JP2024093567A - Automatic warehouse - Google Patents

Abstract

To provide a shuttle-type automated warehouse capable of detecting shifts in cargo stored in racks and preventing damage caused by contact between the cargo and a shuttle cart.
[Solution] A shuttle-type automated warehouse 1 of the present invention comprises a rack 2 having multiple shelves 8 in the vertical direction, multiple shuttle carts 4 arranged so as to be able to run along a flat shelf 6 of the multiple shelves 8, and a controller 22 (50), and each of the multiple carts 4 has an optical axis (detection axis) set in the vertical direction and is equipped with a luggage protrusion detection sensor 58 capable of detecting luggage A, B protruding from the flat shelf 6 to the cart 4 side (travel path 10 side). The luggage protrusion detection sensor 58 is a laser sensor 58 capable of detecting distance, and the automated warehouse 1 comprises a display device 23 that displays the position of the shelf 8 and flat shelf 6 where luggage protrusion has been detected.
[Selected figure] Figure 7

Description

The present invention relates to an automated warehouse, and in particular to a shuttle-type automated warehouse that includes a rack with multiple shelves in the vertical direction, multiple shuttle carts that are arranged so that they can run along the flat shelves of the multiple shelves, and a controller.

Conventionally, a stacker crane-type automated warehouse is known in which a detector for detecting the position of luggage on each shelf of a rack is provided on the lifting platform of a stacker crane, making it possible to detect the positions of all luggage on a rack from the traveling position of the stacker crane and the height position of the lifting platform, and by comparing this with information on the loading position stored in a designated memory unit, it is possible to detect any misalignment of each luggage (for example, see Patent Document 1).
On the other hand, in shuttle-type automated warehouses, conventionally, an operator visually checks at designated times whether or not the luggage stored on each flat shelf of the rack has shifted from its designated position.

Japanese Patent No. 5413413

Shuttle-type automated warehouses (shuttle systems) generally store a large number of items, so when handling light items that are prone to shifting, or after a long period of storage or an earthquake, it is recommended that you visually check to make sure that the items stored on the shelves have not shifted from their designated positions before operating the shuttle system. In particular, items protruding onto the shuttle cart side can lead to collisions with the shuttle cart, resulting in damage to the items or the shuttle cart, so thorough inspection is desirable. However, the number of points that need to be checked increases in proportion to the size of the shuttle system, which poses the problem of requiring a great deal of effort.

Therefore, the present invention has been made to solve the above-mentioned problems, and aims to provide a shuttle-type automated warehouse that can detect shifts in cargo stored in racks and prevent damage to the cargo or shuttle cart due to contact between the cargo and the shuttle cart.

To achieve the above object, the present invention provides a shuttle-type automated warehouse that includes a rack with multiple shelves in the vertical direction, multiple shuttle carts that are arranged to be able to run along each of the flat shelves that make up the multiple shelves and on which luggage is stored, and a controller, and each of the multiple shuttle carts is characterized in that it is equipped with a luggage protrusion detection sensor that is composed of a non-contact sensor or a contact sensor whose detection axis is set in the vertical direction and that can detect luggage stored on the flat shelves protruding toward the shuttle cart.

According to the present invention configured in this way, by providing multiple shuttle carts with luggage protrusion detection sensors consisting of non-contact sensors with a detection axis set in the vertical direction, or luggage protrusion detection sensors consisting of contact sensors, protrusion of luggage toward the shuttle cart (luggage displacement) can be detected, thereby preventing damage to the luggage and shuttle cart due to contact between the luggage and the shuttle cart.

In addition, in the present invention, the controller is preferably configured to execute an all-shelf luggage overhang detection mode in which the shuttle carts of all of the multiple shelves of the rack are moved in parallel from the origin side to the anti-origin side of the automated warehouse to detect any luggage overhang.
According to the present invention configured as described above, by executing the all-shelf luggage protrusion detection mode, it is possible to check for all luggage at once for the occurrence of protrusion. If luggage protrusion is detected by executing this detection mode, for example, an operator can correct the luggage misalignment of the protruding luggage to ensure that there is no luggage protrusion.

In addition, in the present invention, when the full shelf luggage protrusion detection mode is being executed, the travel speed of the shuttle cart is preferably slower than the travel speed during normal operation of the automated warehouse, so that luggage protrusion can be detected more reliably.

In addition, in the present invention, the controller is preferably configured to cause the moving shuttle cart to detect any protrusion of cargo stored on the flat shelves along its travel path while the shuttle cart is traveling to unload cargo onto the flat shelves, or while the shuttle cart is traveling after picking up cargo from the flat shelves.
According to the present invention configured in this manner, by detecting any excess cargo while the automated warehouse is performing normal operations such as unloading and picking up cargo onto racks, it is possible to always prevent damage caused by contact between the cargo and the shuttle cart.

In addition, in the present invention, the controller is preferably configured to execute a partial shelf luggage overhang detection mode in which a shuttle cart of a shelf level among multiple shelves of a rack that is not transporting luggage is moved from the origin side to the anti-origin side to detect any luggage overhanging the shelf level.
According to the present invention configured in this manner, by executing the partial shelf luggage overhang detection mode for shuttle carts that are not transporting luggage, it is possible to check whether luggage has overhang on some of the shelves while the automated warehouse is in operation. Then, after it is confirmed that there is no luggage overhang on some of the shelves, luggage shifts on other shelves are detected in a sequential order to confirm that there is no luggage overhang, thereby ensuring that there is no luggage overhang on all shelves.

The present invention also preferably further includes a display device that displays the position of the shelf and flat shelf on which the protruding cargo is detected, allowing the worker to quickly make corrections.

In the present invention, the luggage protrusion detection sensor is preferably a distance sensor capable of detecting distance, and is a sensor capable of detecting whether luggage protrudes based on the distance detected by the distance sensor and the height range of luggage stored on a plurality of pre-set shelves, so that protruding luggage can be detected more effectively.

The present invention makes it possible to detect shifts in luggage stored in racks and prevent damage to luggage or the shuttle cart due to contact between the luggage and the shuttle cart.

1 is a front view showing a schematic configuration of a shuttle-type automated warehouse according to an embodiment of the present invention. FIG. 1 is a plan view showing a schematic configuration of a shuttle-type automated warehouse according to an embodiment of the present invention. FIG. FIG. 1 is a perspective view showing a schematic configuration of a storage/retrieval cart and its transfer device for a shuttle-type automated warehouse according to the present embodiment. 2 is a block diagram showing a schematic configuration of a control system for a transfer device provided on the storage/retrieval cart of this embodiment. FIG. 1 is a schematic diagram showing a transfer pattern by the transfer device of this embodiment, illustrating a rack and a shuttle passage in which the placement positions of two large pieces of luggage are defined in the depth direction. FIG. FIG. 2 is a plan view of a storage/retrieval cart for explaining the arrangement of distance sensors according to this embodiment. FIG. 2 is a side view partially illustrating an automated warehouse for explaining the positional relationship between the distance sensor of the loading/unloading cart and the luggage according to the present embodiment. FIG. 8 is a partial enlarged view showing a portion indicated by VIII in FIG. 7 together with a laser beam.

Next, a shuttle-type automated warehouse according to an embodiment of the present invention will be described with reference to the attached drawings.

First, the schematic configuration of a shuttle-type automated warehouse according to an embodiment of the present invention will be described with reference to Figures 1 and 2. Figure 1 is a front view showing the schematic configuration of a shuttle-type automated warehouse according to an embodiment of the present invention, and Figure 2 is a plan view showing the schematic configuration of a shuttle-type automated warehouse according to an embodiment of the present invention.
As shown in Fig. 1 and Fig. 2, reference numeral 1 denotes a shuttle-type automated warehouse (hereinafter referred to as "automated warehouse") of this embodiment, and this automated warehouse 1 includes a rack 2 and a plurality of shuttle carts (storage/retrieval carts) (hereinafter referred to as "carts") 4. The rack 2 includes a plurality of shelf levels 8 in the vertical direction (Z direction in the figure), each of which has a series of shelves (flat shelves) 6 arranged in the left-right direction (X direction in the figure, a direction connecting the origin side and the anti-origin side). Note that each of the plurality of shelves 6 may be separate bodies, or may be formed as one body. The plurality of shelf levels 8 are connected in the vertical direction by a plurality of rack supports 5 (see Fig. 7).

Next, as shown in FIG. 2, the multiple carts 4 move independently from one another in the left-right direction along a running path 10 having a pair of running rails 11 (see FIG. 7), and a transfer device 12 (described later) transfers the cargo to the rack 2, i.e., unloads (transfers) the cargo onto the rack 2 and picks up the cargo from the rack 2 onto the cart 4. The multiple carts 4 are arranged one per multiple shelf level 8.

2, the rack 2 has a pair of racks 2 facing each other across a running path 10 for the cart 4, and the pair of racks 2 is composed of racks 2a on the left side and racks 2b on the right side when viewed from the origin side. The cart 4 runs on running rails 11 provided on the rack 2a side and the rack 2b side, respectively, thereby forming the running path 10.
As shown in Figures 1 and 2, the automated warehouse 1 has an origin side (origin side) and an opposite anti-origin side defined for determining the reference position for the travel of the cart 4 controlled by the controller 22 and the coordinate positions of each shelf 6 of the rack 2.

As a modified example of the automated warehouse 1 of this embodiment, the automated warehouse 1 may be configured such that, for example, one loading/unloading cart with a lifter is arranged for every three shelves 8, and each cart can store cargo on each of the three shelves 8.

Next, as shown in Figures 1 and 2, the automated warehouse 1 has first and second stations 14, 16 on both sides for receiving packages to be stored in the rack 2 and for receiving packages removed from the rack 2. In this embodiment, the first station 14 is located at a vertical position corresponding to the lowest shelf 8, and the second station 16 is located at a vertical position corresponding to the highest shelf 8.

The automated warehouse 1 also includes first and second lifting devices 18, 20 for raising and lowering luggage. The first and second lifting devices 18, 20 mediate the transfer of luggage between the first and second stations 14, 16 and the trolley 4, respectively.

The automated warehouse 1 is equipped with a controller 22 that controls the operation of the carts 4 and other devices. The carts 4 and other devices operate according to control signals transmitted from the controller 22 via wireless or wired communication.

Here, the basic operations of storing and retrieving goods in and from the automated warehouse 1 by the controller 22 will be described.
First, in the warehousing operation of storing luggage, luggage conveyed by the warehousing conveyor 24 of the first station 14 is placed by the first lifting device 18 in the warehousing loading area 26 at a height position corresponding to the shelf level 8 to which the luggage is to be stored. The luggage placed in this warehousing loading area 26 is picked up by the cart 4 of the corresponding shelf level 8 and transferred (unloaded) onto one of the shelves 6 of that shelf level 8.
Next, in the retrieval work of the luggage, luggage placed on any of the shelves 6 of the incoming shelf 8 is loaded onto the cart 4 of the corresponding shelf 8 and transported to the retrieval loading area 28 at a height position corresponding to that shelf 8. The luggage transported to this retrieval loading area 28 is moved to the retrieval conveyor 30 via the first lifting device 18, and further transported to a destination connected to the retrieval conveyor 30.

The second station 16 is similar to the first station 14, and is equipped with an entrance conveyor 25, an entrance loading area 27, an exit loading area 29, and an exit conveyor 31, and performs the above-mentioned entrance and exit operations. In addition, entrance and exit operations via one of the first station 14 and the second station 16 can be performed independently of entrance and exit operations via the other station.

Next, the schematic configuration of the loading/unloading cart and its transfer device of the automated warehouse of this embodiment will be described with reference to Figures 3 and 4. Figure 3 is a perspective view showing the schematic configuration of the loading/unloading cart and its transfer device of the automated warehouse of this embodiment, and Figure 4 is a block diagram showing the schematic configuration of the control system of the transfer device equipped on the loading/unloading cart of this embodiment.
First, as shown in Fig. 3, the dolly 4 is equipped with a transfer device 12. The transfer device 12 is equipped with a pair of side arms 32, and these side arms 32 extend and retract in the front-rear direction (Y direction shown in Figs. 1 and 2) to take in (pick up) and send out (unload) luggage.
Each of the pair of side arms 32 has a base arm 34, a middle arm 36 connected to the base arm 34, and a top arm 38 connected to the middle arm 36. Since the configurations of the arms 34, 36, 38 of the pair of side arms 32 are the same on the left and right, the following description will focus on one of the arms.

The base arm 34 is fixed to the cart 4. A spline shaft 40 extends through the center of the base arm 34 in the left-right direction (the X direction shown in Figs. 1 and 2), and this spline shaft 40 is rotated by a motor (arm extension/retraction motor 52 shown in Fig. 4) built into the cart 4.
Four pinion gears 42 are arranged on each side of the spline shaft 40 so as to mesh with each other, and a rack gear 44 of the middle arm 36 is arranged to mesh with these pinion gears 42 .
Furthermore, pulleys (not shown) are provided on both front-rear ends of the middle arm 36 and both front-rear ends of the top arm 38, and a belt (shown) is crisscrossed around these pulleys.

In this embodiment, mainly due to these configurations, when the spline shaft 40 is rotated in a predetermined direction, each driven pinion gear 42 rotates, and the rack gear 44, receiving the rotation, moves in either the forward or rearward direction, thereby causing the middle arm 36 to expand and contract relative to the base arm 34. Furthermore, as the middle arm 36 expands and contracts, the top arm 38 expands and contracts by twice the amount of the middle arm 36 due to the action of the belt stretched across the pulley. In this way, the top arm 38 expands and contracts in conjunction with the expansion and contraction of the middle arm 36.
In this embodiment, the side arm 32 is made up of three arms 34, 36, 38, but the side arm (32) may be made up of four arms, such as a double reach arm.

In this way, the side arms 32 (middle arms 36 and top arms 38) can advance to the racks 2 (shelves 6) arranged on both sides of the running path 10 of the dolly 4 by the above-mentioned drive mechanisms (40, 42, 44, etc.), and their tips advance to the rear end position of the luggage to be transferred to the innermost side in the depth direction of the rack 2. For example, in Figures 5 and 6 described below, the tip of the top arm 38 can advance to the rear end position of the luggage to be transferred to the innermost side in the depth direction of the rack 2 (for example, see Figure 6 (B)). And, when the top arm 38 is in such a rear end position, the tip end hook 46 in the open state engages with the rear end of the luggage B1, and the luggage B1 can be taken in by the dolly 4 (load picking).

Next, the top arm 38 has end hooks 46 at its front and rear ends. These end hooks 46 are configured to be rotatable between a closed position (position shown in FIG. 3) in which they are housed within the top arm 38, and an open position in which they rotate approximately 90° from this closed position and protrude between the pair of top arms 38. In the open state, these end hooks 46 are adapted to engage with the front or rear end of luggage to take in or send out the luggage.

The top arm 38 also has a central hook 48 at its midpoint in the front-to-rear direction. Like the end hooks 46 described above, this central hook 48 is configured to be rotatable between a closed position (position shown in FIG. 3) in which it is housed within the top arm 38, and an open position in which it protrudes between the pair of top arms 38, and in the open state, it engages with the front or rear end of a package to take in or send out the package.

The central hook 48 is formed as an integrated hook by connecting two rod-shaped members 48a formed in the same shape as the end hooks 46 with one plate-shaped member 48b. As is clear from FIG. 3, the thickness in the front-to-rear direction of the central hook 48 thus formed (the width in the depth direction of the rack 2, which will be described later) is sufficiently larger than the thickness in the front-to-rear direction of the end hooks 46 (the width in the depth direction of the rack 2).

Next, a motor (not shown) is built into the dolly 4 to move the base arm 34 in the left-right direction so as to narrow or widen the gap between the pair of side arms 32. That is, when transferring a load of a predetermined load width, the motor first narrows the gap between the top arms 38 to a distance where either the hooks 46, 48 can engage with the front or rear ends of the load. In this case, the top arm 38 is moved close to a position where a predetermined small clearance is maintained between the load and the top arm 38, or the top arm 38 is clamped to a degree that does not apply excessive pressure to the load.
The top arm 38 also includes a hook opening/closing motor 54 (see FIG. 3) that rotates the end hooks 46 and the central hook 48 .

As shown in FIG. 3, the cart 4 is provided with two laser sensors 58, which will be described later.

Next, as shown in FIG. 4, the dolly 4 has a controller 50 for controlling the operation of the arms 34, 36, 38 and hooks 46, 48 of the transfer device 12 described above. This controller 50 controls an arm extension/retraction motor 52 that rotates the spline shaft 40 described above to extend and retract the side arms 32. The controller 50 also controls a hook opening/closing motor 54 that opens and closes each end hook 46 and the central hook 48. The controller 50 also controls an arm opening/closing motor 56 that adjusts the spacing between the side arms 32.

The controller 50 is also connected to a laser sensor 58 (see Figures 6 to 8), which will be described later.

Next, an example of the basic operation of the automated warehouse 1 of this embodiment will be described.
Here, depending on the customer, there are cases where the automated warehouse 1 is used to store parcels of one type of parcel width (width in the direction in which the cart travels) on the rack 2, and cases where the automated warehouse 1 is used to store parcels of two or more types of parcel widths on the rack 2. Note that the "parcel width" of a parcel refers to the width of the parcel in the left-right direction (X direction), meaning the width of the parcel in the direction in which the cart 4 travels, and the "depth width" of a parcel refers to the width of the parcel in the front-to-back direction (Y direction), meaning the width of the parcel in the depth direction of the rack 2.

The automated warehouse 1 of this embodiment is designed assuming that a maximum of two parcels can be stored in the depth direction of each rack 2, and a maximum of three parcels can be stored in the depth direction of each rack 2. In the following, parcels in the former case will be referred to as "small parcels," and parcels in the latter case will be referred to as "large parcels." Although not shown in the following illustrations, it is also possible to store one extra-large parcel, which is larger than the large parcels mentioned above, in a rack 2.

Next, referring to FIG. 5, the main patterns of transferring luggage to the rack 2 by the transfer device 12 of this embodiment will be described. FIG. 5 is a schematic diagram showing the transfer patterns by the transfer device of this embodiment, and shows a rack and shuttle passage in which the placement positions of two large luggage items are defined in the depth direction. Note that, for simplification, only one side arm 32 is shown in FIG. 5.

5, only an example of a case of a "large parcel" in which a maximum of two parcels can be transferred in the depth direction of one of the racks 2 will be described. In the case of a "small parcel", the description will be omitted, but a maximum of three parcels can be transferred in the depth direction of one of the racks 2 by the transfer device 12.
As shown in Fig. 5(A), a large piece of luggage A1 before unloading is placed on a cart 4 (not shown). Fig. 5(B) shows a pattern for transferring the large piece of luggage A1 from this position to a placement position on the front side of the rack 2. Fig. 5(B) shows an example in which luggage with two or more different widths as described above are stored in the automated warehouse 1, and the large piece of luggage A1 is transferred using the central hook 48. In this example, since there are two or more different widths, for example, if the width of a large piece of luggage A2 stored at the back is larger than the width of a large piece of luggage A1 to be transferred to the front side, the side arm 32 extends to the back side to avoid abutting/interfering with the large piece of luggage A2.

Next, the distance sensor for detecting luggage stored in a rack protruding onto the trolley side (traveling road side) and the method for detecting protruding luggage according to this embodiment will be described with reference to Figures 4, 6 to 8. Figure 6 is a plan view of an entry/exit trolley to explain the arrangement of the distance sensor according to this embodiment, Figure 7 is a side view partially showing an automated warehouse to explain the positional relationship between the luggage and the distance sensor of the entry/exit trolley according to this embodiment, and Figure 8 is a partially enlarged view showing the part indicated by VIII in Figure 7 together with a laser beam. Note that Figure 7 is a view of the automated warehouse 1 in Figures 1 and 2 as seen from the side opposite the origin.

First, as shown in Figures 6 and 7, the cart (shuttle cart) 4 is provided with two laser sensors 58. Both of these laser sensors 58 are distance sensors that can measure distance based on the reflected laser light from an object. In this embodiment, whether or not luggage A and B are sticking out onto the travel path 10 is detected based on the distances detected by these laser sensors 58.

4, these laser sensors 58 are connected to the controller 50, and a detection signal of the luggage is input. The input detection signal is transmitted from the controller 50 to a controller 22 (see FIG. 1) that comprehensively controls the operation of the automated warehouse 1, by wireless or wired communication. The controller 22 determines whether the luggage is "overhanging" and displays the detection result on a display device (a tablet terminal in this embodiment) 23 shown in FIG. 1.
On the other hand, input signals such as the selection and execution of a luggage overhang detection mode by the worker operating the tablet terminal 23, which will be described later, are transmitted from the controller 22 to the controller 50 via wireless or wired communication, and the operation of the trolley 4 is controlled.

6 and 7, the two laser sensors 58 are provided at both ends on the front side of the cart 4. More specifically, the two laser sensors 58 are provided on both the left and right sides (the rack 2a side and the rack 2b side) of the traveling direction of the cart 4. Here, in the automated warehouse 1 of this embodiment, the direction in which the cart 4 travels from the origin, which is the initial position, toward the anti-origin point is the front side of the cart 4.
As a modified example, the laser sensors 58 may be provided at the four corners of the cart 4, i.e., two at each of the front and rear sides of the cart 4. According to this modified example, even if the cart 4 stops at a location other than the initial position due to an earthquake or the like and the cart 4 is being returned to the origin when operation is resumed, protruding baggage detection, which will be described later, can be performed.

7 and 8, each of the laser sensors 58 is provided at a position in a plan view (when the automated warehouse 1 is viewed from above) such that the laser sensor 58 moves adjacent to the edges of the multiple flat shelves 6 of the racks 2a, 2b when the cart 4 travels on the travel path 10. Moreover, the laser sensor 58 is located between the upper and lower travel rails 11 in a side view.
In this embodiment, by arranging the laser sensor 58 at such a position, the laser sensor 58 can detect the presence or absence of luggage A, B protruding onto the travel path 10. More specifically, the laser sensor 58 is arranged at a position where it can detect the presence or absence of luggage A, B when the amount of luggage A, B protruding onto the travel path 10 is such that the traveling cart 4 and luggage A, B collide with each other.

As shown in Figures 7 and 8, in this embodiment, the laser sensor 58 is provided at a position higher than the upper edge of the luggage A and B that are expected to be stored when the cart 4 is traveling. In other words, the laser sensor 58 is provided on the cart 4 at a position that allows it to move above the luggage A and B. For example, in Figures 7 and 8, of the luggage A and B stored in the rack 2a, the luggage A and B located to the side of the cart 4 are misaligned, and the laser sensor 58 detects the presence or absence of luggage A and B from above.

Furthermore, as shown in Figures 7 and 8, in this embodiment, the optical axis (detection axis) of the laser sensor 58 is set so that the laser light L1 is emitted vertically downward from the laser sensor 58. In Figure 8, the symbol L1 indicates the laser light when it is assumed that luggage A and B are not present, and the symbol L2 indicates the laser light when luggage A and B protrude into the running path 10 to an extent that they may collide with the cart 4.

Next, a method for detecting and determining luggage using the laser sensor 58 will be described.
First, in this embodiment, the laser sensor 58 is provided at a position where the laser light L1 is reflected by the cart traveling rail 11 when there is no baggage A or B protruding onto the traveling path 10. Therefore, when the distance detected by the laser sensor 58 is equal to or close to a preset first predetermined distance (the vertical distance between the laser sensor 58 and the traveling rail 11) stored in (the memory unit of) the controller 22, the controller 22 determines that there is no baggage A or B protruding onto the traveling path 10.

On the other hand, if it is determined that the distance detected by the laser sensor 58 is smaller than the second predetermined distance (threshold value), the controller 22 determines that there are bags A and B protruding onto the road 10 side.
This second specified distance is set in advance based on the expected minimum height of the packages A and B stored in the automated warehouse 1, and is stored in the controller 22.

The above describes the case where the optical axis of laser sensor 58 extends in the vertical direction. However, as a modified example, the optical axis of laser sensor 58 may extend in the up-down direction having an oblique angle component with respect to the vertical direction (for example, including an angle of 0° to 45° or more with respect to the vertical direction) so long as the angle is such that the presence or absence of protruding luggage A, B can be detected.
As one such modified example, the optical axis of the laser sensor 58 may be set to extend vertically when viewed from the side of the automated warehouse 1 (Figure 7) and obliquely when viewed from the front of the automated warehouse 1 (Figure 1).

For example, the optical axis of the laser sensor 58 may be set to extend diagonally from the side of the automated warehouse 1 and vertically or diagonally when viewed from the front of the automated warehouse 1 within an angle range that can detect the presence or absence of protruding luggage A and B.

When the optical axis of the laser sensor 58 is set in an oblique direction, the distance from the laser sensor 58 to the luggage A and B vertically below can be calculated based on the angle of the optical axis with respect to the horizontal plane (for example, 80° when it is 10° off the vertical) and the distance detected by the laser light L1.

Next, a mode in which the controller 22 detects a plurality of packages protruding from the rack using the laser sensor 58 described above will be described.
First, as a first detection mode, the controller 22 executes a full-shelf luggage overhang detection mode in which the carts 4 on all shelf levels 8 of the rack 2 are moved in parallel from the origin side to the anti-origin side to detect whether or not luggage is overhanging.

This first detection mode is executed when there is a high possibility of cargo shifting, for example, after an earthquake or after long-term storage, and the travel speed of the trolley 4 at that time is slower than when the automated warehouse 1 is normally operating (when cargo is being transported). This first detection mode may also be executed at night or other times when no loading or unloading operations are being performed.

Next, as a second detection mode, the controller 22 executes a traveling baggage detection mode in which the cart 4, which is traveling to store baggage A and B on the rack 2 (traveling to unload the baggage onto the flat shelf 6) or traveling to remove baggage A and B from the rack 2 (traveling after picking up the baggage from the flat shelf 6), detects any protruding baggage stored on the flat shelf 6 that it passes during its travel.

In this second detection mode, for example, if there is a high possibility that cargo displacement has occurred, such as after an earthquake or long-term storage, the travel speed of the trolley 4 is made slower than normal, whereas if there is a low possibility that cargo displacement has occurred, the travel speed of the trolley 4 is made the same as when the automated warehouse 1 is normally operating.

Next, as a third detection mode, the controller 22 executes a partial shelf luggage overhang detection mode in which the cart 4 of a shelf 8 among the multiple shelves 8 of the rack 2 that is not transporting luggage is moved from the origin side to the opposite origin side. Here, the above-mentioned "shelf 8 that is not transporting luggage" refers to, for example, a shelf 8 that does not have luggage scheduled for loading/unloading at that shelf, or a shelf 8 that is not transporting luggage because it is deliberately excluded from loading/unloading at that shelf.

In this third detection mode, for example, after the partial shelf baggage protrusion detection mode is executed for the upper half of the shelf levels 8 of the automated warehouse 1, the partial shelf baggage protrusion detection mode can be executed for the other lower half of the shelf levels 8. The travel speed of the carts 4 in this third detection mode is set to be slower than normal, while the travel speed of the carts 4 of the other shelf levels where the third detection mode is not executed can be set to the normal travel speed during operation of the automated warehouse 1.
The third detection mode may be executed when the amount of work related to entering and leaving the warehouse is small, such as during the so-called off-season.

Next, the controller 22 is connected to a display device 23 (see FIG. 1) via wireless communication. In this embodiment, the display device 23 is a tablet terminal (remote control terminal) 23 that can be operated by the worker at hand, but it may also be a device such as a fixed touch panel. This allows the worker to set the above-mentioned first to third detection modes and execute each detection mode by performing a specific operation on the tablet terminal 23 at hand. Note that the first to third detection modes may be executed automatically, for example, periodically or after the occurrence of a trigger event such as an earthquake.

The controller 22 also causes the display device 23 to display information about the cargo for which "overhang (cargo displacement)" has been detected, such as the shelf level 8 (e.g., the numbered shelf level number) and the position of the flat shelf 6 (e.g., the coordinate position or number of the flat shelf).
For example, while looking at the display on the tablet terminal 23 in front of him, the worker can move to the position of the shelf level 8 and shelf 6 of the luggage where the "overhang" was detected, and perform corrective work to return the overhanging luggage to its standard position.

Here, the relationship between the information displayed on the display device 23 and the operation of the automated warehouse 1 will be described.
First, during or after the execution of the first detection mode described above, the controller 22 causes the display device 23 to display the position of the shelf 8 and shelf 6 of the luggage that has been detected as "overhanging" among all the shelf levels 8. During execution of this first detection mode, the controller 22 stops the travel of the dolly 4 at the point in time when it detects a protruding luggage, thereby preventing collision between the luggage A, B and the dolly 4. When the dolly 4 is stopped in this manner, the worker visually checks that the luggage will not collide with the dolly 4, or corrects the protruding luggage, and then resumes detection of "overhanging" of the remaining luggage by a predetermined operation of the tablet terminal 23.

In this way, the worker can correct the misalignment of all the protruding cargo based on the detection results displayed on the display device 23, and then start the operation of the automated warehouse 1. The worker can efficiently perform the work of correcting cargo misalignment while looking at the display on the tablet terminal 23 in front of him/her. In particular, when cargo protrusion is detected on multiple shelves 8, the worker can perform the work of correcting the cargo collectively (continuously, one after the other) by displaying all of these multiple protruding locations on the display device 23.

In the second detection mode described above, the controller 22 also stops the travel of the trolley 4 when it detects a protruding piece of luggage, as in the first detection mode described above. When the controller 22 detects a protruding piece of luggage, it causes the display device 23 to display the position of the shelf 8 and shelf 6 of the luggage where the "protruding" was detected. Then, after correcting the luggage misalignment on the relevant shelf 6, the worker can resume the travel operation of the trolley 4 by operating the tablet terminal 23 at hand. On the other hand, in the second detection mode, if no protruding luggage is detected, the loading and unloading work continues as is.

Furthermore, during or after the execution of the third detection mode described above has been completed, the controller 22 causes the display device 23 to display the positions of the shelf levels 8 and shelves 6 of the luggage for which "protruding" has been detected, for some shelf levels 8 for which the detection mode is being executed. Note that, during execution of this third detection mode, as in the first and second modes described above, the traveling of the trolley 4 is stopped at the point in time when a protruding luggage is detected.
Then, based on the displayed detection results, the worker corrects the misalignment of all protruding packages on the shelf 8 that is the detection target, and then starts operation of the automated warehouse 1 on that shelf 8. The worker can then sequentially execute the third detection mode for the other shelf tiers 8 and similarly correct the misalignment of packages based on the detection results.

In the above example, the trolley 4 is stopped from moving when a protruding piece of luggage is detected. However, as a modified example, a separate sensor such as a collision prevention sensor may be provided on the trolley 4, and the trolley 4 may be stopped or not stopped based on the detection result. That is, for example, if the controller 22 determines that luggage A, B will not collide with the trolley 4 based on the detection result of the collision prevention sensor or the like, it is possible to continue detecting the "protruding" luggage without stopping the trolley 4 (even if the luggage has been detected as protruding).

Next, a modified example of the sensor will be described.
In this embodiment, the laser sensor 58 (non-contact sensor) is used as described above, but as a modified example, other sensors may be used whose detection axes are set in the same manner as the laser sensor 58 described above.
For example, non-contact sensors such as a sensor that uses LED light or a sensor that uses ultrasound (with the main direction of ultrasound radiation, which is the "detection axis," being up and down), may be provided to detect the presence or absence of luggage A and B.
Also, for example, a photoelectric sensor in which a light projector and a light receiver are integrated may be provided, which detects the presence or absence of an object based on the presence or absence of light reflected by a reflector (for example, the traveling rail 11). Alternatively, as a photoelectric sensor that reacts within a specific distance range, a photoelectric sensor in which a light projector and a light receiver are integrated and whose detection distance range is set in advance may be provided.
Also, for example, the laser sensor 58 described above may have its laser output changed so that it responds within a particular distance range by adjusting the output or by selecting a commercially available laser sensor model with a different output.
As a modified example of the sensor, a contact sensor such as a limit switch, a lever-type switch sensor, or a touch sensor may be provided to detect the presence or absence of luggage A and B.

The laser sensor 58 and the sensors according to the above-mentioned modified examples are installed above the luggage A and B, but the installation height can be adjusted appropriately according to the expected luggage height. For example, the laser sensor 58 may be installed via a bracket extending upward so that it is installed at a height that allows it to detect a luggage range of a preset maximum height and minimum height.

In this embodiment, the determination of the distance of the laser sensor 58 described above is performed by the controller 22 (see FIG. 1) that controls the entire automated warehouse 1, but as a variant, it may be performed by the controller 50 (see FIG. 6) mounted on each cart 4, or it may be performed by a control board (controller) mounted on the laser sensor 58 itself.

Next, the effects of the automated warehouse according to the embodiment of the present invention will be described.
First, the shuttle-type automated warehouse 1 according to this embodiment and the modified example comprises a rack 2 having a plurality of shelves 8 in the vertical direction, a plurality of shuttle carts 4 arranged so as to be able to run along each flat shelf 6 which constitutes the plurality of shelves 8 and on which luggage A and B are stored, and a controller 22 (50), and each of the plurality of carts 4 comprises a non-contact sensor (a laser sensor 58 in this embodiment, or a photoelectric sensor or ultrasonic sensor in the modified example) with a detection axis set in the vertical direction, or a contact sensor (such as a limit switch as a modified example), and is equipped with a luggage protrusion detection sensor 58 capable of detecting luggage A and B protruding from the flat shelf 6 toward the cart 4 (the traveling path 10 side).
According to this embodiment configured in this manner, a luggage protrusion detection sensor 58 consisting of a non-contact sensor with a detection axis set in the vertical direction (the vertical direction in the automated warehouse, including the vertical and diagonal vertical directions) or a contact sensor is provided on multiple shuttle carts 4 to detect luggage A, B protruding toward the cart 4, thereby preventing damage to the luggage and shuttle carts due to contact between the luggage and the cart 4.
In addition, since the system detects packages that protrude onto the shuttle cart 4 side, for example, workers only need to correct the position of packages that have shifted, and there is no need to visually check all shelves 8, which can significantly reduce labor compared to the conventional system. In addition, when a large number of packages are stored, there was a possibility that protruding packages would be overlooked due to human error, but this can be prevented.

In addition, in this embodiment, the controller 22 is configured to execute an all-shelf luggage overhang detection mode in which the multiple carts 4 move the carts 4 in parallel on all of the multiple shelf levels 8 of the rack 2 from the origin side to the anti-origin side of the automated warehouse 1 to detect any overhang of luggage A and B.
According to this embodiment configured as described above, by executing the all-shelf luggage overhang detection mode, it is possible to check for all luggage at once for the occurrence of overhang. If overhanging luggage is detected by executing this detection mode, for example, an operator can correct the luggage misalignment of the overhanging luggage to ensure that there is no overhanging luggage. In addition, by ensuring that there is no overhanging luggage before the automated warehouse 1 is put into operation, measures such as reducing the travel speed of the shuttle cart 4 are not required.

In addition, in this embodiment, when the full shelf luggage protrusion detection mode is executed, the travel speed of the trolley 4 is set to be slower than the travel speed during normal operation of the automated warehouse 1, so that protrusion of luggage A and B can be detected more reliably.

In addition, in this embodiment, the controller 22 is configured to cause the traveling trolley 4 to detect any protrusion of cargo stored on the flat shelf 6 along its travel path while the trolley 4 is traveling to unload cargo onto the flat shelf 6, or while the trolley 4 is traveling after picking up cargo from the flat shelf 6.
According to this embodiment configured as described above, by detecting any excess cargo while the automated warehouse 1 is performing normal operations such as unloading and picking up cargo onto the rack 2, damage caused by contact between the cargo and the trolley 4 can always be prevented.

Furthermore, in this embodiment, the controller 22 is configured to execute a partial shelf luggage overhang detection mode in which the cart 4 on a shelf 8 among the multiple shelves 8 of the rack 2 that is not transporting luggage is moved from the origin side to the anti-origin side to detect any luggage overhang.
According to this embodiment configured as described above, by executing the partial shelf luggage overhang detection mode for the carts 4 that are not transporting luggage, it is possible to check whether luggage has overhang on some of the shelf levels 8 while the automated warehouse 1 is in operation. Then, after it is confirmed that there is no luggage overhang on some of the shelf levels 8, luggage shifts of luggage on other shelf levels are detected in a sequential manner to confirm that there is no luggage overhang, thereby making it possible to ensure that there is no luggage overhang on all shelf levels 8.

In addition, this embodiment is equipped with a display device 23 that displays the position of the shelf 8 and flat shelf 6 where the protruding luggage has been detected (detection information of "protruding"), allowing the worker to quickly carry out the correction work. In particular, by displaying the detection information of "protruding" on a tablet terminal 23 that can be carried by the worker as such a display device 23, the worker can reliably and quickly identify the luggage that has shifted and only need to correct the position of that luggage, which significantly reduces the labor required compared to conventional visual inspection.

In addition, in this embodiment, the luggage protrusion detection sensor 58 is a laser sensor 58, which is a distance sensor that can detect distance, so that luggage protrusion can be detected more effectively. When such a distance sensor is used, the controller 22 determines whether luggage protrudes based on the preset height range of the luggage stored on the multiple shelves 8 and the distance detected by the laser sensor 58.

A1, A2 Large parcels B1, B2 Small parcels L1, L2 Laser light of laser sensor 1 Automated warehouse 2 Rack 4 Storage/retrieval cart 6 Shelf 8 Shelf level 10 Travel path 12 Transfer device 14, 16 Station 22 Controller 32 Side arm 34 Base arm 36 Middle arm 38 Top arm 46 End hook 48 Central hook 50 Controller 58 Laser sensor (sensor for detecting overhanging parcels)

Claims (7)

A shuttle-type automated warehouse including a rack having a plurality of shelves in a vertical direction, a plurality of shuttle carts arranged to be able to run along each of the flat shelves constituting the plurality of shelves and storing cargo, and a controller,
A shuttle-type automated warehouse characterized in that each of the multiple shuttle carts is composed of a non-contact sensor or a contact sensor whose detection axis is set in the vertical direction, and is equipped with a luggage protrusion detection sensor that can detect luggage stored on the flat shelf protruding toward the shuttle cart. The shuttle-type automated warehouse according to claim 1, wherein the controller is configured to execute an all-shelf luggage protrusion detection mode in which the shuttle carts of all of the multiple shelves of the rack are moved in parallel from the origin side to the anti-origin side of the automated warehouse to detect any protrusion of the luggage. The shuttle-type automated warehouse according to claim 2, wherein, when the full-shelf baggage overflow detection mode is being executed, the travel speed of the shuttle cart is slower than the travel speed during normal operation of the automated warehouse. The shuttle-type automated warehouse according to claim 1, wherein the controller is configured to cause the moving shuttle cart to detect any protrusion of cargo stored on the flat shelf along its travel path while the shuttle cart is traveling to unload cargo onto the flat shelf, or while the shuttle cart is traveling after picking up cargo from the flat shelf. The shuttle-type automated warehouse according to claim 1, wherein the controller is configured to execute a partial shelf cargo protrusion detection mode in which a shuttle cart of a shelf not carrying cargo among the multiple shelves of the rack is moved from the origin side to the opposite origin side to detect cargo protrusion. The shuttle-type automated warehouse according to claim 1 or 2 further comprises a display device that displays the position of the shelf and flat shelf where the protruding cargo is detected. The shuttle-type automated warehouse according to claim 1 or 2, wherein the luggage protrusion detection sensor is a distance sensor capable of detecting distance and is a sensor capable of detecting whether luggage protrudes based on the distance detected by the distance sensor and a preset height range of luggage stored on the plurality of shelves.

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