Patent ID: 12227401

DETAILED DESCRIPTION

FIGS.1A and1Billustrate an exemplary automated storage and retrieval system100in accordance with aspects of the disclosed embodiment. Although the aspects of the disclosed embodiment will be described with reference to the drawings, it should be understood that the aspects of the disclosed embodiment can be embodied in many forms. In addition, any suitable size, shape or type of elements or materials could be used.

Referring toFIGS.1A,1B and4, the aspects of the disclosed embodiment provide for an automated storage and retrieval system100having autonomous transport vehicles110. Each autonomous transport vehicle110is configured with a comprehensive power management section444(also referred to herein as a power distribution unit—seeFIG.4). The power distribution unit444is configured to manage power needs of the autonomous transport vehicle110so as to preserve higher level functions/operations of the autonomous transport vehicle110, the higher level functions being preserved depending on a charge level of a power supply of the autonomous transport vehicle110. For example, control and drive operations may be preserved so that the autonomous transport vehicle110traverses to a charging station or maintenance location while other lower level functions of the autonomous transport vehicle (e.g., not needed for the traverse to the charging station or maintenance location) are shut down. Managing low level systems of the autonomous transport vehicle110conserves charge of the onboard vehicle power source to improve the operational time of the autonomous transport vehicle110between charging operations and preserves autonomous transport vehicle controller functionality.

The power distribution unit444may also be configured to control a charge mode of a power supply481of the autonomous transport vehicle so as to maximize a number of charge cycles of the power supply481. The power distribution unit444monitors current draw for components (e.g., motors, sensors, controllers, etc. that are communicably coupled to the power source481on “branch circuits”) of the autonomous transport vehicle110and manages (e.g., switches on and off) the power supply to each of the components to conserve the charge (e.g., energy usage) of the power supply481.

The power distribution unit444may be configured to provide electric circuit fault protection (e.g., short circuit protection, over-voltage protection, over-current protection, etc.) for components of the autonomous transport vehicle110that are communicably coupled to the power supply481as loop devices or loop powered devices. Here, a loop powered device is an electronic device that is connected in a transmitter loop, such as a current loop, without the need to have a separate or independent power source, where the electronic device employs the power from the current flowing in the loop for its operation).

In accordance with the aspects of the disclosed embodiment, the automated storage and retrieval system100inFIGS.1A and1Bmay be disposed in a retail distribution center or warehouse, for example, to fulfill orders received from retail stores for replenishment goods shipped in cases, packages, and or parcels. The terms case, package and parcel are used interchangeably herein and as noted before may be any container that may be used for shipping and may be filled with case or more product units by the producer. Case or cases as used herein means case, package or parcel units not stored in trays, on totes, etc. (e.g. uncontained). It is noted that the case units CU (also referred to herein as mixed cases, cases, and shipping units) may include cases of items/unit (e.g. case of soup cans, boxes of cereal, etc.) or individual item/units that are adapted to be taken off of or placed on a pallet. In accordance with the exemplary embodiments, shipping cases or case units (e.g. cartons, barrels, boxes, crates, jugs, shrink wrapped trays or groups or any other suitable device for holding case units) may have variable sizes and may be used to hold case units in shipping and may be configured so they are capable of being palletized for shipping. Case units may also include totes, boxes, and/or containers of one or more individual goods, unpacked/decommissioned (generally referred to as breakpack goods) from original packaging and placed into the tote, boxes, and/or containers (collectively referred to as totes) with one or more other individual goods of mixed or common types at an order fill station. It is noted that when, for example, incoming bundles or pallets (e.g. from manufacturers or suppliers of case units arrive at the storage and retrieval system for replenishment of the automated storage and retrieval system100, the content of each pallet may be uniform (e.g. each pallet holds a predetermined number of the same item—one pallet holds soup and another pallet holds cereal). As may be realized, the cases of such pallet load may be substantially similar or in other words, homogenous cases (e.g. similar dimensions), and may have the same SKU (otherwise, as noted before the pallets may be “rainbow” pallets having layers formed of homogeneous cases). As pallets leave the storage and retrieval system, with cases or totes filling replenishment orders, the pallets may contain any suitable number and combination of different case units (e.g. each pallet may hold different types of case units—a pallet holds a combination of canned soup, cereal, beverage packs, cosmetics and household cleaners). The cases combined onto a single pallet may have different dimensions and/or different SKU's.

The automated storage and retrieval system100may be generally described as a storage and retrieval engine190coupled to a palletizer162. In greater detail now, and with reference still toFIGS.1A and1B, the storage and retrieval system100may be configured for installation in, for example, existing warehouse structures or adapted to new warehouse structures. As noted before the automated storage and retrieval system100shown inFIGS.1Aand1B is representative and may include for example, in-feed and out-feed conveyors terminating on respective transfer stations170,160, lift module(s)150A,150B, a storage structure130, and a number of autonomous transport vehicles110(also referred to herein as “bots”). It is noted that the storage and retrieval engine190is formed at least by the storage structure130and the autonomous transport vehicles110(and in some aspect the lift modules150A,150B; however in other aspects the lift modules150A,150B may form vertical sequencers in addition to the storage and retrieval engine190as described in U.S. patent application Ser. No. 17/091,265 filed on Nov. 6, 2020 and titled “Pallet Building System with Flexible Sequencing,” the disclosure of which is incorporated herein by reference in its entirety). In alternate aspects, the storage and retrieval system may also include robot or bot transfer stations (not shown) that may provide an interface between the autonomous transport vehicles110and the lift module(s)150A,150B. The storage structure130may include multiple levels of storage rack modules where each storage structure level130L of the storage structure130includes respective picking aisles130A, and transfer decks130B for transferring case units between any of the storage areas of the storage structure130and a shelf of the lift module(s)150A,150B. The picking aisles130A are in one aspect configured to provide guided travel of the autonomous transport vehicles110(such as along rails130AR) while in other aspects the picking aisles are configured to provide unrestrained travel of the autonomous transport vehicle110(e.g., the picking aisles are open and undeterministic with respect to autonomous transport vehicle110guidance/travel). The transfer decks130B have open and undeterministic bot support travel surfaces along which the autonomous transport vehicles110travel under guidance and control provided by bot steering (as will be described herein). In one or more aspects, the transfer decks have multiple lanes between which the autonomous transport vehicles110freely transition for accessing the picking aisles130A and/or lift modules150A,150B. As used herein, “open and undeterministic” denotes the travel surface of the picking aisle and/or the transfer deck has no mechanical restraints (such as guide rails) that delimit the travel of the autonomous transport vehicle110to any given path along the travel surface. It is noted that while the aspects of the disclosed embodiment are described with respect to a multilevel storage array, the aspects of the disclosed embodiment may be equally applied to a single level storage array that is disposed on a facility floor or elevated above the facility floor.

The picking aisles130A, and transfer decks130B also allow the autonomous transport vehicles110to place case units CU into picking stock and to retrieve ordered case units CU. In alternate aspects, each level may also include respective bot transfer stations140. The autonomous transport vehicles110may be configured to place case units, such as the above described retail merchandise, into picking stock in the one or more storage structure levels130L of the storage structure130and then selectively retrieve ordered case units for shipping the ordered case units to, for example, a store or other suitable location. The in-feed transfer stations170and out-feed transfer stations160may operate together with their respective lift module(s)150A,150B for bi-directionally transferring case units CU to and from one or more storage structure levels130L of the storage structure130. It is noted that while the lift modules150A,150B may be described as being dedicated inbound lift modules150A and outbound lift modules150B, in alternate aspects each of the lift modules150A,150B may be used for both inbound and outbound transfer of case units from the storage and retrieval system100.

As may be realized, the storage and retrieval system100may include multiple in-feed and out-feed lift modules150A,150B that are accessible by, for example, autonomous transport vehicles110of the storage and retrieval system100so that one or more case unit(s), uncontained (e.g. case unit(s) are not held in trays), or contained (within a tray or tote) can be transferred from a lift module150A,150B to each storage space on a respective level and from each storage space to any one of the lift modules150A,150B on a respective level. The autonomous transport vehicles110may be configured to transfer the case units between the storage spaces130S (e.g., located in the picking aisles130A or other suitable storage space/case unit buffer disposed along the transfer deck130B) and the lift modules150A,150B. Generally, the lift modules150A,150B include at least one movable payload support that may move the case unit(s) between the in-feed and out-feed transfer stations160,170and the respective level of the storage space where the case unit(s) is stored and retrieved. The lift module(s) may have any suitable configuration, such as for example reciprocating lift, or any other suitable configuration. The lift module(s)150A,150B include any suitable controller (such as control server120or other suitable controller coupled to control server120, warehouse management system2500, and/or palletizer controller164,164′) and may form a sequencer or sorter in a manner similar to that described in U.S. patent application Ser. No. 16/444,592 filed on Jun. 18, 2019 and titled “Vertical Sequencer for Product Order Fulfillment” (the disclosure of which is incorporated herein by reference in its entirety).

The automated storage and retrieval system may include a control system, comprising for example one or more control servers120that are communicably connected to the in-feed and out-feed conveyors and transfer stations170,160, the lift modules150A,150B, and the autonomous transport vehicles110via a suitable communication and control network180. The communication and control network180may have any suitable architecture which, for example, may incorporate various programmable logic controllers (PLC) such as for commanding the operations of the in-feed and out-feed conveyors and transfer stations170,160, the lift modules150A,150B, and other suitable system automation. The control server120may include high level programming that effects a case management system (CMS) managing the case flow system. The network180may further include suitable communication for effecting a bi-directional interface with the autonomous transport vehicles110. For example, the autonomous transport vehicles110may include an on-board processor/controller122(which is configured to effect at least control and safety functions of the autonomous transport vehicle110—see alsoFIGS.10A-10C). The network180may include a suitable bi-directional communication suite enabling the autonomous transport vehicle controller122to request or receive commands from the control server120for effecting desired transport (e.g. placing into storage locations or retrieving from storage locations) of case units and to send desired autonomous transport vehicle110information and data including autonomous transport vehicle110ephemeris, status and other desired data, to the control server120. As seen inFIGS.1A and1B, the control server120may be further connected to a warehouse management system2500for providing, for example, inventory management, and customer order fulfillment information to the CMS level program of control server120. A suitable example of an automated storage and retrieval system arranged for holding and storing case units is described in U.S. Pat. No. 9,096,375, issued on Aug. 4, 2015 the disclosure of which is incorporated by reference herein in its entirety.

Referring now toFIGS.1A,1B, and2, the autonomous transport vehicle110(which may also be referred to herein as an autonomous guided vehicle or bot) includes a vehicle frame or chassis200(referred to herein as a frame) with a power supply481mounted thereon and a payload support or bed210B. The frame200has a front end200E1and a back end200E2that define a longitudinal axis LAX of the autonomous transport vehicle110. The frame200may be constructed of any suitable material (e.g., steel, aluminum, composites, etc.). As described herein, powered sections are connected to the frame200, where each powered section is powered by the power supply481. The powered sections include a drive section,261D, a payload handling section210(also referred to herein as a case handling assembly), and a peripheral electronics section778.

The payload handling section or case handling assembly210has at least one payload handling actuator (e.g., transfer arm210A) configured so that actuation of the payload handling actuator effects transfer of the payload (e.g., case unit) to and from the payload bed210B, of the frame, and a storage (e.g., storage spaces130S of storage shelves) in the facility. In some aspects, the case handling assembly210includes the payload bed210B (also referred to herein as a payload bay or payload hold) and is configured so as to move the payload bed in direction VER; in other aspects where the payload bed210B is formed by the frame200the payload bed may be fixed/stationary in direction VER. As may be realized, payloads are placed on the payload bed210B for transport.

The transfer arm210A is configured to (autonomously) transfer a payload (such as a case unit CU), with a flat undeterministic seating surface seated in the payload bed210B, to and from the payload bed210B of the autonomous guided vehicle110and a storage location (such as storage space130S on storage shelf555(seeFIG.5A), a shelf of lift module150A,150B, buffer, transfer station, and/or any other suitable storage location), of the payload CU, in a storage array SA, where the storage location130S, in the storage array SA, is separate and distinct from the transfer arm210A and the payload bed21B. The transfer arm210A is configured with extension motors667A-667C and lift motor(s)669that configure the transfer arm210A to extend laterally in direction LAT and/or vertically in direction VER to transport payloads to and from the payload bed210B. The payload bed210B includes a front and rear justification module210ARJ,210AFJ configured to justify case units along the longitudinal axis LAX and laterally in direction LAT anywhere within the payload bed210B. For example, the payload bed includes justification arms JAR (FIGS.10A and10C) that are driven along the longitudinal axis by respective justification motors668B,668E so as to justify the case unit(s) CU along the longitudinal axis LAX. Pushers JPS and pullers JPP (FIGS.10A and10C) may be movably mounted to the justification arms so as to be driven by respective motors668A,668C,668D,668F in direction LAT so as to justify the case unit(s) CU in direction LAT. One or more of the motors668A-668F may also be operated to clamp or grip the case unit(s) CU held in the payload bed210B such as during case unit transport by the vehicle110.

Examples of suitable payload beds210B and transfer arms210A and/or autonomous transport vehicles to which the aspects of the disclosed embodiment may be applied can be found in U.S. provisional patent application No. 63/236,591, filed on Aug. 24, 2021 and titled “Autonomous Transport Vehicle” as well as United States pre-grant publication number 2012/0189416 published on Jul. 26, 2012 (U.S. patent application Ser. No. 13/326,952 filed on Dec. 15, 2011) and titled “Automated Bot with Transfer Arm”; U.S. Pat. No. 7,591,630 issued on Sep. 22, 2009 titled “Materials-Handling System Using Autonomous Transfer and Transport Vehicles”; U.S. Pat. No. 7,991,505 issued on Aug. 2, 2011 titled “Materials-Handling System Using Autonomous Transfer and Transport Vehicles”; U.S. Pat. No. 9,561,905 issued on Feb. 7, 2017 titled “Autonomous Transport Vehicle”; U.S. Pat. No. 9,082,112 issued on Jul. 14, 2015 titled “Autonomous Transport Vehicle Charging System”; U.S. Pat. No. 9,850,079 issued on Dec. 26, 2017 titled “Storage and Retrieval System Transport Vehicle”; U.S. Pat. No. 9,187,244 issued on Nov. 17, 2015 titled “Bot Payload Alignment and Sensing”; U.S. Pat. No. 9,499,338 issued on Nov. 22, 2016 titled “Automated Bot Transfer Arm Drive System”; U.S. Pat. No. 8,965,619 issued on Feb. 24, 2015 titled “Bot Having High Speed Stability”; U.S. Pat. No. 9,008,884 issued on Apr. 14, 2015 titled “Bot Position Sensing”; U.S. Pat. No. 8,425,173 issued on Apr. 23, 2013 titled “Autonomous Transports for Storage and Retrieval Systems”; and U.S. Pat. No. 8,696,010 issued on Apr. 15, 2014 titled “Suspension System for Autonomous Transports”, the disclosures of which are incorporated herein by reference in their entireties.

The frame200includes one or more idler wheels or casters250disposed adjacent the front end200E1. The frame200also includes one or more drive wheels260disposed adjacent the back end200E2. In other aspects, the position of the casters250and drive wheels260may be reversed (e.g., the drive wheels260are disposed at the front end200E1and the casters250are disposed at the back end200E2). It is noted that in some aspects, the autonomous transport vehicle110is configured to travel with the front end200E1leading the direction of travel or with the back end200E2leading the direction of travel. In one aspect, casters250A,250B (which are substantially similar to caster250described herein) are located at respective front corners of the frame200at the front end200E1and drive wheels260A,260B (which are substantially similar to drive wheel260described herein) are located at respective back corners of the frame200at the back end200E2(e.g., a support wheel is located at each of the four corners of the frame200) so that the autonomous transport vehicle110stably traverses the transfer deck(s)130B and picking aisles130A of the storage structure130.

The autonomous transport vehicle110includes a drive section261D, connected to the frame200, having motors261M that power (or drive) drive wheels260(supporting the vehicle110on a traverse/rolling surface284), where the drive wheels260effect vehicle traverse on the traverse surface284moving the autonomous guided vehicle110over the traverse surface284in a facility (e.g., such as a warehouse, store, etc.) under autonomous guidance. The drive section261D has at least a pair of traction drive wheels260(also referred to as drive wheels260—see drive wheels260A,260B) astride the drive section261D. The drive wheels260have a fully independent suspension280coupling each drive wheel260A,260B of the at least pair of drive wheels260to the frame200, with at least one intervening pivot link (described herein) between at least one drive wheel260A,260B and the frame200configured to maintain a substantially steady state traction contact patch between the at least one drive wheel260A,260B and rolling/travel surface395(also referred to as autonomous vehicle travel surface395) over rolling surface transients (e.g., bumps, surface transitions, etc.) Suitable examples of the fully independent suspension280can be found in U.S. provisional patent application No. 63/213,589 titled “Autonomous Transport Vehicle with Synergistic Vehicle Dynamic Response”filed on Jun. 22, 2021, the disclosure of which is incorporated herein by reference in its entirety.

As described above, and also referring toFIGS.3A and3B, the frame200includes one or more casters250disposed adjacent the front end200E1. In one aspect, a caster250is located adjacent each front corner of the frame200so that in combination with the drive wheels260disposed at each rear corner of the frame200, the frame200stably traverses the transfer deck130B and picking aisles130A of the storage structure130. Referring toFIGS.2,3A and3B, in one aspect, each caster250comprises a motorized (e.g., active/motorized steering) caster600M; however, in other aspects the caster250may be a passive (e.g., un-motorized) caster. In one aspect, the motorized caster600M includes a caster wheel610coupled to a fixed geometry wheel fork640(FIG.3A); while in other aspects the caster wheel610is coupled to a variable geometry or articulated (e.g., suspension) fork740. Each motorized caster600M is configured to actively pivot its respective caster wheel610(independent of the pivoting of other wheels of other motorized casters) in direction690about caster pivot axis691to at least assist in effecting a change in the travel direction of the autonomous transport vehicle110. Suitable examples of casters can be found in U.S. provisional patent application No. 63/213,589 filed on Jun. 22, 2021 (previously incorporated herein by reference in its entirety) and U.S. provisional patent application No. 63/193,188 titled “Autonomous Transport Vehicle with Steering” filed on May 26, 2021, the disclosure of which is incorporated herein by reference in its entirety.

The peripheral electronics section778includes a sensor system270and at least one peripheral motor777connected to the frame200. The sensor system270includes, at least one of an autonomous pose and navigation sensor and at least one payload handling sensor. The at least one peripheral motor777is any suitable motor, such as a suspension lock motor and/or caster steering motors600M, suitable examples of which are described in U.S. provisional patent application No. 63/213,589 titled “Autonomous Transport Vehicle with Synergistic Vehicle Dynamic Response” and filed on Jun. 22, 2021; and U.S. provisional patent application No. 63/193,188 titled “Autonomous Transport Vehicle with Steering” and filed on May 26, 2021, the disclosures of which are incorporated herein by reference in their entireties. Here, the peripheral motor777is separate and distinct from each of the motors (e.g., motors261M) of the drive section261D and each actuator of the case handling assembly210.

The autonomous pose and navigation sensor includes, for exemplary purposes only, one or more of laser sensor(s)271, ultrasonic sensor(s)272, bar code scanner(s)273, position sensor(s)274, line sensor(s)275, vehicle proximity sensor(s)278, or any other suitable sensors for sensing a position of the vehicle110. The at least one payload handling sensor, for exemplary purposes, includes case sensors278(e.g., for sensing case units within the payload bed210B onboard the vehicle110or on a storage shelf off-board the vehicle110), arm proximity sensor(s)277, or any other suitable sensors for sensing a payload (e.g., case unit CU) and it location/pose during autonomous transport vehicle handling of the payload. Suitable examples of sensors that may be included in the sensor system270are described in U.S. provisional patent application No. 63/236,591 titled “Autonomous Transport Vehicle” and filed on Aug. 24, 2021, as well as U.S. Pat. No. 8,425,173 titled “Autonomous Transport for Storage and Retrieval Systems” issued on Apr. 23, 2013, U.S. Pat. No. 9,008,884 titled Bot Position Sensing” issued on Apr. 14, 2015, and U.S. Pat. No. 9,946,265 titled Bot Having High Speed Stability” issued on Apr. 17, 2018, the disclosures of which are incorporated herein by reference in their entireties.

Referring also toFIGS.10A,10B, and10C, the sensors of the sensor system270may be configured to provide the vehicle110with, for example, awareness of its environment (in up to six degrees of freedom X, Y, Z, Rz, Ry, Rz—seeFIG.2) and external objects, as well as the monitor and control of internal subsystems. For example, the sensors may provide guidance information, payload information, or any other suitable information for use in operation of the vehicle110such as described herein and/or as described in, for example, U.S. provisional patent application titled “Autonomous Transport Vehicle” and having U.S. provisional application No. 63/236,591 filed on Aug. 24, 2021, and U.S. provision patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, the disclosures of which are incorporated herein by reference in their entireties.

The bar code scanner(s)273may be mounted on the autonomous transport vehicle110in any suitable location. The bar code scanners(s)273may be configured to provide an absolute location of the vehicle110within the storage structure130. The bar code scanner(s)273may be configured to verify aisle references and locations on the transfer decks by, for example, reading bar codes located on, for example the transfer decks, picking aisles and transfer station floors to verify a location of the vehicle110. The bar code scanner(s)273may also be configured to read bar codes located on items stored in the shelves555.

The position sensors274may be mounted to the vehicle110at any suitable location. The position sensors274may be configured to detect reference datum features (or count the slats520L of the storage shelves555) (e.g. seeFIG.5A) for determining a location of the vehicle110with respect to the shelving of, for example, the picking aisles130A (or a buffer/transfer station located adjacent the transfer deck130B or lift150). The reference datum information may be used by the controller122to, for example, correct the vehicle's odometry and allow the vehicle110to stop with the support tines210AT of the transfer arm210A positioned for insertion into the spaces between the slats520L. In one exemplary embodiment, the vehicle110may include position sensors274on the drive (rear) end270E2and the driven (front) end270E1of the vehicle110to allow for reference datum detection regardless of which end of the vehicle110is facing the direction the vehicle is travelling.

The line sensors275may be any suitable sensors mounted to the vehicle110in any suitable location, such as for exemplary purposes only, on the frame200disposed adjacent the drive (rear) and driven (front) ends200E2,200E1of the vehicle110. For exemplary purposes only, the line sensors275may be diffuse infrared sensors. The line sensors275may be configured to detect guidance lines provided on, for example, the floor of the transfer decks130B. The vehicle110may be configured to follow the guidance lines when travelling on the transfer decks130B and defining ends of turns when the vehicle is transitioning on or off the transfer decks130B. The line sensors275may also allow the vehicle110to detect index references for determining absolute localization where the index references are generated by crossed guidance lines (seeFIG.9A).

The case sensors276may include case overhang sensors and/or other suitable sensors configured to detect the location/pose of a case unit CU within the payload bed210B. The case sensors276may be any suitable sensors that are positioned on the vehicle so that the sensor(s) field of view(S) span the payload bed210B adjacent the top surface of the support tines210AT (seeFIGS.4A and4B). The case sensors276may be disposed at the edge of the payload bed210B (e.g., adjacent a transport opening1199of the payload bed210B to detect any case units CU that are at least partially extending outside of the payload bed210B.

The arm proximity sensors277may be mounted to the vehicle110in any suitable location, such as for example, on the transfer arm210A. The arm proximity sensors277may be configured to sense objects around the transfer arm210A and/or support tines210AT of the transfer arm210A as the transfer arm210A is raised/lowered and/or as the support tines210AT are extended/retracted.

The laser sensors271and ultrasonic sensors272may be configured to allow the vehicle110to locate itself relative to each case unit forming the load carried by the vehicle110before the case units are picked from, for example, the storage shelves555and/or lift150(or any other location suitable for retrieving payload). The laser sensors271and ultrasonic sensors272may also allow the vehicle to locate itself relative to empty storage locations130S for placing case units in those empty storage locations130S. The laser sensors271and ultrasonic sensors272may also allow the vehicle110to confirm that a storage space (or other load depositing location) is empty before the payload carried by the vehicle110is deposited in, for example, the storage space130S. In one example, the laser sensor271may be mounted to the vehicle110at a suitable location for detecting edges of items to be transferred to (or from) the vehicle110. The laser sensor271may work in conjunction with, for example, retro-reflective tape (or other suitable reflective surface, coating or material) located at, for example, the back of the shelves555to enable the sensor to “see” all the way to the back of the storage shelves (such as along the picking aisles130A). The reflective tape located at the back of the storage shelves allows the laser sensor1715to be substantially unaffected by the color, reflectiveness, roundness, or other suitable characteristics of the items located on the shelves. The ultrasonic sensor272may be configured to measure a distance from the vehicle110to the first item in a predetermined storage area of the shelves to allow the vehicle110to determine the picking depth (e.g. the distance the support tines210AT travel into the shelves for picking the item(s) off of the shelves). One or more of the laser sensors271and ultrasonic sensors272may allow for detection of case orientation (e.g. skewing of cases within the storage shelves) by, for example, measuring the distance between the vehicle110and a front surface of the case units to be picked as the vehicle110comes to a stop adjacent the case units to be picked. The case sensors may allow verification of placement of a case unit on, for example, a storage shelf by, for example, scanning the case unit after it is placed on the shelf.

Vehicle proximity sensors278may also be disposed on the frame200for determining the location of the vehicle in the picking aisle130A and/or relative to lifts150. The vehicle proximity sensors278are located on the vehicle110so as to sense targets or position determining features disposed on rails130AR on which the vehicle110travels through the picking aisles130A (and/or on walls of transfer areas195and/or lift150access location). The position of the targets on the rails130AR are in known locations so as to form incremental or absolute encoders along the rails130AR. The vehicle proximity sensors278sense the targets and provide sensor data to the controller122so that the controller122determines the position of the vehicle110along the picking aisle130A based on the sensed targets.

Referring toFIGS.1A,1B, and2, the sensor system270of the autonomous transport vehicle110also includes, at least in part, a vision system400with cameras disposed to capture image data informing the at least one of a vehicle navigation pose or location (relative to the storage and retrieval system structure or facility in which the vehicle110operates) and payload pose or location (relative to the storage locations or payload bed210B).

Referring toFIGS.2,10,10B, and10C, the vision system400includes one or more of the following: case unit monitoring cameras410, navigation cameras430, one or more three-dimensional imaging system440, one or more case edge detection sensors450, one or more traffic monitoring camera460, and one or more out of plane (e.g., upward or downward facing) localization cameras477. Suitable examples of a vision system and associated sensors can be found in U.S. provisional patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, the disclosure of which was previously incorporated herein by reference in its entirety.

The out of plane localization cameras477may be employed with the line following sensors275and provide a broader field of view than the line following sensors275to place the autonomous transport vehicle110back on a followed line if the autonomous transport vehicle110strays from the followed line to a point outside the detection area of the line following sensor275.

The case edge detection sensors450A,450B, and the case unit monitoring cameras410are employed to effect case handling by the vehicle110. Case handling includes picking and placing case units from case unit holding locations (such as case unit localization, verification of the case unit, and verification of placement of the case unit in the payload bed210B and/or at a case unit holding location such as a storage shelf or buffer location).

The traffic monitoring cameras460may be employed to effect travel transitions of the autonomous transport vehicle110from a picking aisle130A to the transfer deck130B (e.g., entry to the transfer deck130B and merging of the autonomous transport vehicle110with other autonomous transport vehicles travelling along the transfer deck130B).

The one or more three-dimensional imaging system440may be employed for case handling operations and case unit pose and location (e.g., on a storage shelf or other holding location and within the payload bed210B) determinations. The one or more three-dimensional imaging system440may be employed along with the case edge detection sensors450A,450B, and the case unit monitoring cameras410to effect localization of the autonomous transport vehicle relative to case units CU held in a storage space130S or other suitable holding location of the storage and retrieval system100.

The navigation cameras430(e.g., forward facing or rearward facing) are any suitable cameras configured to provide object detection and ranging. The forward and/or rearward navigation cameras430provide for autonomous transport vehicle110navigation with obstacle detection and avoidance (with either end200E1of the autonomous transport vehicle110leading a direction of travel or trailing the direction of travel) as well as localization of the autonomous transport vehicle within the storage and retrieval system100. Localization of the autonomous transport vehicle110may be effected by one or more of the navigation cameras430by detection of lines on the travel/rolling surface284and/or by detection of suitable storage structure, including but not limited to storage rack (or other) structure of the storage and retrieval system.

The one or more case edge detection sensors450are any suitable sensors such as laser measurement sensors configured to scan the shelves of the storage and retrieval system to verify the shelves are clear for placing case units CU, or to verify a case unit size and position before picking the case unit CU.

The one or more traffic monitoring cameras460are disposed on the frame200so that a respective field of view460AF,460BF faces laterally in lateral direction LAT. The traffic monitoring cameras460A,460B provide for an autonomous merging of autonomous transport vehicles110exiting, for example, a picking aisle130A or lift transfer area195onto the transfer deck130B (seeFIG.1B). For example, the autonomous transport vehicle110leaving the lift transfer area195(FIG.1B) detects autonomous transport vehicle110T travelling along the transfer deck130B.

The vision system400includes a vision system controller122VC (which may be part of controller122) configured to process data from the vision system sensors (described above) to effect autonomous transport vehicle110operations in a manner substantially similar to that described in U.S. provisional patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, the disclosure of which was previously incorporated herein by reference in its entirety.

Referring toFIGS.2,4,5,10A-10C, and11, the autonomous transport vehicle110includes the controller122that is coupled respectively to the drive section261D, the case handling assembly210, the peripheral electronics section778, and other components/features of the autonomous transport vehicle110that are described herein so as to form a control system122CS (seeFIGS.10A-10C). The control system122CS effects each autonomous operation of the autonomous transport vehicle110described herein. The controller system122CS may be configured to provide communications, supervisory control, vehicle localization, vehicle navigation and motion control, payload sensing, payload transfer, and vehicle power management as described herein. In this and other aspects, the control system may also be configured to provide any suitable services to the vehicle110. The control system122CS includes any suitable non-transitory program code and/or firmware that configure the vehicle110to perform the vehicle operations described herein. The control system122CS may be configured for (but is not limited to) one or more of remote updating of control system firmware/software, remote debugging of the vehicle110, remote operation of the vehicle110, tracking a position of the vehicle110, tracking operational status of the vehicle110, and tracking any other suitable information pertaining to the vehicle110.

As illustrated in, for example,FIGS.10A-10C, the control system122CS is a distributed control system that includes, as described, herein, the controller122, the vision system controller122VC, and the power management section444(which includes the switching device449and the monitoring and control device447). In some aspects, one or more of the vision system controller122VC and the power management section444are at least partially integral to the controller122; while in other aspects one or more of the system controller122VC and the power management section444are separate from but communicably coupled to the controller122. Components of the control system (e.g., sensors, cameras, lighting, drives, motors, etc.) may be distributed throughout the autonomous transport vehicle110and communicably coupled to the controller122in any suitable manner (such as described inFIGS.10A-10C).

The controller122includes at least one of an autonomous navigation control section122N and an autonomous payload handling control section122H. The autonomous navigation control section122N is configured to register and hold in a volatile memory (such as memory446of a comprehensive power management section444of the controller122) autonomous guided vehicle state and pose navigation information that is deterministic (and provided in real time) of and describes current and predicted state, pose, and location of the autonomous transport vehicle110. The autonomous transport vehicle state and pose navigation information includes both historic and current autonomous guided vehicle state and pose navigation information. The state, pose, and location information is deterministic (and provided in real time) and describes the current and predicted state, pose, and location in up to six degrees of freedom X, Y, Z, Rx, Ry, Rz so that the historic, current and predicted state, pose, and location is described in full. The autonomous payload handling control section122H is configured to register and hold in the volatile memory (such as memory446) current payload identity, state, and pose information (e.g., both historic and current). The payload identity, state, and pose information describes historic and current payload identity, payload pose and state location relative to a frame of reference of the autonomous transport vehicle (e.g., such as the X, Y, Z coordinate axes and suitable datum surfaces within the payload bed210B), and pick/place locations of current and historic payloads.

As described herein the controller122comprises a comprehensive power management section444(also referred to as a power distribution unit—see alsoFIG.11) that is separate and distinct from each other section (such as the vision system controller122VC) of the controller122. As will be described herein, the power distribution unit444is communicably connected to the power supply481so as to monitor a charge level (e.g., voltage level or current level) of the power supply481. As also described herein, the power distribution unit444is connected to each respective branch circuit482(also referred to herein as a branch power circuit—seeFIG.11as a non-limiting example) of the drive section261D, the case handling assembly210and the peripheral electronics section778respectively powering the drive section261D, the case handling assembly210, and the peripheral electronics section778from the power supply481. The power distribution unit444is configured to comprehensively manage power consumption to each respective branch circuit482based on demand level of each branch circuit482relative to the charge level available from the power supply481.

The power distribution unit444includes a monitoring and control device447(referred to herein as monitoring device447), a switching device449(having switches449S), a memory446, a wireless communications module445, and an analog to digital converter448(referred to herein as AD converter448). The monitoring device447is any suitable processing device configured to monitor at least the current usage and fuse status of the branch power circuits482and control shutdown of one or more selected branch power circuits482as described herein. For example, the monitoring device447is one or more of a field-programmable gate array (FPGA), a complex programmable logic device (CPLD), a system on chip integrated circuit (SOC), and a central processing unit (CPU). The monitoring device447operates independent of the controller122and vision system controller122VC, and the monitoring device447is programmed with non-transitory code to manage (e.g., at least power distribution to) one or more low level systems of the autonomous transport vehicle110.

Referring toFIGS.1A,1B,2,4,5,10A-10C, and11, the power distribution unit444is configured to communicate with and control at least one branch device483. For example, the power distribution unit444is communicably coupled to one or more of the analog sensors483C (e.g., case edge detection sensors, line following sensors275, and other analog sensors as described herein), the digital sensors483B (e.g., cameras410,440,450of the vision system400and other digital sensors described herein), lights483A, casters250, drive/traction wheels260, transfer arm210A extension motor667A-667C, transfer arm lift motors669, payload justification motors668A-668F of the payload bed210B/transfer arm210A, suspension lock motors, and any other suitable features of the autonomous transport vehicle110(seeFIGS.5,6, and11) so as to provide power to (e.g., turn on and maintain powered operation of) the analog sensors483C, the digital sensors483B, and lights483A, casters250, drive/traction wheels260, transfer arm210A extension motors667, transfer arm lift motors669, payload justification motors668of the payload bed210B/transfer arm210A, suspension lock motors, and any other suitable features. Here, the power distribution unit444may receive commands from the controller122to actuate one or more of the analog sensors483C and the digital sensors483B so that the one or more of the analog sensors483C and the digital sensors483B obtain one or more of pose and location information of the autonomous transport vehicle within the storage and retrieval system100storage structure130in a manner substantially similar to that described in U.S. provisional patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, and U.S. Pat. No. 8,425,173 titled “Autonomous Transport for Storage and Retrieval Systems” issued on Apr. 23, 2013; U.S. Pat. No. 9,008,884 titled “Bot Position Sensing” issued on Apr. 14, 2015; and U.S. Pat. No. 9,946,265 titled Bot Having High Speed Stability” issued on Apr. 17, 2018, the disclosures of which are incorporated herein by reference in their entireties. The power distribution unit444is configured to process and filter (in any suitable manner) the sensor data obtained by the one or more of the analog sensors483C and the digital sensors483B. The power distribution unit444may also be configured to process and filter (in any suitable manner) control signals sent by the controller122(or vision system controller122VC) to the one or more of the analog sensors483C and the digital sensors483B. Where the sensor is an analog sensor483C the power distribution unit444includes the AD converter448to effect conversion of the analog sensor data to digital sensor data for filtering and processing by the power distribution unit444.

The autonomous transport vehicle may include lights483A (FIG.5, see also lighting/LED inFIGS.10A-10C) that are coupled to the frame200(or any other location of the autonomous transport vehicle110) and that illuminate portions of the storage structure130adjacent the autonomous transport vehicle110. The power distribution unit444is configured to control operation of the lights483A. For example, the power distribution unit444is configured to provide a pulse width modulation control signal to the lights483A to actuate the lights483A in a manner that minimizes power consumption. Here, the pulse width modulation control signal is configured to minimize an amount of power drawn from the power supply481for illuminating the lights483A for a given autonomous transport vehicle task (e.g., reading a barcode with the vision system400, detecting case unit features with the vision system, illumination of a portion of the storage and retrieval system100for remote operator viewing effected by the vision system (such as described in U.S. provisional patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, the disclosure of which was previously incorporated herein by reference in its entirety), etc.). The lights483A may be any suitable lights including but not limited to light emitting diodes (LED).

Still referring toFIGS.2,4,5,10A-10C, and11, the power distribution unit444is configured to manage power needs of the autonomous transport vehicle110so as to preserve higher level functions/operations of the autonomous transport vehicle110. The power distribution unit444is configured so as to comprehensively manage a demand charge level of each respective branch power circuit482(on which respective branch devices483A-483F . . .483n(collectively referred to as branch devices483, where n denotes an integer representing a maximum number of branch devices) are disposed—seeFIGS.4,5,6,10A-10C and11) switching off each of the branch power circuits482in a predetermined pattern based on the demand level of each respective branch circuit with respect to other branch power circuits482and the charge level available from the power supply481. The predetermined pattern (e.g., for switching off the branch power circuits482) is arranged to switch off branch power circuits482with a decrease in the available charge level from the power supply481, so as to maximize available charge level from the power supply481directed to the controller122. The predetermined pattern is arranged to switch off the branch power circuits482with the decrease in the available charge level from the power supply481so that the available charge level directed to the controller122is equal to or exceeds the demand charge level of the controller122for a maximum time based on the available charge level of the power supply481(e.g., to preserve operation of the controller122).

As an example of branch power circuit482shut down and preservation of controller122operation, the monitoring device447of the power distribution unit444is configured to monitor the voltage of the power supply481(FIG.8, Block800) as described herein and shut down components/systems (e.g., analog sensors, digital sensors drive systems, communications systems, etc.) of the autonomous transport vehicle110in a sequenced shutdown order where the each shutdown operation in the sequenced shutdown order depends on a respective threshold voltage of the power supply. For example, the power supply481power supply has a fully charged voltage of V1. With the power distribution unit444detecting the voltage V1the components/systems of the autonomous transport vehicle110are substantially fully operational to effect transport of case units throughout the storage structure130.

With operation of the autonomous transport vehicle110, the voltage of the power supply481may drop (and the power distribution unit444detects such voltage drop) to a first predetermined threshold voltage V2(where V2is less than V1). The power distribution unit444monitoring the power supply481voltage detects that power supply voltage drops to a voltage equal to about the first predetermined threshold voltage V2(FIG.8, Block810); and with the power supply481voltage at about the first predetermined threshold voltage V2the power distribution unit444may operate the switches449S to remove power from (e.g., shut down) branch power circuits482corresponding to case unit handling components/systems (e.g., arm extension drives667, payload justification drives668, arm lift drives669, case unit sensors, arm/case unit justification position sensors, suspension locks, etc.) of the autonomous transport vehicle110(FIG.8, Block820) so that remaining power of the power supply481may be employed to effect traverse of the autonomous transport vehicle to a charging station/location or other predetermined location within the storage structure130. In aspects where power supply481charge is not sufficient to complete traverse of the autonomous transport vehicle110to a charging station, the controller122may effect traverse of the autonomous transport vehicle to a safe location as described herein (e.g., a predetermined location of the storage and retrieval system where the autonomous vehicle may be accessed by an operator for maintenance or removal from the storage structure130). Suitable examples of charging stations that may be disposed in the storage and retrieval system are described in U.S. Pat. No. 9,469,208 titled “Rover Charging System” and issued on Oct. 18, 2016; U.S. Pat. No. 11,001,444 titled “Storage and Retrieval System Rover Interface” and issued on May 11, 2021; and U.S. patent application Ser. No. 14/209,086 titled “Rover Charging System” and filed on Mar. 13, 2014, the disclosures of which are incorporated herein by reference in their entireties.

The power distribution unit444continues to monitor the voltage of the power supply481for a drop in the power supply voltage to a subsequent (e.g., next) lower threshold voltage (FIG.8, Block830). For example, where a threshold voltage of the power supply481of V3(where V3is less than V2) is detected by the power distribution unit444, the power distribution unit444operates the switches449S to remove power from (e.g., shut down) branch power circuits482(such as circuits483D,483F) corresponding to drives/systems that effect vehicle traverse (e.g., the right and left drive/traction wheels260A,260B (FIGS.2and6), caster wheel steering drives600M (FIG.2), traction control system666(FIG.6), sensors and sensor controllers effecting vehicle navigation (e.g., vision system, line following sensors, etc. such as provided with sensor system270) (FIG.8, Block840) so that remaining power of the power supply481may be employed to effect operation of the controller122of the autonomous transport vehicle110. Here, primary communications between the autonomous transport vehicle110and the control server120and/or an operator may also be shut down to preserve power for the controller122. As described above, the communications module445of the power distribution unit444operates to maintain a secondary communications channel between the controller122and the control server120and/or an operator (e.g., via the laptop, smart phone/tablet, etc.).

As above, the power distribution unit444continues to monitor the voltage of the power supply481for the next subsequent lower threshold voltage (FIG.8, Block850). For example, where a threshold voltage V4(where V4is less than V3) of the power supply481is detected by the power distribution unit444, the power distribution unit444is configured to initiate shutting down of the controller122(FIG.8, Block860) so that the controller122(and its software) is not adversely affected by a loss of power or an under-voltage/under-current failure. Here, the controller122is configured so that upon indication from (e.g., a prediction by) the power distribution unit444of imminent decrease in available charge level, directed from the power supply481to the controller122, to less than a demand level of the controller122, the controller122enters suspension of operation and hibernation. With the controller122in suspension and hibernating (e.g., shut down) the power distribution unit444may also shut itself down so that substantially all operations of the autonomous transport vehicle110are suspended.

It is noted that the threshold voltage V4is described above as the “lowest threshold voltage” such that detection of the threshold voltage V4initiates shutdown of the controller122. However, it should be understood that the above shut down sequence effected by the power distribution unit444is exemplary only and in other aspects there may be any suitable number of threshold voltages at which any suitable number of corresponding vehicle components/systems are shut down to preserve power of the power supply281. For example, Blocks830and840ofFIG.8may be repeated in a loop until the next to lowest threshold voltage is reached. Here, each threshold voltage in the descending values of threshold voltages is known to the power distribution unit444(such as stored in memory446and accessible by the monitoring device447) such that the loop ends when the next to lowest threshold voltage is reached.

Still referring toFIGS.2,4,5,10A-10C, and11another exemplary shutdown operation will be described. Here the autonomous transport vehicle110has a power supply481with a fully charged voltage of about 46V (in other aspects the fully charged voltage may be more or less than about 46V). The power distribution unit444monitors the voltage output by the power supply481during autonomous transport vehicle110operation in a manner similar to that described above with respect toFIG.8. Here, with the power supply481output at a threshold voltage of about 22V (in other aspects the output voltage may be more or less than about 22V) the power distribution unit444operates the switches449S to disable the traction motors261M and other features (e.g., sensors associated with navigation/traverse of the autonomous transport vehicle) of the autonomous transport vehicle so that driving of the autonomous transport vehicle is disabled.

The power distribution unit444continues to monitor the output voltage of the power supply481for the next lowest threshold voltage of about 20V (in other aspects the output voltage may be more or less than about 20V). Upon detection of the threshold voltage of about 20V, the power distribution unit444effects, through the controller122, positioning of any case units CU carried by the autonomous transport vehicle110to a known safe state (e.g., retracted into the payload bed210B in a predetermined justified location) within the payload bed210B. In other aspects, where the autonomous transport vehicle110is located in front of a predetermined destination/place location for the case unit(s) CU being carried by the autonomous transport vehicle110, the controller122may effect extension of the transfer arm210A to place the case unit(s) CU at the destination location rather than retract the case unit(s) CU into the payload bed210B (noting that after placement of the case unit(s) CU the transfer arm210A is retracted within the payload bed21B to a safe/home position).

The power distribution unit444is configured to operate the switches499S, upon detection of the next lowest threshold voltage of about 18V of the power supply481(in other aspects the output voltage may be more or less than about 18V), so as to shut down the vision system400and other 24V peripheral power supplies (e.g., including but not limited to case detection sensors, vehicle localization sensors, hot swap circuitry, etc.). Upon detection of the next lowest power supply481output threshold voltage of about 14V (in other aspects the output voltage may be more or less than about 14V) the power distribution unit444is configured to operate the switches499S to disable onboard and off-board communications (e.g., wireless communications module445and onboard Ethernet communications) of the autonomous transport vehicle110. The power distribution unit444continues to monitor the power supply481output voltage for the next lowest threshold voltage of about 12V (in other aspects the output voltage may be more or less than about 12V), and upon detection of the about 12V output voltage the power distribution unit444turns off lighting (e.g., LEDs) of the autonomous transport vehicle110and provides command signals to the controller122so that the controller122is placed into hibernation/sleep as described above. Upon detection of the lowest power supply481output threshold voltage of about 10V (in other aspects the output voltage may be more or less than about 10V) by the power distribution unit444, the power distribution unit444effects a complete shutdown of the autonomous transport vehicle444such that the controller122, the vision system controller122VC, and other suitable programmable devices (e.g., FPGAs, CPLDs, SOCs, CPUs, etc.) of the autonomous transport vehicle110are turned off/shut down.

The monitoring device447is configured to substantially continuously (e.g., with the autonomous transport vehicle110in operation) monitor power supply481operation and status. For example, the monitoring device447is configured to substantially continuously (or at any suitable predetermined time intervals) monitor a voltage of the power supply481(e.g., with any suitable voltage sensors) and communicate a low voltage condition (e.g., the voltage has dropped below a predetermined voltage level) to the controller122so that the controller122may effect a safe state of the autonomous transport vehicle110. For example, the controller122is configured (e.g., via the monitoring device447) so that upon indication from the power distribution unit444of imminent decrease in available charge level of the power supply481, directed from the power supply481to the branch power circuit of the drive section261D (seeFIG.6), the controller122is configured to command the drive section261D so as to navigate the autonomous transport vehicle110along a predetermined auxiliary path AUXP and auxiliary trajectory AUXT (known as safe, non-conflicting with other vehicles110, not impedimental nor blocking other vehicle paths, pass through nor destination location—seeFIG.1B) to a predetermined bot auxiliary stop location157in the storage and retrieval facility (e.g., structure)130. The predetermined auxiliary stop location157is a safe, uncongested area of a transport deck130B or picking aisle130A or a human access zone (such as described in U.S. Pat. No. 10,088,840 titled “Automated Storage and Retrieval System with Integral Secured Personnel Access Zones and Remote Rover Shutdown” issued on Oct. 2, 2018, the disclosure of which is incorporated herein by reference in its entirety).

The controller122is configured so that upon indication from the power distribution unit444of imminent decrease in available charge level of the power supply481, directed from the power supply481to the branch circuit of the payload handling section210(seeFIG.6) the controller122is configured to command the payload handling section210to move the payload handling actuator or transfer arm210A (e.g., via one or more of arm extension drives667and arm lift drives669), and any payload thereon (e.g., via payload justification drives668), to a predetermined safe payload position in the payload bed210B. The safe payload position may be such that the payload does not overhang outside of the payload bed and is securely held within the payload bed210B.

Referring toFIGS.1A,1B,2,4,5, and6, as described herein the controller122may also be configured to actively monitor a health status of the autonomous transport vehicle110and effect onboard diagnostics of vehicle systems. As an example, vehicle system health is monitored in any suitable manner such as by monitoring current used and fuse status of the vehicle systems (and the branch power circuits482of which the branch devices483are a part). Here the controller122includes at least one of a vehicle health status monitor447V, a drive section health status monitor447D, a payload handling section health monitor447H, and a peripheral electronics section health monitor447P. The vehicle health status monitor447V, the drive section health status monitor447D, the payload handling section health monitor447H, and the peripheral electronics section health monitor447P may be sections of the monitoring device447. The controller also includes a health status register section447M, which may be a section of the memory446(or memory122M or any other suitable memory accessible by the controller122).

The vehicle health status monitor447V may monitor dynamic responses of the frame200and wheel suspension, such as with any suitable vehicle health sensors (such as accelerometers) coupled to the frame (e.g., such as described in U.S. provisional patent application No. 63/213,589 titled “Autonomous Transport Vehicle with Synergistic Vehicle Dynamic Response” and filed on Jun. 22, 2021, the disclosure of which is incorporated herein by reference in its entirety). Where a dynamic response is outside of a predetermined range the vehicle health status monitor447V may effect (through controller122) a maintenance request (e.g., presented on user interface UI) to an operator of the storage and retrieval system100. In other aspects, any suitable characteristics of the vehicle may be monitored by the vehicle health status monitor447V.

The drive section health status monitor447D may monitor power drawn by the motors261M of the drive section261D, drive section sensor (e.g., wheel encoders, etc.) status, and a status of the traction control system666. Where the power usage of the motors261M, drive section sensor responsiveness, and/or a traction control system response is outside of predetermined operating characteristics the drive section health status monitor447D may effect (through controller122) a maintenance request (e.g., presented on user interface UI) to an operator of the storage and retrieval system100.

The payload handling section health monitor447H may monitor power drawn by the motors (e.g., extension lift, justification, etc.) of the case handling assembly210and a status of the case handling assembly sensors. Where the power usage of the case handling assembly motors and/or a case handling assembly sensor response is outside of predetermined operating characteristics the payload handling section health monitor447H may effect (through controller122) a maintenance request (e.g., presented on user interface UI) to an operator of the storage and retrieval system100.

The peripheral electronics section health monitor447P may monitor the sensor system270and the at least one peripheral motor777. Where the power usage of at least one peripheral motor777and/or a sensor (of the sensor system270) response is outside of predetermined operating characteristics the peripheral electronics section health monitor447P may effect (through controller122) a maintenance request (e.g., presented on user interface UI) to an operator of the storage and retrieval system100.

As a non-limiting example of health monitoring, the power distribution unit444is configured to monitor current in the branch power circuits482(in any suitable manner, such as directly with ammeters or indirectly by monitoring voltage and/or resistance of the respective branch power circuits482) and a status of the respective fuses484of the branch power circuits482. Real-time feedback (e.g., input data relating to current and fuse status is processed by the monitoring device447within milliseconds so that the processed data it is available substantially immediately as feedback) is provided to one or more of the controller122and control server120to effect autonomous transport vehicle110operator and/or service/maintenance requests.

The real time feedback effected by the monitoring device447monitoring at least the branch power circuit482current and fuse484status provides for onboard diagnostics and health monitoring of the autonomous transport vehicle systems. The power distribution unit444is configured to detect the fuse484status (e.g., inoperable or operable) based on, for example current of the respective branch power circuit482. Where there is an absence of current detected in the respective branch power circuit482the monitoring device447determines that the fuse484is inoperable and in need of service, otherwise where current is detected the fuse484is operable (i.e., a fault state (see, e.g.,FIG.5) is detected). The monitoring device447provides the fuse status (e.g., fault state) as feedback to, for example, the control server120and/or an operator through the communications module445so that servicing of the autonomous transport vehicle110can be scheduled. As may be realized, the power distribution unit444is configured to monitor each branch power circuit482separately from each other power branch power circuit482so that where a fuse is determined to be inoperable the monitoring device447also identifies the branch power circuit482of which the fuse is a part so as to reduce downtime and troubleshooting of the autonomous transport vehicle110for fuse484replacement.

An increased current within a branch power circuit, as detected by the monitoring device447may be indicative of an impending drive motor fault, an impending bearing fault, or other impending electrical/mechanical fault. As noted above, each branch power circuit is monitored separately so that where an increased current is detected the corresponding branch power circuit482is also identified. The monitoring device447provides the increased current value (e.g., fault state) and identifies the branch power circuit482with the overcurrent therein to, for example, the control server120and/or an operator through the communications module445so that servicing of the autonomous transport vehicle110can be scheduled.

The power distribution unit444is configured to monitor voltage regulators490, branch device central processing units (CPUs)491, and/or position sensors492of peripheral devices (e.g., such as transfer arm210A, payload justification pushers/pullers, wheel encoders, navigation sensor systems (as described herein), payload positioning sensor systems (as described herein) (it is noted that suitable examples of payload justification pushers/pullers are described in, for example U.S. provisional patent application No. 63/236,591 filed on Aug. 24, 2021 and titled “Autonomous Transport Vehicle” as well as United States pre-grant publication number 2012/0189416 published on Jul. 26, 2012 (U.S. patent application Ser. No. 13/326,952 filed on Dec. 15, 2011) and titled “Automated Bot with Transfer Arm”; U.S. Pat. No. 7,591,630 issued on Sep. 22, 2009 titled “Materials-Handling System Using Autonomous Transfer and Transport Vehicles”; U.S. Pat. No. 7,991,505 issued on Aug. 2, 2011 titled “Materials-Handling System Using Autonomous Transfer and Transport Vehicles”; U.S. Pat. No. 9,561,905 issued on Feb. 7, 2017 titled “Autonomous Transport Vehicle”; U.S. Pat. No. 9,082,112 issued on Jul. 14, 2015 titled “Autonomous Transport Vehicle Charging System”; U.S. Pat. No. 9,850,079 issued on Dec. 26, 2017 titled “Storage and Retrieval System Transport Vehicle”; U.S. Pat. No. 9,187,244 issued on Nov. 17, 2015 titled “Bot Payload Alignment and Sensing”; U.S. Pat. No. 9,499,338 issued on Nov. 22, 2016 titled “Automated Bot Transfer Arm Drive System”; U.S. Pat. No. 8,965,619 issued on Feb. 24, 2015 titled “Bot Having High Speed Stability”; U.S. Pat. No. 9,008,884 issued on Apr. 14, 2015 titled “Bot Position Sensing”; U.S. Pat. No. 8,425,173 issued on Apr. 23, 2013 titled “Autonomous Transports for Storage and Retrieval Systems”; and U.S. Pat. No. 8,696,010 issued on Apr. 15, 2014 titled “Suspension System for Autonomous Transports”, the disclosures of which were previously incorporated herein by reference in their entireties). As an example, the monitoring device447is configured to monitor communications between the position sensors492and the controller122, communications between the branch device controller(s)491and the controller122, and the voltage from the voltage regulators490. Where communication is expected from a sensor492and/or branch device controller491the monitoring device447may register a fault (e.g., time stamped) in the memory446and communicate such fault state (e.g., with the communications module445to the control server120and/or operator effecting a maintenance request. Where the branch device483/branch power circuit482from which the fault is obtained is of a lower operational importance, the monitoring unit447may continue to monitor and register faults from the branch device483/branch power circuit482and send a service requested message to the control server120or operator depending on a frequency of the faults or any other suitable criteria.

As another example, the monitoring device447is configured to monitor a voltage of a voltage regulator490for one or more power branch circuits482in any suitable manner (such as feedback from the voltage regulator or voltmeter). Where there is an over-voltage or under-voltage detected by the monitoring device447the monitoring device447may register a fault (e.g., time stamped) in the memory446and communicate such fault state (e.g., with the communications module445to the control server120and/or operator effecting a maintenance request. Where the branch device483/branch power circuit482from which the fault is obtained is of a lower operational importance, the monitoring unit447may continue to monitor and register faults from the voltage regulator490and send a service requested message to the control server120or operator depending on a frequency of the faults or any other suitable criteria (such as a magnitude of the over-voltage or under-voltage).

Still referring to Referring toFIGS.1A,1B,2,4,5, and6, the power distribution device444of the controller122is configured as a boot device so that at autonomous transport vehicle110cold startup (initialization) the monitoring device447is brought online before other sections of the controller122and vision system controller122VC so as to set initial (safe) states of the autonomous transport vehicle110prior to boot-up of the controller122and vision system controller122VC. To effect initialization of the autonomous transport vehicle110the controller122is configured so that upon indication from the power distribution unit444of imminent decrease in available power supply charge level, directed from the power supply481to the controller1222, to less than a demand level of the controller122, the controller122configures at least one of the autonomous guided vehicle state and pose navigation information and the payload identity, state, and pose information, held in respective registry and memory (e.g., such as memory446or other memories122M of corresponding ones of the autonomous navigation control section122N, the autonomous payload handling control section122H, and the vision system control section (e.g., vision system controller122VC)), into an initialization file122F (FIG.2) available on reboot of the controller122. The controller122may also be configured so that upon indication from the power distribution unit444of imminent decrease in available power supply charge level, directed from the power supply481to the controller122, to less than a demand level of the controller122, to configure stored health status information from the at least one of the vehicle health status monitor447V, the drive section health status monitor447D, the payload handling section health monitor447H, and the peripheral electronics section health monitor447P in the health status register section447M (such as in memory122M or memory446) into an initialization file122F available on reboot of the controller122.

On initialization of the autonomous transport vehicle. the monitoring device447of the power distribution unit444is configured to control power up sequencing of the controller122sections (e.g., the autonomous navigation control section122N, the autonomous payload handling control section122H, and vision system controller122VC), and branch devices483(e.g., sensors, drive motors, caster motors, transfer arm motors, justification device motors, payload bed210B motors, etc.). The sequencing may be that the vision system controller122VC is powered up before the autonomous navigation control section122N and the branch devices are powered up last; however, in other aspects any suitable power sequence may be employed such that control devices are powered up before the devices they control.

Referring also toFIG.12, an exemplary autonomous transport vehicle110power up or cold startup process will be described with the power distribution device444as a boot device. Here, power to the autonomous transport vehicle110is turned on (FIG.12, Block1200) and the power distribution device444monitors the output voltage of the power supply481and determines if the output voltage is greater than a startup threshold voltage Via (FIG.12, Block1205) of about 16V (in other aspects the startup threshold voltage Via may be more or less than about 16V). Where the power supply481output voltage is greater than the startup threshold voltage Via the power distribution unit444operates switches499S so that power is provided to, for example, the controller122, the vision system controller122VS, the wireless communications module445, and the other suitable programmable devices (e.g., FPGAs, CPLDs, SOCs, CPUs, etc.) of the autonomous transport vehicle110(FIG.12, Block1210). Here, the initialization file122F (described above) may be employed on startup of the controller122, the vision system controller122VS, the wireless communications module445, and the other suitable programmable devices (e.g., FPGAs, CPLDs, SOCs, CPUs, etc.) (FIG.12, Block1215) so that startup and operation of the controlled devices is effected based on information in the initialization file122F.

The power distribution unit444continues to monitor the voltage output by the power supply481and where the output voltage is detected as being above a next higher startup threshold voltage V2a(FIG.12, Block1220) of about 18V (in other aspects the startup threshold voltage V2amay be more or less than about 18V), the power distribution unit444operates switches449S to turn on the lighting (e.g., LEDs—seeFIGS.10A-10C) of the autonomous transport vehicle110(FIG.12, Block1225). Where the next higher startup threshold voltage V2ahas not been reached the power distribution unit444continues to monitor the power supply481output voltage until the next higher startup threshold voltage V2ais reached (such as with the autonomous transport vehicle110being charged), or until a shutdown sequence is initiated (seeFIG.8described herein).

With the power distribution unit444continuing to monitor the voltage output of the power supply481, and with a next higher startup threshold voltage V3adetected by the power distribution unit (FIG.12, Block1230), the power distribution unit444operates the switches449S so as to power up/turn on the case handling drives of, for example, the front and rear justification module210ARJ,210AFJ, payload bed210B, and transfer arm210A (FIG.12, Block1235) as well as 24V peripherals and instruments (seeFIGS.10A-10C) of the autonomous transport vehicle110. Here, the threshold voltage V3amay be about 24V but in other aspects the threshold voltage V3amay be more or less than about 24V. If the voltage output of the power supply481is less than about 24V the power distribution unit444continues to monitor the power supply481output voltage until the next higher startup threshold voltage V3ais reached (such as with the autonomous transport vehicle110being charged), or until a shutdown sequence is initiated (seeFIG.8described herein).

With the power distribution unit444monitoring the voltage output of the power supply481, and with detection of a next higher startup threshold voltage V4a(FIG.12, Block1240), the power distribution unit444operates the switches449S so as to power up/turn on the traction drive motors261M (FIG.12, Block1245). Here, the threshold voltage V4amay be about 28V but in other aspects the threshold voltage V4amay be more or less than about 28V. Where the voltage output of the power supply481is less than about 28V the power distribution unit444continues to monitor the power supply481output voltage until the next higher startup threshold voltage V4ais reached (such as with the autonomous transport vehicle110being charged), or until a shutdown sequence is initiated (seeFIG.8described herein).

As may be realized, where the threshold voltage V4ais detected by the power distribution unit444at cold start of the autonomous transport vehicle110, the power distribution unit444is configured (e.g., with any suitable non-transitory computer program code) to power up the components of the autonomous transport vehicle110in the manner/sequence described above with respect toFIG.12. Here, the power distribution unit444is configured so that control devices are powered up before the devices they control.

Referring toFIGS.2,4,5,6, and13, as described herein, the controller122may be configured to effect one or more of onboard power supply charge mode, active control of inrush current to branch devices483(e.g., lower level system of the autonomous transport vehicle), and regenerative power supply481charging.

With the autonomous transport vehicle110at a charging station (FIG.13, Block1300) power distribution unit444detects the presence of the traverse surface charging pad(s) (seeFIG.6andFIG.13, Block1310). The power distribution unit444, as described herein, is configure to monitor the output voltage of the power supply481and effect control tasks based on the output voltage level. Here, control of power supply481charging is based on the output voltage of the power supply481detected by the power distribution unit444. Here, the monitoring device447of the power distribution unit444is configured to control a low level charging logic of the autonomous transport vehicle110. An exemplary charging logic block diagram for the power distribution unit444is illustrated inFIG.6. As can be seen inFIG.6, the autonomous transport vehicle110is configured with vehicle mounted charging contacts that receive charging current from a charging pad located on a traverse surface of the transfer deck130B, picking aisle130A, and/or any other suitable traverse surface of the storage and retrieval system on which the autonomous transport vehicle110travels. The traverse surface mounted charging pad and the vehicle mounted charging contacts are substantially similar to that described in U.S. Pat. No. 9,469,208 titled “Rover Charging System” and issued on Oct. 18, 2016; U.S. Pat. No. 11,001,444 titled “Storage and Retrieval System Rover Interface” and issued on May 11, 2021; and U.S. patent application Ser. No. 14/209,086 titled “Rover Charging System” and filed on Mar. 13, 2014). The autonomous transport vehicle110may also be configured with remote charging ports mounted to the front end200E1or rear end200E2of the frame200that engage (e.g., plug into) corresponding charge ports mounted to the storage structure130or a hand-held plug which an operator plugs into the remote charging ports of the autonomous transport vehicle110.

The monitoring device447controls a charge mode/rate of the power supply481so as to maximize a number of charge cycles of the power supply481. For example, the monitoring device447is configured to effect one or more of a trickle charge mode (e.g., having a charge rate below a set threshold voltage), a slow charge mode, and an ultra-high-speed (e.g., high current) charge mode, where the charging current is limited by the monitoring device447to a set maximum charge voltage threshold to substantially prevent adverse effects on the power supply481from charging. Here the charging current and voltage may be dependent on a capacity of and type of the power supply481. The power supply481may have any suitable voltage and charge capacity and may be an ultra-capacitor or any other suitable power source (e.g., lithium ion battery pack, lead acid battery pack, etc.). As can also be seen inFIG.6, the autonomous transport vehicle110includes suitable active reverse voltage protection for the power supply481.

As an example, of charge rate control, with the vehicle charge contacts coupled with the traverse surface charging pad (seeFIG.6), the power distribution unit444detects that the output voltage from the power supply481is below a threshold charging voltage V1c(FIG.13, Block1320) of about 23V (in other aspects the threshold charging voltage V1cmay be more or less than 23V), the monitoring device477of the power distribution unit444effects a limited current charging of the power supply1330. For example, the limited charging current may be the slow charging mode described above. The slow charge charging mode described above may have a charge current higher than that of the trickle charging mode but lower than a full charge current. The power distribution unit444continues to monitor the output voltage of the power supply481during charging and with the detection of the output voltage of the power supply481being at or equal to the threshold charging voltage V1c(FIG.13, Block1320), the monitoring device477of the power distribution unit444effects another charging mode, such as the full charge current mode (FIG.13, Block1350). The power distribution unit444monitors the output voltage of the power supply481during charging at full charge current and where the output voltage is at or greater than a next higher threshold charging voltage V2c(FIG.13, Block1340) of about 44V (in other aspects the output voltage may be more or less than about 44V), the monitoring device477of the power distribution unit444terminates charging. In other aspects, upon detection of the output voltage being at or greater than about 44V, the monitoring device477may effect the trickle charge mode so as to maintain the power supply481at peak/maximum charge with the vehicle charge contacts of autonomous transport vehicle110engaged/coupled with the traverse surface charging pad(s) (seeFIG.6).

Still referring toFIGS.2,4,5, and6, the autonomous transport vehicle110includes one or more of current inrush protection, over voltage/current protection, and under voltage/current protection. For example, the autonomous transport vehicle110may include hot swap circuitry (substantially similar to that described in U.S. Pat. No. 9,469,208 titled “Rover Charging System” and issued on Oct. 18, 2016; U.S. Pat. No. 11,001,444 titled “Storage and Retrieval System Rover Interface” and issued on May 11, 2021; and U.S. patent application Ser. No. 14/209,086 titled “Rover Charging System” and filed on Mar. 13, 2014) that is configured to effect autonomous transport vehicle110roll-on and roll-off of the traverse surface mounted charging pads regardless of an energization status of the traverse surface mounted charging pads. Here, the power distribution unit444is configured to actively control inrush current to the branch devices483A-483F . . .483n(collectively referred to as branch devices483, where n denotes an integer representing a maximum number of branch devices) of the respective branch power circuits482, where the power distribution unit444receives from the controller122(and the controller122is configured to generate) a pulse width modulation signal that effects active control of the switches449S to limit the inrush current (such as from charging or power surges) to the branch devices483. For example, at initial contact between the vehicle charging contacts and the traverse surface mounted charging pad the power distribution unit444may operate one or more of the switches449S so as to open the one or more switches to prevent inrush current from flowing to the branch devices483.

Referring toFIGS.2,4, and7, one or more of the branch power circuits includes an electrical protection circuit700configured to protect the branch device483(a sensor is illustrated inFIG.7for exemplary purposes but in other aspects any suitable branch device, such as those described herein, may be provided). The electrical protection circuit700is configured to substantially protect the branch device483(and any controls/measurement instruments devices associated therewith) from, for example, short circuits, over-voltage, and over-current. For example, the branch device483(in this example a sensor) operates with an about 4 mA to about 20 mA signal. The electrical protection circuit700, for exemplary purposes only, includes an adjustable three-terminal positive-voltage regulator710and a single resistor720. The voltage regulator710is configured to supply more than about 1.5 A over an output-voltage range of about 1.25 V to about 37 V. The voltage regulator710with the resistor720coupled thereto limits the current to about 27 mA by leveraging the internal reference voltage of the voltage regulator710. The insertion of the electrical protection circuit700into the branch power circuit482substantially does not affect the about 4 mA to about 20 mA signal while providing control/measurement protection to devices disposed both upstream and downstream (with respect to the flow of current) the electrical protection circuit700. It is again noted that the configuration of the electrical protection circuit700is exemplary only and that the electrical protection circuit700may be configured with any suitable voltage regulator and resistor (having suitable specifications) for providing control/measurement protection for signal that are less than about 4 mA or more than about 20 mA.

Referring toFIGS.4,5, and6, the power distribution unit444is configured to effect regenerative charging of the power supply481. For example, with the right and left drive wheels260A,260B rolling, but not under power (e.g., such as during braking), the back electromotive force (EMF) voltage produced by the respective motors261M is fed back into the respective branch power circuit483E,483F. The monitoring device447may operate the switches449S (such as the Vcap_IN switch—seeFIG.6) so that the back EMF voltage (and current) regeneratively charges the power supply481. With the motors261M under power to drive the drive wheels260A,260B the monitoring device447may close the Vcap_IN switch to prevent power drain from the power supply481.

Referring toFIGS.2,4, and5, as described herein, the power distribution unit444includes the wireless communication module445. The wireless communication module445may be configured for any suitable wireless communication including, but not limited to, Wi-Fi, Bluetooth, cellular, etc. The wireless commination module445configures the power distribution unit444so as to control at least in part, for example, communication between the autonomous transport vehicle110and other features of the storage and retrieval system including but not limited to the control server120over any suitable network such as network180. Here, the wireless communication module445and monitoring device447configure the power distribution unit444as a secondary processor/controller such as where processing function errors of the controller122(e.g., such as safety related functions including remote shutdown, communications or other general component errors) are detected by the monitoring device447. Where a controller122error occurs in communication or control effected by the controller122, the power distribution unit444maintains (secondary) communication between the control server120(and operators of the storage and retrieval system100) and the different components of the autonomous transport vehicle110(e.g., through the communication module445) so that the autonomous transport vehicle110can be remotely shut down or driven (either autonomously, semi-autonomously, or under manual remote control of an operator in a manner described in U.S. provisional patent application titled “Autonomous Transport Vehicle with Vision System” and having U.S. provisional patent application No. 63/232,546 filed on Aug. 12, 2021, the disclosure of which was previously incorporated herein by reference in its entirety) so any suitable destination location.

The wireless commination module445also provides for “over the air” programming of the of the controller122, vision system controller122VC and updating firmware/programming of the monitoring device447or other suitable programmable devices (e.g., FPGAs, CPLDs, SOCs, CPUs, etc.) of the autonomous transport vehicle110. Here an operator of the storage and retrieval system100may push or otherwise upload software updates to the autonomous vehicle110over the network180(which is at least in part a wireless network) through the control server120or with other suitable device such as a laptop, smart phone/tablet, etc. The power distribution unit444includes any suitable memory446that may buffer the software updates for installation in the monitoring device447, controller122, vision system controller122VC and/or other suitable programmable devices (e.g., FPGAs, CPLDs, SOCs, CPUs, etc.).

The wireless commination module445of the power distribution unit444may also be configured as an Ethernet switch or Bridge. Here, the wireless communication modules455of the autonomous transport vehicles110travelling throughout the storage structure130may form a mesh network. In this manner wireless communications from, for example the control server122or other suitable device such as a laptop, smart phone/tablet, etc. may be extended to a range the covers substantially an entirety of the storage structure130without dedicated Ethernet switches and bridges being disposed throughout (e.g., mounted to) the storage structure130in fixed/predetermined locations.

Referring now toFIGS.1A,2,4,5,6, and9and exemplary method for autonomous guided vehicle power management will be described in accordance with aspects of the disclosed embodiment. The method includes providing the autonomous transport110as described herein (FIG.9, Block900). Autonomous operation of the autonomous transport vehicle110is effected with the controller122(FIG.9, Block910) and a charge level of the power supply481of the autonomous transport vehicle110is monitored by the power distribution unit444(FIG.9, Block920) as described herein. The method may also include, as described herein, the switching of the branch power circuits482on and off in the predetermined pattern (such as described herein) based on the demand charge level of each respective branch power circuit482with respect to other branch power circuits482and the charge level available from the power supply481(FIG.9, Block930).

Upon indication from the power distribution section444of imminent decrease in available power supply charge level, directed from the power supply481to the branch circuit482of the drive section261D (seeFIG.6) and/or the case handling assembly210, the controller122commands the drive section261D to move of the autonomous transport vehicle110to a safe location and/or commands the case handling assembly210to move the payload to a safe location (FIG.9, Block960) as described herein.

Upon indication from the power distribution unit444of imminent decrease in available power supply charge level, directed from the power supply481to the controller122, to less than demand level of the controller122, the controller122enters suspension of operation and hibernation (FIG.9, Block950) as described herein.

As also described herein, upon indication from the power distribution unit444of imminent decrease in available power supply charge level, directed from the power supply481to the controller122, to less than demand level of the controller122, the controller122creates at least one initialization file (FIG.9, Block940). As described herein, the controller122may configure at least one of the autonomous guided vehicle state and pose navigation information and the payload identity, state, and pose information, held in respective registry and memory (e.g., such as memory446or other memories122M of corresponding ones of the autonomous navigation control section122N, the autonomous payload handling control section122H, and the vision system control section (e.g., vision system controller122VC)) of corresponding controller sections, into an initialization file122F available on reboot of the controller122. The controller122may store health status information from the at least one of vehicle health status monitor447V, the drive section health status monitor447D, the payload handling section health monitor447H, and the peripheral electronics section health monitor447P in the health status register section477M into the initialization file122F (or a different initialization file) available on reboot of the controller122.

In accordance with one or more aspects of the disclosed embodiment an autonomous guided vehicle comprises:

a vehicle chassis with a power supply mounted thereon and powered sections connected to the chassis and each powered by the power supply, the powered sections including:

a drive section with motors driving wheels, supporting the vehicle chassis, and disposed to traverse the autonomous guided vehicle on a traverse surface in a facility under autonomous guidance;

a payload handling section with at least one payload handling actuator configured so that actuation of the at least one payload handling actuator effects transfer of a payload to and from a payload bed, of the vehicle chassis, and a storage in the facility;

a peripheral electronics section having at least one of an autonomous pose and navigation sensor, at least one of a payload handling sensor, and at least one peripheral motor, the at least one peripheral motor being separate and distinct from each of the motors of the drive section and each actuator of the payload handling section; and

a controller communicably coupled respectively to the drive section, the payload handling section, and peripheral section so at to effect each autonomous operation of the autonomous guided vehicle, wherein the controller comprises a comprehensive power management section communicably connected to the power supply so as to monitor a charge level of the power supply, and

wherein the comprehensive power management section is connected to each respective branch circuit of the drive section, the payload handling section, and the peripheral electronics section respectively powering the drive section, the payload handling section, and the peripheral electronics section from the power supply, the comprehensive power management section being configured to manage power consumption of the branch circuits based on a demand level of each branch circuit relative to the charge level available from the power supply.

In accordance with one or more aspects of the disclosed embodiment the comprehensive power management section is configured so as to manage a demand charge level of each respective branch circuit switching each respective branch circuit on or off in a predetermined pattern based on the demand charge level of each respective branch circuit with respect to other branch circuits and the charge level available from the power supply.

In accordance with one or more aspects of the disclosed embodiment the predetermined pattern is arranged to switch off branch circuits with a decrease in the available charge level from the power supply, so as to maximize available charge level from the power supply directed to the controller.

In accordance with one or more aspects of the disclosed embodiment the predetermined pattern is arranged to switch off branch circuits with a decrease in the available charge level from the power supply so that the available charge level directed to the controller is equal to or exceeds the demand charge level of the controller for a maximum time based on the available charge level of the power supply.

In accordance with one or more aspects of the disclosed embodiment the controller has at least one of:

an autonomous navigation control section configured to register and hold in volatile memory autonomous guided vehicle state and pose navigation information, historic and current, that is deterministic of and describing current and predicted state, pose, and location of the autonomous guided vehicle; and

an autonomous payload handling control section configured to register and hold in volatile memory current payload identity, state, and pose information, historic and current;

wherein the controller is configured so that upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, the controller configures at least one of the autonomous guided vehicle state and pose navigation information and the payload identity, state, and pose information, held in respective registry and memory of corresponding controller sections, into an initialization file available on reboot of the controller.

In accordance with one or more aspects of the disclosed embodiment the controller is configured so that upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, the controller enters suspension of operation and hibernation.

In accordance with one or more aspects of the disclosed embodiment the controller is configured so that upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the branch circuit of the drive section, the controller is configured to command the drive section so as to navigate the autonomous guided vehicle along a predetermined auxiliary path and auxiliary trajectory (to a predetermined autonomous guided vehicle auxiliary stop location in the facility.

In accordance with one or more aspects of the disclosed embodiment the controller is configured so that upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the branch circuit of the payload handling section the controller is configured to command the payload handling section to move the payload handling actuator, and any payload thereon, to a predetermined safe payload position in the payload bed.

In accordance with one or more aspects of the disclosed embodiment the controller includes at least one of:

a vehicle health status monitor,

a drive section health status monitor,

a payload handling section health status monitor, and

a peripheral electronics section health status monitor; and

a health status register section; and

wherein the controller is configured so that upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, to configure stored health status information from the at least one of the vehicle health status monitor, the drive section health status monitor, the payload handling section health monitor, and the peripheral electronics section health monitor in the health status register section into an initialization file available on reboot of the controller.

In accordance with one or more aspects of the disclosed embodiment the power supply is an ultra-capacitor, or the charge level is voltage level.

In accordance with one or more aspects of the disclosed embodiment method for autonomous guided vehicle power management is provided. The method comprises:

providing an autonomous guided vehicle with a vehicle chassis with a power supply mounted thereon and powered sections connected to the chassis and each powered by the power supply, the powered sections including:

a drive section with motors driving wheels, supporting the vehicle chassis, and disposed to traverse the autonomous guided vehicle on a traverse surface in a facility under autonomous guidance;

a payload handling section with at least one payload handling actuator configured so that actuation of the at least one payload handling actuator effects transfer of a payload to and from a payload bed, of the vehicle chassis, and a storage in the facility;

a peripheral electronics section having at least one of an autonomous pose and navigation sensor, at least one of a payload handling sensor, and at least one peripheral motor, the at least one peripheral motor being separate and distinct from each of the motors of the drive section and each actuator of the payload handling section; and

effecting, with a controller communicably coupled respectively to the drive section, the payload handling section, and peripheral section, each autonomous operation of the autonomous guided vehicle; and

monitoring a charge level of the power supply with a comprehensive power management section of the controller, wherein the comprehensive power management section is connected to each respective branch circuit of the drive section, the payload handling section, and the peripheral electronics section respectively powering the drive section, the payload handling section, and the peripheral electronics section from the power supply, the comprehensive power management section manages power consumption of the branch circuits based on a demand level of each branch circuit relative to the charge level available from the power supply.

In accordance with one or more aspects of the disclosed embodiment the comprehensive power management section manages a demand charge level of each respective branch circuit switching each respective branch circuit on or off in a predetermined pattern based on the demand charge level of each respective branch circuit with respect to other branch circuits and the charge level available from the power supply.

In accordance with one or more aspects of the disclosed embodiment the predetermined pattern is arranged to switch off branch circuits with a decrease in the available charge level from the power supply, so as to maximize available charge level from the power supply directed to the controller.

In accordance with one or more aspects of the disclosed embodiment the predetermined pattern is arranged to switch off branch circuits with a decrease in the available charge level from the power supply so that the available charge level directed to the controller is equal to or exceeds the demand charge level of the controller for a maximum time based on the available charge level of the power supply.

In accordance with one or more aspects of the disclosed embodiment the method further comprises at least one of:

with an autonomous navigation control section of the controller, registering and holding in volatile memory autonomous guided vehicle state and pose navigation information, historic and current, that is deterministic of and describing current and predicted state, pose, and location of the autonomous guided vehicle; and

with an autonomous payload handling control section of the controller, registering and holding in volatile memory current payload identity, state, and pose information, historic and current;

wherein, upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, the controller configures at least one of the autonomous guided vehicle state and pose navigation information and the payload identity, state, and pose information, held in respective registry and memory of corresponding controller sections, into an initialization file available on reboot of the controller.

In accordance with one or more aspects of the disclosed embodiment upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, the controller enters suspension of operation and hibernation.

In accordance with one or more aspects of the disclosed embodiment upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the branch circuit of the drive section, the controller commands the drive section so to navigate the autonomous guided vehicle along a predetermined auxiliary path and auxiliary trajectory to a predetermined autonomous guided vehicle auxiliary stop location in the facility.

In accordance with one or more aspects of the disclosed embodiment upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the branch circuit of the payload handling section the controller commands the payload handling section to move the payload handling actuator, and any payload thereon, to a predetermined safe payload position in the payload bed.

In accordance with one or more aspects of the disclosed embodiment method of claim11, further comprises:

providing the controller with at least one of

a vehicle health status monitor,

a drive section health status monitor,

a payload handling section health status monitor, and

a peripheral electronics section health status monitor; and

a health status register section; and

wherein, upon indication from the comprehensive power management section of imminent decrease in available charge level, directed from the power supply to the controller, to less than demand level of the controller, the controller configures stored health status information from the at least one of the vehicle health status monitor, the drive section health status monitor, the payload handling section health monitor, and the peripheral electronics section health monitor in the health status register section into an initialization file available on reboot of the controller.

In accordance with one or more aspects of the disclosed embodiment the power supply is an ultra-capacitor, or the charge level is voltage level.

It should be understood that the foregoing description is only illustrative of the aspects of the disclosed embodiment. Various alternatives and modifications can be devised by those skilled in the art without departing from the aspects of the disclosed embodiment. Accordingly, the aspects of the disclosed embodiment are intended to embrace all such alternatives, modifications and variances that fall within the scope of any claims appended hereto. Further, the mere fact that different features are recited in mutually different dependent or independent claims does not indicate that a combination of these features cannot be advantageously used, such a combination remaining within the scope of the aspects of the disclosed embodiment.