WO2019238662A1 - Procédé de manipulation de véhicules fonctionnant mal sur un système de rails et système de stockage et d'extraction utilisant un tel procédé - Google Patents

Procédé de manipulation de véhicules fonctionnant mal sur un système de rails et système de stockage et d'extraction utilisant un tel procédé Download PDF

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Publication number
WO2019238662A1
WO2019238662A1 PCT/EP2019/065185 EP2019065185W WO2019238662A1 WO 2019238662 A1 WO2019238662 A1 WO 2019238662A1 EP 2019065185 W EP2019065185 W EP 2019065185W WO 2019238662 A1 WO2019238662 A1 WO 2019238662A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
vehicles
rail system
storage
container
Prior art date
Application number
PCT/EP2019/065185
Other languages
English (en)
Inventor
Ragnar STUHAUG
Øystein GJERDEVIK
Original Assignee
Autostore Technology AS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from NO20181005A external-priority patent/NO344662B1/en
Application filed by Autostore Technology AS filed Critical Autostore Technology AS
Priority to CA3100125A priority Critical patent/CA3100125A1/fr
Priority to US17/059,220 priority patent/US11891095B2/en
Priority to PL19730161.7T priority patent/PL3807181T3/pl
Priority to EP19730161.7A priority patent/EP3807181B1/fr
Priority to CN201980039066.2A priority patent/CN112262087B/zh
Priority to DK19730161.7T priority patent/DK3807181T3/da
Priority to JP2020568728A priority patent/JP7319309B2/ja
Publication of WO2019238662A1 publication Critical patent/WO2019238662A1/fr
Priority to JP2023117991A priority patent/JP2023134752A/ja
Priority to US18/545,595 priority patent/US20240132119A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G1/00—Storing articles, individually or in orderly arrangement, in warehouses or magazines
    • B65G1/02—Storage devices
    • B65G1/04—Storage devices mechanical
    • B65G1/0464—Storage devices mechanical with access from above
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G1/00—Storing articles, individually or in orderly arrangement, in warehouses or magazines
    • B65G1/02—Storage devices
    • B65G1/04—Storage devices mechanical
    • B65G1/0492—Storage devices mechanical with cars adapted to travel in storage aisles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G1/00—Storing articles, individually or in orderly arrangement, in warehouses or magazines
    • B65G1/02—Storage devices
    • B65G1/04—Storage devices mechanical
    • B65G1/06—Storage devices mechanical with means for presenting articles for removal at predetermined position or level
    • B65G1/065—Storage devices mechanical with means for presenting articles for removal at predetermined position or level with self propelled cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G1/00—Storing articles, individually or in orderly arrangement, in warehouses or magazines
    • B65G1/02—Storage devices
    • B65G1/04—Storage devices mechanical
    • B65G1/137—Storage devices mechanical with arrangements or automatic control means for selecting which articles are to be removed
    • B65G1/1373—Storage devices mechanical with arrangements or automatic control means for selecting which articles are to be removed for fulfilling orders in warehouses
    • B65G1/1378—Storage devices mechanical with arrangements or automatic control means for selecting which articles are to be removed for fulfilling orders in warehouses the orders being assembled on fixed commissioning areas remote from the storage areas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G43/00—Control devices, e.g. for safety, warning or fault-correcting
    • B65G43/02—Control devices, e.g. for safety, warning or fault-correcting detecting dangerous physical condition of load carriers, e.g. for interrupting the drive in the event of overheating

Definitions

  • the present invention relates to a method for handling malfunctioning vehicles on a rail system constituting part of a storage and retrieval system configured to store a plurality of stacks of storage containers, a storage and retrieval system and a control system carrying out the method.
  • BACKGROUND AND PRIOR ART Fig. 1A discloses a typical prior art automated storage and retrieval system 1 with a framework structure 100.
  • the framework structure 100 comprises a plurality of upright members 102 and optionally a plurality of horizontal members 103 supporting the upright members 102.
  • the members 102, 103 may typically be made of metal, e.g. extruded aluminum profiles.
  • the framework structure 100 defines a storage grid 104 comprising storage columns
  • storage columns 105 also known as bins
  • stacks 107 stacks 107
  • Each storage container 106 may typically hold a plurality of product items (not shown), and the product items within a storage container 106 may be identical or may be of different product types depending on the application.
  • the storage grid 104 guards against horizontal movement of the storage containers
  • the automated storage and retrieval system 1 comprises a rail system 108 arranged in a grid pattern across the top of the storage 104, on which rail system 108 a plurality of container handling vehicles 250 (as exemplified in Fig. 1C) are 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 horizontal extent of one of the grid cells 122 constituting the grid pattern is in Figs. 1A marked by thick lines.
  • the rail system 108 comprises a first set of parallel rails 110 arranged to guide movement of the container handling vehicles 250 in a first direction X across the top of the frame structure 100, and a second set of parallel rails 111 arranged perpendicular to the first set of rails 110 to guide movement of the container handling vehicles 250 in a second direction Y which is perpendicular to the first direction X.
  • the rail system 108 defines grid columns above which the container handling vehicles 250 can move laterally above the storage columns 105, i.e. in a plane which is parallel to the horizontal X-Y plane.
  • the rail system 108 may be a single rail system or a double rail system as is shown in Fig. 1B.
  • the latter rail configuration allows a container handling vehicle 250 having a footprint generally corresponding to the lateral area defined by a grid cell 122 to travel along a row of grid columns even if another container handling vehicle
  • rails l lOa and l lOb form pairs of rails defining parallel rows of grid cells running in the X direction
  • rails 11 la and 11 lb form pairs of rails defining parallel rows of grid cells running in the Y direction.
  • each grid cell 122 (indicated by a dashed box) has a width W c which is typically within the interval of 30 to 150 cm, and a length L c which is typically within the interval of 50 to 200 cm.
  • Each grid opening 115 has a width W 0 and a length L 0 which is typically 2 to 10 cm less than the width W c and the length L c of the grid cell 122.
  • Fig. 1C discloses a prior art container handling vehicle 250 operating the system 1 disclosed in Figs. 1A.
  • Each prior art container handling vehicle 250 comprises a vehicle body 252 and a wheel arrangement 251 of eight wheels, where a first set of four wheels enable the lateral movement of the container handling vehicles 250 in the X direction and a second set of the remaining four wheels enable the lateral movement in the Y direction.
  • Each prior art container handling vehicle 250 also comprises a lifting device (not shown) for vertical transportation of storage containers 106, e.g. raising a storage container 106 from, and lowering a storage container 106 into, a storage column 105.
  • the lifting device may comprise one or more gripping / engaging devices which are adapted to engage a storage container 106, and which gripping / engaging devices can be lowered from the vehicle 250 so that the position of the gripping / engaging devices with respect to the vehicle can be adjusted in a third direction Z which is orthogonal the first direction X and the second direction Y.
  • Each container handling vehicle 250 comprises a storage compartment or space (not shown) for receiving and stowing a storage container 106 when transporting the storage container 106 across the rail system 108.
  • the storage space may comprise a cavity arranged centrally within the vehicle body 252, e.g. as is described in W02014/090684A1, the contents of which are incorporated herein by reference.
  • the container handling vehicles 250 may have a footprint, i.e. an extent in the X and Y directions, which is generally equal to the lateral extent of a grid cell 122, i.e. the extent of a grid cell 122 in the X and Y directions, 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”.
  • the container handling vehicles may have a footprint which is larger than the lateral extent of (lateral area defined by) a grid column 105, e.g. as is disclosed in W02014/090684A1.
  • neighboring grid cells are arranged in contact with each other such that there is no space there-between.
  • a majority of the grid columns are storage columns 105, i.e. grid columns 105 where storage containers 106 are stored in stacks 107.
  • a grid 104 normally has at least one grid column which is used not for storing storage containers 106, but which comprises a location where the container handling vehicles 250 can drop off and/or pick up storage containers 106 so that they can be transported to a second location (not shown) where the storage containers 106 can be accessed from outside of the grid 104 or transferred out of or into the grid 104.
  • a“port” and the grid column in which the port is located may be referred to as a“delivery column” 119,120.
  • the drop-off and pick-up ports of the container handling vehicles are referred to as the“upper ports of a delivery column” 1 19,120. While the opposite end of the delivery column is referred to as the“lower ports of a delivery column”.
  • the storage grid 104 in Fig. 1A comprises two delivery columns 119 and 120.
  • the first delivery column 119 may for example comprise a dedicated drop-off port where the container handling vehicles 250 can drop off storage containers 106 to be transported through the delivery column 119 and further to an access or a transfer station
  • the second delivery column 120 may comprise a dedicated pick-up port where the container handling vehicles 250 can pick up storage containers 106 that have been transported through the delivery column 120 from an access or a transfer station.
  • Each of the ports of the first and second delivery column may comprise a port suitable for both pick up and drop of storage containers.
  • the second location may typically be a picking or a stocking station where product items are removed from or positioned into the storage containers 106.
  • the storage containers 106 are normally never removed from the automated storage and retrieval system 1 but are returned into the storage grid 104 once accessed.
  • there are also lower ports provided in a delivery column such lower ports are e.g. for transferring storage containers 106 to another storage facility (e.g. to another storage grid), directly to a transport vehicle (e.g. a train or a lorry), or to a production facility.
  • a conveyor system may also be arranged to transfer storage containers between different storage grids, e.g. as is described in WO2014/075937A1, the contents of which are incorporated herein by reference.
  • one of the container handling vehicles 250 is instructed to retrieve the target storage container 106 from its position in the grid 104 and transport it to or through the transfer column 119.
  • This operation involves moving the container handling vehicle 250 to a grid location above the storage column 105 in which the target storage container 106 is positioned, retrieving the storage container 106 from the storage column 105 using the container handling vehicle’s lifting device (not shown), and transporting the storage container 106 to the transfer column 119. If the target storage container 106 is located deep within a stack 107, i.e.
  • the operation also involves temporarily moving the above-positioned storage containers prior to lifting the target storage 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 vehicle 250 that is subsequently used for transporting the target storage container 106 to the transfer column, or with one or a plurality of other cooperating container handling vehicles 250.
  • the automated storage and retrieval system 1 may have container handling vehicles specifically dedicated to the task of temporarily removing storage containers 106 from a storage column 105. Once the target storage container 106 has been removed from the storage column 105, the temporarily removed storage containers can be repositioned into the original storage column 105. However, the removed storage containers may alternatively be relocated to other storage columns 105.
  • one of the container handling vehicles 250 is instructed to pick up the storage container 106 from the transfer column 120 and to transport it to a grid location above the storage column 105 where it is to be stored. After any storage containers positioned at or above the target position within the storage column stack 107 have been removed, the container handling vehicle 250 positions the storage container 106 at the desired position. The removed storage containers may then be lowered back into the storage column 105 or relocated to other storage columns 105.
  • the automated storage and retrieval system 1 For monitoring and controlling the automated storage and retrieval system 1 so that a desired storage container 106 can be delivered to the desired location at the desired time without the container handling vehicles 250 colliding with each other, the automated storage and retrieval system 1 comprises a control system 109, which typically is computerized and comprises a database for monitoring and controlling e.g. the location of the respective storage containers 106 within the storage grid 104, the content of each storage container 106 and the movement of the container handling vehicles 250.
  • a control system 109 typically is computerized and comprises a database for monitoring and controlling e.g. the location of the respective storage containers 106 within the storage grid 104, the content of each storage container 106 and the movement of the container handling vehicles 250.
  • 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 250.
  • Another important problem with maintenance or removal of malfunctioning vehicles 250 is that a complete shutdown of the system 1 is needed for the personnel to access with low or zero risk of injury.
  • a complete shutdown is highly undesired due to significant cost for the operator.
  • a particular objective is to provide one or more solutions that allows personnel to enter the rail system while preventing a complete shutdown.
  • the invention concerns a method for handling malfunctioning vehicles on a rail system constituting part of a storage and retrieval system configured to store a plurality of stacks of storage containers.
  • the storage and retrieval system comprises a plurality of remotely operated vehicles configured to move laterally on the rail system, i.e. within a horizontal plane P set up by the rail system, and a control system for monitoring and controlling wirelessly movements of the plurality of vehicles.
  • the method performs by wireless data communication with the control system at least the following steps:
  • a two-dimensional shutdown zone within the rail system into which the malfunctioning vehicle is halted for example a shutdown zone extending at least one grid cell, more preferably at least two grid cells, from the malfunctioning vehicle in some or all directions along the horizontal plane P, and
  • the rail system may comprise a first set of parallel rails arranged in the horizontal plane P and extending in a first direction X and a second set of parallel rails arranged in the horizontal plane P and extending in a second direction Y which is orthogonal to the first direction X.
  • the first and second sets of rails form a grid pattern in the horizontal plane P comprising a plurality of adjacent grid cells, each comprising a grid opening defined by a pair of adjacent rails of the first set of rails and a pair of adjacent rails of the second set of rails.
  • the rails are preferably all of type double track rails. But they may also be of type single track rails or a combination of double track rails and single track rails.
  • the method further comprises the step of rerouting at least one of the plurality of vehicles other than the malfunctioning vehicle to a position on the rail system located at or near a lateral boundary of the two-dimensional shutdown zone and bringing the at least one vehicle to a halt.
  • ‘at or near a lateral boundary’ may be defined as the location where the one or more vehicles are located outside the shutdown zone set by the control system, but with at least one outer extremity in the horizontal plane P at a position at or near position coordinates of the shutdown zone.
  • the one or more boundary defining vehicles may be located inside the shutdown zone set by the control system, but with at least one outer extremity in the horizontal plane P at a position at or near position coordinates of the shutdown zone.
  • the one or more boundary defining vehicles may be located with their lateral center position on position coordinates of the shutdown zone.
  • position coordinates of the shutdown zone are preferably based on the particular position of the grid cells in the horizontal plane P.
  • functioning vehicles may be employed to form a barrier extending around, or around in part, the malfunctioning vehicle.
  • These functioning vehicles halted on or adjacent the boundary of the shutdown zone (e.g. just inside or just outside) may be referred to herein as“boundary defining vehicles”.
  • boundary defining vehicles When the boundary defining vehicles are brought to a halt, additional means may be performed to optimize stability of the barrier such as maximizing contact with the underlying rail system by lowering all set of wheels and/or to lower/raise a storage container to a halfway position through the grid so that the storage container acts as a block within the grid space. It may also be possible to arrange the boundary defining vehicles in several layers along the horizontal plane P. For example, a second layer of boundary defining vehicles may partly overlap the boundary defining vehicles of the innermost layer to spread the forces in the event of an impact.
  • the method further comprises determining, after step E or F, whether other vehicles are operating within the two-dimensional shutdown zone. If this is the case, the method may further comprise rerouting said additional vehicles to continue operation outside the two-dimensional shutdown zone or bringing said additional vehicles to a halt within or at the shutdown zone if one or more additional vehicles are operating within the two-dimensional shutdown zone, or a combination of both. One or more additional vehicles can be brought to a halt too at specific locations outside of the two-dimensional shutdown zone.
  • the method further comprises guiding a service vehicle to a position at or within the shutdown zone, for example from an access port at a lateral boundary of the rail system or any another location on or outside the rail system where an operator is able to enter the service vehicle and drive or be driven by the service vehicle to the intended destination of the rail system.
  • the service vehicle may comprise one, preferably two, caterpillar track(s) configured to drive the service vehicle on top of the rail system.
  • the method further comprises dynamically rerouting any operating vehicles outside the shutdown zone to avoid physical impact with the service vehicle during transport of the service vehicle to the shutdown zone.
  • the dynamical rerouting of some of the operating vehicles may in addition, or alternatively, involve creating a physical barrier that partly or fully surrounds the service vehicle during its movement to the shutdown zone in order to further reduce the risk of injury to the operator of the service vehicle due to undesired collisions.
  • the method further comprises the step of rerouting a multiple number of the plurality of vehicles other than the malfunctioning vehicle to positions on the rail system located at or near a boundary of the two-dimensional shutdown zone to create a physical barrier of vehicles around the malfunctioning vehicle and bringing the multiple number of vehicles to a halt, thereby forming a physical barrier partly or fully enclosing the two-dimensional shutdown zone.
  • control system may be configured to send a signal to one or more of the barrier creating vehicles when the service vehicle is near or at the barrier to create the necessary opening for the service vehicle to enter the opening or to re -block the opening.
  • the physical barrier of vehicles may comprise an opening with a width larger than the width of the service vehicle, but less than the width of the service vehicle plus the width of one of the operating vehicles, thereby allowing the service vehicle to enter the shutdown zone or to form part of the physical barrier.
  • a minimum width is hereinafter defined as a minimum one -dimensional size of an opening, e.g. perpendicular to a direction of entry or the service vehicle, corresponding to the width of the service vehicle when seen from above.
  • the rail system comprises a first rail system, a second rail system and a vehicle blocking barrier such as a wall or fence arranged between the first and the second rail system.
  • the vehicle blocking barrier comprises in this example a vehicle passage having a minimum lateral width allowing one of the plurality of vehicles to move into the vehicle passage.
  • the method may further comprise the step of rerouting at least one of the plurality of vehicles other than the malfunctioning vehicle to a position within the vehicle passage and bringing the at least one vehicle to a halt, thereby preventing other operating vehicles to move between the first and the second rail system through the vehicle passage.
  • the rerouted vehicle or vehicles may be seen to plug the gap in the vehicle blocking barrier, i.e. to block the vehicle passage.
  • the vehicles When forming a physical barrier, the vehicles may be arranged adjacent each other in a close-packed formation, or they may be spaced apart but with a gap between them of less than the width of a vehicle.
  • the automated storage and retrieval system comprises a transport rail system at height HT onto which a plurality of remotely operated container handling vehicles are configured to move laterally and a delivery rail system at height HD less than HT onto which a plurality of remotely operated container delivery vehicles are configured to move laterally and to receive storage containers from the higher located container handling vehicles.
  • the height difference HT-HD is preferably at least the height of the tallest container delivery vehicle.
  • the method steps B-F are performed for the plurality of container handling vehicles in a case where the control system registers an anomaly in an operational condition of a container handling vehicle and/or for the plurality of container delivery vehicles in a case where the control system registers an anomaly in an operational condition of a delivery handling vehicle.
  • Each of the plurality of container handling vehicles may be configured to lift the storage containers stacked in the stacks through openings in the transport rail system using a lifting device, to move the storage containers to other locations on the transport rail system by aid of for example wheels and driving motor(s) and to lower the storage containers down to the delivery rail system using the lifting device.
  • the transport rail system may comprise 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 rails of the transport rail system are preferably of type double track rails. But they may also be of type single track rails or a combination of double and single track rails.
  • Each of the plurality of container delivery vehicles comprises propulsion means such as a set of wheels or belts configured to move the container delivery vehicle along or on top of the rails of the delivery rail system and a drive motor configured to provide power to the propulsion means such as rotational power to one or more wheels or belts, and a container carrier configured to receive the storage container from above and onto, or at least partly into, the container carrier, preferably so that contents within the storage container are accessible by a robot arm or a human operator.
  • propulsion means such as a set of wheels or belts configured to move the container delivery vehicle along or on top of the rails of the delivery rail system and a drive motor configured to provide power to the propulsion means such as rotational power to one or more wheels or belts
  • a container carrier configured to receive the storage container from above and onto, or at least partly into, the container carrier, preferably so that contents within the storage container are accessible by a robot arm or a human operator.
  • the delivery rail system may comprise 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 rails of the delivery rail system are preferably of type double track rails. But they may also be of type single track rails or a combination of double and single track rails.
  • the delivery rail system may comprise a first rail system located within the framework structure of the storage grid, and a second rail system located outside the framework structure of the storage grid, and wherein the first and second rail system are connected such that the delivery vehicle may operate between said rail systems.
  • the transport rail system may comprise a plurality of laterally spaced apart transport rail system modules onto which the plurality of container handling vehicles are moving.
  • the delivery rail system may in this example be configured such that one or more of the plurality of container delivery vehicles are allowed to move uninterrupted below all or some of the plurality of laterally spaced apart transport rail system modules during normal operation.
  • the method further comprises the step of rerouting the plurality of container delivery vehicles away from a two-dimensional zone projected down onto the delivery rail system from any two-dimensional shutdown zones set up on the transport rail system, thereby optimizing the efficiency of the system operation.
  • a storage and retrieval system is obtained by a method in accordance with any of the above mentioned features.
  • a storage and retrieval system is configured to store a plurality of stacks of storage containers.
  • the storage and retrieval system comprises
  • a rail system comprising a first set of parallel rails arranged in the horizontal plane P and extending in a first direction X and a second set of parallel rails arranged in the horizontal plane P and extending in a second direction Y which is orthogonal to the first direction X, wherein the first and second sets of rails form a grid pattern in the horizontal plane P comprising a plurality of adjacent grid cells, each comprising a grid opening defined by a pair of adjacent rails of the first set of rails and a pair of adjacent rails of the second set of rails,
  • a plurality of remotely operated vehicles configured to move laterally on the rail system
  • a control system for monitoring and controlling wirelessly movements of the plurality of vehicles
  • control system is further configured to register an anomaly in one or more operational conditions of a vehicle on the rail system, such as, for example, movement patterns, temperatures, temperature distribution, battery status, stability etc, to register the vehicle with the anomalous operational condition(s) as a malfunctioning vehicle, to bring the malfunctioning vehicle to a halt, to register a halt position of the malfunctioning vehicle relative to the supporting rail system, to set up a two-dimensional shutdown zone within the rail system in which the malfunctioning vehicle has been halted and to update a movement pattern of the remaining plurality of remotely operated vehicles outside the two-dimensional shutdown zone such that entry into the two-dimensional shutdown zone is avoided.
  • an anomaly in one or more operational conditions of a vehicle on the rail system such as, for example, movement patterns, temperatures, temperature distribution, battery status, stability etc.
  • the shutdown zone may be any zone that allows for maintenance work to be conducted. If the shutdown zone is located a distance from the rail system boundary, the zone may be of size n x m grid cells, where n and m are both integers of 2 or more. For example, n and/or m may be integers representing 3, 4, 5 or more grid cells.
  • the minimum size of the shutdown zone is preferably set such that it allows sufficiently safe working room for the operator and/or provide a sufficient impact buffer in the event of a collision from an operating container handling vehicle outside the shutdown zone.
  • the size of the shutdown zone may be set to be sufficiently large to ensure a safe halt from a vehicle passes the boundary to well before it reaches the location of the malfunctioning vehicle.
  • a control system comprising a computer program that, when executed on a processor, is configured to perform the method according to the steps of any of the above-mentioned method features.
  • Fig. 1 is a perspective view of a prior art automated storage and retrieval system, where Fig. 1 A shows the complete system, Fig. 1 B shows a top view of a prior art double rail grid and Fig. 1 C shows an example of a system operable prior art container handling vehicle.
  • Fig. 2 is a schematic top view of an automated storage and retrieval system according to a first embodiment of the invention, wherein the system is divided into three subsystems by physical barriers.
  • Fig. 3 is a schematic top view of an automated storage and retrieval system according to a second embodiment of the invention, where Fig. 3A shows a situation where a shutdown zone has been created by a control system into which a malfunctioning container handling vehicle is parked, Fig. 3B shows a situation where a service vehicle is moving towards the shutdown zone while operative container handling vehicles have been instructed to create a physical barrier at the shutdown zone boundaries and Fig. 3C shows a situation where the service vehicle is entering the shutdown down.
  • Fig. 4 is a schematic top view of the automated storage and retrieval system according to Fig. 3, where the service vehicle has fully entered the shutdown zone.
  • Figs. 5A and 5B are perspective views of an exemplary automated storage and retrieval system according to the invention, where Fig. 5 A shows a part of the system having a delivery rail system with container delivery vehicles operating below the rail system of container handling vehicles and Fig. 5B shows an example of a container delivery vehicle having a storage container stored within.
  • Fig. 6 is a schematic top view of an automated storage and retrieval system according to a third embodiment of the invention, where the system comprises a plurality of transport rail systems with container handling vehicles and one delivery rail system extending below all the transport rail systems.
  • Figs. 7A and 7B are perspective views of service vehicles suitable for operating on a rail system of an automated storage and retrieval system, where Fig. 7 A shows a service vehicle having two set of wheels configured to follow the rails in X and Y directions and Fig. 7B shows a service vehicle having caterpillar tracks configured to drive on top of the rail system.
  • Fig. 8 is a flow sheet describing an example of steps of a method according to the invention. Detailed description of the invention
  • the automated storage and retrieval system 1 comprises a framework structure 100 which includes a storage grid 104 of in total 1144 grid cells, where the width and length of the grid 104 corresponds to the width and length of 143 grid columns.
  • the top layer of the framework structure 100 is a rail system 108 onto which a plurality of container handling vehicles 250 are operated.
  • the framework structure 100 may be constructed in accordance with the prior art framework structure 100 described above, i.e. a plurality of upright members 102 and a plurality of horizontal members 103 which are supported by the upright members 102.
  • the rail system 108 includes parallel rails 110,111 along the X direction and the Y direction, respectively, arranged across the top of storage columns 105.
  • the horizontal area of a grid cell 122 delimiting the opening into the storage column 105 may be defined by the distance between adjacent rails 110 and 111, respectively.
  • a single grid cell 122 is marked on the rail system 108 by thick lines in Fig. 1A and shown in a top view in Fig. 1B .
  • the rail system 108 allows the container handling vehicles 250 to move horizontally between different grid locations, where each grid location is associated with a grid cell 122.
  • the storage grid 104 is shown with a height of eight cells. It is understood, however, that the storage grid 104 can in principle be of any size. In particular, It is understood that storage grid 104 can be considerably wider and/or longer than disclosed in Fig. 1. For example, the grid 104 may have a horizontal extension of more than 700x700 grid cells 122. Also, the grid 104 can be considerably deeper than disclosed in Figs. 1 and 2. For example, the storage grid 104 may have a depth corresponding to a stable 107 of ten storage containers 106 or more.
  • All container handling vehicles 250 may be controlled by a remote control system 109.
  • the container handling vehicles 250 may be of any type known in the art, e.g. any one of the automated container handling vehicles disclosed in W02014/090684 Al, in N0317366 or in WO2015/193278A1.
  • Fig. 2 shows a top view of an automated storage and retrieval system 1 according to a first embodiment of the invention.
  • the system 1 comprises three framework structures lOOa-c, each having a storage grid 104 with stacks 107 of storage containers 106, a rail system l08a-c arranged on top of the storage grid 104 and an access port l60a-c.
  • the framework structures lOOa-c are separated by two vehicle blocking barriers 125, e.g., walls, arranged between the rail systems l08a-c.
  • Each of the barriers 125 includes one or more passages l30a,b in which container handling vehicles 250 may drive through during normal operation.
  • a container handling vehicle 240 has been labeled malfunctional and brought to a halt at a location on the mid rail system l08b.
  • some of the container handling vehicles 230’ are instructed by a control system 109 to move into the passages l30a,b of both barriers 125 to create two continuous (e.g., at least having no gaps which a vehicle can pass through) physical barriers along the entire length of the rail system l08a-c, thereby preventing operative container handling vehicles 250 located on the left and right rail systems l08a,l08c to enter the mid rail system l08b.
  • a shutdown zone 225 Any remaining container handling vehicles 230” still in operation on the mid rail system 108b are brought to a halt. Consequently, there will be no container handling vehicles 250 operative within the mid rail system l08b. Such a zone will hereinafter be called a shutdown zone 225.
  • an operator may enter the rail system l08b via a mid access port l60b.
  • the operator may choose to walk to, for example, the malfunctioning vehicle 240 on foot.
  • a service vehicle 20 enters the mid rail system l08b via the mid access port l60b and drives across the mid rail system l08b to, for example, the malfunctioning container handling vehicle 240, preferably with an onboard operator.
  • the above step of entering the rail system 108 with a service vehicle 20 through an access port 160 is preferably performed after the above described process of creating the shutdown zone 225. But the step may also be performed, or initiated, during the process if this is considered sufficiently safe.
  • the access ports l60a-c may be adjacent to a mezzanine outside the boundary of the rail systems 108, for supporting the service vehicle 20 while it is inactive.
  • an access port l60a-c and a service vehicle 20 is depicted for each of the rail systems l08a-c.
  • other configurations may be envisaged such as an arrangement of only one mid access port l60b, allowing entrance of a service vehicle 20 into the mid rail system l08b.
  • the service vehicle 20 may, with such a configuration, travel through the respective passage l30a,b and into the affected rail system l08a,c.
  • these container handling vehicles 250 in this zone may be temporary halted and/or temporary rerouted away from the service vehicle 20.
  • Fig. 3 shows a second embodiment where the automated storage and retrieval system 1 includes a single framework structure 100 having a rail system 108 and an underlying storage grid 104 with stacks 107 of storage containers 106.
  • Fig. 3 A shows the situation where the control system 109 has
  • Fig. 3B shows a later situation where the control system 109 has
  • the general direction of the service vehicle 20 is indicated by a double line arrow 21.
  • Fig. 3C shows yet a later situation where the service vehicle 20 has
  • the operator Whilst the operator is on the service vehicle 20, he or she may be relatively safe, protected by safety barriers fitted around a cockpit area of the service vehicle. Once the service vehicle 20 has entered the shutdown zone 225, the operator may want to step off the service vehicle 20 to service the malfunctioning vehicle 240. Thus, at this point any operator previously on the service vehicle 20 may at this latter stage perform work on the malfunctioning vehicle 240 while out of the protection of the service vehicle 20. The work may involve any in -situ maintenance work and/or transport of the vehicle 240 on the service vehicle 20 to another location, for example a workshop outside the rail system 108.
  • FIG. 4 A similar scenario as in Fig. 3C is shown in Fig. 4, but where the service vehicle 20 has fully entered a 6x6 grid cell large shutdown zone 20 bounded by 22 parked container handling vehicles 230’. In addition to the malfunctioning vehicle 240, a functioning vehicle 230” has been brought to a halt within the shutdown zone 225 to ensure safe working conditions.
  • a central point of the shutdown zone 225 may be offset with respect to the malfunctioning vehicle 240. This creates an area to receive the service vehicle 20 and/or an operator within the shutdown zone 225 whilst minimizing the number of other vehicles 230’ required to form the physical barrier.
  • the barrier in Fig. 4 is set up in the same way as in Fig. 3C, but without vehicles 230’ in each corner.
  • shutdown zone 225 and the corresponding boundary defining, parked vehicles 230’ may be of any shape when viewed from above, for example circular, oval, triangular, hexagonal, octagonal, etc.
  • a part trigonometric form such as a half-octagonal shape or half -rectangular shape may be advantageous as a barrier.
  • the boundary setting vehicles 230’ may be placed on different positions relative to the boundaries of the shutdown zone 225.
  • each vehicle 230’ is placed outside the boundaries with one of its walls (an outermost vehicle wall from the malfunctioning vehicle 240) at a horizontal / lateral position equal to the corresponding position of the boundaries.
  • an alternative position may be envisaged such that each or some of the vehicles 230’ are placed at least partly on the boundaries or fully within the shutdown zone 225 with one outer wall at a horizontal / lateral position equal to the corresponding position of the boundaries.
  • a barrier of vehicles 230’ may also be more than one vehicle wide. Such vehicles 230’ may be staggered. In some cases it may be desirable to space some of the vehicles 230’ from an adjacent vehicle, but only by an amount which is less than a width of the vehicles 230’.
  • the safety for the operator may be further improved by instructing (via the control system 109) additional operative container handling vehicles 250 to close the opening into the shutdown zone 225.
  • FIG. 5 A A different automated storage and retrieval system 1 is shown in part in Fig . 5 A.
  • the upright members 102 constitute part of a framework structure 100 onto which a transport rail system 108 with a plurality of container handling vehicles 250 are operating.
  • a plurality of vehicles 330,340,350 may operate on a rail system 308 comprising a first set of parallel rails 310 directed in a first direction X and a second set of parallel rails 311 directed in a second direction Y perpendicular to the first direction X, thereby forming a grid pattern in the horizontal plane P L comprising a plurality of rectangular and uniform grid locations or grid cells 322.
  • Each grid cell of this lower rail system 308 comprises a grid opening 315 being delimited by a pair of neighboring rails 3l0a,3l0b of the first set of rails 310 and a pair of neighboring rails 3l la,3l lb of the second set of rails 311.
  • the part of the lower rail system 308 that extends below the storage columns 105 are aligned such that its grid cells 322 are in the horizontal plane PL coincident with the grid cells 122 of the upper rail system 108 in the horizontal plane P.
  • a storage container 106 being lowered down into a storage column 105 by a container handling vehicle 250 can be received by a delivery vehicle 350 configured to run on the rail system 308 and to receive storage containers 106 down from the storage column 105.
  • Fig. 5B shows an example of such a vehicle 350 comprising a wheel assembly 351 similar to the wheel assembly 251 described for the prior art container handling vehicle 250 and a storage container support 352 for receiving and supporting a storage container 106 delivered by an above container handling vehicle 250.
  • the delivery vehicle 350 may drive to an access station adjacent to the rail system 308 (not shown) for delivery of the storage container 106 for further handling and shipping.
  • the upper and lower rail systems 108,308 are called the transport rail system 108 and the delivery rail system 308.
  • the vehicle shown in Fig. 5B is called a container delivery vehicle 350.
  • Fig. 6 shows a third embodiment of an automated storage and retrieval system 1.
  • the system 1 includes four spaced apart transport rail systems l08a-d, each with operative container handling vehicles 250, and a delivery rail system 308 designed as a four grid cells wide path extending below all four of the transport rail systems l08a-d in a closed loop.
  • any operative container delivery vehicle 350 may receive storage containers 106 from a storage column 105 belonging to any of the transport rail systems l08a-d.
  • each delivery port 370 is arranged to receive (and possibly also deliver) storage containers 106 to the container delivery vehicles 350.
  • the outer periphery also contains a number of access ports 360 distributed in the horizontal plane P L , where each access port 360 is configured to allow entrance of a service vehicle 20 into the delivery rail system 308.
  • Fig. 6 shows a scenario where the control system 109 has
  • the service vehicle 20 may enter the access port 360’ and drive to the malfunctioning container delivery vehicle 340 with little or no risk of collision with other container delivery vehicles 350 still operative on the delivery rail system 308.
  • other service vehicles 20 may be operating on the transport rail system(s) 108 by use of the corresponding access ports 160.
  • FIG. 7 A Two possible configurations of a service vehicle 20 suitable for the operations described above are shown in Fig. 7 A and Fig. 7B.
  • Both examples of service vehicles 20 comprises a lifting mechanism 24, a seat 25 for the operator and a support base 22 for support of malfunctioning vehicles 240,340 and driving means 23 to enable movement of the service vehicle 20.
  • the service vehicle 20 could of course comprise other configurations and the present invention is not limited to these two examples.
  • the driving means 23 comprises two set of four wheels, where at least one of the sets may be raised and lowered.
  • the driving means are similar to the driving means of the above described container handling vehicles 250 and container delivery vehicles 350.
  • the wheels follow the rails 110,310,111,311 of the transport and/or delivery rail system(s) 108,308.
  • the driving means 23 of the service vehicle 20 comprises caterpillar tracks configured to drive on top of the rails 110,310,111,311, thereby allowing movement in any direction in the horizontal planes P,P L of either the transport rail system 108 or the delivery rail system 308.
  • the service vehicle of Fig. 7B may be used as an alternative to, or in conjunction with, the service vehicle 20 of Fig. 7 A
  • FIG. 9 A flow chart 400 describing one example of the inventive method is shown in Fig. 9 where the following method steps are executed / controlled by the control system 109:
  • An anomaly in one or more operation conditions of a vehicle 250,350 intended operating on either the transport rail system 108 or the delivery rail system 308 is registered / detected.
  • Examples of operation conditions are positional accuracy, acceleration pattern, temperature, charging efficiency of battery and contact with underlying rail system.
  • the vehicle having the anomaly is labelled as a malfunctioning vehicle 240,340.
  • the malfunctioning vehicle 240,340 is instructed to halt, either immediately or at a specific location on the rail system 108,308. 404. The stop position of the malfunctioning vehicle 240,340 is registered in the control system 109.
  • a shutdown zone 225,325 is generated / set on the rail system 108,308, in which the malfunctioning vehicle 240,340 has been brought to a halt.
  • step 408 guide one or more of the operating vehicles out of the shutdown zone, alternatively to a boundary of the shutdown zone 225,335 (see step 408), or
  • shutdown zone 225,335 may become void of any operative vehicles 250,350.
  • step 407b If not already completed in step 407b, one or more of the operating vehicles 230’,330’ are brought to a halt at positions on or at the lateral boundaries of the shutdown zone 225,325 in order to create a physical barrier which at least partly prevent other operating vehicles 250,350 to enter.
  • a service vehicle 20 is guided at or into the shutdown zone 225,325 in order to allow handling and/or maintenance of the malfunctioning vehicle 240,340.
  • the operating vehicle 250,350 outside the shutdown zone is rerouted in order to avoid collision with the service vehicle 20 during the travel of the service vehicle 20 between the access station 160 (or any other initial position) and the shutdown zone 225,325
  • a plurality of the operating container handling vehicles 250,350 may be used to create a walking passage between the access port 160,360 and the malfunctioning vehicle 240,340.
  • the plurality of vehicles 250,350 may be arranged to create two lines of halted vehicles 230’, 330’ extending from the access port 160 and to the boundary of the shutdown zone 225,325 and any vehicle created physical barrier.
  • the distance between the two lines of vehicles 230’, 330’ should be at least one grid cell 122,322 wide, for example three grid cells 122,322 wide.
  • Such a walking passage may also be a dynamic exclusion zone where the operative vehicles 250,350 are instructed to move at a certain distance from the operator while he or she is on the rail system 108,308.
  • Boundary defining, parked vehicle 230 Non-boundary defining, parked vehicle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Warehouses Or Storage Devices (AREA)

Abstract

Procédé de manipulation de véhicules fonctionnant mal (240, 340) sur un système de rails (108, 308) constituant une partie d'un système de stockage et d'extraction (1) conçu pour stocker une pluralité de piles (107) de contenants de stockage (106), le système de stockage et d'extraction (1) comprenant - une pluralité de véhicules actionnés à distance (230, 330, 240, 340, 250, 350) conçus pour se déplacer latéralement sur le système de rails (108, 308) et - un système de commande (109) pour surveiller et commander des déplacements sans fil de la pluralité de véhicules (230, 330, 240, 340, 250, 350), le système de commande (109) forme par communication de données sans fil au moins les étapes suivantes : A. enregistrement d'une anomalie dans un état fonctionnel d'un véhicule (240, 340) sur le système de rails (108, 308), B. enregistrement du véhicule ayant l'état fonctionnel anormal en tant que véhicule fonctionnant mal (240, 340), C. immobilisation du véhicule fonctionnant mal (240, 340) , D. enregistrement d'une position d'immobilisation du véhicule fonctionnant mal (240, 340) par rapport au système de rails de support (108, 308), E. établissement d'une zone d'arrêt en deux dimensions (225) à dans le système de rails (108, 308) dans lequel le véhicule fonctionnant mal (240, 340) est immobilisé, et F. mise à jour d'un motif de déplacement de la pluralité de véhicules actionnés à distance (230, 330, 250, 350) à l'extérieur de la zone d'arrêt en deux dimensions (225) de telle sorte que l'entrée dans la zone d'arrêt en deux dimensions (225) est évitée.
PCT/EP2019/065185 2018-06-11 2019-06-11 Procédé de manipulation de véhicules fonctionnant mal sur un système de rails et système de stockage et d'extraction utilisant un tel procédé WO2019238662A1 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
CA3100125A CA3100125A1 (fr) 2018-06-12 2019-06-11 Procede de manipulation de vehicules fonctionnant mal sur un systeme de rails et systeme de stockage et d'extraction utilisant un tel procede
US17/059,220 US11891095B2 (en) 2018-06-12 2019-06-11 Method for handling malfunctioning vehicles on a rail system and a storage and retrieval system using such a method
PL19730161.7T PL3807181T3 (pl) 2018-06-12 2019-06-11 Sposób obsługiwania nieprawidłowo działających pojazdów na systemie szynowym oraz system składowania i pobierania wykorzystujący taki sposób
EP19730161.7A EP3807181B1 (fr) 2018-06-12 2019-06-11 Procédé de manipulation de véhicules fonctionnant mal sur un système de rails et système de stockage et d'extraction utilisant un tel procédé
CN201980039066.2A CN112262087B (zh) 2018-06-12 2019-06-11 用于搬运轨道系统上的故障车辆的方法及使用该方法的储存和取回系统
DK19730161.7T DK3807181T3 (da) 2018-06-12 2019-06-11 Fremgangsmåde til håndtering af defekte køretøjer på et skinnesystem og et lagrings- og hentningssystem, der anvender en sådan fremgangsmåde
JP2020568728A JP7319309B2 (ja) 2018-06-12 2019-06-11 レールシステム上にある不具合のある車両を取り扱うための方法、および当該方法を利用する倉庫システム
JP2023117991A JP2023134752A (ja) 2018-06-12 2023-07-20 レールシステム上にある不具合のある車両を取り扱うための方法、および当該方法を利用する倉庫システム
US18/545,595 US20240132119A1 (en) 2018-06-11 2023-12-19 Method for handling malfunctioning vehicles on a rail system and a storage and retrieval system using such a method

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
NO20180813 2018-06-12
NO20180813 2018-06-12
NO20181005A NO344662B1 (en) 2018-06-12 2018-07-19 An automated storage and retrieval system and a method of transporting storage containers between an automated storage and retrieval grid and a second location
NO20181005 2018-07-19
NO20190666 2019-05-23
NO20190666A NO346210B1 (en) 2018-06-12 2019-05-24 Method for handling malfunctioning vehicles on a rail system and a storage and retrieval system using such a method

Related Child Applications (2)

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US17/059,220 A-371-Of-International US11891095B2 (en) 2018-06-12 2019-06-11 Method for handling malfunctioning vehicles on a rail system and a storage and retrieval system using such a method
US18/545,595 Continuation US20240132119A1 (en) 2018-06-11 2023-12-19 Method for handling malfunctioning vehicles on a rail system and a storage and retrieval system using such a method

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