WO2015131924A1

WO2015131924A1 - Shuttle vehicle, rack storage warehouse having a shuttle vehicle, and method for controlling a shuttle vehicle

Info

Publication number: WO2015131924A1
Application number: PCT/EP2014/054082
Authority: WO
Inventors: Thomas BÖLLE
Original assignee: Ssi Schaefer Ag
Priority date: 2014-03-03
Filing date: 2014-03-03
Publication date: 2015-09-11
Also published as: EP3114050A1

Abstract

The invention relates to a rack storage warehouse, to a shuttle vehicle (22) for a rack storage warehouse, and to a method for controlling a shuttle vehicle (22). The shuttle vehicle (22) may have a chassis for moving in storage channels of the rack storage warehouse, a load-holding means (52), in particular a platform, for holding loading aids, in particular for holding at least one pallet, and at least one sensor element (64, 66, 68) for monitoring a first defined relative position and at least a second defined relative position of the shuttle vehicle (22) in the storage channel, wherein the first relative position is determined by a first distance (78) of the shuttle vehicle (22) from one end of the channel, and wherein the second relative position is determined by a second distance (80) of the shuttle vehicle (22) from the end of the channel, said second distance being smaller than the first distance (78), and wherein the shuttle vehicle (22) can be coupled to a control device (26, 38, 56) which controls a drive of the shuttle vehicle (22), wherein the control device (26, 38, 56) is designed to activate a first operating mode of the shuttle vehicle (22) when the first relative position is reached and to activate a second operating mode of the shuttle vehicle (22) when the second relative position is reached.

Description

Duct vehicle, warehouse warehouse with a sewer vehicle and method for controlling a

channel vehicle

The present invention relates to a channel vehicle for a rack warehouse, especially for a rack warehouse with both sides accessible storage channels. Furthermore, the present invention relates to a rack storage with a sewer vehicle and a method for controlling, in particular a method for detecting the position of a sewer vehicle.

In a channel warehouse load carriers or loading aids, such as pallets, trays, etc., can be stored in channels of a shelf. The storage is usually on shelf rails, which are attached to the side of carrier posts of the shelf. The shelf rails or support rails have, for example, a horizontally oriented abutment surface for receiving the charge carriers and a further horizontally oriented running surface for rollers, tracks or treadmills of a sewer vehicle. The horizontally oriented surfaces may be connected by means of a vertically oriented side wall. Dumpers may be designed so low that they can be driven in a lowered state under the load carriers or loading aids, and then lift at least parts of its upper side by means of a lifting mechanism. In this way, charge carriers can be lifted and then moved in the channel along the rails. It is also conceivable to lift the entire channel vehicle relative to its casters. Canal vehicles are often referred to as so-called shuttles. Channel vehicles can in principle be designed to undercut and to be lifted by means of a platform-like support surface. However, it is also conceivable to design channel vehicles such that they can enter into an opening of the load carrier, in order to lift this with a load-receiving means, such as a lifting fork. Channel vehicles can be suitably configured to load the channel storage with loading units (also: storage units), ie, for example, to store loading units and / or to outsource them. For this purpose, channel vehicles can interact with, for example, racking machines, for example so-called stacker cranes. In other words, the channel vehicle can move cargo units within a channel of the channel warehouse. By means of a stacker crane, a stacker or the like., The loading unit can be removed from the shelf or the channel storage or introduced into this. Furthermore, the loading unit can be rearranged by means of the storage and retrieval device between different channels of the channel storage.

A conventional channel storage is shown for example in DE 38 40 648 A1. A storage and retrieval unit which is coupled to a channel vehicle is known from US Pat. No. 3,800,963 A. From DE 10 201 1 1 14 141 A1 discloses a storage system with at least one channel vehicle is known, which is movable in channels of a shelf of the storage system. The storage system is equipped with limiting means for limiting the travel of the channel vehicle in a retraction direction. It is suggested at

Storage channel and the channel vehicle to provide mutually corresponding mechanical blocking elements.

Channel vehicles can basically have their own drives for moving the channel vehicle along the channel (traversing drive) and for raising or lowering the loading units (lifting drive). It is conceivable to operate channel vehicles for information exchange or for power supply wired. In such a case, the channel vehicle may be coupled via at least one control line or supply line to a base, which is received approximately on the storage and retrieval device or the current channel itself. However, it is conceivable to operate canal vehicles wirelessly. This can be achieved, for example, if the sewer vehicle has its own energy supply, for example by means of accumulators, capacitors or the like. Furthermore, the channel vehicle can communicate wirelessly with a (higher-level) control device, in particular with a warehouse management computer or material flow computer. This can be done for example via W-LAN or using similar technologies for wireless information transmission. In principle, the sewer vehicle may also have its own control device which provides at least limited (self-contained) functionality. This may relate in particular to the control of the traction drive, the control of the linear actuator and the detection of the position of the sewer vehicle. To increase the flexibility or the handling capacity, it may be provided to logically link a storage and retrieval unit with a plurality of canal vehicles. In this way it can be ensured that the storage and retrieval unit is always operated with a sufficiently high utilization. However, it can also be provided to pair exactly one storage and retrieval unit with a channel vehicle (logical). Other concepts for the (logical) linking of stacker cranes and canal vehicles are readily conceivable.

For the management of a rack warehouse different modes of operation are conceivable. This may concern, for example, storage principles. For example, a channel store, which has essentially only channels accessible from one side, is suitable for load units which are to be treated on the principle of first in-last out (FILO: "first in - last out"). However, it is also conceivable to operate a channel storage (or: a channel of a channel warehouse) after the First In - First Out (FIFO: "First in, first out") principle. This can be done, for example, if a rack aisle is provided at both ends of the channels of a shelf, in which a storage and retrieval unit can be moved. This can generally increase the flexibility of the warehouse significantly. Thus, it is conceivable, for example, to use a storage and retrieval unit substantially for storage and the other, opposite storage and retrieval unit essentially for retrieval. In this way, the loading units can pass through the channel in a defined conveying direction. Alternatively, a book accessible on both sides shelf can be operated at least partially according to the FILO principle. It can then each of the two stacker cranes at least temporarily for storage, temporarily for retrieval and, if desired and necessary, temporarily used for relocation.

Modern high performance logistics has significantly increase the demands on shelf storage and especially on sewer vehicles. Dumpers should be as flexible as possible while still providing high throughput or handling performance. Measures to increase the flexibility may include the elimination of the wired control or energy supply. Furthermore, a contribution to increasing the flexibility and the performance can also be seen in the provision of double-sided openings for the bearing channels, by means of which the loading units can be introduced or deployed. Bearing channels with openings on both sides usually have no mechanical (travel) limits for sewer vehicles and loading units.

However, it has been found that the above-mentioned designs and other designs, which are intended to increase the flexibility and performance of racking storage with shelves with storage channels, bring new challenges, including the management of the canal vehicles and one equipped shelves can affect. Furthermore, safety aspects and accident prevention aspects must be taken into account even with increased performance.

Against this background, the invention has for its object to provide a rack warehouse with a sewer vehicle, a channel vehicle for a rack warehouse and a method for operating a sewer vehicle, which further contribute to improved performance, in particular to improved throughput or improved flexibility can, if possible, a low-error or error-free operation should be guaranteed. Furthermore, the channel vehicle should be possible to operate with higher accuracy. The object of the invention is achieved by a channel vehicle for a rack warehouse, in particular for a rack warehouse with double-sided accessible storage channels, comprising:

a chassis for movement in storage channels of the rack storage, a load receiving means, in particular a platform for receiving loading aids, in particular for receiving at least one pallet, and

at least one sensor element for monitoring a first defined relative position and at least one second defined relative position of the channel vehicle in the bearing channel, wherein the first relative position is determined by a first distance of the channel vehicle to a channel end, and wherein the second relative position determined by a second distance of the channel vehicle to the channel end is smaller than the first distance,

wherein the channel vehicle can be coupled to a control device which controls a drive of the channel vehicle, wherein the control device is designed to activate a first operating mode, in particular a creep mode, of the channel vehicle when the first relative position is reached, and a second operating mode when the second relative position is reached of the sewer vehicle, in particular a deceleration mode.

The object of the invention is fully achieved in this way.

According to the invention, namely, the channel vehicle can be operated at a high speed, which contributes to increase the efficiency of the shelf storage. At the same time, however, an effective and safe

Fall protection can be ensured. In particular, the channel vehicle can be operated in a normal operating mode with a high travel speed.

Nevertheless, it can be ensured that the sewer vehicle can be safely decelerated or brought to a standstill in the region of an (open) channel end, since the sewer vehicle can already be operated at delayed speed when approaching the (open) channel end, ie from a normal speed a crawl speed can be delayed. For this purpose, at least one sensor element can be provided in the channel vehicle, wherein the at least one sensor element allows the monitoring of a first defined relative position and at least one second defined relative position of the channel vehicle. The first or the second defined relative position may in particular be a defined first distance and a defined second distance between the channel vehicle and a (detected) channel end. In other words, the sensor element may be configured to detect whether the channel vehicle is moving into an area defined by the first distance. The first distance can be chosen approximately such that a safe deceleration of the channel vehicle from the normal speed to the crawl speed is ensured without an extension or the like threatens.

If the channel vehicle is moved further in the direction of the end of the channel, it can also be determined by means of the at least one sensor element, whether the channel vehicle penetrates into a second region which is defined by the second distance of the channel vehicle to the channel end. The second distance may be about zero. In such a case, the monitoring of the second relative position, if reaching the second relative position was detected, would be substantially equivalent to reaching the channel end. It is preferred if the second distance is selected and determined in such a way that the channel vehicle can be reliably decelerated to standstill during or after passing through the second relative position. Accordingly, the creep speed in creep mode and the second distance can be adjusted to each other. A higher speed in the creep mode can generally require a larger second distance in order to be able to adequately ensure the deployment safety. The control device may be designed to (logically) link and evaluate values detected by the at least one sensor element in order to increase the security of the monitoring and to reduce the susceptibility to errors.

In general, the at least one sensor element can be configured to monitor the achievement of different, staggered relative positions of the channel vehicle relative to the (open) channel end. In other words, the at least one sensor element can cooperate with the control device such that the penetration of the channel vehicle is detected in respective areas defined by the channel end and a defined distance to the channel end.

The sewer vehicle may be configured to receive and move cargo units that may be formed of load supports and cargo carried by the load supports. These may be, for example, pallets and articles arranged thereon. At the end of the channel itself, a reference for the determination of the distances can be defined approximately by one end of a support rail or support rail, along which the channel vehicle is guided and moved. However, the channel-side reference for describing the channel end may also be formed by another design element or by a marker or a mark. The channel-side reference for defining the distance between the channel vehicle and the channel end may be formed, for example, by a frontal surface, which faces the channel end, or another reference surface or marking on the channel itself. By way of example, the channel-vehicle-side reference may be determined by an actual position which links the channel vehicle with at least one further sensor element, e.g. by a rotary encoder on an impeller or by another relative or absolute displacement sensor (measuring system) wins.

It is understood that in particular in bilateral accessible storage channels, a reflection of the aforementioned means for monitoring the first defined relative position and the at least one second defined relative position of the channel vehicle may be provided. In the case of bearing channels accessible on both sides, it is fundamentally possible for them to run out of each of the two ends. It is therefore advantageous to provide at least one corresponding sensor element both at a first end of the channel vehicle, which faces the first (open) channel end, and at a second end of the channel vehicle, which faces the second (open) end of the channel and set up to monitor the achievement of the respective relative positions. On the other hand, limiting means based on mechanical blocking devices, such as known from DE 10 201 1 1 14 141 A1, are simply not suitable for double-sided accessible storage channels, since in these no selective onward travel of the canal vehicles is made possible. Even with essentially only one-side accessible storage channels can threaten a retreating or falling out of the sewer vehicle. This may be the case, for example, when the racking or rack-and-rack unit (in the meantime) performs other tasks and has been moved away from the current channel, so that no safety guard can be ensured by the stacker crane itself. Anchoring devices for sewer vehicles may be required in particular if the shelf storage is configured and operable in such a way that the sewer vehicle itself (with or without a loaded unit) can be moved or moved between the storage channel and the storage and retrieval unit. In other words, during normal operation it is quite desirable to extend the channel vehicle, for example to move the channel vehicle from one channel to another channel.

The channels or storage channels may in particular be so-called deep or "multi-depth" channels, which provide a plurality of storage locations for loading units which can be arranged one behind the other in a row. The monitoring of the first relative position and the second relative position can basically be done with one and the same sensor element. In such a case, it may be preferable to provide a first reference and a second reference at the channel itself, the distance of which defines the corresponding relative position between the channel vehicle and the channel end. The sensor element can detect the first and the second reference one after the other while the channel vehicle is moving.

Nevertheless, it is preferred according to various embodiments, each relative position to assign a sensor element. In other words, about a first and a second sensor element may be provided, which are basically aligned with the same reference element, such as an end or an edge of a support rail in the channel. The design or alignment of the sensor elements can then define the relative distance between the channel vehicle and the channel end at which the respective sensor element "responds".

According to a further embodiment, the channeling vehicle is operable in a crawlspace in the first operating mode, wherein the channeling vehicle in the second operating mode can be delayed to a standstill, wherein preferably a speed Speed of the channel vehicle in crawlspace is selected such that in the second mode of operation a delay is guaranteed to a standstill in the storage channel.

As already mentioned above, the channel vehicle can be operated in a normal mode with a normal speed (also: normal gear). In the first operating mode, which may also be referred to as a creep mode, the sewer vehicle may be decelerated to a crawl speed, so that the sewer vehicle can be decelerated safely in the second operating mode, which can also be referred to as a deceleration mode or stop mode.

There are designs conceivable in which the required parameters, that is about the creep speed or the second distance of the channel vehicle to the channel end, are essentially fixed. However, it is also conceivable to flexibly define the parameters crawl speed and second distance. This may, for example, also include a detection of the load currently being picked up by the sewer vehicle. In other words, the respective inertia of the channeling vehicle can be taken into account in the determination of the creeping speed and / or the second distance. Furthermore, the determination can take place taking into account friction conditions, slopes and other operating parameters.

According to a further embodiment, the channel vehicle further comprises a sensor device with at least a first sensor element for monitoring the first defined relative position and at least one second sensor element for monitoring the second defined relative position, wherein the first sensor element has a detection range, the in the process of the channel vehicle the Detection range of the second sensor element in a depth direction Z, which corresponds to a direction of travel, is upstream.

The detection range of the sensor elements is the range that is currently detected or monitored by the sensor elements. In other words, the area monitored by the first sensor element (such as the support rail or support rail) may be in the area monitored by the second sensor element be ahead of the current direction of travel of the channel vehicle. Accordingly, for example, when the channel vehicle is approaching the channel end, the channel end may be detected first by the first sensor element and then by the second sensor element.

According to a further preferred embodiment, the sensor device further comprises at least a third sensor element which is adapted to detect a third relative position, wherein the third relative position is determined by a third distance of the channel vehicle to the channel end, which is greater than the first distance and the second distance, wherein the third sensor element in particular has a detection range, which is upstream of the detection range of the first sensor element in the depth direction Z, which corresponds to the direction of travel.

In other words, the first sensor element can monitor a central area. The second sensor element can monitor (from the perspective of the sewer vehicle) a near zone. The third sensor element can monitor (from the perspective of the sewer vehicle) a long range. Thus, for example, when the channel vehicle moves toward the channel end, first the third sensor element, then the first sensor element and then the second sensor element detect the channel end.

This embodiment allows further logic operations of the data collected by the sensor elements. In this way, the reliability and the extension protection for the sewer vehicle can be further improved. Likewise, the risk of false triggering can be significantly reduced. The sewer vehicle can be operated in normal mode with even higher traversing speed.

According to a development of this embodiment, it is further preferred that the control device is designed to activate the first operating mode, in particular the creep mode, of the channel vehicle when the third relative position is reached. This can basically increase the reliability. For example, the first sensor element and the third sensor element can be aligned on mutually opposite support rails or guide rails of the channel. Thus, the channel end, such as the rail end, be monitored on both sides. In this context, it is further preferred if the control device is further adapted to selectively operate the channel vehicle in the first mode of operation in crawl, when both the third sensor element reaching the third relative position and the first sensor element reaching the first relative position have detected, wherein the channel vehicle in the first operating mode is selectively operable in a normal gear when either only the third sensor element has detected the reaching of the third relative position or the first sensor element has detected the achievement of the first relative position.

This measure has the particular advantage that the control device is designed to detect shocks or gaps in a rail or support rail of the channel and to bridge. In this way, the channel vehicle can continue to travel at normal speed in the area of such "gaps". For this purpose, an AND connection is suitable. In other words, the channel vehicle is / can, for example, only be operated in creeper when both the first sensor element and the third sensor element detect a channel end and generate corresponding information. In the case of a (correct) channel end, when the channel vehicle approaches the channel end, the "upstream" third sensor element can first detect the end and output a corresponding value. Upon further approaching the channel end, the first sensor element may also detect the end and output a corresponding value. Both values can be linked with each other to operate the channel vehicle in crawl speed at a reduced speed.

However, if it is not a channel end, but about a gap, the following case is conceivable: When approaching the "gap" can first detect the upstream third sensor element, a supposed "channel end". As the gap approaches further, the first sensor element can also detect the supposed "channel end". In any event, if the gap is not excessively large, however, the upstream third sensor element simultaneously detects the presence of the channel or the rail of the channel. If now both sensor elements are evaluated and their information is combined by means of an AND link, then there is no sufficient condition for the presence of a Channel end. The sewer vehicle may continue to operate at normal speed, although in the first mode of operation. Such fault detection can take place both when the first and the third sensor element monitor a region on one or the same rail (or rail side) of the channel. However, the same functionality can also be ensured by the result if the first sensor element monitors a first rail (rail side) and the third sensor element monitors a second rail (or rail side) which lies opposite the first rail. Sectional monitoring (short-range, mid-range, long-range) can significantly increase the efficiency of the shelf warehouse.

It is understood that the sensor device with the at least one first sensor element, the at least one second sensor element and the at least one third sensor element in principle for parallel (simultaneous) monitoring of the three areas on both (rail) sides can be configured. For this purpose, a correspondingly increased number of sensor elements is required. However, it is also possible for a first side to be selectively monitored by at least one of the sensor elements and a second side to be monitored by at least one other of the sensor elements.

It is further preferred if the at least one sensor element is designed as a proximity sensor or probe, preferably as an optical proximity sensor or optical probe, wherein the at least one sensor element is further preferably designed to the presence of guide elements of the bearing channel, in particular of support rails or to detect support rails.

At least one of the sensor elements can be configured by way of example as a light scanner. Diffuse sensors can be designed on the basis of visible light, but also on the basis of invisible light. It is also conceivable to provide laser light scanners. Invisible light may include, for example, infrared light. The at least one sensor element may alternatively be designed as a passive sensor element. By way of example, at least one of the sensor elements can be designed as a CCD sensor element and can have a CCD arrangement for detecting electromagnetic radiation. Preferably, differential measuring devices are used, ie, sensors that operate with different measuring methods, which is the Possibility of mutual interference, and thus incorrect measurements prevented. For example, it is conceivable to combine optical and sensors (such as light sensors) and inductive sensors.

It is generally preferred if the at least one sensor element is designed and arranged such that edges, such as an end edge of a support rail, of the channel in the region of the channel end can be detected. Alternatively or additionally, however, it is also conceivable to provide at least one marker or marking in the bearing channel itself, ie, for example, in the support rail, which can be optically detected and evaluated by the at least one sensor element. Other designs for position detection are conceivable in principle.

According to a further advantageous aspect, which may also be the subject of an independent invention, a channel vehicle for a rack storage is provided, which may be formed in particular according to one of the aforementioned aspects, wherein the channel vehicle along storage channels of the rack storage is movable, wherein the sewer vehicle has:

a chassis for movement in storage channels of the rack storage, a load receiving means, in particular a platform for receiving loading aids, in particular for receiving at least one pallet, a position detection device which is adapted to a position of the channel vehicle relative to a first position reference, in particular to a position reference outside a current storage channel, and

at least one sensor element which is designed to monitor a defined reference position of the channel vehicle on the basis of a second position reference, in particular a position reference at the current bearing channel,

wherein the channel vehicle can be coupled to a control device which is designed to compare the determined position with the reference position and, in the case of excessive deviations, to correct the position determined for calibrating the position determination. Also in this way the object of the invention is completely solved.

Namely, according to the invention, the determination or detection of the position of the channel vehicle can be easily checked and corrected, whereby the accuracy of the position determination can be significantly increased. In this way, an even more accurate location of the channel vehicle in the storage channel is possible. For example, this may allow for higher packing densities in the storage channel by reducing "safety margins" between individual load units. Safety distances between the load units may be required to allow selective selection and lifting of the load units at their (presumed) location without touching or even lifting adjacent load units.

In many canal vehicles, especially in autonomously operating canal vehicles, the position determination can be done internally and possibly indirectly. This can include, for example, the evaluation of drive information. In this context, it is also advantageous if the position detection device is designed to determine the position of the channel vehicle relative to the first position reference on the basis of an evaluation of drive information of the channel vehicle.

This may include, for example, the detection of revolutions of drive wheels or drive rollers. Furthermore, the indirect position determination may include the detection of revolutions of drive motors or similar moving components. For various conceivable sewer vehicles, the first, global position reference is outside the current bearing channel. By way of example, the first position reference can be structurally defined by a center of the stacker crane or storage and retrieval device, which can be moved along a guideway, for example on guide rails, in a rack aisle next to the current rack. Such a position reference (a global zero point) can also be the basis of the position determination in the channel vehicle. In particular, in canal vehicles, which can be implemented between a storage and retrieval unit and storage channels, operating situations can occur during the transition from storage and retrieval unit to the shelf itself, which are detrimental to a precise location determination. By way of example, the channeling vehicle may be configured to enter the channel from a load handling device, such as a fork, of the stacker crane. In this case, a gap or edge between the load handling device of the storage and retrieval device and the entrance of the channel is regularly overcome. This may include overcoming insertion aids, such as sloped surfaces or the like. Slip can often occur at such "obstacles". Other undefined operating states are conceivable. However, if the position determination in the channel vehicle is now based on the evaluation of drive information, for example, slip leads directly to errors in the position determination. If drive wheels of the channel vehicle rotate without actually moving, subsequent position determinations are inevitably erroneous.

However, if at least one sensor element is provided which can detect a position reference, in particular a channel end or a channel beginning, in the current position channel, potential slip-related positional deviations or the like can be detected and compensated. It is understood that the detection of the second, channel-side position reference preferably takes place when the channel vehicle is already retracted into the channel, so no obstacles or the like must pass more.

It may be particularly preferred if at least one of the sensor elements of the set up to ensure the Ausfahrschutzes sensor device is also used for monitoring or detection of the channel-side reference position. In this way, synergies can be gained.

A further advantage of the detection of a channel-side reference position can be seen in the fact that failures during the transfer of the channel vehicle can be reliably detected. Such a failure can occur, for example, when the sewer vehicle is jammed or simply can not enter the selected channel on the basis of faulty (vertical or lateral) positioning of the load-handling device of the storage and retrieval device. To detect such operating states, it may be advantageous to define a time window in which it is monitored whether the channel-side reference position has even been reached. Alternatively to a fixed time window can Also, a defined number of Radumdrehungen or engine revolutions of the powertrain used for detecting the position can be used. If there is no corresponding feedback within the selected time, then an error can be assumed. This error can be reacted, for example, by the channel vehicle driving "backwards" to assume its starting position on the load-handling device of the storage and retrieval unit. Now, a repositioning of the lifting device relative to the channel can be done. However, it is also conceivable to initiate appropriate diagnostic and / or repair measures.

Another conceivable possibility for direct relative position determination of the channel vehicle in the bearing channel can be seen in the continuous scanning of regularly recurring "markers" or "marks" along the channel rail. The markers could, for example, be a hole pattern introduced specifically for this purpose or the like. However, it is particularly preferred if the markers are elements which, by design, are present and whose realization therefore does not lead to an additional outlay as far as possible. In a storage channel for canal vehicles, these markers could be around

Screw heads, the channel rail supporting cross sections (such as traverses) or similar elements act.

In a control for the sewer vehicle, a position list can be stored in a data memory in which the position values associated with the corresponding markers or marks are stored. The position values may, for example, correspond to a respective absolute position position of the channel vehicle, if this has passed or reached the corresponding marker. This detection can also be done by the at least one sensor element. However, it is also conceivable to use separate sensor elements for detecting these markers provided on the channel side. In principle, optical, magnetic, inductive or acoustic sensors can be used. For this purpose, the at least one sensor element is preferably used for monitoring the first defined relative position.

It is self-evident that the position of the channeled vehicle, in the case of a continuous continuous position detection, is additionally determined on the basis of the position positions determined. list can be monitored and compared. If the channel vehicle has created the position list with the entries for the detected positions of the markers on its way through the bearing channel, this can serve as a reference for the channel vehicle (or later for another channel vehicle). As already mentioned above, each bearing channel can be assigned a corresponding position list for the markers provided therein. Accordingly, the storage channels may be provided at about their beginning of the channel with a unique code that allows identification of the storage channel and thus an identification of the position list by the channel vehicle. This is possible by way of example via a barcode, via so-called RFID sensors or a similar, unique identifier. Furthermore, it is conceivable that the respective storage and retrieval unit transmits to the channel vehicle via the communication device information for identifying the current storage channel or values recorded in the position list for this storage channel.

The position list for the markers in the storage channel can be created virtually by way of example during the construction and design of the shelf on the basis of design data or design data (in particular based on CAD data).

Alternatively, it is conceivable to carry out a "learning process" during the commissioning of the rack storage or storage area, in which the storage channels of the channel store are first traveled at low speed, wherein the channel vehicle is preferably operated in a drive mode in which no slippage occurs as far as possible. In this way, the position of the individual markers can be detected indirectly via devices for indirect displacement measurement in the sewer vehicle and transferred to the position list. In addition, it would be conceivable to provide an absolute displacement measuring device on the channel vehicle in this so-called "learning mode" in order to be able to detect the position values for the list of detected positions of the markers of the bearing channel even more accurately.

Thus, if a plurality of "marks" or "markers" is defined in the storage channel itself and whose position is determined with sufficiently high accuracy, an actual position of the channel vehicle can be continuously monitored based on a plurality of values of reference positions later, and in case of detected excessive deviations - be corrected. In this way, the position monitoring for the channel vehicle to be continuously calibrated during operation. Even if the absolute storage reference for the sewer vehicle continues to be predetermined, for example, by a position of the storage and retrieval unit, a correction of slip-related errors or similar influencing factors can take place during operation.

The object of the invention is further achieved by a rack storage, in particular a rack warehouse with double-sided accessible storage channels, with at least one channel vehicle according to one of the aforementioned aspects, wherein the channel vehicle along a travel direction in storage channels of the shelf storage is movable.

Also in this way the object of the invention is completely solved.

Preferably, the shelf storage further comprises at least one storage and retrieval unit for storing and retrieving loading equipment, more preferably at least a first storage and retrieval unit, which is associated with a first rack aisle at a first channel end, and a second storage and retrieval unit, the second rack aisle at a second channel end assigned. It is further preferred if the shelf storage comprises so-called "multi-depth" shelves. The advantages of the above-described embodiments are particularly evident in bearing channels which are designed to receive a plurality of loading units one behind the other. A bookshelf accessible on both sides is basically suitable for warehousing according to the FIFO principle. However, it is also conceivable to operate the rack warehouse according to the FILO principle or mixed forms.

The object of the invention is further achieved by a method for controlling a sewer vehicle for a rack storage, in particular by a method for fall protection, wherein the sewer vehicle is movable along storage channels, the method comprising the following steps:

Monitoring a first defined relative position and at least a second defined relative position of the channel vehicle in the bearing channel, wherein the first relative position is determined by a first distance of the channel vehicle to a channel end, and wherein the second Relative position is determined by a second distance of the channel vehicle to the channel end, which is smaller than the first distance,

Activating a first operating mode, in particular a creep mode, upon reaching the first relative position, and

Activating a second operating mode, in particular a deceleration mode, upon reaching the second relative position.

The method may be further developed in that the activation of the first operating mode activates a crawl for the sewer vehicle, wherein the activation of the second operating mode activates a deceleration of the sewer vehicle to a standstill, wherein preferably a speed of the sewer vehicle is selected in creeper such that in the second operating mode, a delay is guaranteed to a standstill in the storage channel. In this way, emergency braking can be initiated in the second operating mode in order to avoid the extension or fall of the sewer vehicle or of the loading unit or of the loading aid accommodated by it.

The method may be further developed by the fact that the first defined relative position is monitored by means of a first sensor element and the second defined relative position by means of a second sensor element, the first sensor element while scanning the channel vehicle targeted a detection range, the detection range of the second sensor element in a depth direction Z, which corresponds to a direction of travel, is upstream.

In particular, when the sensor elements are designed as optical sensor elements, such as a light sensor, the sighting of the associated detection ranges can be realized by suitable recording and alignment on the channel vehicle. By way of example, the sensor elements can be designed to emit at least partially collimated light or at least partially collimated radiation and to detect reflected portions of the radiation. A substantially parallel radiation beam may allow a highly accurate alignment of the sensor elements. It is preferred if the beam paths of the individual sensor elements are configured substantially parallel. The variation of the distances or areas to be monitored can be realized by an arrangement of the respective sensor element at a certain angle to the depth direction Z. It goes without saying that a third sensor element can also be provided in the method for fall protection, which aims at a third monitoring area in the manner described above. In this way, the acquired data and information can be combined as desired in order to reduce the susceptibility to errors and to optimize the response.

According to another aspect, which may also be the subject of a separate invention, the object of the invention, the method further solved by a method for detecting the position of a channel vehicle for a racking, wherein the channel vehicle is movable along storage channels, wherein the Method comprising the following steps:

Determining a position of the channel vehicle relative to a first position reference, in particular to a position reference outside a current bearing channel,

Monitoring a defined reference position of the channel vehicle, in particular when converting or driving over the channel vehicle from a storage and retrieval unit, based on a second position reference, in particular a position reference at the current storage channel, comparing the determined position of the reference position, and

in case of excessive deviations, correction of the determined position for calibration of the position determination.

The method may be further developed in that the step of determining the position relative to the first position reference takes place indirectly on the basis of the evaluation of drive information of the channel vehicle, wherein the step of monitoring the defined reference position by means of a sensor element, which is adapted to the second To capture the position reference.

The method can be developed by monitoring further reference positions in the course of the bearing channel, whereby in the case of excessive ger deviations the detected position of the channel vehicle is corrected, in particular is corrected again to calibrate the position determination.

It is understood that the features of the invention to be explained below and those to be explained below can be used not only in the particular combination indicated, but also in other combinations or in isolation, without departing from the scope of the present invention.

Further features and advantages of the invention will become apparent from the following description of several preferred embodiments with reference to the drawings. Show it:

Fig. 1 is a schematic perspective view of a shelf storage with

Sewer vehicles which can be moved in storage channels;

Figure 2 is a schematic broken side view of a shelf storage with both sides accessible storage channels, which is associated with a first storage and retrieval unit and a second storage and retrieval unit.

Figures 3a and 3b are frontal schematic views of a partially sectioned bearing channel in which a channel vehicle is arranged.

4 shows a schematic perspective view of a channel vehicle with a plurality of sensor elements;

5a and 5b simplified schematic plan views of a storage channel in which a channel vehicle is provided;

6 shows a schematic plan view of a storage channel and a storage and retrieval unit, in a conversion of a channel vehicle between the storage channel and the storage and retrieval unit; 7a and 7b show a perspective partial view (FIG. 7a) and a partial side view (FIG. 7b) of a rail for a storage channel in the region of a channel end; a schematic block diagram of an exemplary embodiment of a method for controlling a channel vehicle, in particular for fall protection; and a schematic block diagram of an exemplary embodiment of a method for position detection for a sewer vehicle in a storage channel.

In the following description, like parts and features will be denoted by like reference numerals. If elements have undergone a modification compared to a previous description, this may be explicitly mentioned in the description. The disclosures contained in the description are mutatis mutandis to like parts and features with the same reference numerals transferable. Location and orientation indications (such as "top," "bottom," "side," "longitudinal," "transverse," "horizontal," "vertical," or the like) are relative to the directly described figure. It is understood, however, that this information can be transferred analogously to the new position or orientation when changing the position or orientation, for example in other figures or embodiments.

Fig. 1 shows a schematic perspective view of a shelf storage 10, which may also be referred to as a channel storage 10 about. The shelf storage 10 has a block of shelves 12 arranged side by side. FIG. 1 also shows the representation of a coordinate system with three axes X, Y and Z. FIG. The description of the figures already mentioned and of those still to be explained adheres basically to the designations of the orientation of the coordinate system in the (intra) logistics usual designations, so that approximately a longitudinal direction with X, a depth or depth extension with Z and a ( vertical) height can be denoted by Y. A shelf front of the shelf storage 10 spans in an XY plane. A shelf depth runs in the Z direction. In the present example, each of the shelves 12 has, by way of example, four shelf channels 14 arranged one above the other. It is understood that other designs with more or fewer channels and shelves are conceivable. The channels 14 serve for the storage of loading aids 16, in particular of loading units, which are formed from loading aids 16 and goods to be loaded 18. The loading aids 16 may also be referred to as charge carriers. The loading aids 16 may be, for example, pallets, trays or the like which are loaded or can be loaded with goods to be loaded 18 (also: articles). The loading aids 16 equipped with the load goods 18 can be stored or retrieved by means of a stacker truck in the channels 14. In Fig. 1 a rack conveyor in the form of a stacker crane 20 is exemplified. Shelf trucks can generally be designed as a material handling truck or forklift. It is understood that, in particular in a (fully automated) rack storage, the supply of the shelves 12 can also be done with differently designed storage and retrieval units 20. By way of example, storage and retrieval units can be accommodated in a rack aisle rail-guided. A rack aisle may be provided between two rack blocks of the rack storage 10 (in Fig. 1, however, only one block is shown). A rack aisle usually extends in the X direction.

The loading aids 16 are moved within the channels 14 with canal vehicles 22, which may also be referred to as shuttles. A channel vehicle 22 may in particular be a rail-guided vehicle which has a vertical (Y-direction) movable lifting device. Rails of the channel vehicle 22, which are not explicitly shown in Fig. 1, may be formed on the shelf 12, in particular in the bearing channels 14. The rails can be designed such that the channel vehicle 22 with lowered lifting device can underrun a loading aid 16, the loading aid 16 can lift with the lifting device and then transporting the loading aid 16 for storage in the channel 14 or for removal from the shelf.

The channel vehicle 22 can be used by means of the rack conveyor 20 in a predetermined channel 14 of the shelf 12. When storing a loading tool 16 in this predetermined channel 14, the load carrier 16 can be moved to a transfer point. From there, the channeling vehicle 22 can pick up the loading aid 16 or the loading unit and store the loading aid 16 accordingly. A paging operation can be done in reverse order. Shelf vehicles 22 can also be implemented between different channels 14. Depending on the current requirement or depending on the pursued bearing principle, a channel 14 can be completely filled or taught with loading aids 16. It is conceivable to form the shelf storage 10 as a continuous storage. A continuous storage facility has, in particular, storage channels accessible on both sides, that is to say a front shelf front and a rear shelf front. Accordingly, the block of shelves 12 illustrated with reference to FIG. 1 can be arranged between two rack aisles, wherein each rack aisle can be assigned a stacker crane 20. However, it is also conceivable to load or empty both rack aisles, ie the front and the rear rack aisle, with one and the same or alternatively with a higher number of storage and retrieval units 20. Accordingly, the shelf storage 10 may also be designed such that the storage and retrieval unit 20 can be rearranged between different rack aisles.

The illustrated with reference to FIG. 1 shelf storage 10 may include a control device 26, in particular a higher-level control device 26, which performs the coordination and control of the channel vehicles 22 and the stacker crane 20 or at least coordinated. The controller 26 may be part of a higher level warehouse management system or warehouse management computer 24. It goes without saying that control devices which have at least limited functionalities can also be provided on the level of the channel vehicles 22 or on the level of the stacker crane 20. As already stated above, the shelf storage 10 or at least individual shelves 12 of the bearing 10 can be operated according to the FIFO principle or according to the FILO principle. Other principles up to chance principles are conceivable.

Fig. 2 shows a schematic broken side view of a shelf 12 of a shelf storage 10, which is designed as accessible on both sides designed shelf 12. Accordingly, the channels 14 of the shelf 12 have a first shelf front, which may be associated with a first storage and retrieval unit 20-1, and a second shelf front, the another storage and retrieval unit 20-2 can be assigned. At the first shelf front, a first channel end 28-1 is formed. At the second channel front, a second channel end 28-2 is formed. It is understood that shelf storage 10 or shelves 12 are conceivable that are only accessible on one side, so only a shelf front with a corresponding (accessible) channel end 28 have. An undesired extension of one of the channel vehicles 22 out of the channel 14 could be threatened, for example, if one of the stacker cranes 20 or the control device 26 (FIG. 1) transmits a wrong target position to a channel vehicle 22, which is no longer in the channel 14.

If the higher-level control device 26 permits the simultaneous driving of a channel 14 with canal vehicles 22 of a plurality of storage and retrieval units 20-1, 20-2, it is conceivable to equip the channel vehicles 22 with so-called anti-collision sensors. The anti-collision sensors can be configured, for example, as optical or acoustic sensors, which are arranged on a channel vehicle 22 and detect the approach of another channel vehicle 22. If such an approach is recognized between two channel vehicles 22, the control of the channel vehicles 22 may cause the channel vehicles 22 to stop before they collide with each other. Furthermore, in the control of the channel vehicles 22 measures can be taken to react in the desired manner to such an approach. For example, the channel vehicle 22 can be made to travel to the beginning of the channel or to the end of the channel. Furthermore, it is conceivable to output a feedback to the higher-level control device 26.

By way of example, the stacker cranes 20 can have a lifting mast 30 which extends substantially in the vertical direction Y. On the mast 30, a boom 32 may be received vertically movable, which may be exemplified with a loading aid, such as a fork. The storage and retrieval unit 20 may be guided on a guide 34 which is formed in the rack aisle. The guide 34 may in particular comprise guide rails for a travel drive of the stacker crane 20. Due to the position and arrangement of the guide, a reference position 36 can be defined, which can be used for example as a "zero point" for position determinations. Alternatively, it is conceivable to take on the mast 30 of the storage and retrieval device 20 a pallet truck, which as it were called "continuation" of the storage channel 14 is designed. In other words, the pallet truck of the stacker crane 20 may have about two rails that can serve as an extension of the channel 14 when the truck of the stacker crane 20 is positioned on the channel 14 in a suitable manner.

2, the storage and retrieval device 20-1 is assigned a first reference position 36-1. The storage and retrieval unit 20-2 is assigned a second reference position 36-2. The stacker cranes 20 can also be provided with a control device 38, which can communicate in various configurations with the (higher) control device 26 of the rack 10, see FIG. 1. The control device 38 on the level of the stacker crane 20 can in principle also with a control device on the level of the channel vehicles 22, compare the reference numeral 56 in Fig. 4.

In other words, for example, the storage and retrieval device 20-1 can address via its control device 38 a control device of the channel vehicle 22-1 and transmit control commands to the channel vehicle 22-1. By way of example, the channeling vehicle 22-1 can be instructed to store the loading aid 16 arranged thereon together with the load 18 in the current storage channel 14 or to remove it from it. In other words, the channel vehicle 22-1 can be designed to take over or deliver the loading aid 16 directly or indirectly from the storage and retrieval unit 20. In the prior art, various concepts of canal vehicles 22 are known, so that initially will not be discussed further details. For the sake of example only reference is made in this context to WO 2009/132687 A1, which originates from the Applicant's company. There, channel vehicles or shuttles are described, which are assigned to a so-called sewer vehicle station, which acts as the basis for the sewer vehicles 22 and can be deposited by a storage and retrieval unit 20 at a channel end 28 of the current channel 14. The channel vehicles 22 can of course also be designed according to the illustration shown in FIG. 2 without such a station.

A direction of travel for the channel vehicles 22 in channel 14 is designated 39 in FIG. 2. The travel direction 39 can coincide in particular with the Z direction. The channel vehicle designated 22-2 in FIG. 2 is used, by way of example, for loading. tion of the loading unit consisting of loading aid 16 and load 18 used in the associated channel 14. Thus, it does not necessarily take place during the movement of the channel vehicle 22-2 a storage or outsourcing. Rather, a rearrangement in the channel 14 itself can be done, for example, to fill in blanks. Rearrangements in the channel 14 itself are particularly suitable for channels 14 accessible on both sides.

The channel vehicle designated 22-3 in FIG. 2 is received on the boom 32 (or on its load-carrying means) of the stacker crane 20-2. In other words, the channel vehicles 22 can be relocated by the storage and retrieval units 20 between different channels 14. A channel vehicle 22 can basically be associated with exactly one storage and retrieval unit 20. However, it is also conceivable that the channel vehicles 22 and the at least one storage and retrieval unit 20 can interact flexibly with each other, so are not (logically) firmly linked together.

Fig. 3a and 3b illustrate a frontal view of a bearing channel 14. The bearing channel 14 has rails 44, which may be referred to as support rails, support rails or guide rails. By way of example, the rails 44 may be designed substantially with an L-shaped cross section. The rails 44 may provide a support for the load supports 16. The rails 44 may further provide a support for a channeling vehicle 22 so that the channeling vehicle 22 may underrun the loading aid 16 (Fig. 3a) and raise or lower (Fig. 3b). The channeling vehicle 22 may include a chassis 40 on which rollers 42 are provided. At least some of the rollers 42 can be driven by a traction drive 46. The rollers 42 may rest on the rails 44.

FIG. 3 b illustrates, on the basis of a greatly simplified, schematic view, that the channeling vehicle 22 can furthermore have a lifting mechanism 48, which is provided or coupled with at least one lifting drive 50. By means of the lifting mechanism 48, a load-receiving means or a platform 52 of the channel vehicle 22 can be raised or lowered. In this way, the loading aid 16 and the load 18 received thereon can be released from the rail 44 and moved through the channel vehicle 22 in the channel 14. The loading aid 16 can be configured in particular as a pallet. The load-receiving means may be designed at least in sections as a platform 52. However, it is also conceivable that the channel vehicle 22 has a load-receiving means in the form of a fork to engage in receiving openings of the loading aid 16.

FIG. 4 shows a perspective view of a channel vehicle 22 configured in accordance with various principles of the present disclosure. Reference is also made to FIGS. 5a, 5b, and 6 which illustrate various application scenarios and deployment modes of the channeling vehicle 22. The channeling vehicle 22 according to FIG. 4 may correspond in its basic structure to a channeling vehicle or shuttle, which is described in WO 2009/132730 A1, which originates from the applicant. It is understood that other configurations of the channel vehicle 22 are readily conceivable.

The platform 52 of the channel vehicle 22 may include a first section 52-1 and a second section 52-2. Further, the channel vehicle 22 has four rollers 42-1, 42-2, 42-3 and 42-4 on each (lateral) side, for example, at least one of which is drivable to move the channel vehicle 22 along the travel direction 39 (Z direction ) to move. As already mentioned above, the channel vehicle 22 can be provided with a control device 56, which can ensure an at least partially autonomous control of the channel vehicle 22. Of course, the control device 56 may be designed to cooperate with the control device 38 of the storage and retrieval device 20, if present, and with the (higher-level) control device 26 of the rack storage 10, if present. The controller 56 may include various modules. By way of example, the control device 56 may be provided with a sensor device 58 or interact with it. Furthermore, the control device 56 may be provided with a position detection device 60 or interact with it.

The sensor device 58 may be associated with a plurality of sensor elements 64, 66, 68. In particular, the sensor elements 64, 66, 68 may be provided at at least one front or rear frontal end of the channel vehicle 22. According to various embodiments, it is preferable if the Channel vehicle 22 at each of its frontal ends, which faces a channel end 28, with a corresponding plurality of sensor elements 64, 66, 68 is provided. In this context, reference is made to FIGS. 5a and 5b, in which the channel vehicle 22 is provided at its first frontal end with a first sensor arrangement comprising a first sensor element 64-1, a second sensor element 66-1 and a third sensor element 68-1 , Furthermore, the channel vehicle 22 has at its second frontal end a second sensor arrangement which comprises a first sensor element 64-2, a second sensor element 66-2 and a third sensor element 68-2.

With reference to FIG. 4, the sensor elements 64, 66, 68 of the sensor device 58 are explained and described in more detail. The sensor elements 64, 66, 68 can be configured as optical sensors, in particular as so-called optical buttons. By way of example, these sensor elements 64, 66, 68 can be designed as light sensors or laser light sensors. Alternatively, at least one of the sensor elements 64, 66, 68 can be configured as a passive optical sensor element and comprise photosensitive elements, such as CCD sensors, which can detect and evaluate ambient light. In a preferred embodiment, the sensor elements 64, 66, 68 are designed to detect the channel end 28-1, 28-2, see also FIGS. 5a and 5b.

In other words, by means of the sensor elements 64, 66, 68 an approximation of the channel vehicle 22 to a channel end 28 can be detected. This information can be used approximately to prevent an unwanted extension or even a crash of the channel vehicle 22 from the channel 14. The sensor elements 64, 66, 68 can be suitably configured to monitor different areas which are located in front of the channel vehicle 22 when the channel vehicle 22 approaches the respective channel end 28.

For example, the first sensor element 64 may be configured to monitor a first detection area 70 associated with a first distance 78. The second sensor element 66 may be configured to monitor a second detection area 72 associated with a second distance 80. The third sensor element 68 may be configured to monitor a third detection area 74 associated with a third distance 82. With others In other words, the sensor elements 64, 66, 68 can be arranged and oriented in such a way that an evaluatable signal is generated in each case when the channel vehicle 22 has approached the channel end 28 up to a first distance, second distance or third distance. The reference numerals 70, 72, 74 can describe by way of example a beam path of radiation emitted or detected by the respective sensor element 64, 66, 68.

It is preferred if the beam paths of the sensor elements 64, 66, 68 are substantially parallel to a plane 76 which may correspond to an XZ plane. By way of example, the first sensor element 64 is arranged and oriented in such a way that a first beam path or detection region 70 extends at an angle α at an angle to the X axis. By way of example, the second sensor element 66 can be arranged and oriented in such a way that its beam path or detection region 72 runs essentially parallel to the X-axis. An angular alignment is conceivable without further ado. Furthermore, if present, the third sensor element 68 can be arranged and oriented in such a way that its beam path or the third detection region 74 is oriented obliquely to the X-axis, in particular at an angle β.

In a basic configuration of the channel vehicle 22, only the first sensor element 64 and the second sensor element 66 are provided. To avoid unwanted extension from the channel 14 can now proceed as follows. If the first sensor element 64 responds, it can be concluded that the channeling vehicle 22 has approached the channel end 28 up to a first distance 78. Advantageously, the channeling vehicle 22 can now already be decelerated in order, if necessary, to be able to stop the channeling vehicle 22 immediately, if an extension out of the channel 14 is actually threatening. In other words, the channeling vehicle 22 may be traversed in a crawl at a delayed speed, such as a so-called crawl speed.

If the second sensor element 66 responds, it can be concluded that the channeling vehicle 22 has moved significantly closer to the end of the channel. According to the embodiment illustrated with reference to FIG. 4, the second is Sensor element aligned substantially parallel to the X-axis. Accordingly, the second sensor element 66 can detect the position of the associated frontal end of the channel vehicle 22. The second distance 80 in the exemplary embodiment shown is by way of example virtually equal to or zero. It is understood that other configurations are conceivable, in particular a slight inclination of the second sensor element 66. If the second sensor element 66 also responds, a deceleration of the channel vehicle 22 can be initialized to a standstill. Since the channeling vehicle 22 is already in the crawl mode and possibly moved at a delayed speed, it is ensured that the channeling vehicle 22 can be reliably delayed to a standstill.

A further advantageous configuration of the sensor device 58 or of the sensor elements 64, 66, 68 is explained with reference to FIG. 4 and in conjunction with FIGS. 5a and 5b. In addition to the first sensor element 64 and the second sensor element 66, a third sensor element 68 may be provided. In this connection, Fig. 5a shows a position of the channel vehicle 22, which corresponds to an approach to the channel end 28-1 to the third distance 82. For detecting this position, the third sensor element 68-1 can be used to detect a front edge 84 of the rail 44-1, see also FIGS. 7a and 7b. FIGS. 5a and 5b also show that the rail 44 may include a side guide 86 and a bottom guide 88. The sensor elements 64, 66, 68 can be oriented in particular on the side guide 86. Furthermore, it can be seen from Fig. 5a that along the bearing channel 14 also shocks or interruptions 90 in the rails 44-1, 44-2 may be formed. Accordingly, the rails 44-1, 44-2 may have at least one gap 92. There could be disadvantages if the sensor device 58 (FIG. 4) of the channel vehicle 22 interprets each break 90 or gap 92 as the end of the channel. This could lead to the channel vehicle 22 also being operated in the crawl mode at the delayed speed in the middle of the channel, ie if there is no danger of an unwanted extension.

According to a preferred embodiment, the presence of breaks 90 or gaps 92 can be detected and bridged. For this purpose, the control device 56 of the channeling vehicle 22 may be designed such that the channeling vehicle 22 is operated in the crawl mode only when both the first Sensor element 64 and the third sensor element 68 detect the approach to the channel end. Since the first sensor element 64 and the third sensor element 68 have different detection regions 72, 76, compare also the distances 78, 82, lead gaps 92 in the rail 44-1, 44-2, which are smaller than the difference of the distances 78, 82nd However, when approaching the channel end 28-1, both the third sensor element 68-1 (FIG. 5a) and the first sensor element 64-1 (FIG. 5b) approach at channel end 28-1, the channeling vehicle 22 may be operated in creep mode to decelerate to a standstill when the second sensor element 66 detects a further approach or even exceeding of the channel end 28-1 to prevent it from moving out. As already explained above, the channeling vehicle 22 can be provided both at its side facing the first channel end 28-1 and at its side facing the second channel end 28-2, with corresponding sensor elements 64-1, 66-1, 68-1 and 64-2, respectively. 66-2, 68-2 be provided.

The sensor elements 64, 66, 68 can in principle be arranged and oriented at least partially "crosswise". In other words, at least one of the sensor elements 64, 66, 68 can be a rail 44-1 and at least one other of the sensor elements 64-1, 66-1, 68-1 can sight and monitor another rail 44-2. In general, the described design of the channeling vehicle 22 can be associated with the advantage that, for the implementation, no large retrofitting effort, ideally no retrofit expenditure, is required for the channels 14 or their rails 44-1, 44-2. Rather, essential elements can be provided for monitoring in the canal vehicles 22 themselves.

FIG. 6 illustrates another advantageous application of sensor elements 64, 66 provided on the channel vehicle 22. FIG. 6 shows a plan view of a storage channel 14, wherein furthermore a storage and retrieval unit 20 docks to the storage channel 14 or is positioned at this. The storage and retrieval unit 20 may be provided on its mast 30 with a boom 32, which may have about a load-receiving means 94, in particular a load-receiving means 94 in the form of a fork. Stacker cranes 20 can also be used to bring channel vehicles 22 in channels 14 and to remove from these. In other words, the canal traffic 22 are delivered by the stacker crane 20 to the channel 14, about to outsource loading units from the channel 14.

For orientation in the channel 14, in particular for orientation along the travel direction 39 or the Z-direction, channel vehicles 22 often have internal systems for detecting an absolute position 96. The absolute position 96 can in particular be related to a reference position 36, which is defined approximately by guide elements 34 for the stacker crane 20, see also FIG. 2. The position detection device 60 (see FIG. 4) of the channel vehicle 22 can now proceed from the reference position or zero position 36 indirectly determine the position of the channel vehicle 22. This can be done for example by means of incremental encoders. To determine the position, for example, drive information can be evaluated on the channel vehicle 22 itself, such as revolutions of rollers or wheels, engine revolutions or the like. However, the detection of the absolute position 96 with respect to the bearing channel 14 or its rails 44-1, 44-2 can be faulty. On the one hand, this may be due to the fact that even a distance 98 between the reference position 36 and the channel end 28 may be subject to tolerances. On the other hand, erroneous position determinations can take place when converting the channel vehicle 22 into the bearing channel 14 if undesired operating states occur. This can happen, for example, when slip occurs at the channel vehicle 22. Slip can be characterized by at least partially spinning drive rollers. If the absolute position detection is not designed to correct or compensate for such operating states, an erroneous position determination inevitably results.

It would therefore be advantageous to detect a corrected position 100 which uses the channel end 28 as a reference. Thus, upon insertion of the channel vehicle 22 into the channel 14, passage of the channel end 28 can be detected. As a result, the second position reference, the channel end 28, determined and can be used for calibration or correction of the position determination based on the first reference position 36. In the storage channel 14 itself, the occurrence of significant slippage or similar operating conditions is unlikely. Thus, if a "zeroing" of the signal occurs when entering the channel 14, it can be assumed that the further position detection and determination is carried out with sufficient accuracy. The detection of the channel The position reference can be carried out with at least one of the sensor elements 64, 66, 68 described with reference to FIGS. 4, 5a and 5b. However, it is also conceivable in principle to use another sensor element to detect the entry into the bearing channel 14. The control device 56 on the level of the channel vehicle 22, the control device 38 on the level of the storage and retrieval device 20 and the (higher-level) control device 26 of the rack 10 can optionally communicate with each other and exchange data, in particular position data.

Figures 7a and 7b illustrate a partial view of the rail 44, which may also be referred to as a support rail, support rail or guide rail of the channel 14. The rail 44 may basically comprise an L-shaped configuration, see also Figs. 3a and 3b. The side guide 86 may represent a lateral boundary for the channel vehicle 22. The floor guide 88 may constitute a pad for rollers 42 of the channel vehicle 22. The side guide 86 may further (on its upper side, which is substantially perpendicular to the Y-direction, provide a support surface for loading units or loading aids 16. In the region of the channel end 28, the rail 44 may be provided with insertion aids Leading chamfers 102, 104 are inclined so that the channeling vehicle 22 or a loading aid 16 transported by the channeling vehicle 22 can be safely inserted into the channel 14 even in the case of (minor) misalignments It should be understood that other designs than insertion aids can be used, such as curves or the like.

To detect the penetration into the respective regions, the sensor elements 64, 66, 68 (FIG. 4) can be designed, for example, to detect a front edge 84 of the rail 44. A corresponding position is designated 106 in FIG. 7b. Alternatively, however, it is also conceivable to use other design elements as the reference position for detecting the passage or the approach to the channel end 28. By way of example, the sensor elements 64, 66, 68 can be designed to detect an (edgy) transition between the side guide 86 and the associated bevel 102. The associated reference position is designated 108 in FIG. 7b. With 1 10 another reference position is designated, which may be exemplified by a marker or a mark 1 12. At the mark 1 12 it can be to act a visually perceptible marking, which is applied to the rail 44, in particular on the side guide 86 (or the insertion bevel 102). The marker 1 12 can be applied with a defined distance to the channel end 28. The marker 1 12 can be chosen in particular such that the sensor elements 64, 66, 68 with high security when passing the marker 1 12 or when approaching the marker 1 12 can output a corresponding signal.

With reference to Fig. 8, a method for controlling a sewer vehicle for a rack warehouse, in particular a method for fall arrest, is illustrated. In a first step S10, a channel vehicle in the storage channel can be moved in a normal gear at a normal speed. This may correspond to a normal operating mode. It may be followed by a step S12, which includes a monitoring, in particular a continuous or a quasi-continuous monitoring, various relative positions. The various relative positions may in particular describe specific distances between the channel vehicle and a channel end, which are monitored to detect impending extension. A step S14 may include monitoring the reaching or passing of a first relative position. A step S16 may include monitoring a reaching or passing of a third relative position. A step S18 may include monitoring the reaching or passing of a second relative position.

The first and the third relative position may describe distances that indicate an approach to the end of the channel, but not an imminent crash or an imminent deployment. The second relative position may describe a position at which the channel vehicle has already reached the shelf end or is in the immediate vicinity of the channel end. The steps S14 and S16 can be linked together. A step S20 may include checking whether both states occur simultaneously, ie whether the channel vehicle has reached or crossed over both the first relative position and the third relative position. If both states do not occur simultaneously, this indicates that in a rail of the storage channel, only a gap was detected in which threatens no extension or crash of the shelf vehicle. Accordingly, no further steps are required, the monitoring can be continued. However, if it is determined in step S20 that both states occur simultaneously, a crawl for the sewer vehicle can be activated. A corresponding step is designated by S22. In creeper, the channel vehicle is regularly moved at a reduced speed. The speed may be chosen such that the shelf vehicle can safely be slowed to a standstill, as far as further approaching the channel end beyond a critical position. This critical position can be monitored and detected in step S18.

The steps S22 and S18 can be linked at a further step S24, in which it is checked whether the channel vehicle approaches or exceeds the second relative position while it is in crawl. If both are true, a delay to a stop or an emergency stop or stop can be activated, compare a step S26. Otherwise, the monitoring can be continued, compare step S12.

Referring to Fig. 9, a block diagram illustrating a method of detecting a position of a channel vehicle is illustrated and explained in more detail. A first step S50 may include the method of a sewer vehicle, in particular the conversion or method of the sewer vehicle from a storage and retrieval unit into a storage channel. It may be followed by a step S52, which includes a continuous position determination and position determination for the channel vehicle. This can be done approximately indirectly based on drive information. The position determination can, for example, make use of data obtained by incremental encoders which detect revolutions of rollers and / or drive motors of the channeled vehicle.

However, if slip or similar undesirable operating conditions occur in the sewer vehicle, the position determination can be faulty. Therefore, parallel to step S52, a step S54 can be carried out, which includes a position monitoring, in particular the monitoring of the passage of a reference position. For this purpose, the passage of a channel end of the bearing channel can be monitored and detected by way of example with at least one sensor element. If the passage of the channel end is detected and reported, compare step S56, a comparison of the absolute position determined in step S52 with the detected reference position can take place. Compare a step S58. If it has been determined in a subsequent step S60 that there are significant deviations, a calibration of the continuous position determination can be triggered in a step 62. An incorrectly determined absolute position can be replaced by a corrected absolute position, so that the further determination of the absolute position of the channel vehicle in the bearing channel can be made with higher accuracy.

According to a further embodiment, the sensor elements 64, 66, 68 of the channel vehicle 22 may be designed and controlled so that they provide constant signals at their signal outputs, as long as the bearing channels 14 and their support rails 44 are formed without interruption. This relates in particular to the area which the sensor elements 64, 66, 68 touch or optically monitor. When a channel vehicle 22 passes from a storage and retrieval unit 20 to the channel 14, and vice versa, a point of interruption is regularly run over, which can represent a "gap" for the sensors 64, 66, 68. Since the sensor elements 64, 66, 68 are designed such that different relative ranges or relative positions are monitored which describe different distances to the channel vehicle 22, a characteristic signal change or a characteristic signal sequence would result when passing or passing such a "gap".

By way of example, the sensors 64, 66, 68 may be designed to output a "1" when a non-interrupted region is touched. Furthermore, the sensor elements 64, 66, 68 may be configured to output an interruption "0" when they are touched or detected. It is understood that the "1" and the "0" are to be understood as examples only of various types of signals and waveforms. These can in particular describe two discrete states of the output signal which can be provided by the sensors 64, 66, 68.

When driving over a gap in the storage channel 14 or when translating from the storage and retrieval device 20 in the storage channel 14 so first the sensor that monitors a "remote area" would detect the gap and thus at its output a signal in the form of a "0" provide. This signal level is maintained as long as the presence of the gap is still detected. If the sewer system If the sensor 22 continues to move and the sensor detects an uninterrupted range, the signal would again change from "0" to "1". The other sensors, such as a sensor for monitoring the central region as well as a sensor for monitoring the short-range would spend a similar characteristic signal change when crossing the gap.

The signal changes of the various sensor elements 64, 66, 68 would be offset in time. The time offset would essentially correspond to the distance between the monitoring areas of the sensor elements 64, 66, 68 or

be proportional to this. The time for the respective characteristic signal change of an output signal (that is, for example, from "1" to "0" and again to "1") would essentially be determined by a length of the interruption as well as an actual travel speed of the channel vehicle 22.

The characteristic signal sequence of the sensor elements 64, 66, 68, in particular the defined time offset of the signal change, can be monitored and evaluated by one of the control devices 26, 56. In this way, the reliability of the sensor device 58 can be significantly increased. Furthermore, the reliability of the detection of gaps or interruptions can be significantly improved. In particular, by means of such monitoring, random failures of the sensor elements 64, 66, 68 can be reliably detected and intercepted. Random failures would at best only be able to lead to disturbances that can be accompanied by damage if such a failure would occur in an area where there is no such "gap" to monitor and control the functioning of the sensor elements 64, 66, 68 and / or The sensor device 58 is provided. Accordingly, it may even be advantageous to provide interruptions or gaps in the bearing channels 14, which may effectively serve as checkpoints for monitoring the operability of the sensor elements 64, 66, 68.

Claims

Patent claims

Channel vehicle (22) for a shelf warehouse (10), in particular for a shelf warehouse (10) with storage channels (14) accessible on both sides, which has the following:

a chassis (40) for movement in storage channels (14) of the rack warehouse

(10),

a load-carrying device (52), in particular a platform, for receiving loading aids (16), in particular for receiving at least one pallet, and

at least one sensor element (64, 66, 68) for monitoring a first defined relative position and at least a second defined relative position of the channel vehicle (22) in the storage channel (14), the first relative position being determined by a first distance (78) of the channel vehicle (22). a channel end (28), and wherein the second relative position is determined by a second distance (80) of the channel vehicle (22) to the channel end (28), which is smaller than the first distance (78),

wherein the canal vehicle (22) can be coupled to a control device (26, 38, 56) which controls a drive (46) of the canal vehicle (22), the control device (26, 38, 56) being designed to, when reaching the first Relative position to activate a first operating mode, in particular a crawling mode, of the canal vehicle (22), and to activate a second operating mode of the canal vehicle (22), in particular a deceleration mode, when the second relative position is reached.

Canal vehicle (22) according to claim 1, wherein the canal vehicle (22) can be operated in a crawling gear in the first operating mode, and wherein the canal vehicle (22) can be decelerated to a standstill in the second operating mode, preferably a speed of the canal vehicle (22) in crawling gear is selected such that in the second operating mode a delay until a standstill in the storage channel (14) is guaranteed.

Canal vehicle (22) according to claim 1 or 2, further comprising a sensor device (58) with at least a first sensor element (64) for monitoring the first defined relative position and at least one second sensor element (66) for monitoring the second defined relative position, the first sensor element having a detection area (70) which corresponds to the detection area (72) of the second sensor element (66) when the canal vehicle (22) is moving Depth direction Z, which corresponds to a travel direction (39), is upstream.

4. Canal vehicle (22) according to claim 3, wherein the sensor device (58) further comprises at least a third sensor element (68) which is designed to detect a third relative position, the third relative position being determined by a third distance (82) of the canal vehicle (22) is intended for the channel end (28), which is greater than the first distance (78) and the second distance (80), the third sensor element (68) in particular having a detection area (74) which corresponds to the detection area (70). of the first sensor element (64) in the depth direction Z, which corresponds to the travel direction (39), is upstream.

5. Canal vehicle (22) according to claim 4, wherein the control device (26, 38, 56) is designed to activate the first operating mode, in particular the crawling mode, of the canal vehicle (22) when the third relative position is reached, the canal vehicle (22 ) can be selectively operated in crawl gear in the first operating mode when both the third sensor element (68) has detected the reaching of the third relative position and the first sensor element (64) has detected the reaching of the first relative position, and wherein the channel vehicle (22) selectively in the first operating mode can be operated in a normal gear when either the third sensor element (68) has detected that the third relative position has been reached or the first sensor element (64) has detected that the first relative position has been reached.

6. Canal vehicle (22) according to one of the preceding claims, wherein the

at least one sensor element (64, 66, 68) is designed as a proximity sensor or button, preferably as an optical proximity sensor or as an optical button, and wherein the at least one sensor element (64, 66, 68) is further preferably designed to detect the presence of guide elements ( 86, 88) of the storage channel (14), in particular of support rails (44).

7. Channel vehicle (22) for a shelf warehouse (10), in particular according to claim 1, wherein the channel vehicle (22) can be moved along storage channels (14) of the shelf warehouse (10), which has the following:

a chassis (40) for movement in storage channels (14) of the shelf storage (10),

a load-carrying device (52), in particular a platform, for receiving loading aids (16), in particular for receiving at least one pallet,

a position detection device (60) which is designed to determine a position of the channel vehicle (22) relative to a first position reference (36), in particular to a position reference (36) outside a current storage channel (14), and

at least one sensor element (64, 66, 68), which is designed to determine a defined reference position of the channel vehicle (22) based on a second position reference (28, 84), in particular a position reference (28, 84) in the current storage channel (14), to monitor,

wherein the canal vehicle (22) can be coupled to a control device (26, 38, 56) which is designed to compare the determined position with the reference position and, in the event of excessive deviations, to correct the determined position to calibrate the position determination.

8. Canal vehicle (22) according to claim 7, wherein the position detection device (60) is designed to determine the position of the canal vehicle (22) relative to the first position reference (36) based on an evaluation of drive information of the canal vehicle (22).

9. Rack storage (10), in particular rack storage (10) with storage channels (14) accessible on both sides, with at least one channel vehicle (22) according to one of the preceding claims, wherein the channel vehicle (22) runs along storage channels (14) of the rack storage (10) is movable.

10. Rack storage (10) according to claim 9, further comprising at least one storage and retrieval device (20) for storing and retrieving loading aids (16), preferably at least one first storage and retrieval device (20-1), which is assigned to a first shelf aisle at a first channel end (28-1), and a second storage and retrieval device (20-2), which is assigned to a second shelf aisle at a second channel end (28-2). is.

1 1 . Method for controlling a channel vehicle (22) for a shelf warehouse (10),

in particular a method for fall protection, wherein the channel vehicle (22) can be moved along storage channels (14), comprising the following steps:

Monitoring a first defined relative position and at least a second defined relative position of the channel vehicle (22) in the storage channel (14), the first relative position being determined by a first distance (78) of the channel vehicle (22) from a channel end (28), and wherein the second relative position is determined by a second distance (80) of the canal vehicle (22) to the canal end (28), which is smaller than the first distance (78),

Activating a first operating mode, in particular a creep mode, when the first relative position is reached, and

Activating a second operating mode, in particular a delay mode, when the second relative position is reached.

12. The method according to claim 1 1, wherein activating the first operating mode activates a crawl gear for the canal vehicle (22), and wherein activating the second operating mode activates a deceleration of the canal vehicle (22) until it comes to a standstill, preferably a speed of the canal vehicle ( 22) in creeper gear is selected in such a way that in the second operating mode a delay until a standstill in the storage channel (14) is guaranteed.

13. The method according to claim 1 1 or 12, wherein the first defined relative position is monitored by means of a first sensor element (64) and the second defined relative position is monitored by means of a second sensor element (66), the first sensor element (64) being monitored during the movement of the canal vehicle (22 ) targets a detection area (70) which corresponds to the detection area (72) of the second sensor element (66). is located upstream in a depth direction Z, which corresponds to a travel direction (39).

Method for position detection for a channel vehicle (22) for a shelf warehouse (10), in particular according to claim 1 1, wherein the channel vehicle (22) can be moved along storage channels (14), comprising the following steps:

Determining a position of the channel vehicle (22) relative to a first position reference (36), in particular to a position reference (36) outside a current storage channel (14),

Monitoring a defined reference position of the channel vehicle (22), in particular when the channel vehicle (22) is moved or driven over by a stacker crane, based on a second position reference (28, 84), in particular a position reference (28, 84) in the current storage channel (14),

Comparing the determined position with the reference position, and

In the event of excessive deviations, correction of the determined situation

Calibration of the position determination.

Method according to claim 14, wherein the step of determining the position relative to the first position reference (36) takes place indirectly on the basis of the evaluation of drive information of the canal vehicle (22), and wherein the step of monitoring the defined reference position by means of a sensor element (64, 66, 68) takes place that is designed to detect the second position reference (28, 84).

Method according to claim 14 or 15, wherein further reference positions are monitored in the course of the storage channel (14), and in the event of excessive deviations, the determined position of the channel vehicle (22) is corrected, in particular corrected again, in order to calibrate the position determination.