Modeling of an AS/RS Serviced by Rail-Guided Vehicles with Colored Petri Nets: a Control Perspective

Mariagrazia Dotoli, Maria Pia Fanti Dipartimento di Elettrotecnica ed Elettronica Politecnico di Bari Via Re David, 200 70125 Bari, Italy E-mail: {dotoli, fanti}@poliba.it,

AbstractAn Automated Storage and Retrieval System (AS/RS) automatically stores incoming material and retrieves stored parts with no direct human handling. This paper proposes a modular and unified modeling framework for heterogeneous automated storage and retrieval systems, comprising rail guided vehicles and narrow aisle cranes. We employ colored timed Petri nets, representing a concise and computationally efficient tool for modeling the system dynamic behavior, particularly suitable for real time control implementation. Indeed, the model can be utilized in a discrete event simulation to apply control policies in order to solve scheduling problems, as well as to avoid deadlock and collision occurrences.

selecting a suitable batching policy, a proper storage policy, a suitable position of the cranes when idle (dwell point selection problem) and a proper retrieval and RGVs routing policy. The second level is the real time controller, that is in charge of taking decisions on resource allocations in order to avoid conflicts and deadlocks. Numerous studies in the field appear in recent literature; in particular, investigations deal with typical operational problems, such as defining proper storage and retrieval sequencing policies, in order to maximize the system throughput [1, 6, 7]. However, authors do not examine the real time controller issues, including the RGVs and cranes management. In this paper we suggest a unified modeling framework for the heterogeneous AS/RS transport system, comprising both the RGVs and cranes subsystems. To this aim, we employ Colored Timed Petri Nets (CTPNs), representing a concise and computationally efficient tool for modeling the dynamic behavior of the system, particularly suitable for industrial applications and control strategies implementation [4, 9]. More precisely, the proposed CTPNs model is modular and resource oriented, i.e. places are resources, tokens are jobs, vehicles and cranes, while colors represent the assigned picking and storing tasks. In addition, transitions model controllable events involving resource acquiring and release. This modeling choice simplifies the realization of the controller, i.e. the management of the real time acquiring and release of buffers and transport resources. Indeed, advantages of the proposed modeling framework are modularity and compactness in describing an AS/RS serviced by RGVs. Additionally, adopting the CTPNs model is particularly suitable for synthesizing the collision and deadlock avoidance policy managing resources, as well as for simulation verification [3, 10]. The paper is organized as follows: in section 2 we describe the AS/RS under study and outline its control structure; in section 3, following a brief overview of CTPNs, a modular model of the AS/RS is outlined; finally, several concluding remarks are reported. II. SYSTEM DESCRIPTION AND CONTROL STRUCTURE

Keywords: Automated storage and retrieval systems, colored timed Petri nets, real time control. I. INTRODUCTION

Automated storage and retrieval systems (AS/RSs) are widely used in warehousing and manufacturing systems for storing and retrieving finished products and parts. An AS/RS is a combination of automatic handling, storing/retrieval equipment and control systems, characterized by high accuracy and speed. Typically, an AS/RS consists of several aisles with storage racks on either side, each serviced by a crane (or, equivalently, S/R machine), operating storage and retrieval of the parts. The cranes move in three directions: along the aisle to perform transfers, sideways between the aisle and the racks at the sides, and vertically to reach the storage/retrieval location. Each aisle is equipped with a storage and a retrieval conveyor. Moreover, the AS/RS aisles are serviced by Rail Guided Vehicles (RGVs), unloading the parts to be stored or loading them after retrieval. Finally, a main input and an output buffer station, where the RGVs load or unload pallets, are present [6]. The benefits of AS/RSs include low labor cost, low inventory cost, enhanced space exploitation, improved material tracking and high system throughput. Nevertheless, advantageous operation of an AS/RS clearly depends on the control policies implemented. In the control architecture of an AS/RS three hierarchical levels may be identified [8]: the strategic level, containing control policies for long term expected system performance, the tactical level, collecting control rules for short term performance, and the operational level, dealing with real time behavior. This paper focuses on the operational control problems. In particular, the proposed management strategy is organized in two subsequent phases. The first and higher one is the scheduler level, taking decisions on

We consider a large scale AS/RS that is decomposed into sub-systems [6]: storage conveyors, retrieval conveyors, bidirectional conveyors, narrow-aisle stacker cranes and, finally, a Rail-Guided Vehicle System (RGVS).

Legend
RGV (Rail Guided Vehicle) Crane g2 g3 r15 r13 r12 r5 r1 r7 r11 r4 r2 r8 r10 r9 r3 g1 Aisle Storage station Retrieval station Unidirectional storage conveyor Unidirectional retrieval conveyor Bi-directional conveyor (storage and retrieval)

v1

r1 4 r6

v2

Occupied rack location

Figure 2. Example of a narrow aisle crane servicing two opposite racks.

Figure 1. The AS/SR plan layout. Let us suppose that the set J={jk: k=1,,NJ} collects all the possible jobs to be stored or retrieved in the system and that V={vh: h=1,,NV} and G={gi: i=1,,NG} represent the set of RGVs and narrow aisle cranes available in the system, respectively. The rail of the RGVS is divided into several disjoint zones and each zone can represent a location corresponding to a storage or a retrieval conveyor where vehicles can go through or stop (see figure 1). Each zone of the RGVS is viewed as a resource that vehicles can acquire and is denoted by ri for i=1,,NZ, where NZ is number of zones in the RGVS. Moreover, we generically call resources the storage and retrieval stations, the unidirectional storage and retrieval conveyors, the bi-directional conveyors and the narrow aisle cranes home positions. In the following we indicate with ri for i=NZ+1,,NZ+NR such transport resources, that are NR in number. All the possible aisle positions, where each crane can move, are resources that the corresponding crane can acquire. These resources are denoted by ri for i=NZ+NR+1,, NZ+NR+NA, where NA is the overall number of crane positions in the aisles. For sake of simplicity we call resources both the physical zones of the system and the actual transport resources. Hence, the set R={ri i=1,,NZ+NR+NA} denotes the resource set of the system, where ri for i=1,,NZ represents a zone, ri for i=NZ+1,,NZ+NR represents a station or a conveyor and ri for i= NZ+NR+1,,NZ+NR+NA are aisle positions. Since each zone and each transport resource can accommodate only one vehicle or crane and, respectively, only one job at a time, each resource riR has unit capacity. Finally, note that, when a job jk (a vehicle vh or a crane gi) is unambiguously identifiable, subscripts are omitted and the job (the vehicle or crane) is referred to as j (v or g, respectively), in order to simplify the notation. Example 1. We consider the system in figure 1, that shows the layout of a multi-product AS/RS serviced by several RVGs. The AS/RS consists of a storage (r7) and a retrieval (r8) station, a unidirectional storage conveyor r11, a unidirectional retrieval conveyor r12, two bi-directional conveyors r9 and r14 and three narrow-aisle stacker cranes (with home positions r10, r13, r15 respectively). The RVGS is divided in 6 zones, each corresponding to the stop position to acquire or release the part from one of the six storage and retrieval resources (denoted by r1,,r6), see figure 1. In particular, each of the six zones has capacity equal to one, i.e. it can be allocated one RGV, which can travel along the corresponding rail path in one direction only. For sake of simplicity, we suppose that every crane serves two storage racks, each with four locations. Hence, each crane can serve eight rack positions. Figure 2 shows the racks and the crane positions where crane g1 can move. Now, we distinguish two types of operations in the system: a storage operation and a retrieval operation. Such tasks are described in the following sections. A. The Storage Operation When a part j arrives at one of the storage stations, it is placed on a pallet. The supervisor assigns a storage task to the job j, i.e. a route starting from the storage station, following a certain number of zones up to the final one where the corresponding storage conveyor is located. The task terminates with crane selection and indication of the destination position in the corresponding rack. Moreover, as soon as the job arrives to the storage station, the controller books an idle RGV where the part is loaded. When the RGV carrying the job arrives to the storage conveyor, the part is mechanically loaded from the RGV onto the storage conveyor, and it is picked up by the narrow aisle crane that has been requested by the supervisor to transport the part to the assigned rack location. To clearly describe the formal definition of a storage task, we refer to example 1 and figure 1. Therefore, a storage task assigned to a part j1 can be of the following form: r(j1)=(r7,r1,r2,r3,r9,r10,r10,r18), where r7 represents the storage station, (r1,r2,r3) is the sequence of zones that the RGV is to go through, starting from zone r1 before the storage station r7, up to zone r3 located in front of the storage conveyor r9. Moreover, r10 is the home position of the assigned aisle crane, r10 and r18 are the sequence of positions in the aisle to reach the assigned rack, where the part will be stored. In addition, the controller assigns to the booked RGV, say v1 that is idle in zone r6, the following path: r(v1)=(r6,r1,r7,r1). More precisely, the path of the RGV associated with part j1 is composed by the sequence of zones from r6 to r1, the latter being the zone before the storage station r7 where the part is loaded. After loading the part, the full vehicle is assigned an additional travel according to the part task: r(v1)=(r1,r2,r3,r9,r3). In other words, the new path starts from zone r1 itself and terminates in zone r3, after unloading the part onto the storage conveyor r9. B. The Retrieval Operation If a job is to be retrieved, the appropriate narrow aisle crane is activated by the supervisor to travel to the rack location,

load the part and transport it to the retrieval conveyor. An RGV is then requested to transport the part to a retrieval station. Again, with reference to example 1 and figure 1, a retrieval task associated with j2 in r22 can be expressed by the following sequence of resources: r(j2)=(r22,r10,r10,r9, r3,r4,r5,r6,r1,r2,r8), where r10 is the home position of the crane loading the part, r9 is the corresponding retrieval conveyor, r3,r4,r5,r6,r1,r2 is the sequence of zones that the RGV carrying the part will visit, starting from zone r3 before the retrieval conveyor r9, up to zone r2 in front of the retrieval station r8, with which the part sequence terminates. As soon as the retrieval task is assigned, the crane in r10 (say g3) begins its path r(g3)=(r10,r10,r22). When the crane is in r22, the job is loaded and starts its travel r(j2). Simultaneously, an RGV is booked and assigned to the part with the preset retrieval task. More precisely, the controller assigns to the booked RGV, e.g. v2 that is idle and waiting in zone r2, the path r(v2)=(r2,r3,r9,r3), i.e. the path of the RGV associated with part j2 is composed by the succession of zones starting from the zone r2 where the RGV is initially located, up to the zone r3 before the retrieval conveyor, where the part is loaded. Next, the full vehicle starts a new travel to the retrieval station r8, with the following path: r(j2)=(r3,r4,r5,r6,r1,r2,r8). In the sequel, rr(j), rr(v) and rr(g) denote respectively the residual sequence that a job jJ, a vehicle vV and a crane gG have to perform to complete their operation starting from a system configuration. Obviously, they are subsequences of r(j), r(v) and r(g), respectively.
Scheduler Read data
New operation Refused operation Operation validation commands Resource validation commands

the system state knowledge. The model proposed in this paper aims to the definition of the second control level strategies, i.e. the resource controller. III. THE MODULAR MODEL OF THE SYSTEM

This section describes the CTPN modeling an AS/RS comprising both an RGVS and several crane subsystems. More precisely, we propose a modular and resource oriented CTPNs model. In particular, places are resources, tokens are jobs, vehicles and cranes, while colors represent the assigned picking and storing tasks. In addition, transitions model controllable events involving resource acquiring and release. In the following the AS/RS under study is modularly modeled, i.e. we model separately the RGVS, the storage and retrieval stations and conveyors, the cranes. All such subsystems share a common modeling formalisms, i.e. CTPNs. In the following section we briefly review such modeling approach. A. Overview of Colored Timed Petri Nets A colored timed Petri net is an 8-tuple CTPN=(P, T, Co, Inh, C+, C-, , M0) where P is a set of places, T is a set of transitions, Co is a color function defined from PT to a set of finite and not empty sets of colors [2, 5]. Co maps each place pP to a set of possible token colors Co(p) and each transition tT to a set of possible occurrence colors Co(t). Inh is a weight function for an inhibitor arc which connects a transition to a place. The inhibitor arc between a place pP and a transition tT (i.e. Inh(p,t)=1) implies that transition t can be enabled if p does not contain any token. C+ and C- are the post-incidence and the pre-incidence |P||T| matrices respectively, so that C+(p,t) associates to each set of colors of Co(t) a set of colors of Co(p). C+(p,t) (C-(p,t)) is represented by means of an arc from t to p (from p to t) labeled with the function C+(p,t) (C-(p,t)). Note that we use symbol |A| to denote the cardinality of a generic set A. The set is defined as follows: =xPT{C(x)}. A marking M is a mapping defined over P so that M(p) is a set of elements of Co(p), also with repeated elements (i.e., a multi-set) corresponding to token colors in the place p. M0 is the initial marking of the net. Just like in ordinary Petri nets, we can define the flow incidence matrix C=C+-C-. In particular, a transition tT is enabled at a marking M with respect to a color cCo(t) iff for each pt, M(p)C-(p,t)(c): this is denoted with M[t(c)>. When fired, the transition leads to a new marking M: this will be denoted with M[t(c)>M and it is obtained as follows: M'(p)=M(p)+C+(p,t)(c)- C-(p,t)(c). As regards the definition of multi-sets and operations on multi-sets, the reader can refer to [5]. Now, to investigate the performance of the system, it is convenient to extend the colored Petri net with the time concept [5]. To this aim, we introduce a global clock. Note that the clock values N represent the model discrete time. Moreover, we define on the place set P the function : P N where (p) describes the earliest model time at which the token can be removed by the enabled transition. In addition to token colors, we attach to each a time stamp. The time stamp is reset as soon as the token arrives in the place. When the stamp equals or is larger than (p), the transition enabled by the considered token is ready for execution.

Resource controller
Operation validation Resource validation System configuration data

System

Figure 3. The control architecture. C. The Control Structure A hierarchical control structure is proposed to take decisions at the system operational level (see figure 3). Specifically, the control scheme is constituted of two levels. The first and higher level (scheduler) selects a suitable batching policy, defines proper storage and retrieval sequencing policies and selects the time instant where to assign a new operation. Moreover, the resource controller represents the second level that validates the proposed operation and enables or inhibits the acquisition of resources. If the operation is validated on the basis of the knowledge of the system configuration data (operation validation), then the real-time controller assigns the operation. On the contrary, if the resource controller refuses the operation, it sends a message to the scheduler that can propose a new operation. Moreover, when a vehicle requests to move to a zone, or a new resource is required by a job, the real-time controller performs its second decision, i.e., the resource validation to prevent deadlocks and collisions. Both levels perform decisions in closed loop on the basis of

B. The CTPN Modeling the System Dynamics In our model the CTPN=(P, T, Co, Inh, C , C , , M0) describes the complete AS/RS system, comprising both the RGV and crane subsystems. A place riP denotes a resource riR and there is a one to one relationship between resources and places. A transition tT models the flow of jobs, vehicles and cranes into and out of the system or between consecutive resources. In particular, the transition set T can be partitioned in two subsets: TL collects transitions t0,i modeling a job entering the system through resource riP and transitions ti,0 modeling a job leaving the system from resource ri; TF is the set of transitions ti,m modeling the flow of parts vehicles and cranes from ri to rm. More precisely, each t0,iTL is a source transition (t0,i=) and t0,i={ri}, where ri is a storage station. In addition, the sink transitions ti,0TL are such that ti,0= and ti,0={ri}, where ri is a retrieval station. Moreover, transitions ti,mTF if ri and rm are two consecutive resources in the system and they are such that ti,mrm and ti,mri. To admit just one vehicle or crane in each zone and one job in each resource, there is an inhibitor arc between each place rmP and transition ti,mTF, i.e. Inh(rm,ti,m)=1.
+ -

way with respect to the RVGS, the storage or retrieval stations and conveyors as well as the cranes.

Figure 4. The CTPN modeling the RGV subsystem. C. The CTPN Modeling the RGVS Dynamics We start with the definition of the CTPN describing the RGVS behavior. A place riP for i=1,,NZ denotes the zone riR and a token in ri represents a vehicle vV idle, booked or carrying in ri. As an example, figure 4 shows the CTPN describing the RGVS of figure 1. Each vehicle vV is modeled by a colored token and its token color can be of the three following types: i) if the vehicle vV is booked, then rr(v)=(ri1 , riL) is the sequence of zones starting from the zone occupied by the RGV (ri1) up to the resource riL from which the vehicle will load the piece; ii) if the vehicle vV is idle, then rr(v)=(ri), where ri is the zone where the vehicle is waiting for the next task; iii) if the vehicle vV is carrying, then its token color is equal to the token color of the job that it is carrying.

A colored token in a place can represent a piece, an RGV or a crane, respectively idle or carrying. The color of each token is the residual sequence of zones that a vehicle or crane has to visit (rr(v) or, respectively, rr(g)) or the residual sequence of resources and zones that a piece has to follow (rr(j)). The color domain of a place riP is: Co(ri)={<rr> where rr is a sequence of resources and ri is the first resource of rr}. Moreover, Co associates with each transition tim a set of possible occurrence colors: Co(ti,m)={<rr> such that rr is a sequence of type (ri, rm, ) or (rm, ri, rm,)}; or, for sink transitions: Co(ti,0)={<ri>}. Here, the CTPN dynamics is described by the incidence matrix C that contains a row for each place riP and a column for each transition tT. Each element C(ri,t) is a function that assigns an element of Co(t) with tT to an element of Co(ri) with riP. The incidence matrix is computed as C=C+-C-, where the pre- and the post-incidence matrices C- and C+ are respectively defined as follows: D1) for each (ri,ti,m)F, C-(ri,ti,m)=Id, where Id stands for the function makes no transformation in the elements, otherwise C-(ri,ti,m)=0. This definition means that each token leaving a resource riP is not modified; D2) for each (ti,m,rm)F, C+(rm,ti,m)=UP, where UP is the function that updates the color <rr> with the color <rr>, otherwise C+(rm,ti,m)=0. More precisely, rr is the residual sequence of resources obtained from rr by cutting the first element ri. When a token leaves ri and reaches rm, its color, i.e. its residual path, is updated; D3) for each (ti,m,ri)F, C+(ri,ti,m)=ri. When a token leaves ri and reaches ri again, its color becomes <ri>. The set is defined by ={Co(x): xPT}. In the following sections the above CTPN is specified in a modular

More precisely, since each part jJ is described by a colored token <rr(j)>, the state of the RVGS is represented by the marking of the CTPN and the following mutually exclusive situations can occur for each riP with i=1,,NZ: M(ri)=<rr(v)>, vehicle v is in ri and booked; M(ri)=<rr(j)>, vehicle v is in ri and carries job j; M(ri)=<ri>, vehicle v is in ri and it is idle; M(ri)=<0>, no vehicle is in ri. Moreover, considering that Nv vehicles are available in the system, the initial marking M0, previous to any path assignment from the scheduler to the RGVs, is defined as follows: if rr(v)=ri for some vV, then M0(ri)=<ri>, else M0(ri)=<0>. A transition tim is enabled if the two following conditions are simultaneously verified for ri, rmP with i,m=1,,NZ and im: C1) M(rm)=<0>. C2) M(ri)C-(ri,tim)(<rr>), with M(ri)=<rr>, rr=(ri,rm,). Condition C1) follows from the inhibitor arc related to the transition and condition C2) represents the enabling condition of the CTPN at marking M. Let us suppose that token v arrived in place ri at time ; after (ri) time units the time stamp of v is s(v)= (ri), so that transition ti,m is ready and enabled at marking M and at time +(ri). Now, if ti,mT fires, then the new marking M, such that M[ti,m(rr)>M, is the following: M(ri)= M(ri)-C-(ri,ti,m)(<rr>)=<0>. (1) (2) M(rm)=M(rm)+C+(rm,ti,m)(<rr>)=<rr>.

where rr=(rm, ) is obtained by applying the function UP to rr=(ri rm, ). Finally, the stamp s(v) is set to zero. Example 2. Now, let us consider the system described in Example 1. Figure 4 depicts the corresponding CTPN model at the initial marking M0. Considering two vehicles traveling in the system, the initial marking can be defined as follows: M0(r6)=<r(v1)>, M0(r2)=<r(v2)>, M0(ri)=<0> for i=2,3,5,6.

C+(ri,ti,m)(<rr>)=ri (see definition D3 in the previous section), if ti,mTF fires, the new marking M is the following: M(ri)=M(ri)+C+(ri,ti,m)(<rr(j)>)-C-(ri,ti,m)(<rr(j)>)=<ri>. (5) M(rm)=M(rm)+C+(rm,ti,m)(<rr(j)>)=<rr(j)=<rm>. (6) Note that at marking M the token in rm denotes the job j that is ready to leave the system (its color is <rm>) and the token in ri represents now the idle RGV (with color <ri>).

Figure 6. The CTPN modeling retrieval stations. Figure 5. The CTPN modeling the storage stations. D. The CTPN Modeling the Dynamics of Storage Stations In this subsection we build the CTPN modeling a storage station. In particular, we consider the CTPN shown in figure 5, where resource ri is the storage station and t0,iTL models a piece entering the system. Now, we name rm the zone before ri and describe the loading of the job onto a vehicle by means of transition ti,mTF. In particular, transition ti,mTF is such that ti,m={rm} and ti,m={ri, rm}. If M(ri)=<0>, transition t0,i can fire and a job jJ enters the system. Once the scheduler has assigned to j the task <rr(j)> and transition t0,i has fired, the new marking is M(ri)=<rr(j)>=<ri, rm,>. In such a case, ti,m is enabled if there is a token representing jJ in ri with color <rr(j)>=<ri, rm,> and if there is a token representing the booked vehicle vV in rm with color <rm, ri, rm>. Formally, if we define C-(rm,ti,m)=Id, then the ti,m enabling conditions are: C3) M(ri)C-(ri,ti,m)(<rr>), i.e. M(ri)=<rr(j)>=(ri, rm, ). C4) M(rm)C-(rm,ti,m)(<rr>), i.e. M(rm)=<rr(v)>, with rr(v)=(rm, ri, rm). Now, if ti,mT is ready and fires, then the new marking M is the following: M(ri)= M(ri)-C-(ri,ti,m)(<rr>)=<0> (3) M(rm)=M(rm)+C+(rm,ti,m)(<rr(j)>)-C-(rm,ti,m)(<rr(v)>)= <rr(j)>=<rm, > (4) where rr=(rm, ) is obtained by applying the function UP to rr(j)=(ri rm, ). Finally, the stamp s(v) is set to zero. E. The CTPN Modeling the Dynamics of Retrieval Stations The dynamics of retrieval stations is modeled by the CTPN in figure 6. More precisely, let us assume that rm is a retrieval station and that tm,0TL models a job leaving the system. Moreover, ri is the zone in front of rm where a vehicle stops and transition ti,mTF models the unloading of the job from the RGV to the retrieval station. When ti,mTF fires, the token job occupies rm and a token vehicle returns to ri. To model this situation, transition ti,mTF is such that ti,m={ri} and ti,m={rm, ri}. So, if in zone ri there is a vehicle carrying job j, it holds M(ri)=<rr(j)>=<ri, rm>. Since there is an inhibitor arc between rm and ti,m, transition ti,m is enabled if M(rm)=<0> and M(ri)=<rr(j)>=<ri, rm>. Since we defined F. The CTPN Modeling the Dynamics of Retrieval and Storage Conveyors Following the previous procedure, it is possible to build the whole system. Obviously, the CTPN modeling the dynamics of storage and retrieval conveyors is very similar to the dynamics of the retrieval and storage stations, respectively. In such a case, the only difference is that there is a place representing the crane home position as an output to the storage conveyor and an input to the retrieval conveyor. In figure 7 the previously modeled subsystems are shown in the merged CTPN. Note that for sake of simplicity all the inhibitor arcs have been neglected.

Figure 7. The CTPN at marking M for Example 3. G. The CTPN Modeling the Crane Since the crane subsystem is modeled similar to the RGVS, in this subsection we briefly describe the CTPN modeling it. Places r15, r13 and r10 in figure 7 are associated with the crane home positions and cranes are modeled as colored tokens. When a crane is booked its token color is the path necessary

to reach the rack location where the piece is to be loaded. If a crane is busy and it carries a job, the color of the crane token is the residual path assigned to the job. Transitions t14,15, t11,13 and t9,10 represent the storage operations and t15,14, t13,12, t10,9 are the retrieval operations (see figure 7). Figure 8 depicts the model of the dynamics of crane g1 described by figure 2. Place r10 is the crane home position, r'10 models its lower first position and places r18, r19, r22 and r23 are the horizontal positions along the racks. To store or to retrieve a piece on the upper level of the racks, the crane has to acquire position r"10 and then move horizontally toward the remaining positions (r16,r17,r20,r21). Let us remark that inhibitor arcs have been neglected in figure 8, but places modeling each position admit just one token at a time.

M(r2)=<r(v2)>=(r2,r3,r4,r5,r6,r14,r6)> and M(ri)=<0> for riP and i1,2,7,15, s(v1)=0, s(v2)=1, s(j1)=3, s(j2)=2. Figure 7 shows the color with each token. In such a CTPN transitions t2,3, t7,1, and t15,14 are enabled but t15,14 is the only ready transition. Hence, t15,14 can fire and the corresponding 2-type event can occur. CONCLUDING REMARKS This paper proposes a Colored Timed Petri Nets (CTPN) model to describe in a concise and efficient way the dynamics of an automated storage and retrieval system (AS/RS) serviced by Rail Guided Vehicles (RGVs). The paper defines in detail the CTPN modeling each subsystem: the storage/retrieval stations, the RGV system and the crane subsystems. The whole CTPN is modularly built and the state of each subsystem can be easily updated by the definition of the corresponding incidence matrix. The unified framework allows us to obtain a resource-oriented model suitable for real-time control applications. Indeed, AS/RSs serviced by RGVs can suffer from collision and deadlock problems. The selected model simplifies both the application of several scheduling and sequencing policies for storage and retrieval tasks, as well as the implementation of resource allocation policies for deadlock avoidance. Research issues presently under investigation are the CTPN model implementation and validation by means of the software platform MATLAB with Stateflow. Several control and management policies are being tested in order to improve the overall system performance. REFERENCES
[1] Amato F., Basile F., Optimal Control of Warehousing Systems with Simultaneous Crane and Shuttle Optimization, Proc. of the 8th IEEE Int. Conf. on Emerging Technologies and Factory Automation, Antibes, France, 2001. [2] Ezpeleta J., Colom J. M., Automatic synthesis of Colored Petri Nets for Control of FMS, IEEE Trans. on Robotics and Automation, Vol.13, No.3, 1997. [3] Fanti M.P., Deadlock-Free Control in Automated Guided Vehicle Systems, Concurrency in Dependable Computing, P. Ezhilchevan and A. Romanovsky eds., Kluwer Academic Publishers, Boston, 2002. [4] Feldmann K., Colombo A.W., Material Flow and Control Sequence Specification of Flexible Systems Using Coloured Petri Nets, Int. J. Adv. Manufacturing Technology, Vol.14, 1998. [5] Jensen K., Colored Petri Nets, Basic Concepts, Analysis methods and Practical Use, Vol.I, EATS Monography and Theoretical Computer Science, Springer Verlag, New York, 1992. [6] Lee S.G., de Souza R., Ong E.K., Simulation Modeling of a Narrow Aisle Automated Storage and Retrieval System (AS/RS) Serviced by Rail-Guided Vehicles, Comp. in Ind., Vol.30, 1996. [7] Lin S.C., Wang H.P.B., Modeling an Automated Storage and Retrieval System Using Petri Nets, Int. J. Prod. Res., Vol.33, No.1, 1995. [8] Linn R.J., Wisk R.A., An Expert System Framework for Automated Storage and Retrieval System Control, Comp. Ind. Engng, Vol.18, No.1, 1990. [9] Nandula M., Dutta S.P., Performance Evaluation of an Auction-Based Manufacturing System Using Coloured Petri Nets, Int. J. Prod. Res., Vol.38, No.9, 2000. [10] Wu N., Zhou M., Avoiding deadlock and Reducing Starvation and Blocking in Automated Manufacturing Systems, IEEE Trans. on Robotics and Automation, Vol.17, No. 5, 2001.

Figure 8. The CTPN modeling the crane subsystem. H. The System Events We close this section defining three types of events that can change the system state (i.e. the marking of the CTPN) and let us trace the system behavior: 1-type event: a job j enters the system or is to be retrieved, a crane g or a vehicle v is booked. This event is identified by the pair 1=(j, r) or 1=(g, r) or else 1=(v, r), where r is the storage/retrieval operation assigned to j or a route assigned to the booked transportation item g or v; 2-type event: an idle/booked vehicle v or crane g or a job j moves from a resource to another. This event is identified by the symbol 2=v, 2=g or 2=j, respectively; 3-type event: a job leaves the system or is stored in the assigned rack. This event is identified by the pair 3=j. The occurrence of a 1-type event 1 determines the income of a new token with color r(j) into the system or the assignment of a new route r(g) or r(v) to the corresponding transportation item. On the other hand, when a 2-type event 2=j or 2=v happens with rr=(ri rm,), transition ti,m fires in the CTPN and the marking M is updated either according to equations (1)-(2), or (3)-(4), or else (5)-(6). Example 3. Now, let us consider the system described in Examples 1 and 2. Let us suppose that the time delay is (zi)=2 for each riP. Figure 7 depicts the corresponding CTPN model at marking M and at time . In the system there is a job j1 to be stored in r18 and a job j2 to be retrieved from r8. So, the vehicle in r2 is booked by j2 and the vehicle in r1 is booked by j1. The marking and the time stamps are defined as follows: M(r7)=<r(j1)>=(r7,r1,r2,r3,r9,r10,r10,r18), M(r1)=<r(v1)>=(r1), M(r15)=<r(j2)>=(r15,r14,r6,r1,r2,r8),