ASSET POSITION TRACKING WITH EXTERNAL OBJECT

A method including: receiving data associated with a unique identity of a vehicle asset to identify the vehicle asset; receiving data associated with a unique identity of a smart wheel chock to identify the smart wheel chock; associating the identified vehicle asset with the identified smart wheel chock, such that a location of the smart wheel chock can represent a location of the vehicle asset; receiving location data associated with the location of the smart wheel chock, wherein the received location data is based, at least in part, on location data generated by one or more systems on the smart wheel chock; and identifying the vehicle asset location based on the received smart wheel chock location data such that the vehicle asset can be determined and relayed to a user device to locate the vehicle asset.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims the benefit of priority to Indian Patent Application No. 202211058805, filed Oct. 14, 2022, the entirety of which is incorporated by reference herein.

TECHNICAL FIELD

Various embodiments of the present disclosure relate generally to the field of identifying and maintaining vehicles and, more particularly, to smart wheel chocks and related systems for identifying and maintaining vehicles.

BACKGROUND

Certain high value assets (HVA) (e.g., aircraft, aerospace asset, etc.) may require capabilities for constant location tracking. Constant tracking may facilitate operational readiness, meet insurance requirements, as well as provide owner/operator peace of mind. However, in certain environments, tracking devices installed on or otherwise powered by the HVA may not be independently powered. Moreover, certification requirements associated with aircraft and other HVAs can be carried over to individual systems and devices aboard such aircraft and HVAs, which certification requirements would not be in place for a standalone system or device (i.e., a system or device separate from the aircraft or HVA). This may unnecessarily complicate implementation of the system or device.

One system that is common to many, if not all, aircraft is the aircraft wheel chock. Wheel chocks may be used to physically prohibit movement of the aircraft by friction with the wheel. Aircraft chocks are generally interchangeable between aircraft and relatively simple to operate: personnel may place them in front of, behind, or around a wheel such that the aircraft remains in place when grounded. However, their interchangeability and lack of any electronics or power supply mean they can serve merely a simple mechanical function—that is, prohibiting movement—and thus provide no other benefit to the owner/operator of the HVA. Hence, a ubiquitous, relatively large aircraft operations support part is serving only a limited purpose, when it could solve one or more complex problems associated with storage and maintenance of HVAs. The present disclosure is directed to overcoming one or more of these above-referenced challenges or shortfalls.

SUMMARY OF THE DISCLOSURE

According to certain aspects of the disclosure, methods and systems are disclosed for smart wheel chocks and related systems.

For instance, in one embodiment a method includes: receiving data associated with a unique identity of a vehicle asset to identify the vehicle asset; receiving data associated with a unique identity of a smart wheel chock to identify the smart wheel chock; associating the identified vehicle asset with the identified smart wheel chock, such that a location of the smart wheel chock can represent a location of the vehicle asset; receiving location data associated with the location of the smart wheel chock, wherein the received location data is based, at least in part, on location data generated by one or more systems on the smart wheel chock; and identifying the vehicle asset location based on the received smart wheel chock location data such that the vehicle asset can be determined and relayed to a user device to locate the vehicle asset.

In another embodiment, a method includes: querying a plurality of smart wheel chocks to determine whether one or more of the plurality of smart wheel chocks is associated with any vehicle asset; receiving data from one or more of the queried smart wheel chocks indicating that the one or more smart wheel chocks is not associated with any vehicle asset; selecting one of the one or more smart wheel chocks that is not associated with a vehicle asset for association with the unassigned vehicle asset; associating the selected smart wheel chock with the unassigned vehicle asset such that the unassigned vehicle asset is a newly assigned vehicle asset; receiving location data generated by one or more locating systems on the selected smart wheel chock, the location data being received from the selected smart wheel chock and identifying a location of the selected smart chock; and assigning the newly assigned asset a location based on the received location data from the selected smart wheel chock.

In yet another embodiment, a system includes a vehicle asset; a smart wheel chock comprising at least one vehicle asset identification system; a processor and a memory storing one or more processor-readable instructions that, when executed, cause the processor to: receive data associated with a unique identity of a vehicle asset to identify the vehicle asset; receive data associated with a unique identity of a smart wheel chock to identify the smart wheel chock; associate the identified vehicle asset with the identified smart wheel chock, such that a location of the smart wheel chock can represent a location of the vehicle asset; receive location data associated with the location of the smart wheel chock, wherein the received location data is based, at least in part, on location data generated by one or more systems on the smart wheel chock; and identify the vehicle asset location based on the received smart wheel chock location data such that the vehicle asset can be determined and relayed to a user device to locate the vehicle asset.

Additional objects and advantages of the disclosed embodiments will be set forth in part in the description that follows, and in part will be apparent from the description, or may be learned by practice of the disclosed embodiments.

DETAILED DESCRIPTION OF EMBODIMENTS

Various embodiments of the present disclosure relate generally to the field of identifying and maintaining vehicles and, more particularly, to smart wheel chocks and related systems for identifying and maintaining vehicles. While this disclosure describes the methods and systems with reference to aircraft, it should be appreciated that the present methods and systems may be applicable to various other vehicles that are parked or stored on the ground.

FIGS.1and2depict a smart wheel chock100for engaging a wheel of a vehicle to inhibit or prohibit movement of the vehicle. The smart wheel chock100(or simply “chock”) includes a power supply102which may include a power conduit103for a removable battery105, one or more solar panels104, one or more lights106, one or more antennae108, a unique identifier110, a first writing surface112, a second writing surface114, a connector inlet116, a camera118, a wireless communication device119(schematically depicted), a processor121(schematically depicted), and a memory123(schematically depicted). The specific features and associated systems of the chock100shown inFIG.1are exemplary only and not intended to limit the smart wheel chock100to any particular embodiment or arrangement of components or features.

The chock100generally comprises multiple surfaces, which surfaces may meet at edges. The particular embodiment depicted inFIG.1includes a ground engaging surface120, a wheel engaging surface122, and a smart surface124. The ground engaging surface120may generally face the ground and may include one or more surface enhancement features for enhancing the level of friction between the chock100and ground such that the asset held by the chock100is less likely to move when a wheel rests against the wheel engaging surface122. The wheel engaging surface122may be, for example, a matte surface and may include one or more features for increasing friction with the asset wheel to prevent the asset wheel from rotating when engaged with the wheel engaging surface122.

The smart surface124may include one or more features for charging a power supply of the chock100, one or more features for identifying the chock100and/or the asset associated therewith, and one or more other features. For example, the smart surface124may include the one or more solar panels104.

The solar panels104may comprise a plurality of solar cells that are capable of converting solar energy into electrical charge to charge the power supply102(e.g., the rechargeable battery105). The solar panels104may be mechanically and electrically coupled to the chock100and may be engineered such that they can support the weight associated with stopping, arresting, or prohibiting the movement of an asset while the chock100is installed beside an asset wheel. The light106may be an LED, LED array, UV, or other light which may be used to illuminate a space surrounding the chock100such that a user of the chock100is assisted in low light conditions. In some embodiments, the light106may include multiple LED arrays or panels including multiple LED colors. The LED panel may be used to indicate, for example, a tail number of an aircraft intended to park at the chock100(so the pilot piloting an aircraft or other asset assigned to the chock can know exactly to which chock to pull up). The LED panel could also indicate a pairing of an asset with the chock100or one or more other features of the chock100as will be described in greater detail herein.

The power supply102of the chock100may include one or more removable and/or rechargeable batteries105and may generally supply power to the components of the chock100such that the chock100is self-powered. In some embodiments, the power supply102may store one or more removable batteries to supply power to the systems of the chock100. In some embodiments, the battery105may be removed in order to charge the power supply102and in other embodiments the battery105may be capable of being charged while the battery105is inside the chock100. For example, the battery105may be charged using electricity generated by the solar panels104and/or power supplied by an electric grid (not shown) while the battery105is installed in the chock100.

The camera118may be powered by the power supply102and may be configured with a point of view which may look out from the chock100(for example, may face the asset when the chock100is in place holding the asset in position on an airfield, in a hangar, or in another storage location). The camera118may be a visual, infrared, or other camera configured to capture image data of the surrounding area such that it can capture image data of an asset that is being held in place with the chock100. In some embodiments, the asset (not shown) may have one or more identifying marks or visible, infrared, or other camera-identifiable images that may be used to determine a specific identity of the asset. For example, an asset may have a QR code beneath its fuselage which QR code may be captured using the camera118when the chock100is in place and arresting movement of the asset such that the asset can be uniquely identified with the image data captured by the chock100. In some embodiments, the camera118may capture an image of the asset when the asset is within a capture range of the camera such that the camera can capture visual images of the asset. The image data may be sent from the chock100using, for example, a wireless communications device119.

The unique identifier110may be, for example, a quick read (QR) code, a bar code, a glyph, an RFID tag, a sticker, etc. and may be associated with the chock100in a database external to the chock100. In some embodiments, the unique identifier110may be permanently or temporarily associated with an asset. The unique identifier110may be associated with an asset using, for example, a tail number, a vehicle identification number, or other asset identifying feature. The unique identifier110may be scanned with a camera or other scanner to capture data associated with the unique identifier which may captured data may be used to identify the chock100.

The writing surface112and the second writing surface114may provide a surface for marking the chock100with hand-written identifying or other information such that users of the system can make notes and record information associated with use of the chock100.

The connector inlet116may provide a space for connecting a rope, chain, electrical cording or wiring, or other connecting device for coupling one chock100with another chock to form a chock system for surrounding a wheel of an asset as will be explained in greater detail herein.

The processor121may include a single processor or multiple processors configured to receive inputs, display outputs, and generate commands to control the operation of components of the chock100. The processor121and the memory123may be configured as a control module which control module may include a memory, a secondary storage device, processor(s), such as central processing unit(s), networking interfaces, or any other means for accomplishing tasks consistent with the present disclosure. The memory or secondary storage device associated with the control module may store data and software to allow the control module to perform its functions, including the functions described herein. One or more of the devices or systems communicatively coupled to the processor121and the memory123may be communicatively coupled over a wired or wireless network, such as the Internet, a Local Area Network, WiFi, Bluetooth, or any combination of suitable networking arrangements and protocols. The processor121and the memory123may be communicatively coupled with other aspects of the chock100(e.g., the wireless communications device119, the camera118, etc.) to send and receive data from the other aspects.

The wireless communications device119may be configured to send and receive wireless signals to and from various external systems. In some embodiments, the wireless communications device119may be incorporated into the chock100. In other embodiments, it may be a separate component. The wireless communications device119may aid the chock100in device location (e.g., an area of a facility such as a runway, a hangar, a maintenance facility, etc.). The wireless communications device119may be communicatively coupled to a wireless communications network as described in greater detail herein. Generally, the wireless communications device119may receive wireless signals that may be indicative of a location of the chock100within the area and a location of one or more assets. The wireless signals may correspond with, for example, GPS or other signals received by the wireless communications device119. In some embodiments, the wireless communications device119may comprise a GNSS (e.g., GPS, etc.) signal transmitter/receiver and may be capable of receiving and sending a GNSS signal. In some embodiments, the wireless communications device119may be communicatively coupled to a wireless communications network to send and receive wireless communications from the network. In some embodiments, the wireless communications device119may be configured to generate and/or receive Bluetooth signals (e.g., BLE, etc.) such that the chock100can communicate with one or more external systems using a Bluetooth connection. The external devices (not shown) may couple with the chock100to send and/or receive data from the chock. Additionally, the wireless communications device119may be a wireless router and may be used to configure a local area network (LAN) to which LAN one or more external devices or systems may communicatively couple. For example, an asset and one or more additional smart chocks similar to the chock100may communicatively couple to a LAN created by the chock100. In some embodiments, the wireless communications device119may comprise an RFID reader which may read one or more RFID tags on external or internal systems. For example, the wireless communications device119may read one or more RFID tags on a wheel of an asset, the body of an asset, one or more other chocks, etc.

FIG.3shows a dual chock system101including a chock100and a second chock100′. As shown, the chock100and the second chock100′ are equivalent, but this is not required. In some embodiments, the first chock100and the second chock100′ are not equivalent. For example, the chock100may be a smart chock and the second chock100′ may not be a smart chock. A wheel engaging surface122and a second wheel engaging surface122′ may face inward and be configured to surround a wheel (not shown) of an asset and the chock100and the second chock100′. In some embodiments, the wheel engaging surface122may include a matte surface132. The second wheel engaging surface122′ may also include a matte surface (not shown). The chock100and the second chock100′ are coupled by the connector128and the second connecter128′. The connector128may connect to the chock100and the second chock100′ at the connector inlet116and the second connector inlet116′. The connector inlet116and the second connector inlet116′ may be, for example, a threaded connection, a magnetic coupler, or some other coupling device capable of removably coupling the connector128with the chock100and the second chock100′. The connector128and the second connector128′ may couple the chock100and the second chock100′ when they surround the wheel (not shown) such that the chock100and the second chock100′ do not separate when one or both of them is installed to prevent motion of an asset.

FIG.4depicts an exemplary computing environment for enabling communicative interaction of one or more of the systems described herein is shown.FIG.4shows network30that communicatively couples an exemplary asset18, a chock100and a second chock100′ that may be part of a dual chock system101, a digital device32, and one or more handheld digital devices34(collectively referred to as “digital device”). The network30may be an example of an environment for implementing various methods and systems according to the present disclosure. The network30may include a plurality of nodes that may be connected to each other through the network30(e.g., the chock100, the second chock100′, the asset18, and the devices). Network30may include a computer system on board an asset such as the asset18. The asset may be one or more of an airplane, a helicopter, an unmanned aerial vehicle (UAV), an aerospace asset, or other type of aircraft or other vehicle (e.g., a luggage cart, a truck, etc.) A computer system of an aircraft may, for example, include a flight management system (FMS) or other system used in the control or operation of the aircraft. Such computer systems may be part of the avionics onboard the aircraft, and may be coupled to a display inside the aircraft, such as a cockpit display, which may send and receive data from the chock100and/or the dual chock system101which may be displayed within the asset18. The network30may also include off-board computer systems that are off-board any aircraft, and/or computer systems comprising a combination of on-board and off-board components (e.g., the digital device32and the handheld digital device34). Additionally, the network30may include elements permitting communication between computer systems on-board aircraft and computer systems on the ground. The network30may be a peer-to-peer network of nodes that collectively adheres to one or more protocols for various operations involving inter-node communication and management of the network30. In such embodiments, membership in the network30may be restricted to pre-approved computer systems and/or computer systems belonging to pre-approved parties. In some embodiments, it is also possible for the network30to be a public network, such as the Internet. In some embodiments, the network30may be a private network within a public network (e.g., the Internet). Each of the nodes connected to the network30may have different functions, permissions, or privileges in performing operations pertaining to usage of the network30. The asset18and other assets may communicatively couple to the network30when it is in the air or on the ground.

The asset18is shown both flying and having landed and moving forward toward a dual chock system101. Second asset20and third asset22are already engaged with a second dual chock system101′ and a third dual chock system101″, respectively. The aft chock100′ of the dual chock system101may indicate to the asset18that it is the intended dual chock system101for the asset18by generating a signal which may be visible to a pilot of the asset18as the asset18approaches the dual chock system101. For example, the aft chock100′ may light up a green LED panel of the light106(FIG.1) and/or display an aircraft tail number associated with the asset18(e.g., as shown in the figure: “18”). As the asset18pulls forward to engage the dual chock system101, one or more of the forward chock100and the aft chock100′ may receive data from the asset18indicating that it is the correct or incorrect asset for coupling with the dual chock system101. For example, a camera on the aft chock100′ (e.g., the exemplary camera118ofFIG.1) may capture visual data of the asset18which may be compared to visual data in a database of assets, may be verified by an external user, etc. In some embodiments, the asset18may broadcast an RFID signal which may be read by an RFID reader of the dual chock system101. Other methods of identifying the asset18are contemplated.

The asset18may be identified by the dual chock system101and a user may place the dual chock system101in place surrounding a wheel of the asset18(e.g., the forward wheel(s)) once the asset18is in a suitable position for parking. The dual chock system101may then be associated with the asset18such that the location of the asset can be determined based on the location of one or more of the chocks of the dual chock system101. For example, a user may scan a unique identifier110of the forward chock100and associate the unique identifier110with a tail number of the asset18. Because the location of the chock100is known (e.g., based on a location identified with the wireless communications device119) the location of the asset18can be deduced. The dual chock system101may thus provide a redundant source of asset location or singular source of asset location in the instance of shutdown of one or more location tracking devices of the asset (e.g., in the case of a complete power down of the asset, during maintenance of on-board tracking systems, for security purposes, etc.)

FIG.5is a simplified functional block diagram of a computing system500that may be configured for carrying out one or more of the steps, programs, and/or executing techniques described herein, according to exemplary embodiments of the present disclosure. Specifically, in one embodiment, any modules or computing resources of the chock100(e.g., the processor121, memory123) or other systems or features including computing resources may be an assembly of software and/or hardware including, for example, a data communication interface560for packet data communication. The platform may also include a central processing unit (“CPU”)520, in the form of one or more processors, for executing program instructions. The platform may include an internal communication bus510, program storage, and data storage for various data files to be processed and/or communicated by the platform such as ROM530and RAM540, although the system500may receive programming and data via network communications. The system500also may include input and output ports550to connect with input and output devices such as keyboards, mice, touchscreens, monitors, displays, etc. Of course, the various system functions may be implemented in a distributed fashion on a number of similar platforms, to distribute the processing load. Alternatively, the systems may be implemented by appropriate programming of one computer hardware platform.

FIG.6depicts a method600of identifying an asset (e.g., aircraft (rotary, fixed wing, hybrid, etc.), UAV, aerospace, other vehicle, etc.) using a smart wheel chock which has been paired with the asset. The method600and equipment used to implement the method600are merely exemplary and not limited to the particular steps listed or equipment described herein or shown inFIG.6. At step602, an asset may arrive at or within a connection radius of a facility using smart wheel chocks. For example, an asset may add a facility using smart wheel chocks to its flight plan as an anticipated landing location and may connect to the network30in order to connect with one or more smart wheel chocks. Connection to the network30may suffice for arrival in this instance because the asset may be able to communicate with one or more smart wheel chocks and the network with which they communicate.

Once the asset has arrived, it may be assigned a smart wheel chock with which to couple to serve as the proxy location of the asset and at step604the asset ID may be coupled to the smart wheel chock. In order to couple the asset to the chock, the network30may receive data associated with a unique identity of the asset. For example, the network30may receive a tail number or other unique identifier of the asset. Based on this unique identity, the network30may identify the asset and may store the identity of the asset. Additionally, the network30may receive data associated with a unique identity of a smart wheel chock to identify an available smart wheel chock for coupling with the asset. The available smart wheel chock can be identified, for example, by personnel at a facility scanning a unique identifier of an available asset and uploading information related to the availability to the network30.

Once the asset and the smart wheel chock are both identified, the asset may be associated with the smart wheel chock and the smart wheel chock may be removed from a list of available smart wheel chocks such that it is not assigned to any other asset(s) (e.g., arriving aircraft, etc.) The personnel can use the smart wheel chock to inhibit movement of the asset by placing the smart wheel chock around a wheel of the asset and the smart wheel chock can serve as a proxy for the location of the asset.

At step606, the network30may receive location data associated with the location of the smart wheel chock, which location data may approximate the location of the asset such that a user can know the location of the asset. In some embodiments, the chock may periodically report the location data. For example, the network30and/or the chock can be programmed such that a location of the chock is reported every hour, every day, etc. Accordingly, the network30and connected nodes (e.g., user devices) can receive routine or on-demand updates of the location of the asset.

In some embodiments, at least a portion of the data associated with the unique identity of the asset is captured by the smart wheel chock. That is, one or more of the features of the smart wheel chock100may be used to identify the asset. For example, the chock100may capture image data of the asset and upload the image data to the network30. Accordingly, at step608the chock features may be used to identify the asset.

At departure or as otherwise necessary (e.g., moving an asset to a different location for maintenance, etc.) the asset may be decoupled from the associated smart wheel chock at step610. Once the smart wheel chock is decoupled from the asset, the system may no longer recognize the smart wheel chock's location as the asset or vice versa. Accordingly, users of the system (e.g., a user601who may be, for example, an operator, owner, chartered flight client or other passenger, maintenance personnel, etc.) would no longer expect to find the asset at the location of the smart wheel chock when arriving or otherwise being present at the airfield603and the asset may, for example, leave the storage location.

At step612, the network30may receive a request for a second asset to associate with the smart wheel chock. For example, the network30may receive data associated with a unique identity of the second asset and may identify the second asset based on the received data. The network30may then associate the identified second asset with the identified smart wheel chock, such that a location of the smart wheel chock can represent a location of the second asset. Received location data associated with the location of the smart wheel chock may then identify the second asset location.

Referring now toFIG.7, a method700of assigning an asset a location based on received location data from a smart wheel chock is shown. The method700and equipment used to implement the method700are merely exemplary and not limited to the particular steps listed or equipment described herein or shown inFIG.7.

At step702, a plurality of smart wheel chocks may be queried to determine whether one or more of the plurality of smart wheel chocks is associated with any asset. This may prevent smart wheel chocks which may be assigned to an asset from being assigned to a second asset, such that a location of either or both assigned assets would be incurred.

At step704, the network may receive data from one or more of the queried smart wheel chocks indicating that the one or more smart wheel chocks is not associated with any asset. For example, there may be multiple unassigned chocks, each capable of approximating the location of an asset. Having multiple chocks enables the storage of a larger number of assets.

At step706, one of the one or more smart wheel chocks that is not associated with an asset may be selected for association with the unassigned asset. For example, a smart wheel chock that is not assigned to any asset currently at a storage facility may be assigned to a newly-arriving asset. Hence, when planes fly in and out of an airfield, for example, the available chocks at the airfield may be determined and then one or more of the available chocks may be assigned to the incoming asset. In some embodiments, the selection may be random. In other embodiments, the selection could be based on, for example, one or more features of an available chock. For example, the selection may be based on a battery level of all available assets such that a chock with a low battery is not selected. In other embodiments, the selection of a chock could be based on a size of the chock. For example, a relatively small chock may not be suitable for an asset with a relatively large wheel. Other selection criteria are possible. For example, a particularly high value asset may be assigned a smart chock with a camera such that visual checks of the asset could be continuously available.

Once a smart chock is selected for assignment to the asset, the smart chock may be associated with the asset such that the unassigned asset is a newly assigned asset at step708. The assignment may update a database on the network30, for example, associating the assigned smart chock with the assigned asset. This database may be accessible to users and systems connected to the network such that users and systems are aware of the association and that the selected smart chock is not available for use with another asset.

At step710, the network30may receive location data from the selected smart wheel chock that identifies a location of the selected smart chock and the system may assign the asset a location based on the received location data from the assigned smart chock. This may enable informing users and other aspects of the system of the location of the asset. and at step712, a location may be assigned to the vehicle asset based on the received location data from the assigned smart chock.

FIG.8shows a user802with a device804that is communicatively coupled to the network30. The user may be, for example, a passenger scheduled to fly on an asset at the airfield806. The airfield806has three assets parked outside a terminal801. A first asset808, a second asset810, and a third asset812. A luggage cart814is carrying luggage that is intended for the third asset812. The user802intends to board the third asset812. Each of the assets is parked at a smart wheel chock (each depicted schematically): a first wheel chock820, a second wheel chock822, and a third wheel chock824, respectively. The user802may approach the third asset812along a route815.

FIG.9describes a method900for locating and providing a map to an asset. The method could be used by, for example, passengers, maintenance staff, luggage carts, or other users attempting to locate an asset. The method900and equipment used to implement the method900are merely exemplary and not limited to the particular steps listed or equipment described herein or shown inFIG.9.

At step902, the network30may receive a request for a location of an asset from a user. For example, the user802may request a location of the third asset812. The user could be, for example, a passenger of the asset, a maintenance worker intending to perform maintenance on the asset, a luggage cart driver, etc. The user's device, for example, be connected to an external database and may associate a ticket number stored in the user's device with a unique identifier (e.g., a tail number) of an aircraft.

At step904, the system may determine whether the requested asset (e.g., based on the tail number) is associated with a smart wheel chock. The system may, for example, query a database for the asset unique identifier and determine whether the unique identifier has been associated with an asset using, for example, the systems and processes described herein.

At step908, the system may not provide a smart chock location to the user802based on a determination that the smart chock is not associated with an asset. For example, if the asset that the user802is trying to find and generates a request to find is not associated with a smart chock, the location of no smart chock may be provided to the user802and the user may location the asset in a different manner.

However, at step906, the system may request a location of the smart wheel chock based on a determination that the smart wheel chock is associated with the requested asset. The system may request the location of the smart wheel chock via the network30. Because the smart wheel chock is connected with the network30, the smart wheel chock can provide its real time location. In some embodiments, the smart wheel chock's last reported location could be used in lieu of a real-time location. For example, in the case that a battery or power supply on the smart wheel chock has died, the system could provide the last known location of the smart wheel chock.

At step910, the system may receive a location of the smart wheel chock. For example, the system may receive a real time location of the smart wheel chock based on a GNSS signal received from a GNSS system on the smart wheel chock. In other embodiments, the system may triangulate the smart wheel chock, for example, using an RF signal (e.g., from a WiFi router) and beacon aboard the smart wheel chock.

At step912, the system may provide the location of the smart wheel chock to the user such that the user can identify a position of the asset associated with the smart wheel chock based on the position of the smart wheel chock. In some embodiments, the user may not be aware that the smart wheel chock's location is a proxy for the asset such that the user is only aware of a location of the asset. For example, the user may assume that he or she will only approach an asset based on the information provided. The location of the smart wheel chock could be provided along with, for example, a route to approach the location. In some embodiments, the route could be based on a location of other smart wheel chocks, such that a user does not approach assets stored at the other smart wheel chocks too closely and possibly violate airfield regulations. For example, it may be required that passengers maintain a distance of at least 10 meters from any asset except their own. Based on a location of other smart wheel chocks, a route, such as the route815, which may avoid the first asset808and the second asset810by a minimum of 10 meters (not to scale).

At step914, the system may provide an ETA and/or a path to the asset based on a location of the smart chock and an estimated speed of the user802along the route815to the smart chock. The ETA may be sent, for example, to the device of the user802so that the user knows when he or she will arrive at the asset.

At step916, the system may cause an indication to activate on the smart wheel chock. For example, the system may cause a light on the smart wheel chock to activate (e.g., a multi-colored LED) to inform the user of the correct location of the asset to which the user intends to board. The user's location (i.e., with respect to the smart wheel chock) may be determinable based on a location of the user's device. The system may determine a location of the user's device and when the user is within a certain radius of the smart wheel chock may activate the indication. Thus, the user may approach the asset assigned with the smart wheel chock and the user may know that he or she is at the correct asset without having to review his or her device. Alternatively or in addition, the system may cause the smart chock to activate the indication within a certain time frame of the user's ETA (for example, if the user has an ETA of 10:15 AM, the smart chock may activate an indication at 10:10 AM).

As used herein, the terms “comprises,” “comprising,” “having,” including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus.

In this disclosure, relative terms, such as, for example, “about,” “substantially,” “generally,” and “approximately” are used to indicate a possible variation of ±10% in a stated value.

The term “exemplary” is used in the sense of “example” rather than “ideal.” As used herein, the singular forms “a,” “an,” and “the” include plural reference unless the context dictates otherwise.