Patent Description:
More specific, the invention is directed to a remotely operated delivery vehicle comprising a safety device which transmits a signal to a control unit such that it performs an action of operating the remotely operated vehicle, in the event that a collision is detected.

<FIG> and <FIG> disclose a typical prior art automated storage and retrieval system <NUM> with a framework structure <NUM>. <FIG> disclose a prior art container handling vehicle <NUM> operating the system <NUM> disclosed in <FIG> and <FIG>, respectively.

The framework structure <NUM> comprises a plurality of upright members <NUM> and optionally a plurality of horizontal members <NUM> supporting the upright members <NUM>.

The framework structure <NUM> defines a storage grid <NUM> comprising storage columns <NUM> arranged in rows, in which storage columns <NUM> storage containers <NUM>, also known as bins, are stacked one on top of another to form stacks <NUM>.

Each storage container <NUM> may typically hold a plurality of product items (not shown), and the product items within a storage container <NUM> may be identical or may be of different product types depending on the application.

The storage grid <NUM> guards against horizontal movement of the stacks <NUM> of storage containers <NUM>, and guides vertical movement of the containers <NUM>, but does normally not otherwise support the storage containers <NUM> when stacked.

The automated storage and retrieval system <NUM> comprises a rail system <NUM> arranged in a grid pattern across the top of the storage <NUM>, on which rail system <NUM> a plurality of container handling vehicles <NUM>,<NUM> (as exemplified in <FIG> and <FIG>) are operated to raise storage containers <NUM> from, and lower storage containers <NUM> into, the storage columns <NUM>, and also to transport the storage containers <NUM> above the storage columns <NUM>. The horizontal extension of one of the grid cells <NUM> constituting the grid pattern is in <FIG> and <FIG> marked by thick lines.

Each grid cell <NUM> has a width which is typically within the interval of <NUM> to <NUM>, and a length which is typically within the interval of <NUM> to <NUM>. Each grid opening <NUM> has a width and a length which is typically <NUM> to <NUM> less than the width and the length of the grid cell <NUM> due to the horizontal extent of the rails <NUM>,<NUM>.

In this way, the rail system <NUM> defines grid columns above which the container handling vehicles <NUM>,<NUM> can move laterally above the storage columns <NUM>, i.e. in a plane which is parallel to the horizontal X-Y plane.

Each prior art container handling vehicle <NUM>,<NUM> comprises a vehicle body and a wheel arrangement of eight wheels <NUM>,<NUM> where a first set of four wheels enable the lateral movement of the container handling vehicles <NUM>,<NUM> in the X direction and a second set of the remaining four wheels enable the lateral movement in the Y direction. One or both sets of wheels in the wheel arrangement can be lifted and lowered, so that the first set of wheels and/or the second set of wheels can be engaged with the respective set of rails <NUM>, <NUM> at any one time.

Each prior art container handling vehicle <NUM>,<NUM> also comprises a lifting device (not shown) for vertical transportation of storage containers <NUM>, e.g. raising a storage container <NUM> from, and lowering a storage container <NUM> into, a storage column <NUM>. The lifting device comprises one or more gripping / engaging devices (not shown) which are adapted to engage a storage container <NUM>, and which gripping / engaging devices can be lowered from the vehicle <NUM>,<NUM> so that the position of the gripping / engaging devices with respect to the vehicle <NUM>,<NUM> can be adjusted in a third direction Z which is orthogonal the first direction X and the second direction Y.

Conventionally, and also for the purpose of this application, Z=<NUM> identifies the uppermost layer of the grid <NUM>, i.e. the layer immediately below the rail system <NUM>, Z=<NUM> the second layer below the rail system <NUM>, Z=<NUM> the third layer etc. In the embodiment disclosed in <FIG> and <FIG>, Z=<NUM> identifies the lowermost, bottom layer of the grid <NUM>. Consequently, as an example, and using the Cartesian coordinate system X, Y, Z indicated in <FIG> and <FIG>, the storage container identified as <NUM>' in <FIG> can be said to occupy grid location or cell X=<NUM>, Y=<NUM>, Z=<NUM>. The container handling vehicles <NUM> can be said to travel in layer Z=<NUM> and each grid column can be identified by its X and Y coordinates.

Each container handling vehicle <NUM> comprises a storage compartment or space (not shown) for receiving and stowing a storage container <NUM> when transporting the storage container <NUM> across the grid <NUM>. The storage space may comprise a cavity arranged centrally within the vehicle body, e.g. as is described in <CIT>.

Alternatively, the container handling vehicles <NUM> may have a cantilever construction, as is described in NO317366.

The container handling vehicles <NUM> may have a footprint, i.e. an extent in the X and Y directions, which is generally equal to the lateral or horizontal extent of a grid cell <NUM>, i.e. corresponding to the area of a grid cell <NUM> in the X and Y directions, e.g. as is described in <CIT>.

Alternatively, the container handling vehicles <NUM> may have a footprint which is larger than the lateral extent of a grid column <NUM>, e.g. as is disclosed in <CIT>.

In a storage grid <NUM>, a majority of the grid columns are storage columns <NUM>, i.e. grid columns <NUM> where storage containers <NUM> are stored in stacks <NUM>. However, a grid <NUM> normally has at least one grid column which is used not for storing storage containers <NUM>, but which comprises a location where the container handling vehicles <NUM>,<NUM> can drop off and/or pick up storage containers <NUM> so that they can be transported to a second location (not shown) where the storage containers <NUM> can be accessed from outside of the grid <NUM> or transferred out of or into the grid <NUM>. Within the art, such a location is normally referred to as a "port" and the grid column in which the port is located may be referred to as a delivery column <NUM>,<NUM>. The drop-off and pick-up ports of the container handling vehicles is referred to the upper ports of a delivery column <NUM>,<NUM>.

The storage grids <NUM> in <FIG> and <FIG> comprise two delivery columns <NUM> and <NUM>. The first delivery column <NUM> may for example comprise a dedicated drop-of port where the container handling vehicles <NUM>,<NUM> can drop off storage containers <NUM> to be transported through the delivery column <NUM> and further to an access or a transfer station, and the second delivery column <NUM> may comprise a dedicated pick-up port where the container handling vehicles <NUM>,<NUM> can pick up storage containers <NUM> that have been transported through the delivery column <NUM> 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 access or transfer station may typically be a picking or a stocking station where product items are removed from or positioned into the storage containers <NUM>. In a picking or a stocking station, the storage containers <NUM> are normally never removed from the automated storage and retrieval system <NUM> but are returned into the storage grid <NUM> once accessed. As an alternative to ports as part of the storage grids <NUM>, it may be envisaged ports that transfer storage containers out of or into the storage grid <NUM>, e.g. for transferring storage containers <NUM> 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 delivery vehicle may be arranged to operate on a dedicated delivery rail system such that a storage container may be transported between the storage grid and the picking or stocking station. Such delivery vehicles are heavy in weight and operate at high speed on the same level as the human operators and may therefore pose a potential hazard to the human operator. The human operator may, for example, get a hand, foot or other body parts squeezed between the delivery vehicles or between vehicles and fixed structures (such as rails, walls, cabinet, etc.). Hence, there is a need for a safety device which can reduce the hazard to a human operator in case of a collision with a delivery vehicle.

A three-directional palletized load transporter for transport of a palletized load between an automated storage and retrieval grid, which is configured to store a plurality of stacks of palletized loads, and an access station for handling of the palletized loads by at least one of a robotic operator and human operator is known from <CIT>. The three-directional palletized load transporter comprising a vehicle body comprising a motor for driving a plurality of rolling devices for moving the three-directional palletized load transporter in a horizontal plane, a control unit for controlling the three-directional palletized load transporter and a palletized load carrier provided above the motorized vehicle body for carrying a palletized load.

The objective is to provide a safe and reliable automated storage and retrieval system in operation, such that it prevents or at least reduces the potential for injury to human operators in case of a collision.

The invention is set forth in the independent claims and the dependent claims describe alternatives of the invention.

In the following the term "remotely operated delivery vehicle" is referred to as the "delivery vehicle" and the term "automated storage and retrieval grid" is referred to as the "storage grid". The term "a storage container" is also known in prior art as "a bin". The term "picking and stocking station" is also referred to as an "access station" or "accessing station".

The present invention is related to a remotely operated delivery vehicle for transport of a storage container between an automated storage and retrieval grid, which is configured to store a plurality of stacks of storage containers, and an access station for handling of the storage container by at least one of a robotic operator and human operator.

The remotely operated delivery vehicle comprising;.

The remotely operated delivery vehicle further comprises a safety device which transmits a signal to the control unit such that it performs an action of operating the remotely operated delivery vehicle, in the event that a collision is detected. The collision is caused by a force acting on the remotely operated delivery vehicle and is detected by a collision mechanism of the safety device, and wherein the collision mechanism is a container carrier displacement device arranged such that it trips the safety device upon displacement of the container carrier relative to the motorized vehicle body, which first position is the undisplaced position and the second position is the displaced position.

The action of operating the remotely operated vehicle may be by operating the motor for driving the plurality of rolling devices.

The action of operating the remotely operated delivery vehicle is at least any one of; shutting off the motor for driving the plurality of rolling devices, reversing the moving direction of the rolling devices or reducing the speed of the rolling devices.

The safety device may be connected to the control unit by wire or wireless.

In the event of a collision, the safety device will transmit a signal to the drive unit situated onboard in the delivery vehicle. Upon receiving the signal, the control unit performs a necessary action for controlling the vehicle. The action may be shutting down the motor, such that the delivery vehicle loses its propulsion power, thereby causing the vehicle to stop. The control unit may also instruct the motor to reverse the moving direction of the rolling devices. For example, the control unit may activate a reversing switch or sensor to switch the polarity of a drive signal being sent to the drive motors. The control unit may also perform the action of reducing the speed of the rolling devices by applying a break force to the rolling devices. For example, the break force may be performed by actively braking with the magnetic field of the motors.

The control unit for operating the motor or motors of the motor-driven rolling devices may be located locally on the delivery vehicle. The safety device transmits the signal to the control unit, which performs the action of operating the delivery vehicle such that the power is shut down or turning the magnetic field of the motor or breaking with the magnetic field of the motor.

In embodiments, the system may comprise an external control unit situated external to the delivery vehicle, and a local control unit of the delivery vehicle. In the event of a collision, the safety device transmits a signal to the external control unit via the local control unit, and wherein the external control unit may operate the delivery vehicle via the internal control unit.

The remotely operated delivery vehicle comprises a vehicle body which may comprise at least one compartment for storing a power source such as a battery. The at least one compartment may also be adapted to store components such as wheel shift motor, tilt motor, actuators or controllers. The rolling device, such as wheels or driving belts, may be connected to the vehicle body of the delivery vehicle and may be operated by an electric motor. The electric motor may for example be arranged at least partly within the rolling device. The electric motor may be a hub motor, for example, located within a hub of a wheel or directly connected with the hub or providing the hub of the driven wheel.

The drive motor or motors are arranged to drive the rolling devices (i.e. wheels) of the delivery vehicle such that the delivery vehicle may operate on rails on a delivery rail system. The delivery rail system may comprise at least a first set of parallel rails arranged in a horizontal plane (P1) and extending in a first direction (X), and at least a second set of parallel rails arranged in the horizontal plane (P1) and extending in a second direction (Y) which is orthogonal to the first direction (X), which first and second set of rails form a grid pattern in the horizontal plane (P1) comprising a plurality of adjacent grid cells of the delivery rail system.

A collision is caused by a force (F) acting on the remotely operated delivery vehicle and is detected by a collision mechanism in the form of a displacement mechanism. For example, if a human operator gets a hand squeezed between a delivery vehicle and a cabinet of the container accessing station, the collision mechanism detect that a collision has occurred through displacement of one part of the mechanism with respect to another part and activating the safety device to transmit a signal to the control unit such that an action of operating the delivery vehicle is performed. The action may for example be instructing the rolling devices to move in a reverse (opposite) direction of the moving direction compared to prior to the collision. The delivery vehicle will immediately stop or reverse, due to the reverse torque or break applied to the wheels, in response to the collision such that potential injury to the human operator may be avoided or reduced.

The safety device may comprise a collision mechanism and a sensor, a switch or a combination thereof. The sensor or switch may be activated when a dangerous situation occurs such as in the event of a collision. The sensor or switch operates as a fail-safe device providing a signal to the control unit which automatically stops or reverses the delivery vehicle, by applying a reverse torque to the wheels, for bringing the vehicle to a safe state, when activated. Such safe state may be for example reversing the vehicle at least a distance, or reduce the power to idle, or applying brakes while leaving the vehicle still active and ready to resume normal operation once control is reestablished.

The sensor/switch may be at least any one of a device for making of breaking a connection in a circuit or providing a signal when being tripped.

The sensor may be at least any one of a light sensor, movement sensor or pressure sensor, etc..

In embodiments, in the safe state of the delivery vehicle, the control unit may be connected to a mechanical device for activating a mechanical clutch, so that the motor is still active but the clutch is not connected so that torque is not transmitted to the rolling devices, or the device may be connected to a ratchet or brake to stop the rotation of a drive shaft or rotating part.

The delivery vehicle may resume normal operation by manually re-starting the vehicle or re-setting the collision mechanism. The delivery vehicle may also be reactivated by the control unit.

To avoid injury or at least reduce harm to human operators and/or reduce the damage on equipment, it is desirable that the delivery vehicle stops and/or is reversed in the event that a collision is detected.

In order to avoid self-activation of the collision mechanism, the collision mechanism may be provided with a preset resistance or force that must be overcome such that it is activated only when a force transmitted to the delivery vehicle exceeds a predefined value. Such a preset force or resistance may rely on friction, spring or some other form of pre-load that must be overcome by the force of the collision.

In examples not according to the invention, the collision mechanism may be in the form of a pressure sensor.

The pressure sensor may be located on the vehicle body of the delivery vehicle, or the pressure sensor may be located on the container carrier, or it may be located between the vehicle body and the container carrier. Preferably, the pressure sensor may be arranged and located at a periphery area of the delivery vehicle. Such an area may for instance be the most likely impact area in case of collision.

The pressure sensor may be a compressible device arranged such that said device is uncompressed in normal operation of the delivery vehicle, and while upon collision, a force acting on said device will make the device compress, thereby activating the safety device. The compressible device may be at least any one of; a button, a switch or a bumper.

In examples not according to the invention, the collision mechanism may be in form of an elongate compressible list such as a clamping strip. The clamping strip comprising two layers of rubber, one with electrically conductive rubber and one with normal insulating rubber. A copper wire molded into two separated layers of electrically conductive rubber forms, together with a resistance at the end of the clamping strip, a closed circuit. In the event of a collision, the two separated layers of conductive rubber are pressed together, causing the device to short-circuit. Thus, the collision is detected through the triggering of the collision mechanism, causing transmission of the reversing signal to the control unit of the delivery vehicle.

The clamping strips may be arranged at the periphery on top of the container carrier, or at a location on the delivery vehicle where a collision is most likely to happen.

In examples not according to the invention, the collision mechanism may comprise a sliding device connected to the container carrier which trips as a result of a part being displaced with respect to another in the event of a collision.

The sliding device may be arranged as a L-shaped arm arranged on sliding rails or tracks, and connected to the underside of the container carrier, such that when a collision occurs, the sliding L-shaped arm detects the collision by pressing or activating a sensor, a switch or a combination thereof, at the underside of the container carrier, thereby tripping the safety device.

The sensor, switch or a combination thereof, may also be located at a side of the container carrier.

Thus, the sliding device may be connected to the delivery vehicle such that the collision mechanism is tripped in the event that said sliding device or part of the sliding device is moved or slides from one position to another.

According to the invention, the collision mechanism is a container carrier displacement device arranged such that a collision is detected upon displacement of the container carrier relative to the motorized vehicle body, which first position of the container carrier displacement device is the un-displaced position and the second position is the displaced position. The collision mechanism may comprise a sensor, a switch, or a combination thereof, and adapted to be tripped through movement of the collision mechanism.

The container carrier displacement device may comprise a first sliding part moveable in a first direction (X), and a second sliding part moveable in a second direction (Y) which is orthogonal to the first direction.

The second sliding part may be arranged on a second track provided on the motorized vehicle body for movement in the second direction (Y), and the first plate may be arranged on a first track provided on the second sliding part, for movement in the first direction (X).

The above arrangement allows the container carrier to be displaced forward and backwards in both X and Y direction.

The first sliding part is connected to a first sensor/switch of the collision mechanism for tripping the safety device of the delivery vehicle in the first direction (X). The second sliding part is connected to a second sensor/switch of the collision mechanism for tripping the safety device of the delivery vehicle in the second direction (Y). The delivery vehicle may comprise two (or more) collision mechanisms, one for detecting a collision in one direction and another (or more) collision mechanism for detecting a collision in another direction.

The sensor/switch is arranged such that when triggered or moved, the sensor/switch trips the safety device such that a signal is sent to the control unit such that the rolling devices are instructed to stop or reverse. The sensor/switch may be arranged in a recess of the container carrier displacement device such that when the container carrier displacement device is moved in a direction forward or backward (relative to the centered reference position), the sensor/switch moves simultaneously and trips the safety device.

In operation, the rolling devices of delivery vehicle may move in a first moving direction. The container carrier displacement device may be in a centered reference position. In the event of collision, the container carrier may be displaced relative to the centered reference position such that a sensor/switch connected to the container carrier displacement device is moved (activated). The sensor/switch trips the safety device to transmit a signal to the control unit to instruct the rolling devices to reverse or stop the movement in the first moving direction.

The container carrier displacement device (and the container carrier) may be centered in the reference position by means of spring. It may be preferable to provide a pre-load in the centered reference position in order to avoid uncontrolled movement of the container carrier displacement device. The pre-load may be arranged such that the container carrier displacement device is activated only if the force acting on the container carrier exceeds a predetermined value. Such arrangement may be at least any one of a; friction device, spring or magnetic device.

The invention is further directed to an automated storage and retrieval system comprising an automated storage and retrieval grid and a delivery system.

The automated storage and retrieval system comprising an automated storage and retrieval grid for storage of storage containers, and a delivery system for transport of said storage containers between the automated storage and retrieval grid and a container accessing station of the delivery system.

The automated storage and retrieval grid comprises a container handling vehicle rail system for guiding a plurality of container handling vehicles, the container handling vehicle rail system comprising at least a first set of parallel rails arranged in a horizontal plane (P) and extending in a first direction (X), and at least 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), which first and second sets of rails form a grid pattern in the horizontal plane (P) comprising a plurality of adjacent container handling vehicle grid cells.

The delivery system comprises a delivery rail system for guiding a plurality of remotely operated delivery vehicles, the delivery rail system being arranged on a level below the container handling vehicle rail system and extends to the container accessing station. The remotely operated delivery vehicle of the delivery system comprises:.

wherein the remotely operated delivery vehicle comprises a safety device which transmits a signal to the control unit such that it performs an action of operating the remotely operated delivery vehicle, in the event that a collision is detected. The collision is caused by a force acting on the remotely operated delivery vehicle and is detected by a collision mechanism of the safety device, and wherein the collision mechanism is a container carrier displacement device arranged such that it trips the safety device upon displacement of the container carrier relative to the motorized vehicle body, which first position is the undisplaced position and the second position is the displaced position.

The action of operating the remotely operated delivery vehicle is at least any one of; shutting down the motor, reversing the moving direction of the rolling devices or reducing the speed of the rolling devices.

The delivery system may further comprise at delivery rail system, the delivery rail system (<NUM>) comprises at least a first set of parallel rails arranged in a horizontal plane (P1) and extending in a first direction (X), and at least a second set of parallel rails arranged in the horizontal plane (P1) and extending in a second direction (Y) which is orthogonal to the first direction (X), which first and second sets of rails form a grid pattern in the horizontal plane (P1) comprising a plurality of adjacent delivery vehicle grid cells.

The delivery rail system is located at an area where human's operators are operating by picking and/or inserting items into storage containers at the container accessing station. Therefore, in order to improve the operational safety of the delivery grid system, the delivery vehicles are provided with the safety device which is tripped in the event that a collision is detected.

The invention is also related to a method of improving operational safety of a delivery grid system, wherein the delivery grid system comprises a remotely operated delivery vehicle comprising;.

wherein the method comprises the steps of;.

The following drawings depict exemplary embodiments of the present invention and are appended to facilitate the understanding of the invention.

Furthermore, even if some of the features are described in relation to the system only, it is apparent that they are valid for the delivery vehicles and related methods as well, and vice versa. Hence, any features described in relation to the delivery vehicle only, and/or related methods, are also valid for the system.

With reference to <FIG> the storage grid <NUM> of each storage structure <NUM> constitutes a framework <NUM> of in total <NUM> grid columns <NUM>, where the width and length of the framework corresponds to the width and length of <NUM> and <NUM> grid columns <NUM>, respectively. The top layer of the framework <NUM> is a rail system <NUM> onto which a plurality of container handling vehicles <NUM>,<NUM> are operated.

The framework <NUM> of the storage system <NUM> is constructed in accordance with the above mentioned prior art framework <NUM> described above, i.e. a plurality of upright members <NUM> and a plurality of horizontal members <NUM> which are supported by the upright members <NUM>, and further that the horizontal members <NUM> includes a container handling vehicle rail system <NUM> of parallel rails <NUM>,<NUM> in the X direction and the Y direction, respectively, arranged across the top of storage columns <NUM>. The horizontal area of a single grid cell <NUM>, i.e. along the X and Y directions, may be defined by the distance between adjacent rails <NUM> and <NUM>, respectively (see also <FIG>). In <FIG> and <FIG>, such a grid cell <NUM> is marked on the rail system <NUM> by thick lines.

The container handling vehicle rail system <NUM> allows the container handling vehicles <NUM>,<NUM> to move horizontally between different grid cells <NUM>.

In <FIG> and <FIG> the storage grid <NUM> is shown with a height of eight cells. It is understood, however, that the storage grid <NUM> can in principle be of any size. In particular it is understood that storage grid <NUM> can be considerably wider and/or longer than disclosed in <FIG> and <FIG>. For example, the grid <NUM> may have a horizontal extent of more than 700x700 grid cells <NUM>. Also, the grid <NUM> can be considerably deeper than disclosed in <FIG> and <FIG>. For example, the storage grid <NUM> may be more than twelve grid cells deep.

The storage container vehicles <NUM>,<NUM> may be of any type known in the art, e.g. any one of the automated container handling vehicles disclosed in <CIT>, in NO317366 or in <CIT>.

The rail system <NUM> may be a single-track system, as is shown in <FIG>. Alternatively, the rail system <NUM> may be a double track system, as is shown in <FIG>. Details of the single and double track system are disclosed this specification under the section of background and prior art.

Perspective views of an automated storage and retrieval system are shown in <FIG>. The automated storage and retrieval system comprises an automated storage and retrieval grid <NUM>, onto which a plurality of container handling vehicles <NUM>,<NUM> operates, and a delivery system <NUM> comprising a delivery rail system <NUM> onto which a plurality of delivery vehicles operates.

The storage grid <NUM> is equal or similar to the prior art storage grid <NUM> as described above, i.e. a storage grid <NUM> comprising a rail system <NUM>; a plurality of stacks <NUM> of storage containers <NUM>, a plurality of container handling vehicles <NUM> for lifting and moving storage containers <NUM> stacked in the stacks <NUM> and a delivery column <NUM>,<NUM> configured to receive a storage container <NUM> from a container handling vehicle <NUM>.

The rail system <NUM> comprises a first set of parallel trails <NUM> arranged in a horizontal plane (P) and extending in a first direction (X) and a second set of parallel rails <NUM> 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 <NUM>, <NUM> form a grid pattern in the horizontal plane (P) comprising a plurality of adjacent grid cells <NUM>. Each grid cell <NUM> displays a grid opening defined by a pair of neighboring rails of the first set of rails <NUM> and a pair of neighboring rails of the second set of rails <NUM>.

The plurality of stacks <NUM> are arranged in storage columns <NUM> located beneath the rail system <NUM>, wherein each storage column <NUM> is located vertically below a grid cell <NUM>.

Each container handling vehicle <NUM>,<NUM> is configured to move on the rail system <NUM> above the storage columns <NUM>.

Further, the delivery system <NUM> comprises one or more of the delivery vehicles <NUM> as described above, i.e. delivery vehicles <NUM> configured to receive and support one or more storage containers <NUM> for transport between one or more delivery columns <NUM>,<NUM> of the storage grid <NUM> and one or more predetermined positions outside the storage grid <NUM>. The predetermined positions may for example be a second location, a container accessing station, a conveyor line or a transport vehicle such as a truck.

The delivery system <NUM> may further comprise a delivery rail system <NUM> situated below a delivery port of the one or more delivery columns <NUM>,<NUM>.

Since the plurality of delivery vehicles are operating on the delivery rail system <NUM> at a level which also human operators are operating, there might be a danger for the delivery vehicles colliding with human operators.

Thus, the present invention is related to a device, system and method of improving the operational safety of a delivery grid system towards human operators.

As shown in <FIG>, the delivery rail system <NUM> may be constructed in the same way or a similar way as the rail system <NUM> for the container handling vehicles <NUM>,<NUM>.

Hence, the delivery rail system <NUM> may comprise a first set of parallel rails <NUM> arranged in a horizontal plane (P1) and extending in a first direction (X), and a second set of parallel rails <NUM> arranged in the horizontal plane (P1) and extending in a second direction (Y) which is orthogonal to the first direction (X).

The delivery rail system <NUM> may also be a double rail system, as is shown in <FIG>, thus allowing a delivery vehicle <NUM> having a footprint generally corresponding to the lateral area defined by a delivery grid column to travel along a row of grid columns even if another delivery vehicle <NUM> is positioned above a grid column neighboring that row.

Both the single and double rail system, or a combination comprising a single and double rail arrangement in a single rail system, forms a grid pattern in the horizontal plane P1 comprising a plurality of rectangular and uniform grid locations or grid cells, where each grid cell comprises a grid opening being delimited by a pair of rails of the first rails and a pair of rails of the second set of rails.

The pair of rails in the X-direction defines parallel rows of delivery grid cells running in the X direction, and the pairs of rails in the Y direction defines parallel rows of delivery grid cells running in the Y direction.

<FIG> shows embodiments of a remotely operated delivery vehicle <NUM> according to the present invention, hereinafter referred to as a delivery vehicle <NUM>.

The delivery vehicle <NUM> is configured for transport of one or more storage container <NUM> between an automated storage and retrieval grid <NUM> configured to store a plurality of stacks <NUM> of storage containers <NUM>, hereinafter referred to as a storage grid <NUM>, and an access station for handling of the storage container <NUM> by a human operator. The delivery vehicle <NUM> may be configured for transport of only one storage container <NUM> or may be configured for transport of more than on storage containers simultaneously.

Said delivery vehicle <NUM> comprises; a vehicle body <NUM>, a plurality of wheels 32a, 32b connected to the vehicle body <NUM>, wheel motors for driving the plurality of wheels 32a, 32b in a horizontal plane (P1), and a power source <NUM> connected to the wheel motors. The power source <NUM> should provide sufficient power to the wheel motors to propel the plurality of wheels <NUM> over a set route from the storage grid <NUM>, for example to the container accessing location.

The delivery vehicle <NUM> further comprises a container carrier <NUM> mounted above the vehicle body <NUM>. The container carrier <NUM> is configured to receive the storage container <NUM> onto or within the container carrier <NUM> such that the storage container <NUM> is hindered to move relative to the container carrier <NUM> in the horizontal direction.

The container carrier <NUM> may comprise a container supporting device supporting the storage container <NUM> from below. The form of the container supporting device may be any that ensure stable support, for example in the shape of a cup, a cradle, a seat, a frame, a holder or a platform.

The rolling device 32a, 32b comprises in this exemplary configuration:.

As clearly seen in <FIG> the vehicle body <NUM> of the delivery vehicle <NUM> may comprise an internal component receiving recess or compartment for containing components such as one or more dedicated tilt motors <NUM>, one or more rail shift motors <NUM>, one or more power storage sources such as battery <NUM> and one or more control units <NUM> comprising control cards such as CPU and/or Power PCB. The above-mentioned components are thus located within the vehicle body <NUM>, below the container carrier <NUM>.

<FIG> shows yet another exemplary configuration of the remotely operated delivery vehicle <NUM>. In this configuration the container carrier <NUM> may comprise a base plate, a conveyor <NUM> arranged on the base plate and two parallel side walls protruding upwards from the base plate. The rolling devices 32a, 32b and the vehicle body <NUM> are equal or similar to the rolling devices 32a, 32b and the vehicle body <NUM> described above in connection with <FIG>.

The delivery vehicle <NUM> comprises a safety device in order to increase the operational safety of a delivery grid system.

Thus, in the event that a collision is detected, the safety device transmits a signal to a control unit <NUM> such that it performs an action of operating the delivery vehicle <NUM>. The action of operating the remotely operated delivery vehicle <NUM> is at least any one of; shutting down/off the motor driving the rolling devices 32a,32b, reversing the moving direction of the rolling devices 32a,32b or reducing the speed of the rolling devices 32a,32b.

The collision may be caused by a force (F) acting on the remotely operated delivery vehicle <NUM> and may be detected by the safety device.

In embodiments, the safety device comprises a collision mechanism <NUM>. The collision mechanism may be a pressure sensor <NUM> or a clamping strip as shown in <FIG>. The clamping strip may be provided at a periphery of the delivery vehicle <NUM> or at a location where impact or collision most likely may occur. <FIG> shows the clamping strip <NUM> arranged at the top part of the container carrier <NUM>. In this position the clamping strip <NUM> may be actuated when a human operator gets his hand, or a body part squeezed.

The clamping strip <NUM> may comprise two layers of rubber, one with electrically conductive rubber and one with normal insulating rubber. A copper wire molded into two separated layers of electrically conductive rubber forms, together with a resistance at the end of the clamping strip, a closed circuit. In the event of a collision, the two separated layers of conductive rubber are pressed together, causing the device to short-circuit. Thus, the collision is detected and triggers the safety device to transmit the operation signal to the control unit of the delivery vehicle <NUM>.

The clamping strip <NUM> may be mounted such that it protrudes from the side walls of the container carrier <NUM> and arranged such that in case of an external force (F) acting on the container carrier <NUM>, the pressure sensor/clamping strip <NUM> may be the first area of impact.

The safety device may comprise a sensor/switch <NUM> and a collision mechanism <NUM> which is in the form of a moveable arm <NUM> provided at a side of the container carrier <NUM> and extending to an underside of the container carrier <NUM>. The arm is connected to the underside of the container carrier <NUM> and moveable along a track <NUM> between a first position in which the delivery vehicle <NUM> is operating, and a second position in which the safety device is tripped. The displaceable arm <NUM> is connected to the sensor/switch and configured to trip the safety device in the event that displaceable arm <NUM> is moved towards the container carrier <NUM>.

<FIG> and <FIG> shows the arm <NUM> in the form of an L-shaped plate extending from a bottom part of the container carrier <NUM> to an upper end of the container carrier <NUM>. The L-shaped plate may be connected to the container carrier <NUM> by means of a track system provided at the bottom part (of the bottom plate) of the container carrier <NUM> allowing the L-shaped plate to be displaced in a plane substantially parallel to the bottom plate of the container carrier <NUM>. The L-shaped plate <NUM> is connected to the sensor/switch <NUM> which will trip the safety device upon impact or collision. In operation, the L-shaped plate will be in a first position and the rolling device motor is driving the wheels 332a, 32b in a first vehicle moving direction, upon impact or collision the L-shaped plate is pushed (displaced) to a second position in which the sensor/switch <NUM> is activated and trips the safety device, transmitting a signal to the control unit such that it performs the operational action to the delivery vehicle. This operational action causes the delivery vehicle <NUM> to stop or reverse.

The collision mechanism <NUM> may also be a container carrier displacement device <NUM>, which displacement device <NUM> is displaceable relative to a centered reference position. Thus, a first state of the container carrier displacement device <NUM> may be a centered reference position, wherein the second state may be any position of the container carrier displacement device <NUM> displaced relative to the centered reference position.

In the centered reference position (first state) of the container carrier displacement device <NUM>; the rolling device motor is running the rolling device (such as wheels or belts) and the delivery vehicle <NUM> is moving on the delivery rail system <NUM>. In case of an impact or collision, the container carrier displacement device <NUM> will automatically move to the second state, tripping the safety device such that the rolling devices are put in reverse. Thus, the container carrier displacement device <NUM> can move forwards or backwards relative to the centered reference position, such that the delivery vehicle will reverse the first vehicle moving direction, when the container carrier displacement device is displaced in any of said directions relative to the centered reference position.

<FIG> shows that the container carrier displacement device <NUM> may be centered in the reference position by means of springs <NUM>. The container carrier displacement device may also be connected to a sensor/switch <NUM> which is adapted to trip the safety device when activated.

The sensor/switch <NUM> may be arranged protruding through an opening provided on the container carrier displacement device <NUM>. The lever and the container carrier displacement device cooperate such that when the container carrier displacement device <NUM> is moved in a direction forward or backward (relative to the centered reference position), the lever moves simultaneously such that the safety device is tripped.

<FIG> and <FIG> shows that the container carrier displacement device <NUM> can be displaced in both X and Y direction (first and second direction). The container carrier displacement device <NUM> comprises a first plate <NUM> having a first and a second state in a first direction (X), and a second plate having a first and the second state in a second direction (Y) which is orthogonal to the first direction. Thus, the first plate <NUM> and the second plate <NUM> is moveable between a first and second position, each position comprising respectively the first state and the second state.

Hence, the delivery vehicle may be stopped upon impact or collision in a first direction (X) or in a second direction (Y), when the first plate <NUM> or the second plate <NUM> is being displaced respectively.

The first plate <NUM> may be arranged on a first track <NUM>. The first track <NUM> may be arranged such that it allows the movement of the first plate <NUM> in the first direction (X). The second plate <NUM> may be arranged on a second track <NUM>. The second track <NUM> is arranged such that it allows the movement of the second plate <NUM> in the second direction (Y). The first and second tracks <NUM>,<NUM> may at least any one of a; rail, track slot, etc., allowing sliding movement of said tracks <NUM>,<NUM> relative to the delivery vehicle <NUM>.

<FIG> shows the container carrier displacement device <NUM> in the first direction (X). The first plate <NUM> is arranged on a first track <NUM> provided on the second plate <NUM>. The container carrier <NUM> is connected to the first plate <NUM>, wherein the first plate <NUM> may be centered in the first position by means of springs <NUM>. When a force (F) acting on the container carrier <NUM>, the first plate <NUM> is moved from the first to a second position displaced relative to the first position. <FIG> shows the first plate <NUM> displaced from a centered first position. Wherein in the second position, the sensor/switch <NUM> is activated, tripping the safety device such that the control unit is instructed to stop the motor, or reverse the moving direction of the vehicle <NUM> and consequently, the wheels 32b in the first direction (X) are set in reverse, or setting on the brakes for the wheels 32b for slowing down the delivery vehicle <NUM>.

Claim 1:
A remotely operated delivery vehicle (<NUM>) for transport of a storage container (<NUM>) between an automated storage and retrieval grid (<NUM>), which is configured to store a plurality of stacks (<NUM>) of storage containers (<NUM>), and an access station for handling of the storage container (<NUM>) by at least one of a robotic operator and human operator,
the remotely operated delivery vehicle (<NUM>) comprising; a vehicle body (<NUM>) comprising a motor for driving a plurality of rolling devices (32a,32b) for moving the remotely operated delivery vehicle (<NUM>) in a horizontal plane (P1);
a control unit (<NUM>) for controlling the remotely operated delivery vehicle (<NUM>); and
a container carrier (<NUM>) provided above the motorized vehicle body (<NUM>) for carrying a storage container (<NUM>);
characterized in that the remotely operated delivery vehicle (<NUM>) comprises a safety device which transmits a signal to the control unit (<NUM>) such that it performs an action of operating the remotely operated delivery vehicle (<NUM>), in the event that a collision is detected, the collision is caused by a force (F) acting on the remotely operated delivery vehicle (<NUM>) and is detected by a collision mechanism (<NUM>) of the safety device, and wherein the collision mechanism is a container carrier displacement device (<NUM>) arranged such that it trips the safety device upon displacement of the container carrier (<NUM>) relative to the motorized vehicle body (<NUM>), which first position is the undisplaced position and the second position is the displaced position.