 relative to the upper frame portion 48, although the upper frame portion 48 is not. The parts of the displacement mechanism 16 are shown in exploded views along their respective axes of rotation.

[0084] Figures 7A and 7B show first views of the displacement mechanism 16 of the fourth container handling vehicle 500 in the lowered and raised positions, respectively. The fourth container handling vehicle 500 is used herein to illustrate the difference between the raised and lowered positions, although these positions may be common to embodiments of the remotely operated vehicles 400, 500, 600, and 700 in Figures 4–9, which will become apparent based on the disclosure of the present invention herein. In contrast to the two extremes of the raised and lowered positions, Figure 5B shows the displacement mechanism 16 in a position between the raised and lowered positions.

[0085] Two pairs of parallel dotted lines are drawn at the upper and lower ends, respectively, of the fourth container processing vehicle 500 shown in Figures 7A and 7B. The displacement distance Δz between the two dotted lines indicates the distance traveled by the upper displacement plate 41 and the wheel displacement plate 23, and therefore by the wheel 23, between the raised and lowered positions. The displacement distance Δz is typically 2 to 40 mm, more preferably 10 to 30 mm, even more preferably 15 to 25 mm, for example, 20 to 21 mm.

[0086] When the displacement mechanism 16 is positioned such that the wheel 25 is in the lowered position as shown in Figure 7A, the connecting plate section 41 is located at the lower end of the linear displacement device 42. Figure 7A shows the displacement mechanism 16 in a similar position as shown in Figure 4, where the coupler link 19 is positioned so that its first pivot point 29 passes the pivot point 28 of the drive crank 20. In this lowered position, the drive crank 20 is prevented from rotating further counterclockwise because it can be restrained by a lowered position stopper 46', exemplified as a stop screw 46' in Figure 4B, which is provided on the motor flange 44. The lowered position stopper 46' is positioned to engage with a lowered position stop recess 46 located on the drive crank 20.

[0087] The terms “clockwise” and “counterclockwise” are used herein with reference to the configuration disclosed in the figures, as seen from the first side of the remotely operated vehicle. As will be obvious to those skilled in the art based on the disclosure of the present invention herein, the displacement mechanism 16 may also be arranged in a mirror image configuration.

[0088] At the second end of the coupler link 19, the first end of the first side lift rocker 21 is pulled toward the motor 17 by the coupler link 19, and thus carries the second end of the lift rocker 21 to its lowered position, as shown in Figure 7A. The arched shape of the coupler link 19 and the engagement of the lowered position stop recess 46' with the lowered position stopper 46 ensure that the displacement mechanism 16 is locked in the lowered position, as can be understood from Figures 4 and 7A. Together, the lowered position stopper 46' and the raised position stopper 47' include restrictions on the rotational movement of the drive crank 20 in the counterclockwise and clockwise directions, respectively. Thus, the range of motion of the drive crank 20 can be approximately 190 to 210 degrees.

[0089] If the wheel 25 were to experience an upward force acting on it in a lowered position, for example by going over bumps on or outside the rail, the force would be transmitted to the displacement link 22 via the displacement plates 23 and 41. However, the displacement link 22 would not be able to rotate the lift rocker 21 because, as shown in Figure 4B, the line between the two pivot points 29 and 31 of the coupler link 19 extends at least over or beyond the pivot point 28 of the drive crank 20, so that the coupler link straddles the pivot point 28 of the drive crank 20, with the two pivot points 29 and 30 on each side of the pivot point 28. The arched shape of the coupler link 19 ensures that any movement on the lift rocker 21 acts on the end of the coupler link 19, which is on the opposite side of the pivot point 28 of the drive crank 20 relative to the other end of the coupler link 19. Therefore, the force will pull across the pivot point 28, locking the coupler link 19 in the lowered position. Furthermore, the gear effect of the lift rocker 21 between the coupler link 19 and the displacement link 22 also ensures that the force acting on the coupler link 19 is relatively weak. Thus, the coupler link 19 is locked in the lowered position against clockwise rotation and can only be rotated clockwise by the rotation of the drive crank 20.

[0090] Figure 7B shows the connecting plate section 41 in the raised position toward the upper end of the linear displacement device 42. The connecting plate section 41 extends into the recess 43 and is shown to abut against the motor flange 44 to suppress further vertical motion in the upward direction. In Figure 7B, the dotted lines are drawn along the upper edge of the connecting plate section 41 to show the displacement distance Δz from the lower position, indicated by the lower of the two dotted lines.

[0091] In the raised position of the displacement mechanism 16, the drive crank 20 rotates clockwise to its maximum position, as shown in Figure 7B and the enlarged side view in Figure 8. In the raised position, a raised position stopper 47', exemplified as a stop screw in Figure 8, is provided on the motor flange 44 and prevents further clockwise rotation of the drive crank 20 because its movement is constrained by the raised position stopper 47'. The second end of the coupler link 19 moves clockwise around the pivot point 31 of the lift shaft, together with the first end of the first side lift rocker 21, and therefore the second end of the first side lift rocker 21 also moves clockwise. The second end of the first side lift rocker 21 moves vertically when it rotates clockwise from the lowered position, and thus carries the first side displacement link 22 from the lowered position to the raised position, until the first side lift rocker 21 is prevented from rotating further when the connecting plate section 41 contacts the motor flange 44 and the drive crank 20 stops against the raised position stopper 47'.

[0092] The raised position stop recess 47 is provided on the drive crank 20, and the drive crank 20 is It is positioned to engage with the lift position stopper 47' when rotated to its maximum clockwise limit. As can be seen from Figure 8, the displacement mechanism 16 is also locked in the lift position due to the arched shape of the coupler link 19. If a vertically downward force were to act on the displacement link 22 in the lift position, the force would be transmitted and move the first end of the lift rocker 20 counterclockwise together with the second end of the coupler link 19. This movement would, however, cause the first end of the coupler link 19 to press the drive crank 20 further clockwise against the lift position lock projection 47'. Again, the gear effect of the lift rocker 21 between the displacement link 22 and the coupler link 19 ensures that the force acting from the displacement link 22 on the coupler link 19 is relatively small. Therefore, the drive crank 20 may be configured to be moved only from the lowered position or only from the lifted position by the rotation of the drive shaft of the motor 17.

[0093] Figures 9A and 9B show a displacement mechanism 16 configured for a remotely operated vehicle exemplified as a container delivery vehicle 600 for receiving a containment vessel 106 from top down, and thus includes a container carrier 50 positioned above the vehicle body 51 for receiving the containment vessel 106. The vehicle body 51 may function as a base module, thereby allowing various different container carriers 50 or other equipment to be mounted on the vehicle body 51. The container delivery vehicle 600 includes, for example, a wheel arrangement of eight wheels 25, where four wheels in a first set allow lateral movement of the container delivery vehicle 600 in a first X direction, and the remaining four wheels in a second set allow lateral movement in the Y direction. Each set of four wheels includes a pair of wheels 25 provided on wheel plate sections 23, 23' located on both sides of the vehicle body 51. The wheels of a set of wheel arrangements may be raised and lowered, thereby allowing the wheels of the first set and / or the wheels of the second set to engage with the rails of their respective sets at any given time.

[0094] The bolt head access opening 34 is located and shown in Figure 9A and extends through the first side wheel plate section 23. The bolt head access opening 34 provides access to the hexagonal bolt heads, thereby allowing the corresponding tools to be used to manually move the wheel plate sections 23, 23' without disassembling the vehicle 600, if necessary. As can be understood from Figure 9B, the location and size of the bolt head access opening 34 correspond to the location and size of the hexagonal bolt heads 26. The bolt head access opening 34 may also have an elongated shape to provide access to the bolt heads 26 at all vertical displacement positions of the wheel plate section 23. Similar bolt head access openings may be provided on the panels of the container handling vehicles 400, 500, and 700 in Figures 4–8 and 10.

[0095] While a hexagonal bolt head has been described in this embodiment, other configurations such as spline fittings, hexagonal wrench recesses, or any coupling configurations are also possible to allow a tool to be introduced to manually turn the motor causing the displacement of the wheel, and will become apparent to those skilled in the art based on the disclosure of the present invention herein.

[0096] Because the container delivery vehicle 600 does not include a container receiving space for receiving the container 106 from the storage column below the grid, the displacement mechanism 16 of the container delivery vehicle 600 may not require connecting plate sections 41, 41' extending from the upper frame section 48 to the wheel plate sections 23, 23'. Instead, the displacement links 22, 22' of the displacement mechanism 16 of the container delivery vehicle 600 may be directly attached to the wheel plate sections 23, 23'.

[0097] The first wheel plate section 23 is removed from the vehicle 600 in Figure 9B, exposing the first side of the displacement mechanism 16 that extends through the lower frame section 52 of the vehicle body 51. Figure 9B shows the displacement mechanism 16, which includes a drive crank 20, a hexagonal bolt head 26 located on the drive shaft, a curved coupler link 19, and a first side lift It includes a rocker 21, a lift shaft 18, and a first lateral displacement link 22. The second end of the first lateral displacement link 22 is rotatably mounted inside the first lateral wheel plate section 23 and is substantially shorter than those of the displacement mechanism 16 in Figures 4-8 and 10.

[0098] The displacement mechanism 16 in Figure 9B is shown without the motor flange and lift shaft flange, but the flanges may be provided in other configurations. Therefore, the upper and lower stoppers 46', 47' may be positioned directly on the lower frame portion 52 to restrain the movement of the drive crank 20, as in the previous embodiment.

[0099] On the second side 36 of the container delivery vehicle 600, the displacement mechanism 16 may include a configuration similar to that for the second side 36 of the previously disclosed embodiments, but is configured for the container delivery vehicle 600.

[0100] Figure 10 shows a fifth container handling vehicle 700 with a plate removed to expose the displacement mechanism 16 on the first side 35 of the vehicle 700. The fifth container handling vehicle 700 shown in Figure 10 may have an occupied area substantially equal to the dimensions of one grid cell 122 in one direction X, Y and the dimensions of two grid cells 122 in the other direction X, Y.

[0101] The fifth container handling vehicle 700 may include two container receiving spaces 8, and a lifting device is positioned above each container receiving space 8 to lift and lower the storage container 106.

[0102] The set of displaceable wheels is illustrated in Figure 10 and is located on both sides 35, 36 of the container handling vehicle 700, which are spaced apart by two grid cells 122. Due to the distance between the displacement plates 23, 23', 41, 41' on each of the sides 35, 36, the fifth container handling vehicle 700 may include a displacement mechanism 16 on each side of the fifth container handling vehicle 700, similar to the first side 35 of the third container handling vehicle 400 in Figure 4.

[0103] The wheel displacement assemblies 16 may preferably be rigidly connected by a common lift shaft 18 or by a coupling that connects the lift shafts 18 from each side. In other configurations, the fifth container handling vehicle 700 may include a displacement mechanism 16 similar to that of the container handling vehicles 400, 500, and 600 in Figures 4 to 9, with a single motor 17 and a long lift shaft 18. In yet another configuration, the fifth container handling vehicle 700 may include two wheel displacement assemblies 16 that are not mechanically connected but whose movement is synchronized by an electronic control unit.

[0104] In the preceding description, various embodiments of the displacement mechanism and remotely operated vehicle according to the present invention have been described with reference to exemplary embodiments. For illustrative purposes, certain numbers, systems, and configurations have been described for the purpose of providing a complete understanding of the system and its operation. However, this description is not intended to be constrained. Various modifications and variations of the exemplary embodiments, as well as other embodiments of the displacement mechanism, will be obvious to those skilled in the art in relation to the disclosed subject matter and will be considered within the scope of the invention. [Explanation of symbols]

[0105] 1. Automatic storage and retrieval system 2. Displacement plate of the prior art vehicle 200 2' Second displacement plate 3 Main wheels 4 trailing wheels 5. Siege Band 6 Drive Unit 7. Vertically adjustable rod 8. Container receiving space 9 Lever Arm 10 Displacement motor 11 Guide Slots 12 Rotary bolts / fulcrums 13 Rotors 14 Lever arm wheel 15 Lock Arm 16 Displacement Mechanism 17. Motor for providing rotational drive. 18 Lift Shaft 19 Coupler Links 20 Drive crank 21 First side lift rocker 21' Second side lift rocker 22 First lateral displacement link 22' Second lateral displacement link 23. First side wheel plate section 23' Second side wheel plate section 24 First side wheel plate section bearing 24' Second side wheel plate section bearing 25 wheels 26 Mechanical Interfaces 28. Drive crank turning point 29 The pivot point between the drive crank and the first end of the coupler link. 30 Swivel point between the second end of the coupler link and the lift rocker 31. Swivel point of the lift shaft and lift rocker. 32. Swivel point between the lift shaft and the displacement link 33. Swivel point between the displacement link and the displacement plate 34 Bolt head access opening 35. First Aspect 36. Second Aspect 37. The Third Aspect 38. The Fourth Aspect 39. Upward position 40 Lower position 41 First side connecting plate section 41' Second side connecting plate section 42 Connecting plate section linear bearing 43 Mechanical constraint recess 44 Motor (17) Flange 45 Lift shaft flange 46 Lowering position stop depression 46' Lowering position stopper 47. Recessed position stop recess 47' Upper position stopper 48 Upper frame section 49 Section 2 50 Container Carriers 51 Vehicle body 52 Lower frame section 100 Framework structure 102 Upright members of a frame structure 103 Horizontal members of a frame structure 104 Storage Grid / 3D Grid 105 Storage Columns 106 Containment Vessel 107 stacks 108 Rail System 110 First set of parallel rails in the first direction (X) 110a First neighbor rail of the first set 110b Second neighbor rail of the first set 111 Second set of parallel rails in the second direction (Y) 111a First Neighboring Rail of the Second Set 111b Second neighbor rail of the second set 115 grid opening 119 Delivery Column 120 delivery columns 122 grid cells 140 Delivery Systems 150 delivery ports 151 Mezzanine level 152 Upright Post 200 First container processing vehicle 201 Wheel arrangement 202 Area occupied by container processing vehicle 202' Area occupied by container processing vehicle 300 Second container processing vehicle 301 Wheel arrangement 400 Third container processing vehicle 500 Fourth container processing vehicle 600 container delivery vehicles 700 Fifth container processing vehicle X First direction Y Second direction Horizontal plane of the P rail system Wo Container processing vehicle grid opening width Wc container handling vehicle grid cell width Lo Container Processing Vehicle Grid Opening Length Lc container processing vehicle grid cell length Width of delivery vehicle grid opening Wct Delivery Vehicle Grid Cell Width Lod Delivery Vehicle Grid Opening Length Lcd Delivery Vehicle Grid Cell Length

Claims

1. A displacement mechanism for operating the wheels of a remotely operated vehicle, The displacement mechanism is, The drive crank and A coupler link is connected to the drive crank at the first side and to the lift rocker at the second side, A displacement link connected to the aforementioned lift rocker, A displacement plate connected to the displacement link for raising and lowering multiple wheels, Includes, The drive crank, the coupler link, the lift rocker, the displacement link, and the displacement plate are each connected by a pivoting coupling such that the operation of the drive crank causes the displacement plate to move between the raised and lowered positions. The lift rocker has a pivot point located on its body, and is configured such that when the drive crank is operated, the lift rocker, the pivot connection between the displacement link and the lift rocker, and the pivot connection between the lift rocker and the coupler link each rotate around the pivot point. The body of the lift rocker is configured to be rotatable relative to the frame portion of the remotely operated vehicle at the turning point. Displacement mechanism.

2. The displacement mechanism according to claim 1, wherein the coupler link has an arc shape.

3. In the lowered position, the pivoting connection between the displacement link and the lift rocker is aligned with the center line of the displacement plate, as described in claim 1.

4. The displacement mechanism according to claim 2, wherein the drive crank, the lift rocker, and the displacement link form a four-bar linkage.

5. In the raised position, the coupler link straddles the pivot connection between the displacement link and the lift rocker, thereby positioning the pivot connection between the coupler link and the drive crank on the opposite side of the displacement link from the pivot connection between the coupler link and the lift rocker, according to claim 2.

6. In the lowered position, the coupler link straddles the fixed connecting portion between the drive crank and the motor, thereby positioning the pivoting connecting portion between the coupler link and the drive crank on the opposite side of the fixed connecting portion from the pivoting connecting portion between the coupler link and the lift rocker, as described in claim 2.

7. The displacement mechanism according to claim 1, wherein the distance between the pivot point of the lift rocker and the displacement link and the pivot connection portion of the lift rocker is shorter than the distance between the pivot point of the lift rocker and the coupler link and the pivot connection portion of the lift rocker.

8. The displacement mechanism according to claim 1, wherein the drive crank is arranged to move at an angle exceeding 180 degrees between the raised position and the lowered position.

9. The displacement mechanism according to claim 1, wherein when the displacement mechanism is in the lowered position, the drive crank is stopped by the lower stopper.

10. The displacement mechanism according to claim 1, wherein the drive crank is stopped by the upper stopper when the displacement mechanism is in the raised position.

11. The displacement mechanism according to claim 1, wherein the drive crank is configured to have a mechanical interface shaped to correspond to a tool for mechanically operating the motor.

12. The displacement mechanism according to claim 1, further comprising a motor configured to actuate the drive crank.

13. The displacement mechanism according to claim 1, further comprising the plurality of wheels provided on the displacement plate.

14. A remotely operated vehicle comprising the displacement mechanism described in claim 1.

15. The remote-controlled vehicle according to claim 14, further comprising a lift shaft configured to connect the lift rocker of the displacement mechanism to a second rocker located on the opposite side of the remote-controlled vehicle, the second rocker being connected to a second displacement plate for raising and lowering a second plurality of wheels, and the operation of the lift rocker being transmitted to the second displacement plate via the lift shaft and the second rocker.

16. The remotely operated vehicle according to claim 15, wherein the lift rocker is rigidly fixed to the lift shaft so that the lift shaft is rotated by the lift rocker.

17. The remotely operated vehicle according to claim 15, wherein the pivot point of the lift rocker is formed at the connecting portion between the lift rocker and the lift shaft.

18. The remote-controlled vehicle according to claim 14, wherein the displacement plate is connected via a linear bearing to the upper frame which is the frame portion of the remote-controlled vehicle, such that the displacement plate acts only in the vertical direction.

19. A method for operating the wheels of a remotely operated vehicle, The aforementioned method, The pivoting coupling unit operates a drive crank connected to the coupler link, thereby displacing the coupler link. The displacement of the coupler link causes the lift rocker to rotate, The rotation of the aforementioned lift rocker activates the displacement link, The operation of the displacement link activates a displacement plate for raising and lowering multiple wheels, thereby moving the displacement plate between the raised and lowered positions. Includes, The lift rocker has a pivot point located on its body, and when the drive crank is operated, the lift rocker, the pivot connection between the displacement link and the lift rocker, and the pivot connection between the lift rocker and the coupler link are configured to rotate around the pivot point due to the rotation of the lift rocker. The body of the lift rocker is configured to be rotatable relative to the frame portion of the remotely operated vehicle. method.

20. The method according to claim 19, further comprising the coupler link straddling the pivoting connection between the displacement link and the lift rocker, so that in the raised position, the pivoting connection between the coupler link and the drive crank is positioned on the opposite side of the displacement link from the pivoting connection between the coupler link and the lift rocker.

21. The method according to claim 19, further comprising straddling a fixed coupling portion between the drive crank and the motor, wherein, in the lowered position, the pivot coupling portion between the coupler link and the drive crank is positioned on the opposite side of the fixed coupling portion from the pivot coupling portion between the coupler link and the lift rocker.

22. The method according to claim 19, further comprising the drive crank stopping at the lower stopper when the displacement plate is in the lowered position, and the drive crank stopping at the upper stopper when the displacement plate is in the raised position.

23. The method according to claim 19, wherein the displacement plate operates only in the vertical direction.

Images