Wheel chock systems

Wheel chock systems for use at loading docks and other locations are described herein. In some embodiments, the wheel chock systems can include a wheel chock assembly that is positionable in contact with a vehicle wheel to restrain the vehicle at a loading dock. The wheel chock assembly can include a sensor target, and a corresponding sensor can be mounted to, for example, an outer wall of the loading dock or a wheel chock storage cradle mounted to the outer wall. In operation, the sensor can emit a wireless signal (e.g., an electromagnetic signal) that is reflected off of the sensor target and received back by the sensor when the wheel chock has been positioned in a blocking relationship relative to the vehicle wheel to restrain the vehicle at the loading dock. The sensor can be operably connected to a loading dock signal system (e.g., a signal light system) that displays appropriate signals to loading dock personnel based on detection of proper wheel chock placement. In other embodiments, wheel chock systems can include other types of devices for wirelessly communicating wheel chock placement information to loading dock systems. Such device types can include, for example, Bluetooth, Wi-Fi, RFID, etc.

TECHNICAL FIELD

The following disclosure relates generally to wheel chocks and, more specifically, to wireless wheel chock systems and associated methods for restraining shipping vehicles at loading docks.

BACKGROUND

Conventional loading docks typically include an elevated opening in the side of a warehouse or other building. The opening is generally covered by a door when the loading dock is not in use. To load or unload a trailer or other shipping vehicle, the doors on the back of the trailer are opened and the vehicle is backed up to the loading dock door. Once in position, a vehicle restraint is typically employed to keep the vehicle from inadvertently moving away from the loading dock during the loading and/or unloading process. The loading dock door is then raised, and a dock leveler is extended into the trailer so that workers, forklifts, etc. can transfer cargo into and/or out of the trailer over the dock leveler. Once the loading/unloading process is complete, the dock leveler is retracted and the loading dock door is lowered. The vehicle restraint is then removed so that the trailer can depart the loading dock.

Various types of vehicle restraints are used in the material handling industry to prevent vehicles from moving away from loading docks during loading and/or unloading. Such devices include mechanical restraints that are anchored to the dock face or driveway and include a mechanical hook that can be raised to engage the Rear Impact Guard (“RIG”) bar of the vehicle. Other loading docks employ wheel chocks for vehicle restraint. The use of wheel chocks to block vehicle movement is old and well known in the art. Conventional wheel chocks, for example, have a substantially triangular cross-sectional shape with a curved surface configured to fit against a wheel and prevent movement of the wheel in the direction of the wheel chock. Wheel chock systems are disclosed in U.S. Pat. Nos. 8,590,674, 8,307,956, 8,286,757, 7,864,030, 7,264,092, 7,032,720, and 6,390,245, each of which is incorporated herein by reference in its entirety.

The Smart Chock™ restraint system provided by DL Manufacturing of 340 Gateway Park Drive, North Syracuse, N.Y. 13212, includes a wheel chock having a sensor to detect when the wheel chock has been properly placed in a blocking relationship to the vehicle wheel. The sensor is connected to the loading dock by an electrical cable, so that the sensor can receive power from a loading dock power source and communicate placement signals to a light assembly mounted adjacent to the loading dock. Similar wheel chock systems are described in, for example, U.S. Pat. Nos. 6,336,527, and 7,226,265, and U.S. patent application Ser. No. 10/798,708, each of which is also incorporated herein by reference in its entirety. One shortcoming of these wheel chock systems is that the cable and supporting structure extending between the wheel chock and the loading dock can make placement of the wheel chock cumbersome. Additionally, wear and tear from normal use can lead to frequent service or replacement of the cable and supporting structure. Accordingly, it would be advantageous to provide a wheel chock system that overcame the shortcomings of prior art systems.

DETAILED DESCRIPTION

The following disclosure describes various embodiments of wheel chock systems that include means for detecting whether or not the wheel chock has been properly positioned in a blocking relationship relative to a vehicle wheel, such as a rear wheel of a trailer or other shipping vehicle parked at a loading dock. In contrast to prior art systems, embodiments of the present disclosure include sensing systems that can wirelessly detect whether or not the wheel chock has been properly positioned relative to the vehicle wheel, without the need for cables, cable supports, and other structures for electrically connecting the wheel chock to power systems, microcontrollers, and/or other systems located adjacent to the loading dock door. For example, in some embodiments the wheel chock systems described herein can include a wheel chock having a reflective sensor target mounted to, for example, an operating handle of the wheel chock. In these embodiments, a corresponding sensor (e.g., a retroflective optical sensor having both a light emitter and a light receiver) can be mounted on or proximate to the dock face adjacent the vehicle parking space. In operation, the sensor can emit a light beam that is reflected off of the sensor target and received back by the sensor only when the wheel chock has been properly positioned in front of the vehicle wheel to restrain the vehicle at the loading dock. When the sensor receives the light signal indicating proper wheel chock placement, the sensor sends a corresponding signal to a controller that in turn energizes a one or more signals (e.g., light signals) to indicate to the vehicle driver and/or other dock personnel that the vehicle has been properly restrained at the loading dock. In other embodiments, other types of sensor systems capable of wirelessly detecting proper placement of the wheel chock can be used. For example, in some embodiments wheel chocks configured in accordance with the present technology can include a wireless transmitting device (e.g., an electromagnetic transmitting device, radio frequency transmitting device, etc.) that wirelessly communicates with a corresponding receiver mounted on or proximate to the dock face when the wheel chock has been properly positioned against a vehicle wheel to restrain the vehicle at the loading dock.

Certain details are set forth in the following description and inFIGS. 1A-8to provide a thorough understanding of various embodiments of the present technology. In other instances, well-known structures, materials, operations and/or systems often associated with wheel chocks, loading docks, sensor systems, wireless communication systems, processing devices, etc. are not shown or described in detail in the following disclosure to avoid unnecessarily obscuring the description of the various embodiments of the technology. Those of ordinary skill in the art will recognize, however, that the present technology can be practiced without one or more of the details set forth herein, or with other structures, methods, components, and so forth.

The accompanying Figures depict embodiments of the present technology and are not intended to be limiting of its scope. The sizes of various depicted elements are not necessarily drawn to scale, and these various elements may be arbitrarily enlarged to improve legibility. Component details may be abstracted in the Figures to exclude details such as position of components and certain precise connections between such components when such details are unnecessary for a complete understanding of how to make and use the invention. Many of the details, dimensions, angles, and other features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can have other details, dimensions, angles, and features without departing from the spirit or scope of the present invention. In addition, those of ordinary skill in the art will appreciate that further embodiments of the invention can be practiced without several of the details described below. In the Figures, identical reference numbers identify identical, or at least generally similar, elements. To facilitate the discussion of any particular element, the most significant digit or digits of any reference number refers to the Figure in which that element is first introduced. For example, element110is first introduced and discussed with reference toFIG. 1.

FIG. 1Ais a partially schematic front isometric view of a wheel chock system100configured in accordance with an embodiment of the present technology, andFIGS. 1B and 1Care rear isometric and front elevation views, respectively, of the wheel chock system100. Referring toFIGS. 1A-1Ctogether, in the illustrated embodiment the wheel chock system100is installed at a loading dock102having a driveway104in front of a loading dock opening103. The wheel chock system100includes a wheel chock assembly110operably positioned on the driveway104, and a corresponding base unit130mounted to a dock face106adjacent to the loading dock opening103. The wheel chock assembly110can include a rotatable handle112having a grip portion113that a vehicle driver or other dock personnel can grip to manually position the wheel chock assembly110in front of and against a vehicle wheel109(e.g., a forward one of a rear wheel assembly) of a vehicle108(e.g., a conventional shipping trailer) to restrain the shipping vehicle108at the loading dock opening103. As shown inFIG. 1B, in the illustrated embodiment a sensor target114is mounted to a lower portion of the handle112so that it can face the loading dock face106(e.g., is parallel to the dock face106) when the handle112is rotated to a vertical position. The base unit130includes a storage cradle131for receiving and storing the wheel chock assembly110when not in use.

In the illustrated embodiment, the base unit130includes a base sensor132configured to wirelessly interact with the sensor target114to confirm that the wheel chock assembly110has been properly placed in contact with the vehicle wheel109. For example, the sensor132can be an optical or electro-optical sensor, such as a retroflective photoelectric sensor having both a light emitter that emits a light beam133(e.g., infrared light), and a receiver that receives the light beam133(or a portion thereof) when it is reflected back to the sensor132by the sensor target114. One such sensor is the QS30 LP/LV EURO QD sensor provided by Banner Engineering Corp., P.O. Box 9414, Minneapolis, Minn. 55440. In other embodiments, other types of sensor systems (including other types of photoelectric sensors, such as through-beam and diffuse sensors) can be used for the sensor132and/or other portions of the wheel chock system100described herein. In some embodiments, the sensor132can have an operating range of, for example, up to about 36 feet, or up to about 24 feet. The sensor target114can include a reflective surface (e.g., a reflective acrylic surface having a reflectivity factor of, for example, 1.4) that is configured to reflect the light beam133. In this embodiment, the sensor132is positioned to emit the light beam133at a perpendicular angle (i.e., a 90-degree angle, or at least approximately a 90-degree angle), relative to the dock face106. Additionally, the sensor132is laterally and vertically aligned (or at least approximately laterally and vertically aligned) with the handle112as shown inFIG. 1Cso that the light beam133will be reflected off of the sensor target114and received by the sensor132only when the vehicle108is properly positioned in front of the loading dock opening103and the wheel chock assembly110has been properly positioned in front of the vehicle wheel109. In other embodiments, other types of wireless communication systems, including other types of optical communication systems, radio frequency (RF) communication systems, etc. can be used to wirelessly communicate information between the wheel chock assembly110and the base unit130(and/or other portions of the loading dock102).

In another aspect of this embodiment, the base unit130can include an indicator light134(e.g., a “mimic light”) that is directed outwardly from the dock face106, and a storage sensor136positioned on an inner surface of the storage cradle131. In some embodiments, the indicator light134can be an LED light having, for example, a yellow-colored lens for displaying yellow light when the sensor132has detected proper placement of the wheel chock assembly110. Suitable indicator lights include the EZ-Light®S22 high intensity, dc-operated LED indicator light provided by Banner Engineering Corp., P.O. Box 9414, Minneapolis, Minn. 55440. In other embodiments, however, other suitable indicator lights can be used; and in some embodiments, the indicator light134can be omitted. As described in greater detail below, in the illustrated embodiment the storage sensor136can be a suitable proximity sensor, such as an inductive proximity sensor that can detect the presence of the wheel chock assembly110when the wheel chock assembly110has been properly stored in the storage cradle131. For example, in some embodiments the storage sensor136can be an inductive proximity sensor, such as sensor part number B1 5-G18K-AP6X-H1141, provided by Turck Inc., of 3000 Campus Drive, Minneapolis, Minn. 55441. In other embodiments, other types of proximity sensors and/or other devices can be used to detect the presence of the wheel chock assembly110in the storage cradle131. In yet other embodiments, the storage sensor136can be omitted.

In the illustrated embodiment, the sensor132, the indicator light134, and the storage sensor136are connected via electrical links152(e.g., wires) to a controller150. In the illustrated embodiment, the controller150is also operably connected to an outside signal light assembly160and an inside signal light assembly162via associated electrical links168(e.g., wires). The outside signal light assembly160can include a first signal light164a(e.g., a red light, such as a red LED light) and a second signal light164b(e.g., a green light, such as a green LED light). Similarly, the inside signal light assembly162can include a first signal light166a(e.g., a red light) and a second signal light166b(e.g., a green light). Additionally, the controller150can be operably connected to an electrical power source154(e.g., facility power, a battery, etc.) to receive power for operating the various sensors, lights, and processing devices described in detail herein. The controller150can include one or more processing devices, such as a microcontroller or Programmable Logic Controller (PLC), configured to provide power to, and/or exchange operating signals and commands with, the sensor132, the indicator light134, the storage sensor136, and/or the inside and outside signal light assemblies162and160in accordance with computer-readable instructions stored on associated memory. Although shown schematically, those of ordinary skill in the art will understand that the controller150can be mounted in a suitable location proximate to (e.g., inside) the loading dock102, for example, adjacent to the loading dock opening130.

FIG. 2is an isometric view of the wheel chock assembly110configured in accordance with an embodiment of the present technology. In the illustrated embodiment, the wheel chock assembly110includes a wheel chock200having a chock body201. The chock body201includes an inwardly-curved blocking surface207having a radius of curvature that is approximately equivalent, or at least generally similar, to the outside diameter of the vehicle wheel109(FIG. 1). The blocking surface207can include a plurality of transverse, raised ridges213or other surface features to enhance grip between the blocking surface207and the vehicle wheel109. In some embodiments, the chock body201can be formed from a suitable extrusion, such as an aluminum extrusion. In other embodiments, the chock body201can be formed from other suitable materials, including other suitable extrusions (e.g., steel extrusions), as well as other metallic and/or non-metallic parts that are bolted or otherwise fastened together. Such parts can be formed from, for example, aluminum, steel, plastic, rubber, and/or composite materials. In addition to the foregoing features, the wheel chock200can further include an anchor plate214fixed to a lower leading edge of the chock body201. The anchor plate214can include a downward-turned lip portion having, for example, serrations or other features to facilitate gripping a parking surface (e.g., the driveway104ofFIG. 1A) and preventing forward movement when the vehicle wheel109pushes against the wheel chock200.

The wheel chock200further includes a wheel trigger202having a wheel contact surface portion226configured to rotatably protrude through an opening212in the blocking surface207. The wheel trigger202is fixedly coupled to a pivot shaft206that is rotatably received in opposing pivot sleeves208, which are fixedly attached to a web209of the chock body201. A biasing member210(e.g., a helical torsion spring that extends around the pivot shaft206) is operably coupled between the pivot shaft206and the web209. The biasing member210is preloaded to torsionally bias the pivot shaft206(and hence the wheel trigger202) upwardly through the opening212to the protruding position shown inFIG. 2. Although not shown inFIG. 2, the wheel trigger202includes a stop feature (e.g., an abutting surface) that contacts a portion of the chock body201and prevents the wheel trigger202from rotating outwardly beyond the protruding position shown inFIG. 2. As described in greater detail below, when the wheel chock200is positioned against the vehicle wheel109(FIG. 1A), the vehicle wheel109depresses the wheel trigger202, overcoming the biasing member210and rotating the wheel trigger202downwardly and into the chock body201. When the wheel chock200is removed from the vehicle wheel109, the biasing member210returns the wheel trigger202to the protruding position shown inFIG. 2.

In the illustrated embodiment, the wheel chock200further includes a trigger lock204having a blocking surface205configured to releasably abut a corresponding engagement surface203on the wheel trigger202. The trigger lock204is fixedly coupled to a handle pivot shaft216, which is in turn fixedly coupled to a handle mount220that receives a proximal end portion of the handle112. The handle pivot shaft216is rotatably received in opposing pivot sleeves218, which are fixedly attached to a rear wall211of the chock body201. A biasing member222(e.g., a helical torsion spring) extends around the pivot shaft216and operably coupled between the handle mount220and the rear wall211. The biasing member222is preloaded to provide a torsional force against the handle mount220that biases the handle112and the trigger lock204in a downward and forward direction toward the wheel trigger202. As described in greater detail below, rearward rotation of the handle112beyond the upright position shown inFIG. 2is prevented by the trigger lock204, which abuts the rear wall211of the chock body201. However, the handle112is free to rotate downwardly and forward from the position shown when the wheel trigger202is rotated upwardly to the protruding position so that it does not block the forward rotation of the trigger lock204.

AsFIG. 2illustrates, the sensor target114can be fixedly attached to the handle mount220such that it faces toward the dock face106(FIG. 1A). In the illustrated embodiment, the sensor target114can have a length of from about 2 inches to about 18 inches, or about 4 inches to about 10 inches, or about 7 inches, and a width of from about 0.5 inch to about 3 inches, or about 1 inch to about 2 inches, or about 1.6 inches. In other embodiments, the sensor target114can have other shapes, sizes, and/or placements on the wheel chock assembly110.

FIGS. 3A-3Care a series of side views illustrating stages of a method for installing the wheel chock200in a blocking position against the vehicle wheel109, in accordance with an embodiment of the present technology. Referring first toFIG. 3A, in this view the wheel chock assembly110is configured as it would be when stowed in the storage cradle131(FIG. 1A). More specifically, in the storage configuration the handle112is rotated (in the clockwise direction inFIG. 3A) to a lowered position by the biasing member222(FIG. 2). In this position, a step312on the trigger lock204abuts an arcuate outer surface310of the wheel trigger202to prevent further clockwise rotation of the handle112. With the wheel trigger202and the trigger lock204engaged in the foregoing manner, the handle112is disposed in its lowered position and the wheel trigger202is held in the fully extended position in which the wheel contact surface portion226protrudes outwardly from the blocking surface207of the chock body201. As described in greater detail below, when the wheel chock assembly110is in this configuration, the vehicle driver, or other dock personnel, can grasp the handle grip113(FIGS. 1A and 1B) to remove the wheel chock assembly110from the storage cradle131and carry the wheel chock assembly110over to the vehicle wheel109.

Turning next toFIG. 3B, in the illustrated embodiment, when the handle112is held in the vertical position shown, the wheel chock200autorotates downwardly relative to the handle112by virtue of its weight to the orientation shown. InFIG. 3B, the wheel chock200has been positioned on the driveway104directly in front of the tread of the vehicle wheel109. In this configuration, the rotation of the wheel chock200downwardly about the pivot shaft216relative to the handle112moves the blocking surface205of the trigger lock204away from the engagement surface203of the wheel trigger202. As shown inFIG. 3C, this provides clearance between the trigger lock204and the outer surface310of the wheel trigger202, so that the wheel trigger202can rotate downwardly (in the counterclockwise direction) about the pivot shaft206as the wheel chock200is pushed into position against the vehicle wheel109and the treaded surface of the vehicle wheel109depresses the wheel trigger202. When the wheel trigger202is held in the depressed position shown inFIG. 3C, the arcuate outer surface310of the wheel trigger202is positioned in a blocking relationship relative to a complementary arcuate surface306of the trigger lock204. As a result, the handle mount220and the corresponding handle112are prevented from rotating downwardly, thereby maintaining the sensor target114in a perpendicular, or at least approximately perpendicular, position relative to the light beam133emitted from the sensor132(FIG. 1A). Accordingly, the structure and function of the wheel chock assembly110described above ensures that the wheel chock200is properly positioned against the vehicle wheel109for the sensor target114to be positioned in a reflective orientation relative to the sensor132, so that the sensor132can confirm the proper placement of the wheel chock200. For example, if the wheel chock200is moved away from the vehicle wheel109and the handle112is not being held, then the handle112will rotate downwardly to the position shown inFIG. 3Aand the sensor target114will not be in a reflective orientation relative to the sensor132.

FIG. 4Ais a partially schematic front isometric view of the base unit130configured in accordance with an embodiment of the present technology,FIGS. 4B and 4Care side views illustrating stages of storing the wheel chock assembly110in the storage cradle131, andFIG. 4Dis a front elevation view of the wheel chock assembly110stored in the storage cradle131in accordance with an embodiment of the present technology. Referring first toFIGS. 4A and 4D, the base unit130can include a mounting flange430that is fixedly attached (via, e.g., suitable anchor bolts) to the dock face106below and adjacent to the loading dock opening103. In the illustrated embodiment, the sensor132is mounted to a sidewall432of the storage cradle131. The sensor132is positioned slightly outboard of the sidewall of the vehicle wheel109(e.g., from about 0.5 inch to about 8 inches outboard, or from about 0.5 inch to about 5 inches outboard) so that it will be vertically and laterally aligned (or at least approximately vertically and laterally aligned, or otherwise suitably aligned) with the sensor target114(as shown inFIG. 1C) when the wheel chock assembly110has been properly placed against the vehicle wheel109in a blocking relationship. The indicator light134described above with reference toFIG. 1Acan be mounted to a lower front portion of the storage cradle131, so that it can be easily viewed by the vehicle driver or other dock personnel as a visual indication that the wheel chock assembly110has been properly placed against the vehicle wheel109. The storage cradle131and other portions of the base unit130can be manufactured from suitable metallic materials, such as plate steel that is cut and welded or otherwise assembled together (e.g., bolted).

Referring next toFIGS. 4B and 4C, in the illustrated embodiment the storage sensor136can be mounted to a wall (e.g., a base wall434) of the storage cradle131. This enables the storage sensor136to detect the presence of the wheel chock200when the wheel chock assembly110has been properly stowed in the storage cradle131, as shown inFIG. 4C. When stored in this manner, the storage sensor136sends a corresponding signal to the controller150indicating that the wheel chock assembly110has been properly returned to the base unit130.

FIG. 5is a flow diagram of a routine500for use of the wheel chock system100(FIG. 1A) in accordance with an embodiment of the present technology. All or portions of the routine500can be executed by the controller150(FIG. 1A) in accordance with computer-readable instructions stored on associated memory. Referring toFIGS. 1A-5together, the routine500begins when no trailer is present at the loading dock102and the wheel chock assembly110is stored in the storage cradle131. In some embodiments, the presence of a trailer or other shipping vehicle at the loading dock102can be detected by a proximity sensor (not shown) mounted on or proximate to the loading dock face or driveway. The presence of the wheel chock assembly110in the storage cradle131can be confirmed by the storage sensor136. In block502, the routine activates (i.e., illuminates) the green light164bon the outside signal light assembly160, and the red light166aon the inside signal light assembly162. The outside green light164bindicates to vehicle drivers and/or dock personnel that the loading dock102is empty, and the inside red light166aindicates that a trailer is not present at the loading dock102and, therefore, the loading dock door should not be raised. In decision block504, the routine determines if a trailer is present at the loading dock102. As noted above, the presence of a trailer can be detected by a proximity sensor or other suitable means. If a trailer is not present, the routine returns to block502and maintains the outside and inside signal lights in their current state. Conversely, if a trailer is present at the loading dock102, the routine proceeds to decision block506to determine if the wheel chock assembly110has been removed from the storage cradle131. If not, the routine returns to block502and maintains the outside and inside signal lights in their current state.

If the wheel chock assembly110has been removed from the storage cradle131in decision block506, the routine proceeds to decision block508to determine if the wheel chock assembly110has been positioned in a blocking relationship relative to a vehicle wheel (e.g., the vehicle wheel109). As described in detail above, in some embodiments the routine detects proper placement of the wheel chock assembly110by means of the sensor132and the sensor target114. More specifically, when the wheel chock assembly110has been removed from the storage cradle131, the controller150energizes or otherwise sends an operating command signal to the sensor132, which causes the sensor132to emit the light beam133outward from the dock face106. When the wheel chock assembly110has been properly positioned against the vehicle wheel109, the sensor target114reflects the light beam133(or a portion thereof) back to the sensor132, which receives the reflected light and sends a corresponding signal to the controller150, thereby confirming proper placement of the wheel chock assembly110. In some embodiments, the routine can confirm proper placement of the wheel chock assembly110when the sensor132has sustained contact with the sensor target114for a preset minimum period of time, such as from about 2 seconds to about 10 seconds, or about 5 seconds.

If the wheel chock is not in contact with the vehicle wheel, the routine proceeds to block510and activates the outside red light164awhile deactivating (i.e., extinguishing) the outside green light164b, and maintains activation of the inside red light166a. The illuminated outside red light164aindicates to the vehicle driver and/or other dock personnel that the vehicle should not be moved (so that the wheel chock assembly110can be positioned against the vehicle wheel109). The illuminated inside red light166acontinues to indicate to dock personnel that the vehicle has not been properly restrained at the loading dock and, accordingly, the loading dock door and/or an associated barrier gate should not be raised. After block510, the routine returns to decision block506and repeats.

If the wheel chock assembly110has been properly positioned in contact with the vehicle wheel109, the routine proceeds from decision block508to block512and activates the outside red light164awhile deactivating the outside green light164b, and activates the inside green light166bwhile deactivating the inside red light166a. As noted above, the illuminated outside red light164aindicates to the vehicle driver and/or other dock personnel that the vehicle should not be moved (because it is restrained by the wheel chock assembly110). In addition, the indicator light134(FIG. 1A) is activated to indicate that the wheel chock assembly110is properly positioned. The illuminated green light166binside the loading dock indicates to the dock operator and/or other dock personnel that the vehicle has been properly restrained and, accordingly, the loading dock door (and/or an associated barrier gate) can be raised and a dock leveler extended into the trailer for loading and/or unloading.

After block512, the routine returns to decision block508to confirm that the wheel chock assembly110is still in a blocking relationship relative to the vehicle wheel109. When the vehicle unloading/loading process is complete, dock personnel can remove the dock leveler from the trailer and lower the loading dock door. The vehicle driver or other dock personnel can then remove the wheel chock assembly110from the vehicle wheel109and return the wheel chock assembly110to the storage cradle131. When this happens, the routine proceeds to block510and activates both the outside red light164aand the inside red light166aas described above. Then the routine returns to decision block506to determine if the wheel chock assembly110is still removed from the storage cradle131. If not (i.e., the wheel chock assembly110has been returned to the storage cradle131) the routine returns to block502and activates the outside green light164band extinguishes the outside red light164a, while activating the inside red light166aand extinguishing the inside green light166b. The outside green light164bindicates to the vehicle driver that the vehicle can be moved away from the loading dock, and the inside red light166aindicates to dock personnel that the loading dock door should not be raised.

Although the routine500describes how the wheel chock system100can be used in accordance with some embodiments of the present technology, in other embodiments the wheel chock system100and/or various portions thereof can be used in other operational sequences without departing from the spirit or scope of the present disclosure. For example, in some embodiments the controller150can be operably connected to other loading dock components to control their operation based on whether or not the vehicle has been properly restrained at the loading dock. For instance, in some embodiments the controller150can be operably connected to a dock leveler, a loading dock door, a dock barrier gate, and/or other loading dock hardware to interlock this equipment or otherwise prevent its use in an appropriate manner if a vehicle has not been properly restrained at the loading dock by the wheel chock assembly110. Additionally, although a signal light system has been described herein, in other embodiments other types of signal systems, including other types of visual signal systems, audible alarm systems, etc. can be used with the wheel chock systems described herein to communicate vehicle restraint status to vehicle drivers and dock personnel. Additionally, the controller150can be operably coupled to a central loading dock management system to communicate the status of vehicle restraints at a plurality of loading docks at the facility.

FIG. 5is a representative flow diagram that depicts processes used in some embodiments. The flow diagram does not show all functions or exchanges of data, but instead provides an understanding of commands and data exchanged between the controller150and the sensors, lights, loading dock equipment, etc. of the loading dock system100. Those skilled in the relevant art will recognize that some functions or exchange of commands and data may be repeated, varied, omitted, or supplemented, and other (less important) aspects not shown may be readily implemented. While processes or blocks are presented in a given order, alternative implementations may perform routines having steps, or employ systems having blocks, in a different order, and some processes or blocks may be deleted, moved, added, subdivided, combined, and/or modified to provide alternative or sub-combinations. Each of these processes or blocks may be implemented in a variety of different ways. Also, while processes or blocks are at times shown as being performed in series, these processes or blocks may instead be performed or implemented in parallel, or may be performed at different times. Each of the steps depicted inFIG. 5can itself include a sequence of operations that need not be described herein. While many of the embodiments shown and described can be implemented in hardware (e.g., one or more integrated circuits designed specifically for a task), such embodiments could equally be implemented in software and be performed by one or more processors. Such software can be stored on any suitable computer-readable medium, such as microcode stored in a semiconductor chip, on a computer-readable disk, or downloaded from a server and stored locally at a client. The routine500is preferably stored in non-volatile memory (not shown) that forms part of the controller150, or can be stored in removable media, such as disks, or hardwired or preprogrammed in chips. Those of ordinary skill in the art can create source code, microcode, program logic arrays or otherwise implement the invention based on the flow diagram ofFIG. 5and the detailed description provided herein. Additionally, those or ordinary skill in the art will recognize that a microprocessor-based system could also be used where any logical decisions are configured in software.

Although the wheel chock system100described above is one embodiment of a wireless communication system for confirming proper wheel chock placement in accordance with the present technology, in other embodiments, other types of wireless systems can be employed to confirm that a wheel chock has been properly positioned in a blocking relationship to a vehicle wheel to restrain the associated vehicle at a loading dock.FIGS. 6A and 6B, for example, are side elevation views illustrating operation of a wheel chock system600configured in accordance with another embodiment of the present technology. Referring first toFIG. 6A, in this embodiment the wheel chock system600includes a wheel chock assembly610having a wheel chock620operably coupled to a handle612. The wheel chock620includes a wheel trigger602that is pivotally coupled to a chock body601by a pivot shaft606. A preloaded biasing member611(e.g., a torsion spring) is operably coupled between the wheel trigger602and the chock body611, and biases the wheel trigger602toward the protruding position shown inFIG. 6A. The chock body601, the wheel trigger602, the pivot shaft606, and the biasing member611can be at least generally similar in structure and function to the corresponding structures of the wheel chock200described above with reference toFIG. 2. In the illustrated embodiment, however, the wheel chock620includes a sensor target614(e.g., a reflective target) that is not attached to the handle612but instead is fixedly coupled to the pivot shaft606just outboard of the chock body601.

As shown inFIG. 6B, when the wheel chock620is properly positioned in a blocking relationship against the vehicle wheel109, the vehicle wheel109depresses the wheel trigger602, causing it to rotate downwardly into the chock body601, which in turn rotates the sensor target614upwardly via the pivot shaft606into a vertical position that is coplanar (or at least approximately coplanar) with the dock face106(FIG. 1A). Once in the vertical position shown, the sensor target614can interact with the light beam133from sensor132as described in detail above with reference toFIGS. 1A-1Cto confirm that the wheel chock620has been properly placed against the vehicle wheel109. When the operator pulls or otherwise removes the wheel chock620from the vehicle wheel109, the wheel trigger602and the sensor target614return to their initial positions as shown inFIG. 6Aby virtue of the biasing member611.

In another embodiment similar to the embodiment described above with reference toFIGS. 6A and 6B, the sensor target614can be moved to the deployed (e.g., vertical) position shown inFIG. 6Bby actuation of the wheel trigger602, but can remain in the vertical position until being manually reset by an operator grasping the sensor target614(or a button, lever, or other structure operably coupled thereto) and physically rotating it to the retracted position shown inFIG. 6A. In a further embodiment, the sensor target614(or a similar passive sensor target) could be operably coupled to the handle612by a suitable linkage (not shown), and the operator can retract the sensor target614by movement of the handle612. In yet another embodiment, the sensor target614can remain in the vertical, operable position shown inFIG. 6Buntil the wheel chock assembly610is placed in the storage cradle131, which actuates a lever or similar mechanism on the wheel chock620(or the storage cradle131) to return the sensor target614to the retracted position shown inFIG. 6A. In a further embodiment, the sensor target614(or a similar passive sensor target) may not be automatically activated, but instead can be manually moved to the deployed (e.g., vertical) position by a dock worker or the vehicle driver once the wheel chock assembly610has been properly positioned against the vehicle wheel109. In this embodiment, the sensor target614can also be manually retracted once the wheel chock assembly610has been removed from the vehicle wheel109.

Although the sensor targets114and614described above are moveable with respect to the corresponding chock body, in other embodiments, wheel chocks configured in accordance with the present disclosure can include sensor targets (e.g., the reflective sensor target614or a similar sensor target) that are fixedly attached to the chock body (e.g., the chock body601). In such embodiments, the sensor target remains in the vertical position shown inFIG. 6Brelative to the chock body, and is detected by the base sensor (e.g., the sensor132inFIG. 1A) whenever the chock body is properly placed in a blocking relationship to a vehicle wheel. As the foregoing discussion illustrates, the present disclosure is not limited to particular structures and systems for mounting and/or deploying sensor targets, but extends to other apparatuses and systems for sensing targets (e.g., reflective sensor targets) to detect when a wheel chock assembly has been properly placed in a restraining relationship against a vehicle wheel.

FIG. 7is a partially schematic side elevation view of a wheel chock system700configured in accordance with another embodiment of the present technology. In the illustrated embodiment, the wheel chock system700includes a wheel chock assembly710that restrains the vehicle wheel109at the loading dock102(FIG. 1A). The wheel chock assembly710includes a handle712operably coupled to a wheel chock720. The wheel chock720includes a chock body701having a wheel contact surface707. The chock body701is at least generally similar in structure and function to the chock body201described above with reference toFIG. 2. The wheel chock720, however, differs from the wheel chock200described above. More specifically, rather than include a sensor target for detection by a sensor mounted to the dock face106(e.g., the sensor132), the wheel chock720instead includes a wireless transmitter748configured to transmit a wireless signal back to a sensor (e.g., a wireless receiver732) mounted to the dock face106and/or otherwise operably connected to a system controller750when the wheel chock720has been properly positioned against the vehicle wheel109.

In the illustrated embodiment, the wheel chock720carries a power source740(e.g., a rechargeable DC battery) having a recharging interface744mounted to an outer surface742(e.g., a rear wall) of the chock body701. The power source740is electrically connected (e.g., via one or more suitable wires) to a relay746, which in turn is electrically connected to the transmitter748and a wheel sensor752. The wheel sensor752is mounted to the contact surface707, and is configured to detect the presence of the vehicle wheel109when the vehicle wheel109is in contact with (or at least very near) the wheel chock720. For example, in some embodiments the wheel sensor752can be a suitable proximity sensor known in the art, such as an ultrasonic sensor, a photoelectric sensor, a capacitive sensor, etc. In other embodiments, the wheel sensor752can include an electromechanical switch that is depressed or otherwise activated when the vehicle wheel109makes contact with the contact surface707. In some embodiments, the transmitter748can include an RF transmitter for transmitting a Bluetooth, Wi-Fi, or other wireless signal733to the receiver732. In another embodiment, the transmitter748and the receiver732can be at least generally similar in structure and function to transmitters and receivers used on remote garage door opening systems. For example, in some embodiments the transmitter748can be configured to transmit an RF signal at a preset frequency when the vehicle wheel109is in contact with the wheel chock720, and the receiver732can be configured to receive and respond to this frequency. In other embodiments, the transmitter748can be configured to transmit a multi-frequency RF code, and the receiver732can be configured to receive and respond to the code.

In a further aspect of this embodiment, the wheel chock system700includes a base unit730that is fixedly attached to the dock face106. The base unit730can include a wheel chock storage cradle731that is at least generally similar in structure and function to the storage cradle131described in detail above. Additionally, the storage cradle731can include a recharging receptacle738that is configured to cooperatively receive and electrically connect to the recharging interface744on the wheel chock assembly710when the wheel chock assembly710is positioned in the storage cradle731.

More specifically, when the wheel chock assembly710is properly positioned in the storage cradle731(as shown inFIG. 4Cfor the wheel chock assembly110), the power source740is recharged with power from the controller750via the electrical connection between the recharging interface744and the recharging receptacle738. When the wheel chock assembly710is removed from the storage cradle731and positioned against the vehicle wheel109as shown inFIG. 7, the wheel sensor752detects that the wheel chock720has been properly positioned in a blocking relationship to the vehicle wheel109and transmits a corresponding signal to the relay746. The relay746responds by energizing the transmitter748with the power source740, and the transmitter748responds by transmitting a wireless signal733(e.g., a Bluetooth, Wi-Fi, and/or other wireless signal) to the receiver732. Upon receiving the signal, the receiver732sends a corresponding signal to the controller750to confirm proper placement of the wheel chock assembly710. The controller750can then operate loading dock signal lights (e.g., the signal light assemblies160and162described above with reference to, for example,FIG. 1A) as described above with reference to, for example,FIG. 5, to ensure safe operation of the loading dock.

In other embodiments, other systems can be used to energize the transmitter748and communicate a wireless signal to the receiver732. For example, in other embodiments a wheel trigger at least generally similar to the wheel trigger202or602described above with reference toFIGS. 2, 6A, and 6Bcan be operably coupled to an electrical generator carried by the wheel chock that converts the mechanical energy from movement of the wheel trigger202or602into electrical current when the wheel trigger is depressed by the vehicle wheel. This electrical power can then be used to energize the transmitter748to transmit a corresponding signal back to the base unit730to confirm that the wheel chock has been properly positioned against the vehicle wheel109.

In yet other embodiments, the transmitter748can be replaced by a wireless identifier, such as a low-cost, passive RFID transponder or RFID “tag” (for example, an EM4100 or EM4102 compatible RFID transponder), and the receiver732can be replaced by a suitable RFID reader. As is known, RFID tags can include an integrated circuit (IC) and a corresponding antenna. In the case of passive RFID tags, the tag does not contain a battery or other power source, and may be considered “low frequency” (e.g., 125/134 kHz) for use with “read-only” RFID readers. The RFID tag on a wheel chock is activated by an electromagnetic field generated by the RFID reader mounted to, for example, the base unit730, and the tag circuit responds by sending information (e.g., 64 bits of information contained in a programmed memory array) back to the RFID reader when the wheel chock has been properly positioned in a blocking relationship to the vehicle wheel. The RFID reader can be a wireless reader, such as a 125 kHz EM4100 or EM4102 RFID reader module in a printed circuit board (PCB) form factor with a USB port for reading EM4100 or EM4102 compatible tags. The reader can include an RF transceiver for wireless communication with the RFID tag on the wheel chock, and the transceiver can be controlled by a microprocessor and/or digital signal processor mounted to the base unit730.

FIG. 8is a front isometric view of a base unit830having a wheel chock storage cradle831configured in accordance with another embodiment of the present technology. The wheel chock storage cradle831carries the indicator light134and the storage sensor136, and is at least generally similar in structure and function to the wheel chock storage cradle131described in detail above. In the illustrated embodiment, however, the storage cradle831also carries an adjustable sensor mounting apparatus860. The sensor mounting apparatus860includes an arm866(e.g., an elongate round tube) that extends outwardly from one side of the storage cradle831and is adjustably secured to a lower surface833thereof by two clamps835. The sensor132is carried in a housing862that is secured to a distal end of the arm866by an adjustable clamp864. The mounting apparatus860enables the lateral position of the sensor132(i.e., the horizontal position relative to the storage cradle831), and the line of sight of the sensor132in the vertical plane to be adjusted during installation to enhance alignment of the sensor132with a target (e.g., the target114) to optimize, or at least enhance, operational performance of the chock detection system. For example, the lateral position of the sensor132can be adjusted by sliding the arm866toward or away from the storage cradle831as needed and then tightening the clamps835. To adjust the line of sight of the sensor132, the clamp864can be loosened and the housing862rotated about the longitudinal axis of the arm866until the sensor132is positioned at the desired angle. The clamp864can then be tightened to retain the sensor132in the desired position. Alternatively, the line of sight of the sensor132can also be adjusted by using a similar process with the clamps835.

As those of ordinary skill in the art will appreciate, embodiments of the wireless wheel chock systems described herein are less complex and easier to use than conventional wheel chock systems that require electrical cables extending between the wheel chock and the building. Additionally, embodiments of the present technology do not require the complexity of embedding mechanical vehicle restraints in the loading dock driveway or mounting such systems to the dock face, and can offer other advantages such as reduced storage volume and greater reliability over prior systems.

While the above detailed description describes various embodiments of the invention and the best mode contemplated, regardless of how detailed the above text, the invention can be practiced in many ways. Details of the system may vary considerably in its specific implementation, while still being encompassed by the present disclosure. The above detailed description of examples and embodiments of the invention is not intended to be exhaustive or to limit the invention to the precise form disclosed above. While specific examples for the invention are described above for illustrative purposes, various equivalent modifications are possible within the scope of the invention, as those skilled in the relevant art will recognize. The teachings of the invention provided herein can be applied to other systems, not necessarily the system described above. The elements and acts of the various examples described above can be combined to provide further implementations of the invention. Some alternative implementations of the invention may include not only additional elements to those implementations noted above, but also may include fewer elements. Further, any specific numbers noted herein are only examples; alternative implementations may employ differing values or ranges.

Any patents and applications and other references identified herein, including any that may be listed in accompanying filing papers, are incorporated herein by reference in their entirety. Aspects of the invention can be modified, if necessary, to employ the systems, functions, and concepts of the various references described above to provide yet further implementations of the invention.

As noted above, particular terminology used when describing certain features or aspects of the invention should not be taken to imply that the terminology is being redefined herein to be restricted to any specific characteristics, features, or aspects of the invention with which that terminology is associated. In general, the terms used in the following claims should not be construed to limit the invention to the specific examples disclosed in the specification, unless the above detailed description section explicitly defines such terms. Accordingly, the actual scope of the invention encompasses not only the disclosed examples, but also all equivalent ways of practicing or implementing the invention under the claims.

From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the various embodiments of the invention. Further, while various advantages associated with certain embodiments of the invention have been described above in the context of those embodiments, other embodiments may also exhibit such advantages, and not all embodiments need necessarily exhibit such advantages to fall within the scope of the invention. Accordingly, the invention is not limited, except as by the appended claims.