EP4638314A1

EP4638314A1 - A service vehicle for an automated storage and retrieval system

Info

Publication number: EP4638314A1
Application number: EP23836771.8A
Authority: EP
Inventors: Trond Austrheim
Original assignee: Autostore Technology AS
Current assignee: Autostore Technology AS
Priority date: 2022-12-23
Filing date: 2023-12-20
Publication date: 2025-10-29
Also published as: WO2024133389A1; NO20221405A1; CN120418168A

Abstract

The invention concerns a service vehicle (10) for retrieving a malfunctioning vehicle (308) from a rail system (110, 111) of an automated storage and retrieval system in which the service vehicle (10) may operate and a method using such a service vehicle (10). The service vehicle (10) comprises a drive unit configured to move the service vehicle along the rail system, a control unit configured to allow a human operator (50) to control the drive unit and a coupling device (42, 43) arranged on one or both sides of the service vehicle (10) for releasable and resilient coupling to the malfunctioning vehicle (308).

Description

TITLE

A SERVICE VEHICLE FOR AN AUTOMATED STORAGE AND RETRIEVAL

SYSTEM

TECHNICAL FIELD

The present invention relates to a service vehicle for retrieving a malfunctioning container handling vehicle, an automated storage and retrieval system comprising such a service vehicle and a method thereof.

BACKGROUND AND PRIOR ART

Fig. 1 discloses a prior art automated storage and retrieval system 1 with a framework structure 100 and Figs. 2, 3 and 4 disclose three different prior art container handling devices 200,300,400 suitable for operating on such a system 1.

The framework structure 100 comprises upright members 102 and a storage volume comprising storage columns 105 arranged in rows between the upright members 102. In these storage columns 105 storage containers 106, also known as containers, are stacked one on top of one another to form stacks 107. The members 102 may typically be made of metal, e.g. extruded aluminum profiles.

The framework structure 100 of the automated storage and retrieval system 1 comprises a rail system 108 arranged across the top of framework structure 100, on which rail system 108 a plurality of container handling vehicles 200,300,400 may be operated to raise storage containers 106 from, and lower storage containers 106 into, the storage columns 105, and also to transport the storage containers 106 above the storage columns 105. The rail system 108 comprises a first set of parallel rails 110 arranged to guide movement of the container handling vehicles 200,300,400 in a first direction X across the top of the frame structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110 to guide movement of the container handling vehicles 200,300,400 in a second direction Y which is perpendicular to the first direction X. Containers 106 stored in the columns 105 are accessed by the container handling vehicles 200,300,400 through access openings 112 in the rail system 108. The container handling vehicles 200,300,400 can move laterally above the storage columns 105, i.e. in a plane which is parallel to the horizontal X-Y plane.

The upright members 102 of the framework structure 100 may be used to guide the containers 106 during raising of the containers 106 out from and lowering of the containers 106 into the columns 105. The stacks 107 of containers 106 are typically self-supporting. Each prior art container handling device 200,300,400 comprises a handling device body / vehicle body 201,301,401 and first and second sets of wheels 202a, 202b, 302a, 302b, 402a, 402b which enable the lateral movement of the container handling devices 200,300,400 in the X direction and in the F direction, respectively. In Figs. 2, 3 and 4 two wheels in each set are fully visible. The first set of wheels 202a, 302a, 402a is arranged to engage with two adjacent rails of the first set 110 of rails, and the second set of wheels 202b, 302b, 402b is arranged to engage with two adjacent rails of the second set 111 of rails. At least one of the sets of wheels 202a, 202b, 302a, 302b, 402a, 402b can be lifted and lowered, so that the first set of wheels 202a, 302a, 402a and/or the second set of wheels 202b, 302b, 402b can be engaged with the respective set of rails 110, 111 at any one time.

Each prior art container handling device 200,300,400 also comprises a lifting device 303,403 for vertical transportation of containers 106, e.g. raising a container 106 from, and lowering a container 106 into, a storage column 105. The lifting device 303,403 comprises one or more gripping / engaging devices 404 which are adapted to engage a container 106, and which gripping / engaging devices 404 can be lowered from the vehicle 200,300,400 so that the position of the gripping / engaging devices 404 with respect to the vehicle 200,300,400 can be adjusted in a third direction Z which is orthogonal the first direction X and the second direction Y. The gripping device 404 of the container handling device / vehicle 400 in form of a plurality of claws is shown in Fig. 4. The lifting device of the container handling device 200 is located within the vehicle body 201 and is thus not shown.

Conventionally, and also for the purpose of this application, Z=1 identifies the uppermost layer available for containers below the rails 110,111, i.e. the layer immediately below the rail system 108, Z=2 the second layer below the rail system 108, Z=3 the third layer etc. In the exemplary prior art disclosed in Fig. 1, Z=8 identifies the lowermost, bottom layer of containers. Similarly, X=1...n and 7=1... n identifies the position of each storage column 105 in the horizontal plane. Consequently, as an example, and using the Cartesian coordinate system X, Y, Z indicated in Fig. 1, the containers identified as 106’ in Fig. 1 can be said to occupy storage position X= 17, Y=1, Z=6. The container handling devices 200,300,400 can be said to travel in layer Z=0, and each storage column 105 can be identified by its X and Y coordinates. Thus, the containers shown in Fig. 1 extending above the rail system 108 are also said to be arranged in layer Z=0.

The storage volume 104 of the framework structure 100 has often been referred to as a storage grid, where the possible storage positions within this grid are referred to as storage cells. Each storage column may be identified by a position in an X- and Y- direction, while each storage cell may be identified by a container number in the X-, Y- and Z-direction. Each prior art container handling device 200,300,400 comprises a storage compartment or space for receiving and stowing a container 106 when transporting the container 106 across the rail system 108. The storage space may comprise a cavity arranged internally within the vehicle body 201,301,401 as present in Figs. 2 and 4 and as described in e.g. WO2015/193278A1 and WO2019/206487A1, the contents of which are incorporated herein by reference.

Fig. 3 shows an alternative configuration of a container handling device / vehicle 300 with a cantilever construction. Such a vehicle is described in detail in e.g. NO317366, the contents of which are also incorporated herein by reference.

The central cavity type vehicle 200 shown in Fig. 2 may have a footprint that covers an area with dimensions in the X and Y directions which is generally equal to the lateral extent of a storage column 105, e.g. as is described in WO2015/193278A1, the contents of which are incorporated herein by reference. The term ‘lateral’ used herein may mean ‘horizontal’.

Alternatively, the cavity container handling devices / vehicle 400 may have a footprint which is larger than the lateral area defined by a storage column 105 as shown in Figs. 1 and 4, e.g. as is disclosed in W02014/090684A1 or WO2019/206487A1.

The rail system 108 typically comprises rails with grooves in which the wheels of the vehicles run. Alternatively, the rails may comprise upwardly protruding elements, where the wheels of the vehicles comprise flanges to prevent derailing. These grooves and upwardly protruding elements are collectively known as tracks. Each rail may comprise one track, or each rail 110,111 may comprise two parallel tracks. In other rail systems 108, each rail in one direction (e.g. an X direction) may comprise one track and each rail in the other, perpendicular direction (e.g. a Y direction) may comprise two tracks. Each rail 110,111 may also comprise two track members that are fastened together, each track member providing one of a pair of tracks provided by each rail.

WO2018/146304A1, the contents of which are incorporated herein by reference, illustrates a typical configuration of rail system 108 comprising rails and parallel tracks in both X and Y directions.

In the framework structure 100, a majority of the columns are storage columns 105, i.e. columns 105 where containers 106 are stored in stacks 107. However, some columns may have other purposes. In Fig. 1, columns 119 and 120 are such specialpurpose columns used by the container handling devices 200,300,400 to drop off and/or pick up containers 106 so that they can be transported to an access station (not shown) where the containers 106 can be accessed from outside of the framework structure 100 or transferred out of or into the framework structure 100. Within the art, such a location is normally referred to as a ‘port’ and the column in which the port is located may be referred to as a ‘port column’ 119,120. The transportation to the access station may be in any direction, that is horizontal, tilted and/or vertical. For example, the containers 106 may be placed in a random or dedicated column 105 within the framework structure 100, then picked up by any container handling device and transported to a port column 119,120 for further transportation to an access station. The transportation from the port to the access station may require movement along various different directions, by means such as delivery vehicles, trolleys or other transportation lines. Note that the term ‘tilted’ means transportation of containers 106 having a general transportation orientation somewhere between horizontal and vertical.

In Fig. 1, the first port column 119 may for example be a drop-off port column where the container handling devices 200,300,400 can drop off containers 106 to be transported to an access or a transfer station, and the second port column 120 may be a dedicated pick-up port column where the container handling devices 200,300,400 can pick up containers 106 that have been transported from an access or a transfer station.

The access station may typically be a picking or a stocking station where product items are removed from or positioned into the containers 106. In a picking or a stocking station, the containers 106 are normally not removed from the automated storage and retrieval system 1, but are returned into the framework structure 100 again once accessed. A port can also be used for transferring containers to another storage facility (e.g. to another framework structure or to another automated storage and retrieval system), to a transport vehicle (e.g. a train or a lorry), or to a production facility.

A conveyor system comprising conveyors is normally employed to transport the containers between the port columns 119,120 and the access station.

If the port columns 119,120 and the access station are located at different levels, the conveyor system may comprise a lift device with a vertical component for transporting the containers 106 vertically between the port column 119,120 and the access station.

The conveyor system may be arranged to transfer containers 106 between different framework structures, e.g. as is described in WO2014/075937A1, the contents of which are incorporated herein by reference.

When a container 106 stored in one of the storage columns 105 disclosed in Fig. 1 is to be accessed, one of the container handling devices 200,300,400 is instructed to retrieve the target container 106 from its position and transport it to the drop-off port column 119. This operation involves moving the container handling device 200,300,400 to a location above the storage column 105 in which the target container 106 is positioned, retrieving the container 106 from the storage column 105 using the container handling device’s 200,300,400 lifting device, and transporting the container 106 to the drop-off port column 119. If the target container 106 is located deep within a stack 107, i.e. with one or a plurality of other containers 106 positioned above the target container 106, the operation also involves temporarily moving the above - positioned containers prior to lifting the target container 106 from the storage column 105. This step, which is sometimes referred to as “digging” within the art, may be performed with the same container handling device that is subsequently used for transporting the target container to the drop-off port column 119, or with one or a plurality of other cooperating container handling devices. Alternatively, or in addition, the automated storage and retrieval system 1 may have container handling devices 200,300,400 specifically dedicated to the task of temporarily removing containers 106 from a storage column 105. Once the target container 106 has been removed from the storage column 105, the temporarily removed containers 106 can be repositioned into the original storage column 105. However, the removed containers 106 may alternatively be relocated to other storage columns 105.

When a container 106 is to be stored in one of the columns 105, one of the container handling devices 200,300,400 is instructed to pick up the container 106 from the pickup port column 120 and transport it to a location above the storage column 105 where it is to be stored. After any containers 106 positioned at or above the target position within the stack 107 have been removed, the container handling device 200,300,400 positions the container 106 at the desired position. The removed containers 106 may then be lowered back into the storage column 105, or relocated to other storage columns 105.

For monitoring and controlling the automated storage and retrieval system 1, e.g. monitoring and controlling the location of respective containers 106 within the framework structure 100, the content of each container 106; and the movement of the container handling devices 200,300,400 so that a desired container 106 can be delivered to the desired location at the desired time without the container handling devices 200,300,400 colliding with each other, the automated storage and retrieval system 1 comprises a control system 600 which typically is computerized and which typically comprises a database for keeping track of the containers 106.

A problem associated with known automated storage and retrieval systems 1 is that it is challenging for personnel to access the rail system 108 for carrying out inspection, or to carry out maintenance of or to remove malfunctioning container handling vehicles 200,300,400.

WO 2015/140216A1 discloses a service vehicle for cleaning the grid and for inspection of the grid. The service vehicle is arranged with a releasable latching mechanism for docking with a malfunctioning container handling vehicle. After connecting with the vehicle, the service vehicle brings the vehicle to a designated location on the grid for inspection and maintenance. This publication also suggests an overhead carrying arrangement for removing a malfunctioning vehicle from the grid. In this arrangement either a bridge -shaped robotic vehicle or two robotic vehicles connected with a cross beam are arranged with a device for lifting the malfunctioning vehicle from the grid. The malfunctioning vehicle is carried in an elevated position to the designated location. In addition, the publication suggests that the service vehicle may be arranged with a seat for carrying a user to inspect and carry out maintenance. The personnel carrying version of the service vehicle may be manually operated by the user, or alternatively remotely controlled by the control system.

However, these known service vehicles have disadvantages. For example, they rely on latching the service vehicle to the container handling vehicle in question, an operation that necessitates modification of the container handling vehicle, thereby increasing the cost significantly.

Further, the disclosed unmanned service vehicle in which the malfunctioning vehicle may be pulled/pushed is dependent on bringing the container handling vehicle to a predetermined position reachable for personnel, Hence, it does not allow further service, maintenance and/or control at the malfunctioning position of the container handling vehicle.

It is an aim of the present invention to provide a service vehicle, an automated storage and retrieval system and a method for operating such a system that solves or at least mitigates one of the aforementioned problems.

SUMMARY OF THE INVENTION

The present invention is set forth and characterized in the independent claims, while the dependent claims describe other preferred/optional features.

In a first aspect, the invention concerns a service vehicle for retrieving a malfunctioning vehicle from a rail system comprising a first set of parallel rails arranged in a first direction X and a second set of parallel rails arranged in a second direction Y orthogonal to the first direction X. The intersections of the rails form a grid of grid cells defining grid openings.

The service vehicle comprises a drive unit configured to move the service vehicle along the rail system, a control unit configured to allow a human operator to control the drive unit while driving the service vehicle along the first and second sets of parallel rails and at least one, preferably two coupling device arranged on one or both sides of the service vehicle for releasable coupling to the malfunctioning vehicle. The drive unit comprises a first set of wheels and a second set of wheels for allowing the service vehicle to drive along the rail system in the first direction X and the second direction Y, respectively.

Moreover, the first set of wheels may be lifted or lowered relative to the rail system.

The first set of wheels may comprise a first pair of wheels and a second pair of wheels, each pair arranged at opposite sides of the vehicle body. The wheels of a pair of the first set of wheels may drive on different rails. The wheels of a pair of the first set of wheels may be connected by a shaft.

The second set of wheels may comprise a first pair of wheels and a second pair of wheels, each pair arranged at opposite sides of the vehicle body. The wheels of a pair of the second set of wheels may drive on different rails. The wheels of a pair of the second set of wheels may be connected by a shaft. The distance between the wheels of a pair of the second set, may be equal to the distance between two adjacent rails in the second set of parallel rails, i.e. the wheels of a pair are driving on adjacent rails.

The rails of the first and/or second set of rails may comprise single tracks or double tracks.

The distance between the second set of wheels may be equal to the distance between the second set of parallel rails.

The distance between the second set of wheels along the second direction Y may be equal to the distance between inner tracks of the second set of parallel rails.

When the container handling vehicle is driving on inner tracks, the outer tracks of the double tracked rails may be used for another vehicle.

The releasable coupling device(s) is/are configured to allow the malfunctioning vehicle to be pulled / towed or pushed / nudged along the rail system during movements of the service vehicle, preferably while at least one set of wheels of the malfunctioning vehicle is in contact with the rail system. The coupling device may be configured to establish a connection to the malfunctioning vehicle, such that when the connection to the malfunctioning vehicle is established, the malfunctioning vehicle may be pulled/towed or pushed/nudged along the rail system by driving the service vehicle along the rail system.

The service vehicle may also comprise a human operator support arranged on or above the drive unit to provide support for the human operator during operation on the rail system. The human operator support may for example be a chair.

In one exemplary configuration the service vehicle may comprise a cab section arranged on top of / above the drive unit and enclosing, at least partly, preferably fully, the human operator during operation, thereby providing a protected environment for the human operator.

The term ‘fully’ is herein defined as a enclosure around the four sides of the human operator providing a protective shield for the human operator. However, the cab section may also comprise a roof and/or a floor. In the latter case, the human operator may place his / her feet on the floor of the cab section while being seated on the above-mentioned chair.

The coupling device(s) may be connected to at least one side of the cab section.

In one exemplary configuration the cab section may comprise a frame and a removable barrier connected to the frame and arranged at one or both sides of the service vehicle, i.e. between a front and a back of the service vehicle. The coupling device may further be connected either to the frame or to the removable barrier.

Alternatively, the removable barrier(s) may be arranged at the front and/or the back of the service vehicle.

The removable barrier may be any removable protection such as a hinged door, one or more suspended chains or a sliding barrier.

The frame may comprise a plurality of channel section members in the channels may receive fasteners of components like the coupling devices.

The cab section may also comprise protective side panels closing openings within the frame.

In one exemplary configuration the control unit may be arranged fully within a peripherical rim of the cab section measured along the rail system thereby avoiding or reducing risk of accidents due to for example pinching during maneuvering of the service vehicle.

In one exemplary configuration the control unit may comprise a first control for driving the service vehicle in the first direction X and a second control for driving the service vehicle in the second direction Y. The control unit may further be configured such that a first set of wheels are lifted or lowered to release I establish contact with the rails depending on the instructions of the human operator. The control unit may also comprise a starter for starting / stopping power supply to the drive unit. The first and second controls may comprise a slidable button and/or a pivotable stick.

In one exemplary configuration the service vehicle may comprise one or more position sensors to register when the second set of wheels are positioned a grid space confined by intersections of the first and second set of parallel rails, thereby allowing change of directions of the service vehicle by lifting / raising of the first set of wheels using a wheel displacement mechanism. The control unit may be configured such that, when the first or the second control is activated / operated by the human operator in a specific manner, the control unit may send a command to the drive unit to move the service vehicle to an adjacent grid space or to perform fine adjustments of the drive unit until the sufficient positioning relative to the rail system is achieved. The specific manner may for example be releasing the first or the second control when the service vehicle is moving in an intermediate position between two grid cells.

Hence, when the service vehicle is approaching a malfunctioning vehicle from the side, i.e. along the second direction Y, the service vehicle may be designed such that the side apart from the coupling device is flush with the grid space dimensions.

In one exemplary configuration the coupling device may comprise a spring-loaded bolt configured to establish a releasable and resilient coupling / clamp between the coupling device and the malfunctioning vehicle during operation. For example, the end of the spring-loaded bolt(s) may be inserted into an aperture / recess into a topmost surface of the malfunctioning vehicle to ensure adequate coupling for allowing the above mentioned pulling/pushing operation.

In one exemplary configuration the coupling device may comprise a locking mechanism configured to lock the spring loaded bolt in a lifted spring loaded position.

In one exemplary configuration the coupling device may comprise a bracket such as a U-shaped bracket fixed to, and protruding from, the service vehicle.

The spring loaded bolt may be configured movable in a direction perpendicular to the first and the second directions X, Y.

Also, the bracket and the spring -loaded bolt may be arranged such that a counteracting spring force is set up when the spring -loaded bolt is lifted.

In one exemplary configuration the coupling device may comprise a gripping section such as a handle attached to, or forming an integral part of, one end of the rod, wherein the gripping section allows the human operator to grip and lift the rod using their hand.

In one exemplary configuration the locking mechanism may be in form of a lip protruding from a topside of the bracket, wherein the lip has a height and a position relative to the bracket that allows the spring-loaded bolt to be kept in a lifted position when the coupling device is arranged such that the gripping section / handle is being supported onto the lip.

The end of the spring forming part of the spring-loaded bolt may abut the upper part of the bracket during the lifting of the rod. In one exemplary configuration the coupling device may comprise a contact element / knob arranged at a free end of the spring loaded bolt which is dimensioned to establish a stable coupling with the malfunctioning vehicle, for example within an aperture / recess arranged on the malfunctioning vehicle’s topside.

If the service vehicle comprises two coupling devices (see below), the contact element(s) may engage the comers or near the corners of the malfunctioning vehicle’s topside.

The coupling device may also comprise a stopper / positioner which can abut a side of a malfunctioning vehicle in order to position the contact element on or above a topside of the malfunctioning vehicle at a set distance from the malfunctioning vehicle’s peripheral rim with respect to the horizontal plane.

In one exemplary configuration the service vehicle may comprise two vehicle coupling devices fixed on the at least one side, preferably both, wherein the two coupling devices are arranged with an offset along the first direction X. The offset may be set to be at least 80 % of the width of the malfunctioning vehicle to be retrieved. More preferably, the offset may be set to coincide the internal corners of the topside of the malfunctioning vehicle.

In a second aspect, the invention concerns an automated storage and retrieval system comprising a service vehicle as described above for the first aspect, the rail system supporting the service vehicle and a container handling vehicle movable on the rail system. The system may also comprise a storage volume to store storage containers in vertical stacks, wherein the rail system is arranged above the storage volume.

In one exemplary configuration of the second aspect the container handling vehicle may comprise a contact aperture / recess on a topside thereof, wherein the contact aperture is configured to receive a portion of the coupling device when establishing the releasable and stable coupling, for example by insertion of the contact element(s) described above which is/are designed to create a tight fit, or near tight fit, with the aperture / recess.

In case of two coupling devices on the side of the service vehicle as described above, the contact elements may be placed in respective recesses at or near internal corners at the topside of the malfunctioning vehicle. The recess may also be one continuous recess running from one internal corner to the other along the first direction X.

In a third aspect, the invention concerns method for retrieving a malfunctioning container handling vehicle from a rail system of an automated storage and retrieval system as described above for the second aspect.

The method comprises the following steps performed by a human operator: - operating the service vehicle on the rail system by use of the control unit such that the coupling device is positioned above at least a part of the malfunctioning vehicle;

- optionally lowering the malfunctioning vehicle by operating its manual override control system prior to positioning of the coupling device;

- establishing a releasable coupling to the malfunctioning vehicle by operating the coupling device; and

- dragging or pushing the malfunctioning vehicle by moving the service vehicle to a position where the malfunctioning vehicle may be handled by an operator located outside the rail system and/or performing repair of the malfunctioning vehicle on site.

In an exemplary process of the third aspect the coupling device may comprise a bracket such as a U-shaped bracket which is fixed to at least one side, preferably both sides, of the service vehicle, a spring loaded bolt arranged in or at the bracket such that the spring loaded bolt may be moved in a direction perpendicular to the first and the second directions X, Y.

The bracket and the spring-loaded bolt may further be arranged such that a counteracting spring resistance is established when the bolt is lifted up by a human operator and/or a motorized mechanism.

The spring constituting part of the spring-loaded bolt may be arranged such that the end of the spring abuts an upper part of the bracket during at least part of the lifting.

Moreover, the human operator may achieve the desired releasable and resilient coupling to the malfunctioning vehicle by lifting the spring-loaded bolt up until a lower end of the spring-loaded bolt is situated higher than a coupling area on a topside of the malfunctioning vehicle; moving the service vehicle such that the coupling device is positioned adjacent the malfunctioning vehicle at a neighboring grid cell, if needed, moving the service vehicle closer towards the malfunctioning vehicle and/or moving the coupling device relative to the bracket while keeping the spring loaded bolt in a lifted biased position (by keeping the upward directed force using external means such as separate blockers and/or activating a locking mechanism of the coupling device) until the lower end of the bolt is above the coupling area and releasing the biasing force on the bolt such that contact is established between the bolt and the malfunctioning vehicle. Setting the bolt in the lifted, biased position may be performed in conjunction with lowering the malfunctioning vehicle using a manual override control panel.

As for the first and second aspects, the coupling area may comprise one of more apertures / recesses in order to ensure a stable coupling between the service vehicle and the malfunctioning vehicle.

There is also a possibility of controlling the height adjustment of the wheels of the vehicle by use of said manual override option on the malfunctioning vehicle. The service vehicle and/or the malfunctioning vehicle may thus be moved closer such that the contact elements are positioned above the topside, e.g. aligned with an aperture / recess. The malfunctioning vehicle is then raised manually. The service vehicle may in addition be lowered by operating its wheel displacement mechanism.

As mentioned for the first aspect, the coupling device may be configured with a lock mechanism locking the spring-loaded bolt in an lifted biased position by the human operator, hence allowing movements of the service vehicle and/or the malfunctioning vehicle to position the bolt above the malfunctioning vehicle’s topside, for example above an aperture / recess. The locking mechanism may be a lip on the bracket onto which a corresponding lip of the bolt is placed after rotation. Locking the coupling device in a lifted biased position may be done in conjunction with lowering the malfunctioning vehicle by manual override and/or lifting the service vehicle.

In a typical operation, the spring loaded bolt(s) is/are set in lifted biased position(s) before driving to the malfunctioning vehicle.

To position the lower end of the bolt above the coupling area may alternatively or in addition be achieved with aid of an asymmetric bolt design that would protrude into the topside of the malfunctioning vehicle by rotation.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings depict embodiments of the present invention by way of example only and are appended to facilitate the understanding of the invention.

Fig. 1 is a perspective view of a prior art automated storage and retrieval system comprising a rail system onto which remotely operated container handling vehicles are operating and a storage volume for storing stacks of containers.

Fig. 2 is a perspective view of a prior art remotely operating vehicle having a centrally arranged cavity for carrying containers therein.

Fig. 3 is a perspective view of a prior art remotely operating vehicle having a cantilever for carrying containers underneath.

Fig. 4 is a perspective view of a prior art remotely operating vehicle having an internally arranged cavity for carrying containers therein, wherein the cavity is offset from its center relative to the A-direction.

Fig. 5 is a perspective side view of a motorized service vehicle according to one embodiment of the invention, separated in three modules. Fig. 6 is a perspective bottom view of a motorized service vehicle according to one embodiment of the invention.

Figs. 7 A and B are different perspective side views of a motorized service vehicle according to one embodiment of the invention operating on a rail system forming part of an automated storage and retrieval system.

Fig. 8 is a perspective side view of a part of the automated storage and retrieval system shown in fig. 7, wherein fig. 8A shows the service vehicle and two container handling vehicles and fig. 8B shows part of a wheel displacement mechanism in further detail.

Fig. 9 is a perspective side view of part of the automated storage and retrieval system shown in figs. 7 and 8, wherein the motorized service vehicle is arranged adjacent a malfunctioning container handling vehicle.

Fig. 10 is a perspective top view of the malfunctioning container handling vehicle and part of the motorized service vehicle in fig. 9, wherein a releasable coupling is established there between.

Fig. 11 is a perspective side view of a part of a motorized service vehicle according to one embodiment of the invention, wherein the illustrated side of the service vehicle comprises two coupling devices arranged near the corners and wherein fig. 11A shows the part of the service vehicle and fig. 11B shows one of the coupling device in further detail.

Fig. 12 is a top view of a motorized service vehicle according to one embodiment of the invention, wherein fig. 12A shows the entire service vehicle and fig. 12B shows one of the control units in further detail.

Fig. 13 is a side view of a motorized service vehicle according to one embodiment of the invention, wherein a door arranged at a side of the service vehicle is set in an open position.

DETAILED DESCRIPTION OF THE INVENTION

In the following, embodiments of the invention will be discussed in more detail by way of example only and with reference to the appended drawings. It should be understood, however, that the drawings are not intended to limit the invention to the subject-matter depicted in the figures. Furthermore, even if some of the features are described in relation to the automated storage and retrieval system 1 and the service vehicle 10 only, it is apparent that they are valid for the related methods as well, and vice versa. The framework structure 100 of the automated storage and retrieval system 1 is constructed in a similar manner to the prior art framework structure 100 described above in connection with Figs. 1 -4. That is, the framework structure 100 comprises a number of upright members 102 and comprises a rail system 108 having parallel X- rails 110 extending in the X direction and parallel /-rails 111 extending in the Y direction, thereby forming a grid of grid cells with grid openings 112.

The framework structure 100 further comprises storage compartments in the form of storage columns 105 provided between the members 102, wherein storage containers 106 are stackable in stacks 107 within the storage columns 105.

The framework structure 100 can be of any size. In particular it is understood that the framework structure 100 can be considerably wider and/or longer and/or deeper than the size disclosed in Fig. 1. For example, the framework structure 100 may have a horizontal extent of more than 600x600 storage columns and a storage depth allowing stacks 107 of more than twelve storage containers 106.

One embodiment of the automated storage and retrieval system 1 according to the invention will now be discussed in more detail with reference to Figs. 5-13.

Fig. 5 shows a motorized service vehicle 10 for retrieval of a malfunctioning container handling vehicle 200,300,400 (hereinafter referred to as a faulty robot 300) from a rail system 108, where the configuration of the service vehicle 10 may as shown in fig. 5 be divided into three modules;

- a wheeled drive unit 20 configured to move the service vehicle 10 along the rail system 108 by aid of motors and wheels,

- a human operator support 30 arranged on the drive unit 20, including a seat/chair 31 in which a human operator 50 may be seated when operating the service vehicle 10 and

- a cab section 40 surrounding the human operator support 30, thus creating a safety barrier for the human operator 50 during movements on the rail system 108.

The drive unit 20 includes a body 21, a first set of wheels 22a for allowing movement along the X rails 110, a second set of wheels 22b for allowing movements along the Y rails 111, a wheel displacement mechanism 23 for raising / lowering the first set of wheels 22a from / to the X rails 110, a first drive motor 22c for providing rotational power to the first set of wheels 22a and a second drive motor 24b for providing rotational power to the second set wheels 22b.

The first and second drive motors 22c, 24b are configured to allow rotation of the wheels 22a, 22b in both directions. The number of wheels in each set is typically four, where each pair of both sets is interconnected by a shaft 23a, 24a. In the particular embodiment shown in the figures (best shown in fig. 6), the shafts 23a between each of the two pairs of the first set 22a form a direct rotational coupling with the wheels while the shaft 24a of the second set 22b couples the two pairs via the second drive motor 24b.

The rotational power to the first set 22a is delivered via a drive bar 22d and toothed gears, wherein the drive bar 22d is rotationally coupled to the first drive motor 22c.

Still with particular reference to fig. 6, the lifting / lowering of the first set of wheels 23 may be achieved by fixing the shafts 23a of the first set 22a to hinges 23b that may pivot relative to the body 21 with a pivot axis oriented along the Y direction. The pivoting of the hinges 22b may be achieved by a wheel displacement motor 23 c displacing a wheel displacement bar 23 d, which again causes the hinges 23b to lift/lower both pairs of the first set of wheels 22a from/to the X-rails 110.

Hence, when the hinges 23b are pivoted such that the first set of wheels 22a are positioned a distance above the A-rails 110, the second set of wheels 22b are contacting the T-rails 111 and the service vehicle 10 moves in the Y direction.

When the hinges 23b are pivoted such that the first set of wheels 22a are contacting e the Jf-rails 110, the second set of wheels 22b are raised, causing the service vehicle 10 to move in the X direction.

Control units 60 for controlling the power the motors 22c, 24b supply to the wheels 22a, 22b and the power the motor 23c supplies for pivoting the hinges 23b are arranged at or near the seat / chair 31, thereby allowing the human operator 50 to handle the control units 60 using his/her hands 51 while seated.

As best seen in fig. 12, each control unit 60 may comprise

- a starter 63 for starting or shutting off the flow of power to the drive unit 20,

- a first control 61 to instruct the drive unit 20 to move the service vehicle 10 in the X direction by lowering the first set of wheels 22a onto the %-rails 110 using the wheel displacement motor 23c, activating the first drive motor 22c to provide rotational power to the first set of wheels 22a and deactivating the second drive motor 24b to shut off rotational power to the second set of wheels 22b, and

- a second control 62 to instruct the drive unit 20 to move the service vehicle 10 in the Y direction by raising the first set of wheels 22a from the A- rails 110 using the wheel displacement motor 23c, thereby establishing contact between the second set of wheels 22b and the T-rails, deactivating the first drive motor 22c to shut off rotational power to the first set of wheels 22b and activating the second drive motor 24b to provide rotational power to the second drive motor 24b.

The control unit 60 may further be programmed such that the wheels 22a, 22b are driven as responds to specific operations of the first and second controls 61,62 provided by the human operator 50.

For example, the control unit 60 may be programmed to start and continue driving the drive unit 20 in an X direction or an Y direction at a specific high velocity when the first or second control 61,62 is set and kept in a drive position by the operator 50, to start and continue driving the drive unit 20 in and X or an Y direction at a specific low velocity until the second set of wheels 22b are positioned on or near the intersections of the rails 110,111 above the nearest grid opening 112 in the driving direction when the first or the second control 61,62 is set in a drive position by the operator 50 and then released or set back into the initial / neutral position.

The drive position of the first and second control 61,62 may be set for movements in negative and positive X and Y directions, for example by sliding a button forward and backward for moving the service vehicle 10 forward and backward (X direction) and sliding the button to the left and right for moving the service vehicle 10 to the left and right (Y direction).

Further, the control unit 60 may be programmed such that shutting off the flow of power to the drive unit 20 by pressing the starter 63 also activates a wheel brake on one or both sets of wheels 22a, 22b.

In addition to the seat / chair 31, the human operator support 30 may comprise a seat support 32 fixed to the drive unit 20 to ensure correct height of the seat/chair 31. To further increase safety for the operator, the seat / chair 31 may be equipped with a safety belt 33.

The cab section 40 may include a frame 41 set up by a number of upright members and horizontal members, a front and a back plate / cover 44 arranged between the upright members and hinged doors 45,45b arranged at the sides of the cab section 40, i.e. along the X direction. As for the frame 41, the doors 45 may also be set up by a number of upright and horizontal members, thereby creating openings through which the operator 50 may handle objects outside the service vehicle 10 while staying within the protected environment of the cab section 40, for example a manual override control panel of the faulty robot 300. The cab section 40 may also include a grid opening cover 46 which the operator 50 may pick up while on the rail system 108 to cover a particular grid opening 112 and thereby create a floor to stand on or support objects. In fig. 7B such a cover 46 is seen hanging from a hook on the back cover 44.

With particular reference to figs. 10 and 11, the cab section 40 also includes two coupling devices 42 arranged on the door 45 of each cab section side for establishing a releasable and resilient coupling to a topside 308 of a faulty robot 300. The distance between the coupling devices 42 are set to correspond to the distance between to topside’s internal corners 308’ adjacent the service vehicle 10. The two coupling devices 42 may alternatively be fixed to the frame 41.

In addition to the coupling devices 42, the cab section 40 may include other types of coupling devices 43 for establishing releasable coupling to items present on the rail systems 108 other that faulty robots 300.

Each coupling device 10 may comprise a U-shaped bracket 42d fixed to an upright member of the door 45 (as illustrated in the figures) and/or the frame 41. A bolt 42a is arranged into upper and lower protruding plates of the bracket 42d to restrict bolt movements to only vertical movements and rotations around its vertical axis. Further, a spring 42b is arranged along the part of the bolt 42a situated between the upper and lower plates, thereby creating a spring-loaded bolt 42a which sets up a counteracting spring force when lifted. A horizontal handle 42e is fixed to the upper end of the bolt 42a to allow the operator 50 to easily lift the bolt 42a by his/her hand 51. The handle 42e may alternatively form an integral part of the bolt 42a.

In order to enable keep the spring-loaded bolt 42a in a lifted, biased position, the coupling device 42 may further comprise a lip 42f protruding from the bracket’s upper plate. The handle 42e may be supported onto the lip 42f by lifting the bolt 42a to a sufficient height, rotating the handle 42e to be in line with the lip 42f and releasing the handle 42e. The height and the position of the lip 42f is set to achieve the desired height of the lifted position to allow a free end / contact element 42c of the bolt 42a to be flush with or higher than the top side 308 of the faulty robot 300.

As best seen in fig. 3, fig. 8 A and fig. 10, the faulty robot 300 may have a coupling device aperture / recess 310 running between internal corners 308’ of one side of the robot’s topside 308, i.e. the side of the faulty 300 into which the service vehicle 10 is positioned for retrieval / maintenance.

The figures show an example of a. In case of retrieving a cantilevered container handling vehicle 300 as exemplified in the figures, the recess 310 should be arranged on the topside 308 within the horizontal cross sectional area set up by the wheels 302a, 303b to achieve a successful coupling and retrieval, i.e. not the topside of the cantilever. The specific position of a corresponding recess on a topside of the two other prior art container handling vehicles 200,400 (see figs. 2 and 4) is of less importance for achieving a stable coupling with the coupling devices 42 of the service device 10.

The process of retrieving a faulty robot 300 from a position on a rail system 108 may be achieved by the following steps:

(fig. 11) on the side of the service vehicle 10 that should be coupled to the faulty robot 300, arrange the spring-loaded bolts 42 in a lifted position by raising and rotating the bolt 42a such that the handle 42e is supported onto the lip 42f; sit down in the seat/chair 31 ;

(fig. 12) allow flow of power to the wheeled drive unit 20 by pressing the starter 63 on the control unit 60;

(fig. 12) maneuver the service vehicle 10 at high velocity to a grid cell close to the faulty robot 300 by pushing the first control 61 forward or backward or sliding the second control 62 to left or right, thereby moving the service vehicle 10 along the X-rails or the T-rails 111, respectively,

(fig. 8) when the service vehicle 10 has been maneuvered to a position on the rail system 108 less than two or three grid cells away from the location of the faulty robot 30, release the first control 61 or the second control 62 to allow the control unit 60 move the service vehicle 10 automatically at low velocity to a position where the second set of wheels 22b are positioned symmetrically on top of the nearest grid cell in direction towards the faulty robot 300;

(figs. 8 and 9) if the service vehicle 10 is still not above a grid cell closest to the position of the faulty robot 300, push or slide and release the first or second control 61,62 to move the service vehicle 10 with low velocity to the nearest grid cell in direction towards the faulty robot 300;

(figs. 8 and 9) repeat the above step until the service vehicle 10 is position above the grid cell nearest the faulty robot 300;

(fig. 13) if the recess 310 of the faulty robot 300 is outside the reach of the coupling devices 42, move the faulty robot 300 towards the coupling devices 42 may operating its manual override control panel and/or by dragging until the recess 310 is within reach;

(fig. 10) release the handle 42e from the lip 42f such that the contact elements 42c of the spring-loaded bolts 42a are inserted into the recess 310, thereby establishing the desired releasable and resilient coupling; (fig. 13) if needed, raise I lower the wheels 302a, 302b of the faulty robot 300 and allow the wheels 302a/302b contacting the rail system 108 to rotate by operating the manual override control panel; and

(fig. 9) maneuver the service vehicle 10 with the faulty robot 300 coupled thereto towards a periphery of the rail system 108.

In the preceding description, various aspects of the service vehicle and the automated storage and retrieval system according to the invention have been described with reference to the illustrative embodiment. For purposes of explanation, specific numbers, systems and configurations were set forth in order to provide a thorough understanding of the system and its workings. However, this description is not intended to be construed in a limiting sense. Various modifications and variations of the illustrative embodiment, as well as other embodiments of the system, which are apparent to persons skilled in the art to which the disclosed subject matter pertains, are deemed to lie within the scope of the present invention.

LIST OF REFERENCE NUMBERS

1 Automated storage and retrieval system 10 Motorized service vehicle 20 Drive unit 21 Drive unit body / body 22a First set of wheels / X- wheels 22b Second set of wheels / F-wheels 22c First drive motor 22d Drive bar for X-wheels 23 Wheel displacement mechanism 23a Shaft for %-wheels 23b Shaft hinge 23c Wheel displacement motor 23f Wheel displacement bar 24a Drive shaft for F-wheels 24b Second drive motor for F-wheels 30 Human operator support 31 Seat / chair 32 Seat support 33 Safety belt 40 Cab section 41 Frame / upright and horizontal members 42 Coupling device 42a Spring loaded bolt 42b Spring 42c Contact element / knob / free end of bolt 42d U-shaped bracket 42e Handle 42f Stopper / locking mechanism / lip 43 Other coupling device 44 Cover / plates 45 Door / upright and horizontal members 45a Door hinge 46 Grid opening cover / floor 50 Human operator 51 Hand 60 Control unit 61 First control - X direction 62 Second control - Y direction 63 Starter 100 Framework structure 102 Upright members of storage volume 103 Horizontal members of storage volume 104 First storage volume 104’ Second storage volume 105 Storage column 106 Container / storage container 106’ Particular position of a container / target container 106” Vacant storage space for a container 107 Stack 108 Rail system 109 Control system 110 Parallel rails in first direction (A) / X-rails 111 Parallel rail in second direction (?) I F-rails 112 Grid opening 119 First port column / drop-off column 120 Second port column / pick-up column 150 Access station 151 Operator 200 Prior art container handling device / remotely operated vehicle with central cavity 201 Handling device body / Vehicle body 202a Drive means in first direction (X) 202b Drive means in second direction (?) 300 Prior art container handling vehicle / remotely operated vehicle with cantilever / container handling vehicle / faulty robot

301 Handling device body / Vehicle body 302a Drive means / wheel arrangement, first direction (V) 302b Drive means / wheel arrangement, second direction (?) 303 Lifting device 304 Gripper element 305 Guiding pin 308 Topside of container handling vehicle 308’ Internal corners 310 Coupling device aperture / recess / indentation 400 Prior art container handling device / remotely operated vehicle with offset cavity 401 Handling device body / Vehicle body 402a Drive means / wheel arrangement, first direction (X) 402b Drive means / wheel arrangement, second direction (?) 403 Lifting device 404 Gripper element 405 Guiding pin X First direction Y Second direction Z Third direction

Claims

1. A service vehicle (10) for retrieving a malfunctioning vehicle (200,300,400) from a rail system (108) comprising a first set of parallel rails (110) arranged in a first direction (X) and a second set of parallel rails (111) arranged in a second direction (Y) orthogonal to the first direction (X); wherein the service vehicle (10) comprises:

- a drive unit (20) configured to move the service vehicle (10) along the rail system (108), wherein the drive unit (20) comprises a first set of wheels (22a) and a second set of wheels (22b) for driving the service vehicle (10) along the rail system (108) in the first direction (X) and the second direction (f), respectively, wherein the first set of wheels (22a) may be lifted or lowered relative to the rail system (108); and

- a control unit (60) configured to allow a human operator (50) to control the drive unit (20) while driving the service vehicle (10); and

- at least one coupling device (42) arranged on a side of the service vehicle (10) for releasable coupling to the malfunctioning vehicle (200,300,400) to allow the malfunctioning vehicle (200,300,400) to be pulled or pushed along the rail system (108) during movements of the service vehicle (10) while at least one set of wheels (202a, 202b, 302a, 302b, 402a, 402b) of the malfunctioning vehicle (200,300,400) is in contact with the rail system (108).

2. The service vehicle (10) in accordance with claim 1, wherein the service vehicle (10) comprises:

- a cab section (40) arranged on top of the drive unit (20) and enclosing, at least partly, the human operator (50) during operation, wherein the coupling device (42) is connected to at least one side of the cab section (40).

3. The service vehicle (10) in accordance with claim 2, wherein the cab section (40) comprises: a frame (41); and a removable barrier (45) arranged at one or both sides of the service vehicle (10), wherein the coupling device (42) is connected either to the frame (41) or to the removable barrier (45).

4. The service vehicle (10) in accordance with claim 2 or 3, wherein the control unit (60) is arranged fully within a periphery of the cab section (40).

5. The service vehicle (10) in accordance with any one of the preceding claims, wherein the control unit (60) comprises: a first control (61) for driving the service vehicle (10) in the first direction (X) and a second control (62) for driving the service vehicle (10) in the second direction (T).

6. The service vehicle (10) in accordance with claim 5, wherein the service vehicle (10) comprises a position sensor to register when the second set of wheels (22b) are symmetrically positioned over a grid space confined by intersections of the first and second set of parallel rails (110,11), and wherein the control unit (60) is configured such that, when the first or the second control (61,62) is operated in a prescribed manner by the human operator (50), the control unit (60) sends a command to the drive unit (20) to move the service vehicle (60) until the second set of wheels (22b) has reached the symmetrical position and then to perform a halt.

7. The service vehicle (10) in accordance with any one of the preceding claims, wherein the coupling device (42) comprises : a spring-loaded bolt (24a) configured to establish a releasable coupling between the coupling device (42) and the malfunctioning vehicle (200,300,400).

8. The service vehicle (10) in accordance with claim 7, wherein the coupling device (42) comprises: a locking mechanism (42f) configured to lock the spring-loaded bolt (42a) in a lifted position.

9. The service vehicle (10) in accordance with claim 7 or 8, wherein the coupling device (42) comprises a bracket (42d) protruding from the side of the service vehicle (10); wherein the spring-loaded bolt (42a) is configured to be movable in a direction perpendicular to the first and the second directions (X,7); and wherein the bracket (42d) and the spring-loaded bolt (42a) are arranged such that a counteracting spring force is set up when the spring-loaded bolt (42a) is lifted.

10. The service vehicle (10) in accordance with any one of claims 7 to 9, wherein the coupling device (42) comprises a gripping section (42e) attached to, or forming an integral part of, an upper end of the spring-loaded rod (42a), wherein the gripping section (42e) allows the human operator (50) to grip and lift the spring-loaded rod (42a) using their hand (51).

11. The service vehicle (10) in accordance with claim 10, when depending on claim 9, wherein the coupling device (42) comprises a locking mechanism (42f) in form of a lip (42f) protruding from a topside of the bracket (42 d), wherein the lip (42f) has a height and a position relative to the bracket (42d) that allows the spring-loaded bolt (42) to be kept in a lifted position when the gripping section (42e) is placed onto the lip (42f).

12. The service vehicle (10) in accordance with any one of the preceding claims, wherein the service vehicle (10) comprises two coupling devices (42) fixed on the at least one side, wherein the two coupling devices (42) are arranged with an offset along the first direction (A).

13. The service vehicle (10) in accordance with claim 12, wherein the offset is set to be at least 80 % of the width of the malfunctioning vehicle (200,300,400) to be retrieved.

14. An automated storage and retrieval system (1) comprising: a service vehicle (10) in accordance with any one of claims 1-13; the rail system (108) supporting the service vehicle (10); and a container handling vehicle (200,300,400) movable on the rail system (108).

15. The automated storage and retrieval system (1) in accordance with claim 14, wherein the container handling vehicle (200,300,400) comprises: a contact aperture (310) on a topside thereof, the contact aperture (310) being configured to receive a portion of the coupling device (42) when establishing the releasable coupling.

16. A method for retrieving a malfunctioning container handling vehicle (200,300,400) from a rail system (108) of an automated storage and retrieval system in accordance with claim 14 or 15, wherein the method comprises the following steps performed by a human operator (50): operating the service vehicle (10) on the rail system (108) by use of the control unit (60) such that the coupling device (42) is positioned above at least a part of the malfunctioning vehicle (200,300,400); establishing a releasable coupling to the malfunctioning vehicle (200,300,400) by operating the coupling device (42); and dragging or pushing the malfunctioning vehicle (200,300,400) by moving the service vehicle (10) to a position where the malfunctioning vehicle (200,300,400) may be handled by an operator located outside the rail system (108).

17. The method in accordance with claim 16, - wherein the coupling device (42) comprises a bracket (42 d) fixed to the service vehicle (10) and a spring loaded bolt (42a) movable in a direction perpendicular to the first and the second directions (X,Y);

- wherein the bracket (42d) and the spring-loaded bolt (42a) are arranged to set up a counteracting spring resistance when the spring-loaded bolt (42a) is lifted up; and

- wherein the human operator (50) establishes the releasable coupling to the malfunctioning vehicle (200,300,400) by lifting the spring-loaded bolt (42a) up until a lower end of the spring-loaded bolt (42a) is situated higher than a coupling area (310) on a topside of the malfunctioning vehicle (200,300,400); moving the service vehicle (10) towards the malfunctioning vehicle (200,300,400) and/or moving the coupling device (42) relative to the side of the service vehicle (10) until the lower end of the spring-loaded bolt (42a) is above the coupling area (310); and releasing the spring-loaded bolt (42a) such that contact is established between the spring-loaded bolt (42a) and the malfunctioning vehicle (200,300,400).