Patent Application
20220402699
The invention relates to a rack storage system for unit loads as described in the preambles of claims 1 and 22.
EP 2 673 220 A1 and EP 2 673 218 A1 disclose a rack storage system comprising
FR 2 710 330 A1, DE 2 113 202 A1, EP 1 716 060 B1 and DE 10 2009 032 406 A1 disclose rack storage systems in which a transport vehicle lifting device for transporting the transport vehicle between the driving planes is provided.
While, according to EP 2 673 220 A1, EP 2 673 218 A1, FR 2 710 330 A1, DE 2 113 202 A1 and EP 1 716 060 B1, the transport vehicle lifting device is arranged stationarily in front of the rack aisle, the embodiment according to DE 10 2009 032 406 A1 has the transport vehicle lifting device be displaceable along a rack storage side and a transport vehicle be relocatable between rack aisles.
Such transport vehicle lifting devices are primarily used if for each rack aisle fewer transport vehicles than driving planes are present.
In these known rack storage systems, the mounting work must be carried out with adherence to very narrow tolerance standards. This takes effort and is costly. If wider tolerances are permitted, the gap distance between the rack guide tracks on the storage racks and the lift guide tracks on the transport vehicle lifting device may vary strongly across the entire adjustment region of the liftable and lowerable receiving device, and/or a height offset between a second rack guide track of the rack guide tracks on the storage racks and a second lift guide track of the lift guide tracks on the transport vehicle lifting device in a driving plane can barely be avoided if the liftable and lowerable receiving device with the first lift guide track of the lift guide tracks is positioned with respect to the first rack guide track of the rack guide tracks. This may lead to significant faults during operation.
An object of the invention is to provide an improved rack storage system. In particular, a reliable transfer of a transport vehicle from rack guide tracks to lift guide tracks of a receiving device of the transport vehicle lifting device and vice versa is to be made possible. In particular, transfer times are to be optimized, as well.
The object of the invention is achieved in that a first guide profile is provided, which extends essentially in parallel with the guide frame and is connected to the rack guide tracks on the first storage rack, and a second guide profile is provided, which extends essentially in parallel with the guide frame and is connected to the rack guide tracks on the second storage rack, and a first lift guide track of the lift guide tracks is mounted on the lift frame so as to be movable by means of a first guide device in a direction parallel to the (stationary) rack guide tracks (thus in the direction of the rack aisle) and is coupled via a first coupling device to the first guide profile, and a second lift guide track of the lift guide tracks is mounted on the lift frame so as to be movable by means of a second guide device in a direction parallel to the (stationary) rack guide tracks (thus in the direction of the rack aisle) and is coupled via a second coupling device to the second guide profile.
The first guide profile is connected to the rack guide tracks on the first storage rack, and the second guide profile is connected to the rack guide tracks on the second storage rack.
Due to the coupling between the first lift guide track and the (vertical) first guide profile, the first lift guide track (mounted in a “floating” manner) can follow the longitudinal extension of the first guide profile. Due to the coupling between the second lift guide track and the (vertical) second guide profile, the second lift guide track (mounted in a “floating” manner) can follow the longitudinal extension of the second guide profile.
The mounting of the first rack guide tracks and second rack guide tracks is significantly less elaborate than is known from the prior art. This is true mainly because the requirement for an exactly aligned orientation of the end edges of the first rack guide tracks arranged on top of each other in the driving planes and an exactly aligned orientation of the end edges of the second rack guide tracks arranged on top of each other in the driving planes can be reduced.
By these measures, the gap distance between end edges of the rack guide tracks facing one another and the lift guide tracks can be kept essentially constant across the entire adjustment region of the liftable and lowerable receiving device. Manufacturing tolerances and/or mounting-related discrepancies have no adverse effects on the gap distance. Even if due to temperature fluctuations, changes in length occur on the rack guide tracks, which are relatively long with respect to the lift guide tracks, the first guide profile and the second guide profile may “move along” and the longitudinal extension of the first guide profile and the longitudinal extension of the second guide profile also adapt. Even in this unfavorable situation, the gap distance remains essentially unchanged as the first/second lift guide track follow the changed longitudinal extension of the first/second guide profile due to the coupling between the first lift guide track and the (vertical) first guide profile and/or due to the coupling between the second lift guide track and the (vertical) second guide profile.
This has a particularly favorable effect on the performance of the rack storage system. The transport vehicle may drive over the distance gap at a high speed without having to accept an increased wear of the running wheels because of it.
Preferably, the first lift guide track and the second lift guide track are mounted on the lift frame so as to be movable, independently of each other, in a direction parallel to the rack guide tracks (thus in the direction of the rack aisle).
By this measure, the gap distance between end edges of the first rack guide tracks facing one another and the first lift guide track can be kept essentially constant across the entire adjustment region of the liftable and lowerable receiving device, and the gap distance between end edges of the second rack guide tracks facing one another and the second lift guide track can be kept essentially constant.
This proves particularly advantageous as the requirement of an exact orientation of the end edges of the first rack guide track and second rack guide track, arranged next to each other in each driving plane, can be reduced.
Even though this is not shown in further detail, the transport vehicle lifting device may comprise a first receiving device and a second receiving device, of which the first receiving device is mounted on the guide frame by means of a first lift frame, and the second receiving device is mounted on the guide frame by means of a second lift frame. The first lift frame is adjustable by means of a first lift drive, and the second lift frame is adjustable by means of a second lift drive. A control unit controls the first lift drive and second lift drive such that the first lift frame and second lift frame do not collide. The first receiving device and second receiving device are preferably designed as described above, each comprising the first lift guide track and second lift guide track, which are coupled to the first guide profile and the second guide profile by means of the first/second coupling devices.
According to an advancement of the invention, the first coupling device comprises a holder and guide wheels mounted thereon so as to be rotatable about horizontal axes, which guide wheels rest in a rollable manner on the first guide profile on guideways facing away from one another, and the second coupling device comprises a holder and guide wheels mounted thereon so as to be rotatable about horizontal axes, which guide wheels rest in a rollable manner on the second guide profile on guideways facing away from one another.
The first guide profile comprises a guide section, on which the guideways facing away from one another are formed. The guide section preferably extends in a vertical guide plane oriented perpendicularly to the rack aisle.
The second guide profile comprises a guide section, on which the guideways facing away from one another are formed. The guide section preferably extends in a vertical guide plane oriented perpendicularly to the rack aisle.
Due to this, the first coupling device and second coupling device can be constructed easily, which work reliably over a long period of use and without external energy.
According to an advantageous design, the guide frame comprises a guide assembly and the lift drive comprises a lifting motor and a traction drive, wherein the lift frame is coupled to the traction drive and is mounted on the guide assembly by means of guide rollers.
Such an arrangement is characterized by a reliable operation.
It may also prove advantageous if the guide frame has an open profile cross-section, wherein the profile cross-section comprises a profile base, profile limbs projecting therefrom, and mounting limbs angled on the free ends of the profile limbs, on which mounting limbs the guide frame is fastened to the first storage rack or second storage rack.
The profile cross-section may, in particular, be C-shaped (with mounting limbs bent inwards) or U-shaped with mounting limbs pointing outwards, in particular bent outwards. Due to the open design, the extensions on the guide frame are easily accessible, whereby not only the production of the transport vehicle lifting device but also its maintenance is made easier. Moreover, it is advantageous that the material usage is low and also the weight is reduced to a minimum. This makes easier mounting with little technical effort possible, and the transport costs are low, as well.
It also proves favorable if
The passage opening at the first rack guide track is arranged within predetermined (narrow) tolerances at a clearance from the end edge of the first rack guide track. Preferably, the passage opening is an elongated hole, the longitudinal axis of which extends in parallel with the longitudinal direction of the first guide profile. This way, during mounting, the first guide profile can be positioned in the vertical direction relative to the first rack guide tracks and subsequently be connected to the first rack guide tracks.
The passage opening at the second rack guide track is arranged within predetermined (narrow) tolerances at a clearance from the end edge of the second rack guide track. Preferably, the passage opening is an elongated hole, the longitudinal axis of which extends in parallel with the longitudinal direction of the second guide profile. This way, during mounting, the second guide profile can be positioned in the vertical direction relative to the second rack guide tracks and subsequently be connected to the second rack guide tracks.
The first guide profile comprises a row of passage openings. Likewise, the second guide profile comprises a row of passage openings. The passage openings of the row may be provided at any desired grid distance, which increases the flexibility of selecting mounting positions. In particular, the passage openings of one row are provided on a baseline and at constant distances. If a high variability of mounting positions is to be provided, only the grid distance must be selected to be smaller. These passage openings are, for example, circular-cylindrical holes.
The mentioned passage openings are preferably prefabricated. Thus, a connection between the first rack guide tracks/the first guide profile and the second rack guide tracks/the second guide profile can be established at the construction site without great installation effort. Only a passage opening of the first rack guide tracks and at least one passage opening of the row of the first guide profile/a passage opening of the second rack guide tracks and at least one passage opening of the row of the second guide profile are to be oriented relative to one another such that the mentioned passage openings can be penetrated by a connecting means, in particular a screw.
The first rack guide tracks/second rack guide tracks and the first guide profile/second guide profile can be prefabricated in the factory, post-processing at the construction site can be omitted.
According to an advantageous embodiment, it may also be provided that
Generally, the height positioning of the receiving device with respect to the first rack guide track and second rack guide track is carried out by means of the lift drive. However, the positioning may still be insufficiently precise, for example if a change in height of the rack guide tracks is to be expected during operation due to placing the storage racks. In this case, it is advantageous if additionally, a “fine positioning system” is provided, by means of which one of the lift guide tracks can be oriented relative to one of the first and second rack guide tracks at the height of a driving plane.
In particular, it proves advantageous if the receiving device is positioned with respect to the first rack guide track and second rack guide track by means of the lift drive, such that the first lift guide track is oriented relative to one of the first rack guide tracks. Subsequently, the second lift guide track is positioned by means of the adjusting device, independently of the first lift guide track, such that the second lift guide track is oriented relative to one of the second rack guide tracks.
If the first lift guide track is oriented with respect to the first rack guide track and the second lift guide track is oriented with respect to the second rack guide track, the transport vehicle operated in an automated manner can be moved onto the receiving device on this driving plane, or the transport vehicle operated in an automated manner can be moved from the receiving device into the rack aisle on this driving plane.
In particular, it proves advantageous if the first lift guide track is oriented higher than the first rack guide track by a compensation dimension by means of the lift drive, and the second lift guide track is oriented higher than the second rack guide track by a compensation dimension by means of the adjusting device. In this regard, the compensation dimension takes into account a weight force of the unloaded transport vehicle or loaded transport vehicle. A controller is configured to calculate the compensation dimension and/or a height compensation factor based on the weight force, which on its part, controls the lift drive and adjusting device accordingly. As soon as the transport vehicle drives onto the lift guide tracks, the first rack guide track and the first lift guide track as well as the second rack guide track and the second lift guide track are positioned exactly relative to one another in a vertical direction in the corresponding driving plane. The transport vehicle driving over onto the receiving device may take place in a highly dynamic and particularly gentle manner.
It may prove advantageous if the transport vehicle lifting device comprises an energy-absorbing deformation device, which is stationarily arranged below the lift frame and/or the receiving device.
This way, damages to the transport vehicle lifting device are kept to a minimum if the traction drive were to fail (for example because a traction means of the traction drive rips) and the lift frame is not assigned a safety brake or a safety brake for the lift frame were to not react quickly enough. If the lift frame is situated below the height corresponding to the delay time or application time of the safety brake when the traction drive fails, the safety brake is completely ineffective. In the case of the lift frame moving downwards at its maximum speed at the time of the traction means ripping, the problem manifests even more strongly. However, with the aid of the deformation device, the crash of the lift frame can still be dampened. Advantageously, a deformation device usually has a lower constructional height than, for example, hydraulic dampers. During normal operation, the lift frame can thus be moved further downwards than would be the case, for example when using hydraulic dampers.
It also proves advantageous if the energy-absorbing deformation device comprises
The lift frame only has a small surface in the vertical projection, or rather the contact surface between the lift frame and the deformation device is only small. Due to the force distribution plate, the forces occurring upon impact of the lift frame are still introduced evenly into the honeycomb body, and the honeycomb body is deformed evenly. It would generally also be possible to arrange a force distribution plate on the lift frame. However, in order to keep the moved mass of the receiving device and/or of the lift frame minimal, it is advantageous to mount the force distribution plate in a fixed manner on the honeycomb body. Preferably, the force distribution plate is connected, in particular glued, to the honeycomb body. Preferably, the mounting plate is also connected, in particular glued, to the honeycomb body.
According to an embodiment, cavities of the honeycomb body extend in the vertical direction.
The honeycomb structure results in a favorable stiffness-to-volume ratio and/or a favorable stiffness-to-weight ratio. This means that despite a high degree of energy absorption, the deformation body is small and/or lightweight upon deformation. Due to this, a deformation body with only a low constructional height can be provided, which facilitates movement of the lift frame up to just above floor height. Generally, about 75% of the constructional height of the honeycomb body can be utilized for dampening the impact. Additionally, the compression behavior of the deformation body may also be influenced well by the honeycomb structure. Finally, this also results in cheap production and replacement costs.
It may also prove favorable if a stop device is provided on the rack aisle end adjacent to the transport vehicle lifting device and in each driving plane, which stop device comprises end stop buffers each movable between a stop position moved into the travel path of the transport vehicle and a release position moved out of the travel path of the transport vehicle.
In each driving plane, stop device are provided at the rack aisle end. While a first stop device with stationary end stop buffers is arranged on the rack aisle end facing away from the transport vehicle lifting device, a second stop device with end stop buffers which are movable between the stop position and the release position is provided on the rack aisle end facing the transport vehicle lifting device. If the transport vehicle of a driving plane is to be taken over on the receiving device of the transport vehicle lifting device or to be transferred from the receiving device to the rack aisle, the end stop buffers are moved out of the stop position into the release position. In the release position, the transport vehicle may drive past the second stop device. If the transport vehicle is fully on the receiving device or fully within the rack aisle, the end stop buffers may again be moved into the stop position, in which the transport vehicle can be blocked. Generally, it should be noted that the stop devices are only effective in case of a failure, for example if the transport vehicle does not properly decelerate and may drive against one of the stop devices.
According to an advantageous embodiment, each end stop buffer is arranged on a pivotable flap, the pivot axis of which extends in parallel with the rack aisle. The stop device is stationary, however, the end stop buffer is arranged on a pivotable flap. Thereby, a space-saving arrangement, which works reliably, is achieved.
It may also prove to be an advantage if the lift frame and/or the receiving device is provided with an actuation device on a side adjacent to the rack aisle, which actuation device comprises a first actuating element and a second actuating element, of which the first actuating element is assigned to a first end stop buffer of the end stop buffers and by means of which the first end stop buffer is movable out of the stop position moved into the travel path of the transport vehicle into the release position moved out of the travel path of the transport vehicle, and of which the second actuating element is assigned to a second end stop buffer of the end stop buffers and by means of which the second end stop buffer is movable out of the stop position moved into the travel path of the transport vehicle into the release position moved out of the travel path of the transport vehicle.
The actuation device is arranged on the transport vehicle lifting device, so that the end stop buffers of the actuation device are actuated remotely. It suffices if one drive motor actuates the first actuating element and one drive motor actuates the second actuating element. However, it is not required that drive motors are assigned to the first end stop buffer and second end stop buffer of each driving plane. The structure and control of the first/second end stop buffers is very simple.
It may also prove advantageous if the first actuating element has a first pivot lever, the pivot axis of which extends in parallel with the rack aisle, and the second actuating element has a second pivot lever, the pivot axis of which extends in parallel with the rack aisle.
The pivoting motion allows short positioning times and a reliable switching function.
According to a preferred embodiment, the first actuating element is coupled with a first drive motor, and the second actuating element is coupled with a second drive motor.
Due to this, the first actuating element and second actuating element can be switched independently of one another. This is particularly advantageous if one of the lift guide tracks is mounted on the lift frame so as to be adjustable by means of an adjusting device in a direction perpendicular to the driving plane, as described in claim 6.
According to a design of the invention, it may be provided that the first actuating element is mounted on the first lift guide track and/or the second actuating element is mounted on the second lift guide track.
This is particularly advantageous if one of the lift guide tracks is mounted on the lift frame so as to be adjustable by means of an adjusting device in a direction perpendicular to the driving plane, as described in claim 6. That is because if the mentioned lift guide track is adjusted perpendicularly to the driving plane, the actuating element, which is mounted on the lift guide track, is also moved along. This enables an optimal switching function even after an adjustment operation in a direction perpendicular to the driving plane.
According to an embodiment of the invention, it may be provided that the lift frame/the receiving device is provided with a first end stop buffer and second end stop buffer on a side facing away from the rack aisle, of which the first end stop buffer is assigned to the first lift guide track and is movable between a stop position moved into the travel path of the transport vehicle and a release position moved out of the travel path of the transport vehicle, and of which the second end stop buffer is assigned to the second lift guide track and is movable between a stop position moved into the travel path of the transport vehicle and a release position moved out of the travel path of the transport vehicle.
The transport vehicle may drive against the first end stop buffer and second end stop buffer if the transport vehicle is moved onto the receiving device. Usually, however, the transport vehicle is stopped even before reaching the first end stop buffer and second end stop buffer. However, it may absolutely happen that the transport vehicle drives against the first end stop buffer and second end stop buffer if it is not slowed down in time due to mass inertia.
Having said that, the first end stop buffer and second end stop buffer are also to be movable out of the travel path of the transport vehicle, in order to be able to transfer the transport vehicle from the receiving device onto an (additional) buffering system. Different embodiments of such a buffering system are described for example in EP 2 673 219 B1.
In this regard, the receiving device is adjusted to a transfer plane, in which the transport vehicle is moved from the receiving device onto the buffering system or vice versa. Prior to this, the first end stop buffer and second end stop buffer is moved out of the stop position into the release position, preferably manually by an operator. If the first end stop buffer and second end stop buffer is in its release position, the transport vehicle can be moved between the release position and the buffering system either in an automated manner or manually.
It proves advantageous if the first end stop buffer is mounted on the first lift guide track and/or the second end stop buffer is mounted on the second lift guide track.
This is particularly advantageous if one of the lift guide tracks is mounted on the lift frame so as to be adjustable by means of an actuator in a direction perpendicular to the driving plane, as described in claim 6. That is because if the mentioned lift guide track is adjusted perpendicularly to the driving plane, the end stop buffer, which is mounted on the lift guide track, is also moved along.
A particularly simple design occurs if the first end stop buffer has a first pivot lever, the pivot axis of which extends in parallel with the rack aisle, and the second end stop buffer has a second pivot lever, the pivot axis of which extends in parallel with the rack aisle.
The pivoting motion allows short positioning times and a reliable switching function.
It also proves favorable if the first lift guide track has a running surface and a positioning opening arranged in the running surface in a recessed manner, which positioning opening is arranged in an end region facing away from the rack aisle and in which one of the running wheels arranged on a first vehicle side of the transport vehicle is situated with a partial section when the transport vehicle is positioned on the receiving device.
Due to the positioning opening, a “locking” of one of the running wheels is possible, and during the adjustment movement of the lift frame, the transport vehicle can be retained in its relative position. The “locking” can take place without additional mechanical effort. If the transport vehicle is moved onto the receiving device, the running wheels roll on the lift guide tracks and one of the running wheels is positioned in the positioning opening if the transport vehicle is located on the receiving device. The transport vehicle can be positioned in the x-direction on a first vehicle side with respect to the receiving device, with one running wheel of the running wheels.
Generally, it would also be conceivable that the first lift guide track has a running surface and a first positioning opening arranged in the running surface in a recessed manner, which first positioning opening is arranged in an end region facing away from the rack aisle and in which one of the running wheels arranged on a first vehicle side of the transport vehicle is situated with a partial section when the transport vehicle is positioned on the receiving device, and a second positioning opening arranged in the running surface in a recessed manner, which second positioning opening is arranged in an end region adjacent to the rack aisle and in which one of the running wheels arranged on a first vehicle side of the transport vehicle is situated with a partial section when the transport vehicle is positioned on the receiving device.
It is also advantageous if the second lift guide track has a running surface and slide linings arranged on it at a mutual distance, so that the running wheels arranged on a second vehicle side of the transport vehicle rest on the slide linings when the transport vehicle is positioned on the receiving device.
While the transport vehicle can be “locked” on the receiving device by means of at least one running wheel on a first vehicle side, the running wheels on a second vehicle side may glide. This is advantageous particularly when the lift frame is moved across longer adjustment paths at high adjustment speeds and the lift guide tracks are moved along in a direction parallel to the rack aisle due to the coupling devices. If vibrations are introduced into the lift frame/the receiving devices during these overlapping actuation movements, the running wheels on the second vehicle side may “glide” relative to the second lift guide track. An adhering of the running wheels on the second vehicle side is avoided such that even in the case of vibrations, the transport vehicle does not experience abrupt shifts transverse to the longitudinal extension of the first lift guide track and second lift guide track. Overall, an excessive rotation of the transport vehicle relative to the first lift guide track and second lift guide track is thus virtually prevented.
According to a possible embodiment, the rack storage system comprises
The conveying system for transporting unit loads may particularly comprise
The object of the invention, however, is also achieved in that 22 one of the lift guide tracks is mounted on the lift frame so as to be adjustable in a direction perpendicular to the driving plane by means of an adjusting device, and the adjusting device comprises an actuating motor, which cooperates with the positioning system in order to position the mentioned lift guide track with respect to one of the rack guide tracks (and/or relative to the other one of the lift guide tracks) of one of the driving planes.
Generally, the height positioning of the receiving device with respect to the first rack guide track and second rack guide track is carried out by means of the lift drive. However, the positioning may still be insufficiently precise, for example if a change in height of the rack guide tracks is to be expected during operation due to placing the storage racks. In this case, it is advantageous if additionally, a “fine positioning system” is provided, by means of which one of the lift guide tracks can be oriented relative to one of the first and second rack guide tracks at the height of a driving plane.
In particular, it proves advantageous if the receiving device is positioned with respect to the first rack guide track and second rack guide track by means of the lift drive, such that the first lift guide track is oriented relative to one of the first rack guide tracks. Subsequently, the second lift guide track is positioned by means of the actuating drive, independently of the first lift guide track, such that the second lift guide track is oriented relative to one of the second rack guide tracks.
If the first lift guide track is opposite the first rack guide track and the second lift guide track is opposite the second rack guide track, the transport vehicle operated in an automated manner can be moved onto the receiving device on this driving plane.
In particular, it proves advantageous if the first lift guide track is oriented higher than the first rack guide track by a compensation dimension by means of the lift drive, and the second lift guide track is oriented higher than the second rack guide track by a compensation dimension by means of the adjusting device. In this regard, the compensation dimension takes into account a weight force of the unloaded transport vehicle or loaded transport vehicle. A controller is configured to calculate the compensation dimension and/or a height compensation factor based on the weight force, which on its part, controls the lift drive and adjusting device accordingly. As soon as the transport vehicle drives onto the lift guide tracks, the first rack guide track and the first lift guide track as well as the second rack guide track and the second lift guide track are positioned exactly relative to one another in a vertical direction in the corresponding driving plane. The transport vehicle driving over onto the receiving device may take place in a highly dynamic and particularly gentle manner.
In an advantageous embodiment of the invention, the rack storage system may be designed according to one of the previous embodiments.
For the purpose of better understanding of the invention, it will be elucidated in more detail by means of the figures below.
These show in a respectively very simplified schematic representation:
First of all, it is to be noted that in the different embodiments described, equal parts are provided with equal reference numbers and/or equal component designations, where the disclosures contained in the entire description may be analogously transferred to equal parts with equal reference numbers and/or equal component designations. Moreover, the specifications of location, such as at the top, at the bottom, at the side, chosen in the description refer to the directly described and depicted figure, and in case of a change of position, are to be analogously transferred to the new position.
The first storage rack 2a and second storage rack 2b each comprises storage places 7, which are arranged in storage planes (E1) located on top of each other. Unit loads 8 may be placed on the storage places 7.
The first rack guide tracks 4a and second rack guide tracks 4b extend in the direction of the rack aisle 3 and are each arranged in pairs in driving planes (E2) located on top of each other. In particular, the first rack guide tracks 4a are attached to the first storage rack 2a and the secand rack guide tracks 4b are attached to the second storage rack 2b.
According to a possible embodiment, in each driving plane (E2), one of the rack guide tracks 4a, 4b of the rack guide tracks 4a, 4b arranged in pairs may form a first guide 9 and a second guide 10, as indicated in
In particular, the first storage rack 2a comprises front shelf uprights 11a, rear shelf uprights 12a, front longitudinal crossbeams extending in the x-direction and connected to the front shelf uprights 11a in each storage plane (E1), rear longitudinal crossbeams extending in the x-direction and connected to the rear shelf uprights 12a in each storage plane (E1), and one shelf 13a with the storage places 7, arranged between the front longitudinal crossbeam and the rear longitudinal crossbeam in each storage plane (E1). Preferably, the first rack guide tracks 4a are formed on the front longitudinal crossbeams.
In particular, the second storage rack 2b comprises front shelf uprights 11b, rear shelf uprights 12b, front longitudinal crossbeams extending in the x-direction and connected to the front shelf uprights 11b in each storage plane (E1), rear longitudinal crossbeams extending in the x-direction and connected to the rear shelf uprights 12b in each storage plane (E1), and one shelf 13b with the storage places 7, arranged between the front longitudinal crossbeam and the rear longitudinal crossbeam in each storage plane (E1). Preferably, the second rack guide tracks 4b are formed on the front longitudinal crossbeams.
At this point, it should be noted that the number of the storage racks and rack aisles may vary. For example, the rack storage system may comprise a first storage rack, a second storage rack, a third storage rack, and a fourth storage rack. A first rack aisle is arranged between the first storage rack and the second storage rack, and a second rack aisle is arranged between the third storage rack and the fourth storage rack.
Likewise, the number of automated transport vehicles 5 may vary. Preferably, a plurality of transport vehicles 5 is provided in the only rack aisle 3 or in each rack aisle 3.
The one transport vehicle 5 or the transport vehicles 5 are particularly also designed as single-level storage-and-retrieval units and serve to store unit loads 8 and retrieve unit loads 8.
The transport vehicle 5, as depicted in
The running wheels 16 are rotatably mounted on the base frame 15, of which first running wheels 16 lie on a first vehicle side on the first guide 9 of the first rack guide track 4a in a rollable manner, and second running wheels 16 lie on a second vehicle side on the first guide 9 of the second rack guide track 4b in a rollable manner.
As can be seen in
As can be seen in
A possible embodiment of a first unit load transport device 21a is shown in more detail in
According to a possible embodiment, the first unit load transport device 21a may (optionally) additionally comprise:
As depicted in
The first buffer device 22a comprises, at least in some of the driving planes (E2), provisioning devices 29a, each designed for interim buffering of a unit load 8 or multiple unit loads 8 and arranged adjacent in the x-direction to one of the sides of the first unit load lifting device 21a or adjacent in the x-direction to both sides of the first unit load lifting device 21a.
As depicted only in
A possible embodiment of a second unit load transport device 21b is not shown in detail as it corresponds to the first unit load transport device 21a. With respect to
According to a possible embodiment, the second unit load transport device 21b may (optionally) additionally comprise:
The second buffer device 22b comprises, at least in some of the driving planes (E2), provisioning devices 29b, each designed for interim buffering of a unit load 8 or multiple unit loads 8 and arranged adjacent in the x-direction to one of the sides of the second unit load lifting device 21b or adjacent in the x-direction to both sides of second unit load lifting device 21b.
As depicted only in
According to the embodiment shown, the first unit load transport device 21a and second unit load transport device 21b are provided separately of one another. Apart from that, the first unit load transport device 21b and second unit load transport device 21b may also be combined and be formed by a single unit load transport device. According to this embodiment, the first transport device 28a and the second transport device 28b are mounted on a single vertical mast 23. Optionally, only one transport device may be provided. According to this embodiment, a first conveying system for transporting unit loads to the unit load transport device and a second conveying system for transporting unit loads 8 away from the second unit load transport device are connected to the unit load manipulation unit 20.
As can be seen in
As can be seen in
As depicted in
In the following, the transport vehicle lifting device 6 is described in more detail with the aid of
The transport vehicle lifting device 6 comprises a vertically extending guide frame 59 and a lift frame 60 mounted thereon so as to be adjustable by means of a lift drive, on which lift frame 60 a receiving device 61 is arranged.
As can be seen in
In the exemplary embodiment shown, the guide frame 59 comprises a plurality of guide frame segments 70, which are joined vertically on top of each other with essentially no gaps, as it is shown in
As shown in
The profile cross-section may thus, in particular, be C-shaped (with mounting limbs bent inwards) or U-shaped with mounting limbs pointing outwards, in particular bent outwards. Due to the open design, the extensions on the guide frame 59 are easily accessible, whereby not only the production of the transport vehicle lifting device 6 but also its maintenance is made easier. The mounting limbs are directed outwards or inwards about a vertical axis of the guide frame 59 (in particular bent around a vertical axis) and offer a rest surface for mounting the guide frame 59 to the front mounting crossbeams 48a. The stability of the guide frame 59 can be further increased by means of connecting struts 75. These are arranged on the rear side of the guide frame 59 and are fastened to the mounting limb 74 by means of connecting means, in particular screws, as can be seen in
Due to the guide frame 59 being attached to the first storage rack 2a, in particular to multiple mounting sections 62 located vertically on top of each other, the guide frame 59 is extraordinarily stable, in particular against rotation and even at mast heights of 30 to 40 m, despite the open design. Moreover, it is advantageous that the material usage is low and also the weight is reduced to a minimum. This makes easier mounting with little technical effort possible, and the transport costs are low, as well. Generally, it is also conceivable that the vertical mast has a closed cross-section and is designed, in particular, as a rectangular tube. The guide frame 59 then has a particularly high degree of torsional stiffness.
Even though the open design of the guide frame 59 is advantageous, it would generally also be conceivable that the guide frame 59 has a closed profile cross-section and is designed, in particular, as a rectangular tube.
In
Additionally, the guide assembly for guiding the first lift frame 60 is advantageously subdivided in the vertical direction by butt joints 83 complementary in shape. In particular, a division may be arranged between the guide frame segments 70 offset to the butt joints 83 of the guide assembly in the vertical direction, as it is the case in the present example.
By means of the suggested measures, the transport of the guide frame 59 and its introduction into the building at the installation location is facilitated on the one hand, and its division allows a modular design of the transport vehicle lifting device 6 on the other hand. Specifically, depending on the required lift height, different numbers of guide frame segments 70 can be assembled to form a guide frame 59. The guide frame segments 70 are preferably screwed together, for example using the connecting plates 71a, 71b. Since the butt joint 83 of the guide assembly is not arranged at the same height as a division between two guide frame segments 70, an (undesired) shifting of guide frame segments 70 relative to one another, as it may occur due to stresses of the guide frame segments 70 relative to one another, has no or only a small effect on the butt joints 83 of the guide assembly. Thereby, the occurrence of vibrations and/or oscillations upon movement of the lift frame 60 can be kept to a minimum. Furthermore, a bending load introduced by the lift frame 60 into the guide assembly at the guide frame 59 is directed over the butt joint of the guide frame segments 70.
The lift drive, as it can be seen in
The traction drive may comprise a drive wheel 90, a lower deflection wheel 91a, an upper deflection wheel 91b, possibly a guide wheel 92, and a traction means 93 guided around the drive wheel 90, the lower deflection wheel 91a, the upper deflection wheel 91b, and possibly the guide wheel 92. The drive wheel 90 is coupled with the lifting motor 89. The lift frame 60 is coupled to the traction means 93 by means of a clamp 94.
The lower deflection wheel 91a is arranged in the foot region of the guide frame 59, and the upper deflection wheel 91b is arranged in the head region of the guide frame 59.
If a guide wheel 92 is provided, it is arranged in the foot region of the guide frame 59 between the lower deflection wheel 91a and the drive wheel 90. The drive wheel 90 is arranged at a distance from the guide frame 59 and in the foot region of the guide frame 59.
As shown in detail in
Advantageously, the energy-absorbing deformation device 100 comprises a force distribution plate 101 with an impact surface for the receiving device 61 and/or the lift frame 60, and a honeycomb body 102 that is plastically deformable by application of force, below the force distribution plate 101, which honeycomb body 102 at least partially absorbs the impact energy occurring upon collision of the receiving device 61 and/or the lift frame 60 with the force distribution plate 101, and a mounting plate 103 below the honeycomb body 102 for mounting the deformation device 100.
The cavities of the honeycomb body 102 extend in the vertical direction.
The receiving device 61 comprises lift guide tracks 110a, 110b extending in a direction parallel to the rack guide tracks 4a, 4b and positionable relative to the rack guide tracks 4a, 4b. By means of the receiving device 61, the transport vehicle 5 can be transported between a first driving plane E2 and a second driving plane E2 or between a driving plane E2 and a transfer plane to a buffering system, as described above.
The first lift guide track 110a is mounted on the lift frame 60 so as to be movable in a direction parallel to the rack guide tracks 4a by means of a first guide device (x-guide device) and is coupled to a first guide profile 112a by means of a first coupling device 111a.
The second lift guide track 110b is mounted on the lift frame 60 so as to be movable in a direction parallel to the rack guide tracks 4b by means of a second guide device (x-guide device) and is coupled to a second guide profile 112b by means of a second coupling device 111b.
The first lift guide track 110a and/or the second lift guide track 110b can be adjusted, particularly smoothly, between a rear relative position (see dotdashed plane X1 in
The first guide profile 112a extends essentially parallel to the guide frame 59 and is connected to the rack guide tracks 4a on the first storage rack 2a. The second guide profile 112b extends essentially parallel to the guide frame 59 and is connected to the rack guide tracks 4b on the second storage rack 2b.
In particular, the first guide profile 112a is connected to the rack guide tracks 4a by mans of connecting means 113a, and the second guide profile 112b is connected to the rack guide tracks 4b by means of connecting means 113b. In the example shown, screws are provided as connecting means 113a, 113b. However, a connection by means of rivets or clamps is also conceivable.
As can be seen in
It proves advantageous if the first guide profile 112a comprises a prefabricated row of passage openings 116a, wherein the row extends in the direction of the longitudinal extension of the first guide profile 112a. Likewise, the second guide profile 112b comprises a prefabricated row of passage openings 116b, wherein the row extends in the direction of the longitudinal extension of the second guide profile 112b. The passage openings 116a, 116b are arranged either continuously in a row across the entire length of the first guide profile 112a/second guide profile 112b or in an interrupted manner in a row, in each case only in mounting sections of the first guide profile 112a/second guide profile 112b. According to the latter embodiment, however, a plurality of passage openings 116a, 116b are present in each mounting section of the respective first guide profile 112a/second guide profile 112b. The passage openings 116a, 116b may be provided at a random grid distance. For example, the passage openings 116a, 116b are through-bores.
Preferably, the first guide profile 112a forms the prefabricated row of passage openings in a mounting section, and preferably, the second guide profile 112b forms the prefabricated row of passage openings at a mounting section.
The first guide profile 112a forms guideways 117a facing away from each other, and the second guide profile 112b forms guideways 117b facing away from each other.
Preferably, the first guide profile 112a forms the guideways 117a facing away from each other at a (first) guide section, and preferably, the second guide profile 112b forms the guideways 117b facing away from each other at a (second) guide section.
The (first) guide section extends in a vertical guide plane FE oriented perpendicularly to the rack aisle 3. Likewise, the (second) guide section 114b extends in a vertical guide plane FE oriented perpendicularly to the rack aisle 3.
According to the shown embodiment, the first guide profile 112a and the second guide profile 112b have an L-shaped cross-section. Generally, the first guide profile 112a and the second guide profile 112b may also have a rectangular cross-section.
According to the embodiment shown, the first guide device (x-guide device) comprises linear guides 122a extending in a direction parallel to the rack guide tracks 4a. The linear guides 122a each comprise a guide track and a guide carriage mounted thereon. The guide track is preferably mounted on the lift frame 60, and the lift guide track 110a is mounted on the guide carriage. In particular, the guide carriage is connected, in particular screwed, to the lift guide track 110a. According to the embodiment shown, the second guide device (x-guide device) comprises linear guides 122b extending in a direction parallel to the rack guide tracks 4b. The linear guides 122b each comprise a guide track and a guide carriage mounted thereon. The guide track is preferably mounted on the lift frame 60, and the lift guide track 110b is mounted on the guide carriage. In particular, the guide carriage is connected, in particular screwed, to the lift guide track 110b.
As described above, the first guide profile 112a is positioned relative to the end edge 115a of the first rack guide track 4a in each driving plane E2 and is connected to the first rack guide track 4a at a defined clearance from the end edge 115a in each driving plane E2. Likewise, the second guide profile 112b is positioned relative to the end edge 115b of the second rack guide track 4b in each driving plane E2 and is connected to the second rack guide track 4b at a defined clearance from the end edge 115b in each driving plane E2.
Due to manufacturing tolerances and mounting-related discrepancies, the end edges 115a of the first rack guide tracks 4a arranged on top of each other/the end edges 115b of the second rack guide tracks 4b arranged on top of each other cannot be aligned precisely with respect to each other but rather offset with respect to a vertical plane in the direction of the rack aisle 3. While, in a first driving plane E2, the end edge 115a of the first rack guide track 4a/the end edge 115b of the second rack guide track 4b may project at the vertical plane, in a second driving plane E2, the end edge 115a of the first rack guide track 4a/the end edge 115b of the second rack guide track 4b may end before the vertical plane.
In each driving plane E2, the first guide profile 112a is positioned relative to the first end edge 115a (possibly offset from the vertical plane) of the first rack guide track 4a and is connected to the first rack guide track 4a at the defined clearance from the end edge 115a in each driving plane E2, so that the first guide profile 112a follows the course of the first end edges 115a. Likewise, the second guide profile 112b is positioned relative to the second end edge 115b (possibly offset from the vertical plane) of the second rack guide track 4b in each driving plane E2 and is connected to the second rack guide track 4b at a defined clearance from the end edge 115b in each driving plane E2, so that the second guide profile 112b follows the course of the second end edges 115b.
It is particularly advantageous if the first lift guide track 110a and the second lift guide track 119b are mounted on the lift frame 60 so as to be independently movable in a direction parallel to the rack guide tracks 4a, 4b.
Thus, a positional deviation between the first end edge 115a of the first rack guide track 4a and the second end edge 115b of the second rack guide track 4b in each driving plane E2 may be permitted.
Due to the coupling between the first lift guide track 110a and the (vertical) first guide profile 112a, the first lift guide track 110a can follow the longitudinal extension of the first guide profile 112a. Equally, due to the coupling between the second lift guide track 110a and the (vertical) second guide profile 112b, the second lift guide track 110b can follow the longitudinal extension of the second guide profile 112b.
As can also be seen in
The first positioning system may comprise a “rough positioning system” and a “fine positioning system”.
The “rough positioning system” may be formed by an optical laser measuring system 131 (optical laser distance measuring) schematically depicted only in
However, such a height positioning may still be insufficiently precise, for example if a change in height of the rack guide tracks 4a, 4b is to be expected during operation due to placing the storage racks 2a, 2b. In this case, it is advantageous if the “fine positioning system” is additionally provided.
The “fine positioning system” may comprise a first forked light barrier 132a, which is mounted on the lift guide track 110a, and a position marker, which is assigned to the rack guide track 4a. The position marker is, for example, a referencing opening 133a. The referencing opening 133a is provided, for example, on an angled sheet shown in
The first forked light barrier 132a may comprise a lower light beam (laser light) and an upper light beam (laser light), by which a working area is defined. If the referencing opening 133a is located in the working area of the first forked light barrier, thus the lower light beam and the upper light beam falling within the referencing opening 133a, the actual position corresponds to a reference position. If the actual position and the reference position match, the lift guide track 110a is positioned exactly with respect to the rack guide track 4a. If one of the lower and upper light beams is situated outside the referencing opening 133a in the angled sheet, one of the light beams between the transmitter and receiver is interrupted and the lifting motor 89 is controlled and the lift frame 60 is adjusted until the lower light beam and the upper light beam are within the referencing opening 133a again.
If the lower light beam and upper light beam are within the referencing opening 133a after the post-positioning of the lift frame 60/the receiving device 61, the actual position corresponds to a corrected reference position. The corrected reference position is saved by the controller, so that a repeating height position on this driving plane E2 is defined by the corrected reference position. Thus, the positioning process of the lift guide track 110a relative to the rack guide track 4a can be accelerated as the renewed determination of a corrected reference position only becomes necessary again when the actual position deviates from the corrected reference position.
The described first positioning system is one of many possibilities of how height positioning of the first lift guide track 110a relative to the first rack guide track 4a may take place. “Fine positioning systems”, which comprise a camera and an image processing program, or a barcode and a barcode reader, are also known from the prior art. In this case, the first positioning system may also comprise only the “fine positioning system”.
As can be seen better in
It should be pointed out that for the sake of clarity, the end stop buffer 150a, 150b is shown only in one of the driving planes E2 in
The lift frame 60 is provided with an actuation device on a side adjacent to the rack aisle 3, which actuation device comprises a first actuating element 151a and a second actuating element 151b, as it is depicted in
The first actuating element 151a is assigned to a first end stop buffer 150a and has a first pivot lever, the pivot axis of which extends in parallel with the rack aisle 3. The first end stop buffer 150a may be moved by the first actuating element 151a out of the stop position moved into the travel path of the transport vehicle 5 into the release position moved out of the travel path of the transport vehicle 5. Usefully, the first actuating element 151a is coupled to a first drive motor 152a. It may also prove advantageous if the first actuating element 151a is mounted on the first lift guide track 110a.
The second actuating element 151b is assigned to a first end stop buffer 150b and has a second pivot lever, the pivot axis of which extends in parallel with the rack aisle 3. The second end stop buffer 150b may be moved by the second actuating element 152b out of the stop position moved into the travel path of the transport vehicle 5 into the release position moved out of the travel path of the transport vehicle 5. Usefully, the second actuating element 151b is coupled to a second drive motor 152b. It may also prove advantageous if the second actuating element 151b is mounted on the second lift guide track 110b.
As depicted in
The first end stop buffer 160a is assigned to the first lift guide track 110a and is movable between a stop position (
The second end stop buffer 160b is assigned to the second lift guide track 110b and is movable between a stop position (
A particularly advantageous design of the transport vehicle lifting device 6 is described with the aid of
According to this embodiment, it is provided that one of the lift guide tracks 110a, 110b is mounted on the lift frame 60 so as to be adjustable in a direction perpendicular to the driving plane E2 by means of an adjusting device 170.
The adjusting device 170 comprises an actuating motor 171, which cooperates with a second positioning system, in order to position the mentioned lift guide track 110a, 110b with respect to one of the rack guide tracks 4a, 4b of one of the driving planes E2. The actuating motor 171 is for example a servomotor with a rotary encoder, for example an incremental encoder.
The mentioned lift guide track 110b can be adjusted, particularly smoothly, between a lower relative position (see dotdashed plane Y1 in
In the shown exemplary embodiment, the second lift guide track 110b is mounted on the lift frame 60 so as to be adjustable in a direction perpendicular to the driving plane E2 by means of the adjusting device 170, and the second lift guide track 110b is positioned with respect to one of the second rack guide tracks 4b of one of the driving planes E2.
One of the lift guide tracks 110a, 110b is mounted on the lift frame 60 so as to be movable in a perpendicular direction to the driving plane E2 by means of a guide device (z-guide device). In the shown exemplary embodiment, the second lift guide track 110b is mounted on the lift frame 60 so as to be movable in a perpendicular direction to the driving plane E2 by means of the guide device (z-guide device).
As can be seen, in addition to the “height positioning” of the first lift guide track 110a relative to one of the first rack guide tracks 4a, the second lift guide track 110b can also be moved relative to one of the second rack guide tracks 4b in a perpendicular direction to the driving plane E2, independently of the first lift guide track 110a.
According to the embodiment shown, the guide device (z-guide device) comprises linear guides 172 extending in a perpendicular direction to the driving plane E2. The linear guides 172 each comprise a guide track and a guide carriage mounted thereon. The guide track is preferably mounted on the lift frame 60, and the lift guide track 110b is mounted on the guide carriage.
If the second lift guide track 110b can also be moved relative to the second rack guide tracks 4b in a direction parallel to the rack aisle 3 by means of the second coupling device 110b, it may prove advantageous if the second lift guide tracks 110b are mounted on the z-guide device via the x-guide device.
In the shown exemplary embodiment, the guide track of the x-guide device is fastened, in particular screwed, to the guide carriage of the z-guide device by means of a mounting bracket 173.
As can be seen from a combination of
The second forked light barrier 132b may comprise a lower light beam (laser light) and an upper light beam (laser light), by which a working area is defined. If the referencing opening 133b is located in the working area of the second forked light barrier, thus the lower light beam and the upper light beam falling within the referencing opening 133b, the actual position corresponds to a reference position. If the actual position and the reference position match, the lift guide track 110b is positioned exactly with respect to the rack guide track 4b. If one of the lower and upper light beams is situated outside the referencing opening 133b in the angled sheet, one of the light beams between the transmitter and receiver is interrupted and the actuating motor 171 is controlled and the lift guide track 110b is adjusted until the lower light beam and the upper light beam are within the referencing opening 133b again.
If the lower light beam and upper light beam are within the referencing opening 133a after the post-positioning of the second lift guide track 110b, the actual position corresponds to a corrected reference position. The corrected reference position is saved by the controller, so that a repeating height position on this driving plane E2 is defined by the corrected reference position. Thus, the positioning process of the lift guide track 110b relative to the rack guide track 4b can be accelerated as the renewed determination of a corrected reference position only becomes necessary again when the actual position deviates from the corrected reference position.
It proves advantageous if the positioning process of the second lift guide track 110b takes place after the positioning process of the first lift guide track 110a.
The described second positioning system is one of many possibilities of how height positioning of the second lift guide track 110b relative to the rack guide track 4b may take place. Positioning systems, which comprise a camera and an image processing program, or a barcode and a barcode reader, are also known from the prior art.
From the combination of
The described adjusting device 170 is one of many possibilities of how height positioning of the second lift guide track 110b relative to the second rack guide track 4b may take place. For example, electrically actuated linear guides may be used, which simultaneously form the z-guide devices. In this case, the x-guide devices are possibly each mounted on the carriage of the linear drives by means of the mounting brackets 173. The adjusting device 170 thus only comprises linear drives and z-guide devices separate from the linear drives may be dispensed with.
It may also prove advantageous if the corrected reference position for the first lift guide track 110a and/or the corrected reference position for the second lift guide tracks 110b is/are predetermined by the controller such that a weight force (transport vehicle unloaded or transport vehicle loaded) is taken into account. The controller is configured to calculate a height compensation factor based on the weight force. The corrected reference position for the first lift guide tracks 110a and/or corrected reference position for the second lift guide tracks 110b is/are applied with the height compensation factor. Generally, as a rule, the corrected reference position will be slightly above the driving plane E2. As soon as the transport vehicle 5 drives onto the lift guide tracks 110a, 110b, the first rack guide track 4a and the first lift guide track 110a as well as the second rack guide track 4b and the second lift guide track 110b are positioned exactly relative to one another in a vertical direction in the corresponding driving plane E2. The transport vehicle 5 driving over onto the receiving device 61 may take place in a highly dynamic and particularly gentle manner.
Finally,
Finally, it should also be noted that the scope of protection is determined by the claims. Nevertheless, the description and drawings are to be used for construing the claims. Individual features or feature combinations from the different exemplary embodiments shown and described may represent independent inventive solutions.
In particular, it should also be noted that the devices shown may in reality comprise more or fewer components than those shown. In some cases, the shown devices and/or their components may not be depicted to scale and/or be enlarged and/or reduced in size.
| Number | Date | Country | Kind |
|---|---|---|---|
| A 51067/2019 | Dec 2019 | AT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/AT2020/060434 | 12/4/2020 | WO |
