Patent Publication Number: US-2022214694-A1

Title: Vehicle guidance systems and associated methods of use at logistics yards and other locations

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) INCORPORATED HEREIN BY REFERENCE 
     The present application claims priority to and the benefit of U.S. Non-Provisional patent application Ser. No. 16/109,603, filed Aug. 22, 2018, and titled VEHICLE GUIDANCE SYSTEMS AND ASSOCIATED METHODS OF USE AT LOGISTICS YARDS AND OTHER LOCATIONS, which claims priority to and the benefit of U.S. Provisional Patent Application No. 62/552,284, filed Aug. 30, 2017, and titled LOGISTICS YARD GUIDANCE SYSTEMS AND ASSOCIATED METHODS OF MANUFACTURE AND USE, which are incorporated herein by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     The present disclosure is generally related to movement of transport vehicles at distribution centers and, more particularly, to systems and methods for controlling over-the-road tractors, terminal tractors, and other vehicles in logistics yards and the like. 
     BACKGROUND OF THE INVENTION 
     Commercial enterprises typically utilize distribution, processing, and manufacturing centers for a variety of purposes. Distribution centers, for example, are often used to receive, process, and/or re-ship packages, parcels, and other goods and materials. Manufacturing centers typically require the delivery of consumable materials and the shipment of finished products. As such, distribution centers are often located in close proximity to manufacturing facilities. 
     Regardless of the particular use, distribution centers typically include at least one loading dock station on a warehouse or other industrial building configured to receive a trailer for deliveries and shipments. Another common feature of distribution centers is that each docking station typically requires movement of incoming and outgoing trailers and other transport vehicles into the docking station. This movement is typically accomplished by either the over-the-road (OTR) tractor that brought the trailer into the distribution center, or by a dedicated facility or terminal tractor. 
     Even moderate-size distribution centers typically include numerous loading dock stations that see a great deal of inbound and outbound traffic and require coordinated use. Such distribution centers often utilize traffic management systems to increase productivity and reduce the potential for accidents. Additionally, the parking spaces for trailers and the spacing of docking stations on the building are typically configured to provide the maximum number of spaces and docking stations, resulting in parking spaces and docking stations with the minimum width and length necessary to position a trailer. These factors can make it challenging for transport drivers to negotiate vehicles in distribution centers. 
     Many distribution centers have operational protocols that mandate that safe vehicle speeds be maintained; that set, repetitious vehicle paths be followed; and that overall workflow procedures be followed for the movement of trailers in the yard of the distribution center. However, there is an ever-increasing pressure to maximize the efficiency of distribution, processing, and manufacturing centers. As a result, some tractor operators may inadvertently fail to follow operational protocols or be inclined to “shortcut” operational protocols in an effort to expedite the receipt and shipment of goods and materials. For example, during peak operation of a distribution center, the departure of one trailer may be immediately followed by the arrival of another trailer. As such, a driver may be inclined to exceed speed limits and/or attempt to shortcut the proper path to an assigned destination in the yard in an effort to save time. Deviation from operational protocols, however, can increase the potential for an accident or other time-consuming incident. 
     Conventional yards at distribution centers (which can also be referred to as “logistics yards”) use manned transport vehicles. Although autonomous vehicle technologies are under development, the majority of these are for transport vehicles operating on public motorways. For example, U.S. Pat. No. 9,623,859, titled TRAILER CURVATURE CONTROL AND MODE MANAGEMENT WITH POWERTRAIN AND BRAKE SUPPORT, is incorporated herein by reference in its entirety. This patent is directed to vehicle backing with a trailer, but focuses on the relative movement between the backing vehicle and the trailer. It does not address the spatial relationship between the vehicle/trailer combination and the surrounding environment or ground map, nor does it address the problem of avoiding obstacles. Other patents and patent applications incorporated herein by reference in their entireties include the following: U.S. patent application Ser. No. 15/305,296, titled SYSTEMS AND METHODS FOR AUTOMATICALLY CONTROLLING LOADING DOCK EQUIPMENT; U.S. patent application Ser. No. 15/145,605, titled CONTROL SYSTEMS FOR OPERATION OF LOADING DOCK EQUIPMENT, AND ASSOCIATED METHODS OF MANUFACTURE AND USE; U.S. Pat. No. 9,656,691, titled METHOD FOR PERFORMING AN AT LEAST SEMI-AUTONOMOUS PARKING PROCESS; U.S. Pat. No. 9,623,859, titled TRAILER CURVATURE CONTROL AND MODE MANAGEMENT WITH POWERTRAIN AND BRAKE SUPPORT; U.S. Pat. No. 8,364,334, titled SYSTEM AND METHOD FOR NAVIGATING AN AUTO VEHICLE USING LASER DETECTION AND RANGING; U.S. Pat. No. 9,283,935, titled RAIL GUIDED VEHICLE SYSTEM; U.S. Pat. No. 8,978,562, titled RAIL GUIDED VEHICLE SYSTEM; U.S. patent application Ser. No. 15/408,242 (U.S. Pub. No. 2017/0205824), titled METHOD AND DEVICE FOR MONITORING AN AUTONOMOUS DRIVING OPERATION OF A MOTOR VEHICLE WITHIN A PARKING FACILITY; U.S. patent application Ser. No. 15/450,210 (U.S. Pub. No. 2017/0174209), titled TRAILER CURVATURE CONTROL AND MODE MANAGEMENT WITH POWERTRAIN AND BRAKE SUPPORT; U.S. patent application Ser. No. 15/115,830 (U.S. Pub. No. 2017/0168501), titled METHOD FOR SETTING TRAVEL PATH OF AUTONOMOUS VEHICLE; U.S. patent application Ser. No. 14/851,767 (U.S. Pub. No. 2017/0073005), titled GUIDANCE SYSTEM FOR A VEHICLE REVERSING A TRAILER; U.S. patent application Ser. No. 14/736,391 (U.S. Pub. No. 2016/0362135), titled TRAILER LENGTH ESTIMATION METHOD USING TRAILER YAW RATE SIGNAL; U.S. patent application Ser. No. 14/442,509 (U.S. Pub. No. 2016/0288833), titled METHOD FOR PERFORMING AN AT LEAST SEMI-AUTONOMOUS PARKING PROCESS IN A GARAGE; U.S. patent application Ser. No. 14/575,008 (U.S. Pub. No. 2016/0178382), titled MARKER AIDED AUTONOMOUS VEHICLE LOCALIZATION, and U.S. patent application Ser. No. 14/447,006 (U.S. Pub. No. 2016/0031482), titled TRAILER BACKUP ASSIST SYSTEM WITH ACTIVE TRAILER BRAKING FOR CURVATURE CONTROL. Each of the patents and applications listed above, and any other patents, applications, publications, and/or other references identified in the present application, are incorporated herein by reference in their entirety. 
     In a typical distribution center, an incoming cargo trailer may be moved between various locations in the yard between the time it arrives and the time it leaves. By way of example, these locations can include:
         OTR transport vehicle with cargo trailer checks in at guard gate   OTR transport vehicle drops off cargo trailer at parking location   Terminal tractor relocates cargo trailer to loading dock station for loading/unloading   Terminal tractor relocates cargo trailer to parking location after loading/unloading   OTR transport vehicle picks up cargo trailer at parking space for departure   OTR transport vehicle with cargo trailer checks out at guard gate       

     In this example, the cargo trailer is touched four times while in the confines of the logistics yard with three parking actions that include movement into and out of a parking location. As noted above, vehicle parking spaces in distribution centers are typically very compact, and it can require a great deal of driver skill to maneuver large transport vehicles efficiently within the space provided, particularly when backing into either a parking space or a loading dock station. It would therefore be advantageous to have systems and methods for controlling the operation of distribution center tractors in a manner that promotes adherence to operational protocols and reduces the potential for accidents and other undesirable incidents. It would also be advantageous for such systems and methods to increase the operational efficiency of the distribution center. 
     SUMMARY 
     The following summary is intended to introduce aspects of some embodiments of the present technology, but not to limit the scope of the embodiments or claims in any way. One skilled in the relevant art can obtain a full appreciation of aspects of the present technology from the Detailed Description which follows, read together with the Figures and subsequent claims. 
     Aspects of embodiments of the present technology are directed to a guidance system (e.g., a logistics yard guidance system) that can be used to guide autonomous (unmanned) and/or manned vehicles to their assigned places in a distribution center vehicle yard, and/or to provide guidance to vehicles (e.g., OTR vehicles, terminal vehicles, and/or other vehicles) backing into a dock position or parking location by following a path configured to avoid obstacles in the yard. Such obstacles can include, for example, other vehicles, building structures, and typical yard features such as light poles, bollards, etc. In some embodiments, such systems can facilitate maneuvering around and between other trailers in the tight quarters of a typical yard where vehicle damage might otherwise occur, particularly among OTR drivers operating in the yard. 
     Other aspects of embodiments of the present technology are directed to a guidance system that includes at least one control system for communicating workflow procedure instructions to tractors in a distribution center yard and for monitoring performance of the instructions, and at least one facility-mounted sensor for detecting trailer movement in the yard. The control system can include wireless means for communication with the tractors in the yard. In some embodiments, the control system may be located in the facility, on a tractor, and/or remotely from the facility and the tractor. 
     Additional aspects of embodiments of the present technology are directed to systems for providing positive guidance during a vehicle (e.g., a tractor) backing process, and systems and methods for determining a trailer location with respect to, for example, a tractor, the logistics yard, a loading dock station, etc. 
     Further aspects of embodiments of the present technology are directed to a yard guidance system that includes at least one tractor sensor system and at least one trailer sensor target. The tractor sensor system is configured to operably communicate with the trailer sensor target to determine the two dimensional (2D) positional relationship and attitude of the trailer with respect to the tractor, and the 2D positional relationship and attitude of the tractor and/or the trailer with respect to the yard. 
     Other aspects of embodiments of the present technology are directed to a logistics yard guidance system that includes at least one guidance means for guiding tractors and at least one tractor capable of interacting with the guidance means. The tractor can also include means for communicating with at least one control system operating to a workflow procedure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a partially schematic plan view of a distribution center configured in accordance with embodiments of the present technology. 
         FIG. 2A  is a partially schematic plan view of an autonomous tractor configured in accordance with embodiments of the present technology,  FIG. 2B  is a partially schematic isometric view of the tractor of  FIG. 2A , and  FIG. 2C  is a partially schematic plan view of a trailer configured in accordance with embodiments of the present technology. 
         FIG. 3  is a partially schematic elevation view of a loading dock station configured in accordance with embodiments of the present technology. 
         FIG. 4A  is a schematic diagram of a guidance system configured in accordance with embodiments of the present technology, and  FIG. 4B  is a schematic diagram of a guidance system configured in accordance with other embodiments of the present technology. 
         FIG. 5A  is a block diagram of a central processing center and associated systems configured in accordance with embodiments of the present technology, and  FIG. 5B  is a block diagram of a central processing center and associated systems configured in accordance with other embodiments of the present technology. 
         FIG. 6  is a block diagram of an autonomous tractor controller and associated systems configured in accordance with embodiments of the present technology. 
         FIGS. 7A-7D  are a series of flow diagrams illustrating representative routines that can be executed by a central processing center and/or a tractor controller in accordance with embodiments of the present technology. 
         FIG. 8  is a partially schematic plan view of an autonomous tractor and a plurality of trailers at corresponding parking locations configured in accordance with embodiments of the present technology. 
         FIG. 9  is a partially schematic plan view of the tractor of  FIG. 8  positioned to engage a trailer in accordance with embodiments of the present technology. 
         FIG. 10  is a flow diagram of a representative routine for engaging the tractor and trailer of  FIG. 9  in accordance with embodiments of the present technology. 
         FIG. 11  is a schematic plan view illustrating a path of a tractor/trailer combination backing into a loading dock station in accordance with embodiments of the present technology. 
         FIGS. 12A-12C  are a series of flow diagrams illustrating representative routines that can be executed by the tractor controller and/or other processing device to control the tractor of  FIG. 11  as it backs along the path, in accordance with embodiments of the present technology. 
         FIG. 13A  is a partially schematic plan view of a rear portion of a trailer backing into a loading dock station in accordance with embodiments of the present technology, and  FIGS. 13B and 13C  are similar plan views illustrating sensor geometry data that can be used to determine the alignment of the trailer as it approaches the dock station in accordance with embodiments of the present technology. 
         FIG. 14  is a schematic diagram that illustrates vehicle and trailer variables that can be used to determine a kinematic relationship between a vehicle and a trailer for use in a representative trailer backup routine in accordance with embodiments of the present technology. 
         FIG. 15  is a partially schematic perspective view of a tractor/trailer combination backing into a loading dock station in accordance with other embodiments of the present technology. 
         FIGS. 16A-16D  are partially schematic end views of various guidance rails configured in accordance with embodiments of the present technology. 
         FIGS. 17A and 17B  are partially schematic end views of various guidance rails configured in accordance with other embodiments of the present technology. 
         FIGS. 18A and 18B  are a series of partially schematic views illustrating aspects of embedded guidance rails configured in accordance with further embodiments of the present technology. 
         FIGS. 19A-19D  are a series of partially schematic front views of loading dock station guide lights configured in accordance with embodiments of the present technology. 
         FIGS. 20A-20D  are a series of partially schematic screen shots illustrating graphical information that can be displayed for a vehicle driver to facilitate trailer parking in accordance with embodiments of the present technology. 
     
    
    
     DETAILED DESCRIPTION 
     The following disclosure describes various embodiments of systems and methods for controlling autonomous (unmanned) and/or manned vehicles in a yard of a distribution center or other facility. Such vehicles can include, for example, over-the-road (OTR) tractors, terminal tractors, and other vehicles. In some embodiments, the systems and methods disclosed herein are configured to generate guidance signals for controlling movement of various types of tractors (e.g., autonomous tractors) at a distribution center, including movement of associated trailers into and out of loading dock stations. For ease of reference, the term “distribution center” as used herein will be understood to include distribution centers, processing centers, manufacturing centers, and/or other facilities and locations in which transport vehicles deliver and pick up goods, materials, and other cargo. Additionally, the terms “logistics yard,” “yard,” “distribution center yard” and the like will be understood to include the yards of such facilities on which transport vehicles move and conduct operations. 
     In some embodiments, the present technology includes a control system configured to interact with one or more sensors mounted to at least one tractor operating in a logistics yard, and/or interact with one or more sensors mounted to a facility building (e.g., a loading dock). The control system can be further configured to generate and send a set of guidance commands to the tractor based at least in part on input from the sensor(s) mounted on the tractor and/or the building. The hardware and software that provides this functionality may also be used to advantageously establish and require adherence to vehicle operational protocols intended to improve safety and efficiency of the facility operations. 
     Certain details are set forth in the following description and in  FIGS. 1-20D  to provide a thorough understanding of various embodiments of the present technology. In other instances, well-known structures, systems, operations, materials, etc. often associated with distribution centers, logistics yards, transport vehicles (including OTR tractors and trailers as well as dedicated terminal tractors), loading docks, loading dock equipment, computer systems, wireless communication systems, navigational systems, etc. have not been set forth 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, and/or with other structures, methods, components, and so forth. 
     The terminology used below is to be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain examples of embodiments of the technology. Indeed, certain terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section. 
     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 add 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 general, identical reference numbers in the Figures 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 generally refers to the Figure in which that element is first introduced. For example, element  110  is first introduced and discussed with reference to  FIG. 1 . 
     Distribution Center 
       FIG. 1  is a plan view of a distribution center  100  configured in accordance with embodiments of the present technology. By way of example, the center  100  may be a distribution center, a processing center, a manufacturing center, or any other facility that includes loading dock stations with an adjacent area for the transfer of goods, materials, etc. The center  100  may be referred to herein as the “distribution center  100 ” for ease of reference. In some embodiments, the distribution center  100  can include a boundary or enclosure  101  (e.g., a wall or fence) that surrounds the distribution center  100  and a corresponding logistics yard  102  to provide security. The enclosure  101  can include a vehicle entrance/exit gate  103  with a guard booth  104 . 
     A plurality of tractor/trailer combinations  110  may be present in the logistics yard  102  at any given time. Each tractor/trailer combination  110  includes a tractor  112  that is operably coupled to and separable from a cargo trailer  111  (e.g., an OTR trailer). These vehicles are commonly referred to as “semi-trucks” and “semi-trailers,” respectively, and are described in further detail below with reference to  FIGS. 2A-2C . It should be understood, however, that the term “tractor/trailer combination” and the like, as used herein, can generally refer to other types of carrier vehicles, such as integral units, which are generally known as straight trucks. Accordingly, the present technology is not limited to use with only tractor/trailer combinations, and may be used in virtually any distribution-type center with virtually any type of vehicle including tractor/trailer combinations, straight trucks, vans, and the like. In addition to the tractor/trailer combinations  110 , the yard  102  can also contain a plurality of individual tractors  112  and individual trailers  111  at any given time. The trailers  111 , for example, may be parked in corresponding parking locations  115  prior to loading or unloading. 
     The center  100  includes a building  130  (e.g., a warehouse, manufacturing facility, or other facility for shipping/receiving goods, materials, etc.). In the illustrated embodiment, the building  130  includes a plurality of loading dock stations  131  (which may also be referred to herein as “docking stations,” “dock stations,” “loading docks,” and the like). Each dock station  131  is configured to facilitate loading and unloading of goods and materials from, for example, an OTR trailer. As described in further detail below, the building  130  can include a central processing center  132  to coordinate operations in the logistics yard  102  and at the dock stations  131 . The central processing center  132  can also interact with and/or control a facility enterprise resource planning (ERP) system, an associated material handling system, and/or other operational systems associated with the distribution center  100 . In the illustrated embodiment, the central processing center  132  is depicted as being located or integrated within the building  130 . In other embodiments, however, the central processing center  132  is not limited by location and may be located remotely from the building  130  and/or in virtually any other location. 
     As described in greater detail below, in some embodiments the central processing center  132  includes automated processing systems configured to communicate instructions to, for example, the tractor/trailer combination  110 , receive feedback from the tractor/trailer combination  110 , and automatically respond to the feedback. Furthermore, the central processing center  132 , whether through automated processing systems or operator direction, may be utilized to generate/compile reports, alerts, and notices regarding operations in the logistics yard  102 , the loading docks  131 , the ERP system, and any associated material handling systems or software packages. 
     In some embodiments, the center  100  can include a local positioning system to locate the positions of vehicles in the yard relative to, for example, a ground map of the center  100 . For example, in some embodiments the center  100  can include a plurality of beacons  106  (identified individually as a first beacon  106   a , a second beacon  106   b  and a third beacon  106   c ) positioned in known locations around the logistics yard  102  (e.g., in different corners of the yard  102 ). In some embodiments, the beacons can include Wi-Fi transmitters to enable Wi-Fi positioning of the tractor  112  and/or the trailer  111  in the logistics yard  102 . For example, the beacons  106  can include wireless access points each having a unique identifier (e.g., a media access control address or “MAC”). As described in greater detail below, the tractor  112  can include a wireless receiver and can determine its location using conventional triangulation techniques based on, for example, the radio signal strength (RSS) of the wireless signals received from the respective beacons  106 . In these embodiments, at least three beacons  106  may be required. However, additional beacons can be used to enhance the accuracy of the positioning. In other embodiments, the beacons  106  can include Bluetooth systems that wirelessly transmit Bluetooth signals containing unique identification information to the tractor receiver, which can then determine the tractor&#39;s position in the yard  102  using conventional triangulation techniques. It should be understood that in many embodiments of the present technology, the local positioning systems described above can be used in conjunction with a conventional GPS system for guidance of the tractor  112 . 
     As those of ordinary skill in the art will understand, Bluetooth and Wi-Fi are just two of the types of technology that the center  100  can utilize to locate and control the position of the tractor  112  in the yard  102 . In other embodiments, other types of suitable positioning systems known in the art can be used in place of or in combination with Wi-Fi, Bluetooth, and/or other systems. Such systems can include, for example, radio frequency identification (RFID) positioning systems, light-based positioning systems (e.g., infrared ray, infrared LED, visible LED, etc.), sonic positioning systems (e.g., ultrasonic wave, etc.), wireless local area network systems (WLAN), dead reckoning systems, Zigbee systems, LoRaWAN positioning systems using low-power radio signals for wireless data transmission over long distances, vision analysis systems, etc. Although RSS is one method that can be used to measure distances between the receiver on the tractor  112  and the individual beacons  106   a - c  for determining 2D position, in other embodiments, TOA (time of arrival), TDOA (time difference of arrival), and AoA (angle of arrival) are other known methods for measuring the distances and/or angles between these devices for 2D positioning. 
     Although in some embodiments the beacons  106   a - c  can transmit wireless signals with unique identifiers to the tractor  112 , in other embodiments, the tractor  112  can transmit a unique identifier to multiple receivers located in, for example, the positions of the beacons  106   a - c , and the beacon system (or other processing device) can use RSS or other distance measuring techniques and triangulation to determine the position of the tractor  112 . This position information can then be transmitted to the central processing center  132  and/or the tractor  112  to generate guidance commands for autonomous movement of the tractor  112  in the yard  102 . 
     By way of example only, in some embodiments the tractor  112  can move the trailer  111  from a first location in the yard  102  to a second location as follows. First, the tractor  112  can determine its current position on a digital map (also referred to as an electronic map) of the yard  102  using, for example, wireless triangulation as described above. Next, the tractor  112  can wirelessly transmit this information to the central processing center  132 . Once the central processing center  132  receives the tractor&#39;s initial position, the central processing center  132  can transmit the coordinates of a destination, and the coordinates of a path to the destination, to the tractor  112 . As described in greater detail below, the tractor  112  can include autonomous guidance and control systems that enable it to proceed to the destination via the path provided by the central processing center  132 . Additionally, as described in further detail below, the tractor  112  can include collision avoidance hardware and software (e.g., light imaging detection and ranging (LiDAR)) systems for collision avoidance while en route to the new location. 
     Tractor/Trailer 
       FIGS. 2A and 2B  are a partially schematic top view and a rear isometric view, respectively, of the tractor  112  of the tractor/trailer combination  110  ( FIG. 1 ) configured in accordance with embodiments of the present technology. Referring to  FIGS. 2A and 2B  together, in some embodiments the tractor  112  includes a cab  201 , a set of steering tires  202 , at least one set of drive tires  203 , a fifth wheel  211 , and, if the tractor  112  is a terminal tractor, a boom  216  for raising and lowering the fifth wheel  211 . Additionally, in some embodiments the fifth wheel  211  can include an angular position sensor  217  (e.g., a potentiometer or Hall effect device) that is configured to determine the angular orientation of a trailer kingpin received by the fifth wheel  211  in relation to a tractor centerline  214 . In addition to these features, the tractor  112  also includes the capability for autonomous control. For example, the tractor  112  includes a controller  220 , a navigation system  231 , a collision avoidance system  232 , a communication system  223 , tractor drive systems (e.g., a steering control  240 , a gearbox control  242 , a throttle control  244 , a brake control  246 , etc.), and tractor sensor systems (e.g., a wheel rotation sensor  250 , a steering wheel angle sensor  252 , an engine torque sensor  254 , etc.). The navigation system  231  can include, for example, a global positioning system (GPS) having a GPS receiver, a laser ranging system, a radio directional system, a dead reckoning system, and/or other suitable types of 2D location systems known in the art that provide positional information related to the tractor  112  (e.g., the 2D X-Y positional coordinates of the tractor  112  in relation to an established ground map of the yard  102  or other frame of reference, etc.). In some embodiments, the navigation system  231  can determine the 2D position as well as the angular orientation (0-360 degrees) of the tractor  112  (and/or the trailer  111 ) relative to a ground map or other frame of reference. In some embodiments, the navigation system  231  can operate in concert with facility sensors and/or other active facility systems, such as the beacons  106   a - c  described above with reference to  FIG. 1 , and in other embodiments the navigation system  231  can operate independent of the facility systems. As described in more detail below, in some embodiments the tractor controller  220  can include one or more processors that generate tractor steering, throttle, and braking commands to achieve a commanded path of travel using information received from the central processing center  132 , the navigation system  231 , the tractor drive systems, the tractor sensor systems, and/or a workflow procedure. 
     In some embodiments, the tractor communication system  223  can include a wireless transceiver (e.g., a Wi-Fi transceiver, a Bluetooth transceiver, a Near-Field Communication (NFC) device, a wireless modem or cellular radio utilizing GSM, CDMA, 3G, and/or 4G technologies, and/or other suitable wireless technologies known in the art, each of which may include an associated antenna or antennas) suitable for wireless communication with, for example, the central processing center  132 , hand-held devices (e.g., smartphones, tablets, etc.), and/or other processing/communication devices. In some embodiments, the collision avoidance system  232  can include a LiDAR system utilizing one or more lasers for three-dimensional (3D) scanning of, for example, the environment in front and/or around the tractor  112  for obstacles. Additionally or alternatively, in other embodiments the collision avoidance system  232  can include time-of-flight camera technology, a radar system for all-weather scanning and detection of objects, camera systems for image recognition and classification, ultrasonic sensors for object detection, etc. Such systems are well known in the art, and as those of ordinary skill in the art will understand, the laser(s), radar antenna(s), and camera(s) associated with the collision avoidance system  232  can be mounted in various suitable locations on the tractor  112  (e.g., the front, rear, and/or sides) to provide a suitable field of view for object detection and avoidance. 
     With regard to the steering, gearbox, throttle, and brake controls  240 ,  242 ,  244 , and  246 , respectively, such systems for autonomous vehicles are well known in the art, and each of these individual systems can include one or more actuators (e.g., electromechanical actuators, hydraulic actuators, pneumatic actuators, etc.) configured to at least partially operate the corresponding vehicle system (e.g., steering wheel, transmission, throttle, and brakes) in response to control signals provided by the tractor controller  220 . Similarly, with regard to the wheel rotation sensor  250 , the steering wheel angle sensor  252 , and the engine torque sensor  254 , such sensors are also well known in the art and suitable wheel rotation sensors, for example, can include magnetic sensors (e.g., Hall effect sensors), micro-switches, etc. Steering wheel angle sensors can include, for example, analog sensors, digital sensors that use LED light and optic sensors, etc. Engine torque sensors can include, for example, strain gauges, rotary transformers, surface acoustic wave (SAW) devices, wireless telemetry, etc. 
     In some embodiments, the tractor  112  can also include a sensor system  205  mounted to a lower portion of the tractor  112  proximate the rear drive tires  203 . As described in greater detail below with reference to  FIG. 8 , the sensor system  205  can be configured to detect positional locating devices embedded or otherwise positioned on or in the yard surface. In some embodiments, the tractor  112  can further include a display system  222  in the cab  201 . The display system  222  can include any suitable display screen known in the art for displaying graphical, textual, and/or other forms of images and information including, for example, a liquid crystal display (LCD), a light-emitting diode display (LED), a cathode ray tube display (CRT), an organic light-emitting diode display (OLED), etc. Such display screens may be used to provide guidance instructions to drivers in those embodiments in which the cab  201  is manned. In addition to the equipment described above, the tractor  112  can also include other equipment and systems that are typically found on conventional tractors and are well known in the art. Such systems can include, for example, conventional safety systems (e.g., flashing lights, horns, beepers, etc.). 
       FIG. 2C  is a partially schematic top view of the trailer  111  configured in accordance with embodiments of the present technology. In some embodiments, the trailer  111  includes a kingpin  204  for engagement by the tractor fifth wheel  211 , a van body (e.g., a container) or flatbed area  206  for carrying cargo, rear tandem tires  207 , and a trailing edge  208  (which can also be referred to as a rear wall portion). Although in some embodiments the tractor  112  can include the fifth wheel  211  for engaging the kingpin  204  of the trailer  111 , embodiments of the present technology are not limited to these particular types of engagement devices for structurally coupling the tractor  112  to the trailer  111 . Accordingly, in other embodiments, autonomous tractors and other movement vehicles configured in accordance with the present technology can include other types of engagement devices (e.g., other types of hitches, couplings, etc.), for engaging cargo trailers and other transport vehicles, and similarly, cargo trailers and other transport vehicles configured in accordance with the present technology can include other types of corresponding devices for engagement by tractors and other movement vehicles. 
     Referring to  FIGS. 2A-2C  together, the tractor  112  can include at least one positional sensor  210  configured to interact with (e.g., detect the location of) at least one trailer sensor target  209 . For example, in the illustrated embodiment the tractor  112  includes two positional sensors  210  (identified individually as a first tractor sensor  210   a  and a second tractor sensor  210   b ) operably connected to the tractor controller  220  via, e.g., a wired or wireless connection, and the trailer  111  includes two sensor targets  209  (identified individually as a first trailer sensor target  209   a  and a second trailer sensor target  209   b ). In the illustrated embodiment, the tractor sensors  210   a, b  are mounted toward an aft end of the cab  201  and are spaced apart by a known distance  215  about the tractor centerline  214 . The tractor sensors  210   a, b  are mounted above the cab  201  so that they have a horizontal, or an at least approximately horizontal, line of sight to the trailer sensor targets  209   a, b . In the illustrated embodiment, the sensor targets  209   a, b  are mounted at or near the trailing edge  208  of the trailer  111  at or near the same elevation as the tractor sensors  210   a, b , and are equally spaced apart by a known distance  212  about a trailer centerline  213 . In other embodiments, one or more of the tractor sensors  210   a, b  can be located in other positions on the tractor  112 , and one or more of the trailer targets  209   a, b  can be located in other positions on the trailer  111 . For example, in other embodiments the sensor targets  209   a, b  can be located along the trailer centerline  213 . In some embodiments, the first tractor sensor  210   a  is identifiably separate from the second tractor sensor  210   b  (for example, each sensor  210   a, b  can be associated with a unique electronic/digital code, number and/or signal that can be transmitted to the tractor controller  220 , the central processing center  132 , and/or other devices to identify the individual sensors). Similarly, in operation the first sensor target  209   a  can be identifiably separate from second sensor target  209   b . For example, in some embodiments each of the trailer sensor targets  209   a, b  may be associated with a unique digital code, and/or they may have detectably different shapes, identification signals, orientations, materials, and/or components that enable them to be distinguished by the tractor sensors  210   a, b . Additionally, in some embodiments, information identifying the individual trailer sensor targets  209   a, b , the associated trailers  111  to which they are mounted, and the contents of those trailers  111  can be stored in a database or other memory accessible to the central processing center  132 . As described in greater detail below, this information can be used by the central processing center  132  to identify a particular trailer  111  based on the identification of the trailer sensor targets  209   a, b  mounted to the trailer. 
     In some embodiments, the trailer sensor targets  209   a, b  are configured to be readily detected and identified by the tractor sensors  210   a, b . For example, in some embodiments the sensors  210   a, b  can include radar sensors/antennas, and the targets  209   a, b  can be made from suitable materials (e.g., radar-reflective materials, such as metals) having favorable shapes (e.g., favorable radar cross-sections (RCS)) configured to reflect radar waves and be easily detectable by the sensors  210   a, b . In some embodiments, each of the sensors  210   a  and  210   b  can be configured to detect the position (e.g., the angle and/or distance from the sensor to the target) of both of the sensor targets  209   a  and  209   b . In other embodiments, the first sensor  210   a  can be configured to detect the position of only the first target  209   a  (or the second target  209   b ), and the second sensor  210   b  can be configured to detect the position of only the second target  209   b  (or the first target  209   a ). 
     For example, in some embodiments the tractor  112  can include a millimeter wave (mmWave) radar-transmitting antenna  218  positioned on the tractor centerline  214  between the sensors  210   a, b , and each of the sensors  210   a, b  can include a radar-receiving antenna configured to receive the radar signals reflected by the trailer targets  209   a, b . As described in greater detail below, the tractor controller  220  (or other processing device) can utilize well-known frequency-modulated continuous wave (FMCW) radar technology to determine the angle of arrival AoA of the reflected radar signals received by the tractor sensors  210   a, b . The AoA of these signals defines the angular positions of the trailer sensor targets  209   a, b  relative to the tractor sensors  210   a, b . Once these angles are known, along with the known distance  215  between the sensors  210   a, b  and the known distance  212  between the trailer targets  209   a, b , the angle of the trailer centerline  213  relative to the tractor centerline  214 , as well as, for example, the position of the trailing edge  208  of the trailer  111  relative to the sensors  210   a, b , can be readily determined using basic geometry. Suitable radar sensors for use in embodiments of the present technology described above can be obtained from, for example, Texas Instruments Incorporated, 12500 TI Boulevard, Dallas, Tex. 75243. 
     In other embodiments, each of the tractor sensors  210   a, b  can include an RFID reader, and each of the trailer sensor targets  209   a, b  can include an RFID transponder/tag that includes a unique identifier (e.g., a Globally Unique Identifier (“GUID”)). In this embodiment, the unique identifiers for the two trailer sensor targets  209   a, b , and the identification of the trailer  111  to which they are mounted can be stored in a database or other memory accessible to the central processing center  132 . In this way, the central processing center  132  knows which targets are located on which trailer. When approaching a trailer  111 , the tractor sensors  210   a, b  (RFID readers) can read the trailer sensor targets  209   a, b  (RFID transponder/tags) to confirm the identity of the trailer  111 . Additionally, the sensors  210   a, b  can determine the distances to the targets  209   a, b  using RSS, time-of-flight, or other suitable RFID distance measuring method known in the art. Once these distances are known, along with the known distance  215  between the sensors  210   a, b  and the known distance  212  between the trailer targets  209   a, b , the angle of the trailer centerline  213  relative to the tractor centerline  214 , as well as the position of the trailing edge  208  of the trailer  111  relative to the sensors  210   a, b , can be readily determined. 
     The target position detection systems described above are but two examples of suitable position detection systems that can be used with embodiments of the present technology. As those of ordinary skill in the art will appreciate, there are a number of other well-known systems available for sensing/detecting the position, distance, angle, and/or identity of targets and other objects, and any of these systems can be used with the present technology disclosed herein. Moreover, in some embodiments, the tractor sensors  210   a, b  can be configured to determine the distance between themselves and one or both of the trailer sensor targets  209   a, b  directly without first determining the angles to the targets. For example, in some embodiments the tractor sensors  210   a, b  can include laser measurement sensors, such as LTF long range time-of-flight laser distance sensors with an IO link from Banner Engineering Corp., 9714 Tenth Avenue North, Minneapolis, Minn. 55441. Once the distances to the targets  209   a, b  are known, this information can be used with the known distance  215  between the sensors  210   a, b  and the known distance  212  between the trailer targets  209   a, b , to readily determine the angle of the trailer centerline  213  relative to the tractor centerline  214 , as well as, for example, the position of the trailing edge  208  of the trailer  111  relative to the sensors  210   a, b  using basic geometry. In other embodiments, the tractor sensors  210   a, b  can include scanning LiDAR sensors, such as a sweep scanning laser range finder from Scanse LLC, of 1933 Davis St #209, San Leandro, Calif. 94577. The sensors  210   a, b  can be essentially any type of sensor suitable for use in detecting the presence (or absence) of the targets  209   a, b  in a field of view. For example, suitable sensor technologies could also include, but are not limited to, RFID, optical sensors (e.g., optical triangulation position sensors), infrared sensors, microwave sensors, photo sensors, ultrasonic sensors, sonar sensors, inductive loop sensors, thermal sensors, magnetic sensors, camera analytics sensors, dome coherent fiber optic directional sensors, etc. In some embodiments, sensing systems configured in accordance with the present technology can include a combination of different systems, such as, for example, systems with both distance and angle measuring capabilities. Accordingly, embodiments of the present technology are not limited to use with any particular position and/or identification sensing technology, and can be used with any suitable position and/or identification sensing technology known in the art. 
     Moreover, although in the embodiments described above the sensors  210   a, b  are mounted on the tractor  112  and the targets  209   a, b  are mounted on the trailer  111 , it will be understood that the present technology is not limited to this arrangement. Accordingly, in other embodiments one or more sensors can be mounted to the trailer  111 , and one or more corresponding targets can be mounted to the tractor  112 . In such embodiments, the sensors and targets can generally operate in the manner described above to determine the relative positioning of the tractor  112  and the trailer  111  without departing from the present technology. In some embodiments, the targets  209   a, b  can be temporarily mounted to the trailer  111  by, for example, a loading dock operator and/or other personnel after the trailer  111  arrives at the distribution center  100 . In such embodiments, the identity of the particular targets  209   a, b  and the associated trailer  111  to which they are mounted could be manually or otherwise recorded in a yard management database for later access by, for example, the central processing center  132 . The targets  209   a, b  could remain on the trailer  111  as long as is needed for trailer operations within the yard  102 , and then could be removed prior to trailer departure from the yard  102 . In other embodiments, the targets  209   a, b  can be permanently mounted to the trailer  111 , and can remain on the trailer  111  during over-the-road operations outside of the center  100 . For example, in some embodiments it is contemplated that the targets  209   a, b  could be mounted, positioned or otherwise incorporated onto the trailer  111  at the time of trailer manufacture. 
     Loading Dock Station 
       FIG. 3  is an exterior elevation view of the dock station  131  configured in accordance with embodiments of the present technology. In some embodiments, the dock station  131  includes a dock leveler  301  for material transport between the building  130  and the trailer  111  ( FIG. 1 ) via an opening  307 , a set of dock bumpers  302  to interface between the building  130  and the trailer  111  and prevent damage to the building  130 , and a vehicle restraint  303  configured to releasably engage the trailer  111  and prevent inadvertent movement of the trailer  111  away from the dock station  131  during loading and unloading. The dock station  131  can further include a dock door  305  (e.g., an overhead door) to cover the opening  307  when not in use, and a dock shelter or seal  306  to help seal the dock opening  307  around the trailer body  206 . The dock station  131  can also include a signal light or lights  330  to indicate to a vehicle driver when it is safe to approach and depart the dock station, as well as an instructional placard  331  with related information. In addition, in some embodiments the dock station  131  can further include guide lights  332  to facilitate trailer alignment, as described in greater detail below with reference to  FIG. 19 . The dock station  131  can also include a control panel  340  located on an inside wall of the building  130  adjacent to the dock opening  307  that, in some embodiments, is configured to enable dock personnel to control operation of the dock equipment described above to, for example, raise the dock door  305 , extend/retract the dock leveler  301 , engage the trailer restraint  303 , etc., in a conventional manner. The structure and function of the dock leveler  301 , the dock bumpers  302 , the vehicle restraint  303 , the door  305 , the shelter  306 , the lights  330 , and the control panel  340  can be of conventional design and function as will be readily understood by those of ordinary skill in the art. In some embodiments, all the dock stations  131  shown in  FIG. 1  can have the configuration shown in  FIG. 3 , or they can have configurations that are at least generally similar in structure and function to the configuration shown in  FIG. 3 . In other embodiments, one or more of the dock stations  131  may have configurations that differ in some respects to the configuration shown in  FIG. 3 . 
     In addition to the components and systems described above, the dock station  131  can also include one or more positional sensors  320  (identified individually as a first dock sensor  320   a  and a second dock sensor  320   b ) operably connected to the central processing center  132  ( FIG. 1 ) and configured to communicate therewith via, for example, wired or wireless connections. In some embodiments, the dock sensors  320   a, b  are uniquely identifiable and spaced apart by a known distance  308  about a dock station centerline  304 . The sensors  320   a, b  are positioned at a waterline height  309  above the yard surface or ground  313  to sufficiently ensure that they have an unobstructed view and/or are within sensing range of the trailer sensor targets  209   a, b  ( FIG. 2C ) on the transport vehicle trailer  111  when the trailer  111  backs into the dock station  131 . In operation, the sensors  320   a, b  are configured to detect the positions of the sensor targets  209   a, b  as the trailer  111  approaches the dock station  131 . For example, in some embodiments, each of the sensors  320   a, b  is configured to detect the azimuth angle (in, e.g., degrees) between a projected vector from it to one (or both) of the sensor targets  209   a, b  and, e.g., the dock face. In other embodiments, the sensors  320   a, b  can be configured to directly detect the distances between them and the targets  209   a, b . In some embodiments, each of the sensors  320   a  and  320   b  can be configured to detect the position (e.g., the distance and/or angle from the sensor to the target) of both of the sensor targets  209   a  and  209   b . In other embodiments, the first sensor  320   a  can be configured to detect the position of only the first target  209   a  (or the second target  209   b ), and the second sensor  320   b  can be configured to detect the position of only the second target  209   b  (or the first target  209   a ). 
     For example, in some embodiments the dock station  121  can include a mmWave radar-transmitting antenna  311  positioned on the dock centerline  304  between the dock sensors  320   a, b , and each of the sensors  320   a, b  can include a radar-receiving antenna configured to receive the radar signals reflected by the trailer targets  209   a, b  and determine the angles of arrival AoA of the radar signals. The AoA of these signals defines the angular positions of the sensor targets  209   a, b  relative to the sensors  320   a, b . As described in greater detail below with reference to  FIGS. 14A-14C , once these angles are known, along with the known distance  308  between the sensors  320   a, b  and the known distance  212  between the trailer targets  209   a, b , the angle of the trailer centerline  213  relative to the dock centerline  304 , as well as, for example, the position of the trailing edge  208  of the trailer  111  relative to the dock centerline  304 , can be readily determined using basic geometry. Suitable radar sensors for use in embodiments of the present technology described above can be obtained from, for example, Texas Instruments Incorporated, 12500 TI Boulevard, Dallas, Tex. 75243. 
     In other embodiments, each of the dock sensors  320   a, b  can include an RFID reader, and each of the trailer targets  209   a, b  can include an RFID transponder/tag that includes a unique identifier (e.g., a GUID). In this embodiment, as the trailer  111  approaches the dock station  131 , the tractor sensors  210   a, b  (RFID readers) can read the trailer targets  209   a, b  (RFID transponder/tags) to confirm the identity of the trailer  111 . Additionally, the dock sensors  320   a, b  can determine the distances to the targets  209   a, b  using RSS, time-of-flight, or other suitable RFID distance measuring technology known in the art. Once these distances are known, along with the known distance  308  between the sensors  320   a, b  and the known distance  212  between the trailer targets  209   a, b , the angle of the trailer centerline  213  relative to the dock centerline  304 , as well as the position of the trailing edge  208  of the trailer  111  relative to dock centerline  304 , can be readily determined using basic geometry. 
     The target position sensor embodiments described above are but two examples of suitable position detection systems that can be used with the dock station  131  in accordance with embodiments of the present technology. As those of ordinary skill in the art will appreciate, there are other well-known systems available for sensing/detecting the position of targets and other objects, and any of these systems can be used with the present technology disclosed herein. For example, in some embodiments the sensors  320   a, b  can include laser measurement sensors, such as LTF long range time-of-flight laser distance sensors with an TO link from Banner Engineering Corp., 9714 Tenth Avenue North, Minneapolis, Minn. 55441. In other embodiments, the sensors  320   a, b  can include scanning LiDAR sensors, such as a sweep scanning laser range finder from Scanse LLC, of 1933 Davis St #209, San Leandro, Calif. 94577. The sensors  320   a, b  can be essentially any type of sensor suitable for use in detecting the presence (or absence) of the targets  209   a, b  in a field of view. For example, suitable sensor technologies could also include, but are not limited to, RFID, optical sensors (e.g., optical triangulation position sensors), infrared sensors, microwave sensors, photo sensors, ultrasonic sensors, sonar sensors, inductive loop sensors, thermal sensors, magnetic sensors, camera analytics sensors, dome coherent fiber optic directional sensors, etc. Accordingly, embodiments of the present technology are not limited to use with any particular position sensing technology, and can be used with any suitable position sensing technology known in the art. 
     Moreover, although in the embodiments described above the sensors  320   a, b  are mounted on the dock station  131  and the targets  209   a, b  are mounted on the trailer  111 , it will be understood that the present technology is not limited to this arrangement. Accordingly, in other embodiments one or more sensors can be mounted to the trailer  111 , and one or more corresponding targets can be mounted to the dock station  131 . In such embodiments, the sensors and targets can generally operate in the manner described above to determine the relative positioning of the trailer  111  and the dock station  131  without departing form the present technology. 
     Guidance System 
       FIG. 4A  is a schematic diagram of a guidance system  400   a  configured in accordance with embodiments of the present technology. In the illustrated embodiment, the central processing center  132  is operably connected (via, e.g., one or more communication links, such as wired links, wireless links, etc.) to multiple systems including, for example: a facility enterprise resource planning (ERP) system  401  and associated material handling systems  402  (such material handling systems can include, for example, yard management systems, facility interior vehicle autonomous management systems, inbound/outboard freight systems, etc.), the dock equipment at the dock stations  131  (e.g., the equipment control panel  340  and/or the vehicle restraint  303 , the dock door  305 , the dock leveler  301 , the signal lights  330 , the camera  310 , etc.), the dock sensors  320   a, b , and/or driver and dock operator mobile/handheld devices  403  (e.g., smartphones). In some embodiments, the dock sensors  320   a, b  and/or the dock equipment can be operably connected to the central processing center  132  via the individual dock station control panels  340 . In other embodiments, the dock sensors  320   a, b  and/or the dock equipment can be directly connected to the central processing center  132 . The central processing center  132  is also operably connectable via, for example, wireless connectivity to the tractor controller  220  via, for example, the tractor communication system  223  ( FIG. 2A ). 
     As described above with reference to  FIG. 2A , the tractor controller  220  can be operably connected (via, e.g., wired or wireless connections) to various tractor systems and subsystems, including tractor drive systems  410  (including, for example, the steering control  240 , the gearbox control  242 , the throttle control  244 , the brake control  246 , etc.), tractor sensor systems  420  (including, for example, the wheel rotation sensor  250 , the steering wheel angle sensor  252 , the engine torque sensor  254 , etc.), tractor autonomous systems  430  (including, for example, the navigation system  231 , the communication system  223 , a tractor/trailer positional sensor system  210   a, b , etc.), and tractor safety systems  440  (including, for example, the collision avoidance system  232 , etc.). 
     By way of example, wireless communication between the central processing center  132  and the tractor controller  220 , as well as other wireless communication between the central processing center  132 , the dock station control panels  340 , the display system  222 , the trailer  111 , the driver and dock operator mobile/handheld devices  403 , and/or other systems in the logistics yard  102  and the distribution center  100 , can be implemented in accordance with one or more of the following standards known in the art:
         IEEE 802.15.4—Such as ZigBee or Thread (with the possibility of a mesh network)   IEEE 802.11x—Such as a WLAN (Wireless Local Area Network) (with the possibility of a mesh network), or Wi-Fi Beacons   Bluetooth SIG—Such as BT5.0, BTLE, Bluetooth Beacons, or Bluetooth Mesh   Cell Technologies—Such as 2G, 3G, 4G, LTE, 5G, LTE-M, NB-IOT, or LPWAN (Low Power Wide Area Network), e.g., LoRa   IEEE 802.16—Such as WiMAX       

       FIG. 4B  is a schematic diagram of a guidance system  400   b  configured in accordance with another embodiment of the present technology. In this embodiment, the tractor controller  220  (or at least a substantial portion thereof) can be omitted, and the individual tractors  112  in the logistics yard  102  can be controlled directly by the central processing center  132 . More specifically, in this embodiment, the various tractor systems and subsystems, including the tractor drive systems  410 , the tractor sensor systems  420 , the tractor autonomous systems  430 , and the tractor safety systems  440 , can communicate directly with the central processing center  132  (via, e.g., wireless connectivity) and receive operating commands directly therefrom. 
     Central Processing Center 
       FIG. 5A  is a block diagram of the central processing center  132  and associated systems configured in accordance with embodiments of the present technology. In the illustrated embodiment, the central processing center  132  includes a processor  501  configured to process logic and execute the processing center routines, algorithms and/or other computer-executable instructions described herein (identified as programs  502 ), which can be stored in memory  503  and/or other computer-readable media. The processor  501  can include any logic processing unit, such as one or more microprocessors, central processing units (CPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The processor  501  may be a single processing unit or multiple processing units in a single device or distributed across multiple devices. In some embodiments, the central processing center  132  further includes a network connection  506  (e.g., a wired connection, such as an Ethernet port, cable modem, FireWire cable, Lightning connector, USB port, etc.) suitable for communication with remote processing devices at the distribution center  100  and elsewhere, and a wireless transceiver  508  (e.g., including a Wi-Fi access point, a Bluetooth transceiver, a near-field communication (NFC) device, and/or a wireless modem or cellular radio utilizing GSM, CDMA, 3G, and/or 4G technologies, each of which may include an associated antenna or antennas) suitable for wireless communication with other processing and communication devices via, for example, direct wireless communication or a communication network or link (which could include the Internet, a public or private intranet, a local or extended Wi-Fi network, etc.). For example, in some embodiments, the processor  501  can receive information from and/or provide information to the ERP system  401 , the material handling systems  402 , the dock stations  131  and associated dock equipment (via, e.g., the control panels  340 ), the dock sensors  320   a, b , input/output functions  504 , and control functions  505  via the network connection  506  and/or the wireless transceiver  508 . Additionally, the processor  501  can also receive information from, and provide information and/or operating commands to the tractor controller  220  via the wireless transceiver  508 . In some embodiments, the wireless transceiver  508  can also facilitate wireless communication with handheld devices (e.g., smartphones), such as the mobile devices  403 , in the proximity of the distribution center  100  ( FIG. 1 ) or remote therefrom. As those of ordinary skill in the art will appreciate, in some embodiments the central processing center  132  can also be referred to as a central computer or simply a computer, a central processing device or simply a processing device, and the like without departing from the present disclosure. 
     Although  FIG. 5A  illustrates communications through the central processing center  132 , in some embodiments of the present technology other paths and types of communication between various components are possible. For instance, the central processing center  132  may be in direct communication with equipment at the dock stations  131 . Or, rather than go through the tractor controller  220 , the tractor navigation system  231  ( FIG. 2A ) may be in direct communication with the central processing center  132 . 
     In some embodiments, the processing center  132  is configured to direct the movement of tractor/trailer combinations  110  or individual tractors  112  within the yard  102  following a work flow process (or procedure) as a result of input from the ERP system  401 . By way of example, and referring to  FIG. 1 , a suitable workflow process may include instructions for a given tractor  112  to pick up a specific trailer  111  at a specified parking location  115 , and move the trailer  111  to a specific dock station  131  for unloading/loading. The workflow process could further include instructions to pick up a particular trailer  111  at a specific dock station  131 , and move the trailer  111  to a parking location  115 . In some embodiments, the central processing center  132  can direct the tractor controller  220  to follow a set of computer-executable guidance instructions using a pre-determined path, a path provided by the navigation system  231 , or a combination of the two. The guidance instructions can include a sequence of computer-readable coordinates on a digital ground 
     Y S-map of the yard  102 , and/or other suitable logic for defining the tractor paths and destinations. As described in greater detail below, once at the dock area the tractor controller  220  can be given a set of computer-executable instructions to back into the dock station  131 . Once the trailer targets  209   a, b  are in view of the dock sensors  320   a, b , the dock sensors  320   a, b  can provide trailer target positional information to the central processing center  132 , and the processing center  132  can provide additional guidance information to the tractor  112  to enable more directional precision during the parking process at the dock  131 . 
       FIG. 5B  is a block diagram of the central processing center  132  and associated systems configured in accordance with another embodiment of the present technology. In this embodiment, the individual tractors  112  in the logistics yard  102  can be controlled directly by the central processing center  132 , similar to the embodiment of  FIG. 4B  described above. More specifically, in this embodiment the various tractor systems and subsystems, including the tractor drive systems  410 , the tractor sensor systems  420 , the tractor autonomous systems  430 , and/or the tractor safety systems  440  (e.g., the collision avoidance system  232 ) can communicate directly with the central processing center  132  (via, e.g., wireless connectivity) and receive operating commands directly therefrom, rather than receive operating commands via the tractor controller  220 . 
     Tractor Controller 
       FIG. 6  is a block diagram of the tractor controller  220  and associated systems configured in accordance with embodiments of the present technology. In the illustrated embodiment, the tractor controller  220  includes a processor  601  configured to process logic and execute the controller routines, algorithms and/or other computer-executable instructions described herein (identified as programs  602 ) stored in memory  603  and/or other computer-readable media. The processor  601  may be a single processing unit or multiple processing units, and can include a microprocessor, a CPU, a DSP, an ASIC, or any other suitable logic processing unit known in the art. In some embodiments, the processor  601  is operably connected to, and can receive operational information from and/or provide operational control signals to, the tractor drive systems  410 , the tractor sensor systems  420 , the tractor autonomous systems  430  (which can include an over-ride system  628  and a boom control system  635 ), and the tractor safety systems  440 . It should be noted that the tractor controller  220  may be a stand-alone dedicated controller, or it may be a shared controller integrated with other control functions, for example, with the sensor system  210 , the navigation system  231 , the sensor systems  420  (which can include status monitoring sensors  624  for, e.g., monitoring the status of fuel, oil, etc.), and/or other on- or off-board vehicle control systems. Additionally, although the tractor controller  220  of some embodiments is located on the tractor  112 , in other embodiments, the tractor controller  220  can be located remotely from the tractor  112 . 
     The tractor controller  220  can generate vehicle steering and throttle commands to achieve a commanded path of travel for the trailer  111  using the information received from the tractor systems, navigational information, and a workflow process. For example, in some embodiments, the tractor controller  220  is configured for:
         Wireless communication between the tractor  112  and the central processing center  132     Receiving command inputs from the central processing center  132     Operating in accordance with either a local or central processing center  132  workflow procedure   Commanding tractor movement based on a stored workflow procedure and interfacing with and commanding the tractor autonomous systems  430     Outputting system status and location information to the central processing center  132     Receiving and interpreting location information from the navigation system  231  as required   Communicating information and interfacing with a human driver (in manned embodiments) via the tractor driver display  222         

     As noted above, the navigation system  231  can include a global positioning system (GPS), a laser ranging system, a radio directional system or other type of 2D location system known in the art. The navigation system  231  may be independent of the central processing center  132  or may act in concert with facility sensors (e.g., the dock sensors  320   a, b ) and/or other active systems. In some embodiments, the controller  220  can be configured to determine the 2D position of the tractor  112  and/or the trailer  111  relative to, for example, the yard  102 , the building  130 , and/or another frame of reference, and to determine the angular orientation (0-360 degrees) of the centerline of the tractor  112  and/or the trailer  111  relative to, e.g., an established ground map of, e.g., the center  100 , or other frame of reference or reference datum. For example, in some embodiments the controller  220  can determine the 2D position of the tractor  112  and the angular orientation of the tractor centerline  214  based on information received from the navigation system  231  and/or the beacons  106   a - c  described above with reference to  FIG. 1 . In other embodiments, the controller  220  can determine this information by using a plurality of geographical markers, such as visual markers (e.g., painted lines on the yard surface designating selected paths and/or locations) that are recognized via the tractor imaging systems, or by using wireless targets or transmitting devices that are embedded in the roadway in known locations and detected by the tractor sensor systems. This information, combined with positional information from the GPS of the navigation system  231 , can provide the location and attitude of the tractor  112  within the yard  102 . Once the tractor attitude is known, the trailer attitude can be determined using input from the sensors  210   a, b  as described in more detail below. 
     Examples of Use 
       FIGS. 7A-7D  are a series of flow diagrams illustrating example routines  700   a - 700   d , respectively, that can be executed by the central processing center  132  and/or the tractor controller  220  in accordance with instructions stored on computer-readable media. Referring first to  FIG. 7A , the routine  700   a  begins when a terminal tractor  112  or a similarly equipped OTR tractor is positioned within the logistics yard  102 . In block  702 , while operational the tractors  112  in the yard  102  wirelessly communicate tractor status data (e.g., their position in the logistics yard  102 , their operational status, etc.) to the central processing center  132 . 
     Turning next to  FIG. 7B , in some embodiments the tractor status data associated with block  702  ( FIG. 7A ) can be obtained using the tractor status check routine  700   b . In some embodiments, the routine  700   b  can be executed by the tractor controller  220  (e.g., the processor  601 ) in accordance with computer-executable instructions (e.g., program(s)  602 ) stored in memory  603  ( FIG. 6 ). In other embodiments, all or a portion of the routine  700   b  can be executed by other processing devices, such as the central processing center  132 . In block  704 , the routine  700   b  checks the tractor status, which can include deriving positional data based on input from the tractor navigation system  231 , from the tractor sensors  210   a, b  (if, for example, trailer positional data is needed), or a combination of the two. In some embodiments, the positional data should include, at a minimum, the 2D X-Y positional coordinates of the tractor  112  (and, in some embodiments, the trailer  111 ) in relation to an established ground map of, for example, the distribution center  100 , as well as the positional attitude (0-360 degrees) of the tractor centerline  214  (and, in some embodiments, the trailer centerline  213 ) or the like in relation to the established ground map. In block  706 , the routine  700   b  queries the tractor systems for their operational status. As shown in blocks  708  and  709 , in some embodiments this can include querying the following systems and subsystems for their operational status: 
     a. The Tractor Controller— 220 
         i. The processor— 601     ii. The program(s)— 602     iii. The memory— 603     iv. Input/Output Functions       

     b. Tractor Drive Systems— 410 
         i. Steering Control— 240     ii. Gearbox Control— 242     iii. Throttle Control— 244     iv. Braking Control— 246         

     c. Tractor Sensor Systems— 420 
         i. Wheel Rotation Sensor— 250     ii. Steering Wheel Angle Sensor— 252     iii. Engine Torque Sensor— 254     iv. Tractor Status Sensor— 624 
           1. Engine   2. Fuel/Oil   
               

     d. Tractor Autonomous Systems— 430 
         i. Navigation System— 231     ii. Tractor/Trailer Sensor System— 210     iii. Communication System— 223     iv. Over-ride System— 628     v. Display system— 222     vi. Boom Control System— 635 
           1. Boom arm actuation   2. Kingpin entrapment actuation and verification   3. Service line verification (trailer air and electrical)   
               

     e. Tractor Warning/Safety Systems— 440 
         i. Collision Avoidance System— 232     ii. Lights   iii. Horn(s)       

     In some embodiments, the tractor controller  220  can query the tractor systems for their operational status, which can include prompting or otherwise causing the individual systems to perform self-tests and/or respond to other inputs to confirm the range of operability of the systems, checking continuity of system circuits, checking system operating parameters (e.g., hydraulic pressures), etc. In block  710 , the routine  700   b  evaluates the status information received in block  708  to determine if all, or at least a sufficient number, of the tractor systems are operational within a preset acceptable range. In decision block  712 , the routine  700   b  determines if the tractor  112  is ready for use based on the results of block  710 . If so, the routine  700   b  communicates an “up status” for the tractor  112  to the central processing center  132  in block  714 . If not, the routine  700   b  communicates a “down status” to the central processing center  132  in block  716 . 
     Returning to the routine  700   a  of  FIG. 7A , in block  718  the central processing center  132 , in response to inputs from the ERP system  401 , a central processing center programming package, manual direction, or any combination of these, determines that a particular trailer  111  located in the logistics yard  102  at a specified parking location  115  is required at a specific dock station  131  for loading or unloading operations ( FIG. 1 ). In block  720 , the central processing center  132  responds to this determination by evaluating the status of the tractors  112  under its control based on position, availability, and/or other factors. In addition to the tractor&#39;s position and availability, the central processing center  132  may also take into consideration the current and future activity level and traffic in the logistics yard  102 , the position of the specific tractor  112  relative to the position of the target trailer  111 , and/or other common yard management activities and considerations. Based on this evaluation, the central processing center  132  assigns a specific tractor  112  to move the specific trailer  111  to the specific dock  131 , as shown in block  722 . In block  724 , the central processing center  132  sends a wireless communication to the specific tractor  112  with instructions for moving the specific trailer  111  to the specified dock station  131 . In addition to the movement task, in some embodiments, the central processing center  132  may also command a path from the current location of the tractor  112  to the parking location of the specific trailer  111 , as well as a path from the trailer parking location to the specified dock station  131 . In addition, the central processing center  132  may schedule the movements of the entire path or certain portions of the movement path for the specific tractor  112  to facilitate traffic control in the logistics yard  102 . 
     In block  726 , the tractor controller  220  responds to the commands from the central processing center  132  and commands the tractor drive systems  410  ( FIG. 4A ) to move the tractor  112  to the location of the designated trailer  111 . In block  728 , the tractor controller  220  commands the tractor  112  to engage the trailer kingpin  204  with the tractor fifth wheel  211  and pick up the trailer  211 , and in block  730  the controller  220  commands the tractor/trailer combination  110  to proceed to the specified dock station  131 . In block  732 , the controller  220  commands the tractor  112  to position the trailer  111  at the dock door  305  ( FIG. 3 ) for loading/unloading, and in block  734 , the controller  220  communicates the tractor/trailer status to the central processing center  132 . Methods and systems for carrying out some embodiments of the tractor movements described above are described in more detail below with reference to, for example,  FIG. 7C  and  FIGS. 8-13C . 
       FIG. 7C  is a flow diagram of a routine  700   c  related to initial stages of a trailer movement in accordance with some embodiments of the present technology. The routine  700   c  starts when the ERP system  401  ( FIG. 4A ) generates a request for a trailer move. For example, based on the needs of the enterprise, the ERP system  401  can send a request to the central processing center  132  that a particular trailer  111  be moved to a particular dock station  131  for loading/unloading of cargo. In block  736 , the central processing center  132  can query a yard or dock management system to determine if the particular trailer  111  is present in the yard  102 , and if so, which parking space  115  the trailer  111  is located in. In decision block  738 , based on the response to the query, the routine determines if the trailer  111  is the yard. If not, the routine returns to block  736  and repeats. If the trailer  111  is in the yard, the routine proceeds to block  740  to process move data received from the ERP. As shown in block  741 , the move data can include, for example, the GPS location of the tractor starting position for picking up the trailer (as described in greater detail below with reference to, e.g.,  FIG. 8 ), the tractor action at the start position (e.g., to engage the trailer  111 ), the GPS location of one or more trailer destinations (e.g., a start position for backing the trailer up to a selected dock station  131  and/or the selected dock station  131 , as described in more detail below with reference to, e.g.,  FIGS. 11A-13C ), the action at the trailer destination (e.g., to begin the routine for backing the trailer up to the dock station  131 ), the trailer size (e.g., the length of the trailer from, for example, the kingpin  204  to the trailing edge  208 , the overall length, width and/or height of the trailer body  206 , etc.), trailer identification information (e.g., the GUID or other identifiers associated with the trailer targets  209   a,b ), and/or other information related to the trailer  111 , its contents, etc. 
     In block  742 , the routine stores the data for the new trailer move in a tractor movement queue. In block  744 , the routine selects the next move in the tractor movement queue, and in decision block  746 , the routine determines if the next tractor move is the new trailer move. If not, the routine returns to block  744  and repeats. If the new trailer move is the next tractor move, then the routine proceeds to block  748  and calculates a route for the tractor from its current position to the GPS location of the selected trailer  111 . In block  750 , the tractor controller  220  performs a system check prior to the move. For example, in decision block  752  the controller can confirm that the tractor navigation system  231  (including, e.g., the GPS) is active. If not, the routine returns to block  750  and repeats the system check. If the navigation system  231  is active, the routine proceeds to decision block  754  to confirm that the tractor sensor systems  420  are active. If not, the routine again returns to block  750  to repeat the system check. The routine can perform similar checks of the other tractor systems, such as the autonomous systems  430 , the drive systems  410 , etc. If the tractor systems are active, the routine proceeds to block  756  and begins the tractor move to the trailer location. After block  756 , the routine ends. 
       FIG. 7D  is a flow diagram of a routine  700   d  for moving the tractor  112  in response to a movement command from the central processing center  132 , in accordance with an embodiment of the present technology. In some embodiments, the routine  700   d  can be executed by the tractor controller  220  (e.g., the processor  601 ) in accordance with computer-executable instructions (e.g., program(s)  602 ) stored in memory  603  ( FIG. 6 ). In block  760 , the controller  220  wirelessly receives the movement command communication from the central processing center  132 , and in block  762  the controller  220  confirms the operational readiness of the tractor  112  and sends an affirmative response to the central processing center  132 . In block  764 , either by using a designated path provided by the central processing center  132 , or by using a path determined by the programing  602  and the tractor navigation system  231 , the controller  220  commands movement of the tractor  112  to the specified trailer parking location  115 . In block  766 , the tractor drive systems  410  and the tractor autonomous systems  430  respond to the command by initiating movement of the tractor  112  along the commanded path. In decision block  768 , the controller  220  determines (using, e.g., data from the navigation system  231 ) whether the tractor  112  is following the commanded path. If not, then the controller  220  receives tractor sensor input in block  770  and, based on the sensor input, determines an error correction in block  772 . The routine then returns to block  764  to implement the movement correction. Conversely, if in decision block  768  the controller  220  determines that the tractor  112  is following the correct path, then in decision block  774 , the controller  220  determines whether the tractor  112  is at the destination, for example, the specified trailer parking location  115 . If so, the routine  700   d  proceeds to block  776  and stops. If not, the routine  700   d  returns to block  764  and repeats until the tractor  112  is at the assigned destination. In some embodiments, the routine  700   d  described above and/or variations thereof can also be implemented by the controller  220  to move the tractor  112  from the trailer parking location  115  to the specified dock station  131  once the trailer  111  has been engaged, and then from the dock station  131  to a trailer parking location  115 . 
       FIG. 8  is a partially schematic plan view of a portion of the logistics yard  102  illustrating a plurality of trailers  111  (identified individually as trailers  111   a - d ) parked in corresponding parking locations  115  in accordance with embodiments of the present technology. Each of the parking locations  115  can be separated from adjacent parking locations  115  by painted stripes  816  or other forms of separators. In some embodiments, each parking location  115  includes a corresponding tractor starting position  817 . In some embodiments, each of the tractor starting positions  817  can be positioned in front of the corresponding parking location  115  and aligned with a longitudinal centerline of the parking location  115 . Additionally, each starting position  817  can include a physical locating device  818 , such as a magnetic, electrical, electro-optical, RFID transponder, wireless transmitter, or similar device that is embedded in, or otherwise attached to or near, the surface of the logistics yard  102 . In some embodiments, the locating device  818  can communicate its position to the tractor controller  220 . In other embodiments, the tractor  112  can include a sensor system  205  mounted to, e.g., a lower portion of the tractor  112  ( FIG. 2A ) and configured to detect the location of locating device  818  relative to the tractor  112 , and transmit this information to the tractor controller  220 . The tractor sensor system  205  may be advantageously placed at the same tractor station line as the rear drive tires  203 , or at the station line of the fifth wheel attachment  211 . In some embodiments, the sensor system  205  can include a magnetic field sensor, such as an FLC  100  magnetic field sensor from Stefan Mayer Instruments, Wallstr.  7 , D-46535 Dinslaken, Germany. In other embodiments, the locating devices  818  can be omitted, and the tractor starting positions  817  can be determined from a pre-existing set of spatial coordinates within the logistics yard  102 , from a dynamic position location provided by the tractor navigational system  231 , and/or from positional data received from the tractor sensors  210  ( FIG. 2A ). On backing up to a specific parking location  115 , the tractor controller  220  will command the tractor  112  to stop when the controller  220  detects that the tractor  112  (e.g., the tractor centerline  214 ) is positioned over the corresponding starting position  817 . If the tractor centerline  214  is at an angular orientation (0-360 degrees) at the designated starting position  817  that is not aligned, or at least approximately aligned, with the centerline  213  of the specified trailer (e.g., trailer  111   c ), then an additional set of movements may be required to align the tractor  112  with the centerline of the trailer  111 . 
       FIG. 9  is a partially schematic plan view of the tractor  112  and the trailer  111  from  FIG. 8 .  FIG. 10  is a flow diagram of a representative routine  1000  for engaging the tractor  112  with the trailer  111  in accordance with embodiments of the present technology. In some embodiments, portions of the routine  1000  can be executed by the tractor controller  220  in accordance with computer-readable instructions stored on the memory  503  ( FIG. 5A ), and other portions of the routine  1000  can be executed by the central processing center  132  in accordance with computer-readable instructions stored on the memory  603 . In other embodiments, portions of the routine  1000  can be executed by the individual tractor drive systems  410  ( FIG. 4A ) in accordance with instructions received from the controller  220 , the central processing center  132 , and/or other processing devices (e.g., remote handheld devices). 
     Referring to  FIGS. 9 and 10  together, the routine  1000  begins when the tractor  112  is at the starting position  817  and the tractor centerline  214  is aligned, or at least approximately aligned, with the trailer centerline  213  ( FIG. 8 ). In block  1002 , the routine activates the tractor sensors  210   a, b . As described above with reference to  FIG. 2A , in some embodiments the tractor  112  can utilize radar technology to determine the positions and/or identity of the trailer targets  209   a, b . In such embodiments, the controller  220  can activate the radar-transmitting antenna  218  (as represented by dashed lines  950  and  952 ), and the tractor sensors  210   a, b  (radar-receiving antennas) can receive the radar signals reflected from the sensor targets  209   a  and  209   b  (as indicated by lines  950   a, b  and  952   a, b ). In other embodiments, the tractor sensors  210   a, b  can include other types of suitable sensor systems known in the art, as also described above. In decision block  1004 , the routine determines if the trailer targets  209   a, b  have been located and identified by the sensors  210   a, b . If the sensor targets  209   a, b  have not been located, then in block  1006  the routine communicates this information to the central processing center  132 . In decision block  1008 , the central processing center  132  responds to this information by re-confirming that the specified trailer  111  should be in the designated parking location  115 . If the central processing center  132  determines that the specified trailer  111  is in a different parking location  115 , then the routine proceeds to block  1012  and the central processing center  132  re-prioritizes pick-up of the trailer  111  at the other parking location using the process described above. Conversely, if the central processing center  132  confirms that the specified trailer  111  should be located in the designated parking location  115 , then the routine proceeds to block  1010  and the central processing center  132  commands the tractor controller  220  to re-attempt to locate the trailer sensor targets  209   a, b . If, after a pre-determined number of unsuccessful attempts the trailer sensor targets  209   a, b  cannot be located, the central processing center  132  will either abandon the automated attempt to locate the trailer  111 , and/or communicate (e.g., via a wireless communication such as an email, text, voicemail, etc.) the need for manual intervention to a facility manager or other entity. 
     Returning to decision block  1004 , if the trailer sensor targets  209   a, b  have been located by the sensors  210   a, b , the routine proceeds to decision block  1014  and verifies that the target information received by the tractor sensors  210   a, b  (e.g., target identification information) matches the trailer target information received from the central processing center  132  for the specified trailer  111 . If the information received from the sensors  210   a, b  does not match the information received from the central processing center  132 , then in block  1016  the routine communicates this information to the central processing system  132 . In block  1018 , the central processing center  132  determines, based on the information received from the sensors  210   a, b , which trailer is actually located at the designated parking location  115  instead of the specified trailer  111 , and updates its database to reflect the correct information. The central processing center  132  can then continue with other tasks until the specified trailer  111  is located. 
     Returning to decision block  1014 , if the trailer target information received from the tractor sensors  210   a, b  matches the specified trailer  111  target information received from the central processing center  132 , then the routine proceeds to block  1020  and stores the length dimension (and/or other parameters) of the trailer  111  as received from the central processing center  132  for use by the tractor controller&#39;s trailer algorithm to facilitate movement path parameters. In block  1022 , using input from the tractor sensors  210   a, b  (e.g., the AoA of the reflected signals  950   a, b  and  952   a, b  from the trailer sensor targets  209   a, b ) and/or other suitable methods, the routine  1000  determines the distance between the sensors  210   a, b  and the targets  209   a, b . This information, in combination with the known distance  212  between the targets  209   a, b  and the known distance  215  between the sensors  210   a, b , provides the distance between the tractor  112  (e.g., the fifth wheel  211 ) and the trailer  111  (e.g., the trailer kingpin  204 ), and the attitude/angle of the trailer  111  in relation to the tractor  112  at the tractor start position  817 . 
     In decision block  1024 , the routine determines if the tractor systems are ready for trailer engagement. For example, the routine can determine if the distance and attitude of the trailer  111  relative to the tractor  112  are within acceptable limits, if the tractor boom  216  is in the receiving position, and/or if the tractor drive systems  410  and the tractor autonomous systems  430  ( FIG. 4A ) are within acceptable operating limits. If the tractor systems are not ready for engagement, then the routine proceeds to block  1026  and attempts to automatically prepare the systems for engagement (by, for example, moving the tractor  112  into a more favorable position relative to the trailer  111 , by lowering the boom  216 , etc.), and then the routine returns to decision block  1024  and repeats. If, after a predetermined number of tries, the tractor systems cannot be automatically configured in a ready state for trailer engagement, the tractor controller  220  can send a message to the central processing center  132  which can then send a corresponding message (e.g., a text, email, voicemail, etc.) to, for example, a dock manager for manual intervention. Conversely, if the tractor systems are ready for trailer engagement, the routine proceeds to block  1028 . 
     In block  1028 , the tractor controller  220  commands the tractor systems to back up and engage the trailer  111  using the program(s)  602  ( FIG. 6 ) based on positional information from the tractor navigation system  231  and data from the tractor sensors  210   a, b  as described above, and following the workflow path received from the central processing center  132 . Note that the workflow path may have different tractor backing speeds at different distances from the specified trailer  111 . In response to receiving a contact signal from the boom system  216  indicating fifth wheel engagement, a signal from the torque sensor system  254  indicating an increase in motor torque, positional information from the tractor navigation system  231  and/or the tractor sensors  210   a, b , or some combination thereof indicating that the trailer kingpin  204  has been engaged by the fifth wheel  211 , the tractor  112  will cease backing and set the tractor brakes  246 . The tractor controller  220  will then engage the tractor boom control system  635  ( FIG. 6 ) to raise the boom  216  and thereby raise the nose of the trailer  111  at an angle determined by the tractor controller  220  to facilitate movement based on trailer length information provided by the central processing center  132  and/or the sensors  210   a, b . As a result of boom engagement or as a separately commanded task by the central control system  132 , air supply and electrical lines are automatically connected between the tractor  112  and the trailer  111 . In other embodiments, the air supply and electrical lines can be manually connected between the tractor  112  and the trailer  111 . In block  1030 , the tractor  112  re-confirms operational status and sends a communication to the central processing center  132  indicating that the trailer  111  is engaged and the tractor  112  is about to initiate movement to the specified dock station  131 . In block  1032 , using the tractor navigation system  231  and either a designated path provided by the central processing center  132  or a path determined by the tractor controller program(s)  602 , the tractor  112  proceeds with the trailer  111  to the specified dock station  131 . After block  1032  the routine ends. 
       FIG. 11  is a schematic top view illustrating a path of a tractor/trailer combination  110  backing into a dock station  131  in accordance with embodiments of the present technology. In some embodiments, for each dock station  131 , there is a related start position  1101  that is designated as the tractor starting position for that dock station. Similar to the tractor starting positions  817  described above, each tractor starting position  1101  can include a physical locating device, such as a magnetic, electrical, electro-optical or RF device, or similar device that is embedded or otherwise attached to the surface of the logistics yard  102  and is detectable by the tractor controller  220  (via, e.g., the sensor system  205 ). In other embodiments, the tractor starting positions  1101  can be determined from a pre-existing set of spatial coordinates within the logistics yard  102 , a dynamic position provided by the tractor navigational system  231 , positional data from sensors  210 , a GPS location, etc. On approaching a specific start position  1101 , the tractor  112  will stop when the controller  220  detects that the tractor  112  (e.g., the tractor centerline  214 ) is positioned over the corresponding starting position  1101  in a specific angular orientation (0-360 degrees), as instructed by the particular workflow process received from the central processing system  132 . For example, in the illustrated embodiment the designated start position  1101  has the tractor/trailer combination  110  positioned at a relative angle of 90 degrees from the centerline  304  of the dock station  131 . This can be an advantageous starting position because it utilizes less space in the logistics yard  102  than other parking paths, such as some paths that may start with the tractor/trailer combination  110  perpendicular to the dock station  131 . 
     Once at the start position  1101 , the tractor controller  220  checks the angular alignment of the trailer  111  relative to the tractor  112  using, for example, the routine described above with reference to  FIGS. 9 and 10 . The tractor controller  220  can also check and confirm the length of the trailer  111 . Before backing up, the tractor controller  220  can activate tractor safety systems (e.g., flashing lights or other visual signals; horns, beepers or other audible signals, etc.), and send a message (e.g., a wireless communication) to the central processing center  132  indicating that the tractor  112  is initiating the back-up routine. The tractor controller  220  then executes a back-up routine that includes a tractor path  1102  that is designed to guide the trailer  111  along a separate trailer back-up path  1105  toward the centerline  304  of the dock station  131 , and then along the centerline  304  until the trailer sensor targets  209   a, b  ( FIG. 2C ) come into view of the dock sensors  320   a, b  ( FIG. 3 ). The tractor controller  220  may incorporate guidance from the tractor navigational system  231  into the back-up routine to optimize or at least increase the accuracy of trailer movement along the trailer back-up path  1105 . For example, in some embodiments as the tractor  112  is backing up along the path  1102 , the tractor controller  220  uses real-time input from the tractor sensors  210   a, b  as described above to determine if the trailer is following the prescribed trailer back-up path  1105 . If not, the controller  220  sends appropriate commands to the tractor steering control  240  to change the angle of the steering tires  202  ( FIG. 2A ) as necessary to move the trailer  111  back toward the trailer back-up path  1105 . As the tractor  112  approaches an end position  1103 , the dock sensors  320   a, b  can detect the trailer targets  209   a, b  and provide additional guidance information to the tractor controller  220  to align the trailer  111  with the dock station  131 , as described in greater detail below with reference to  FIGS. 13A-13C . 
       FIGS. 12A-12C  are a series of flow diagrams illustrating representative routines  1200   a - 1200   c , respectively, that can be executed by the tractor controller  220  (and/or other processing device, such as the central processing center  132 ) to control the tractor  112  as it backs along the tractor path  1102  described above with reference to  FIG. 11 , in accordance with embodiments of the present technology. Referring first to  FIG. 12A , the routine  1200   a  can begin when the tractor  112  is at the start position  1101  ( FIG. 11 ). In block  1202 , the routine can perform a trailer alignment check, such as an alignment check using the methods and systems described above with reference to  FIG. 9 . In decision block  1204 , the routine determines if the trailer centerline  213  ( FIG. 2C ) is aligned with (or at least approximately aligned with, such as within 1-3 degrees) the tractor centerline  214  ( FIG. 2A ). If not, the routine proceeds to block  1206  and the tractor controller  220  commands the tractor  112  to pull straight forward a pre-set distance, such as 20 feet, and the routine returns to block  1202  to again check the trailer alignment. If the trailer  111  is in acceptable alignment with the tractor  112 , the routine proceeds from decision block  1204  to decision block  1208  to determine if the tractor  112  is at the start position  1201 . If not, the routine proceeds to block  1210  and the tractor controller  220  moves the tractor/trailer combination  110  backward until the tractor  112  arrives at the start position  1101 . From block  1210 , the routine returns to block  1202  and again checks the trailer alignment. 
     If at decision block  1208  the tractor  112  is at the start position  1101  and the trailer  111  is in proper alignment, then the routine proceeds to decision block  1212  to check that the tractor wheels (or more specifically, the steering tires  202 ;  FIG. 2A ) are at or very near a zero-degree angular position. That is, the steering tires  202  are parallel to the longitudinal axis or centerline  214  of the tractor  112 . If not, the routine proceeds to block  1214  and the tractor controller  220  commands the steering control  240  ( FIG. 2A ) to turn the steering tires  202  to the zero-degree angular position. When the tractor steering tires  202  are at the zero-degree angular position, the routine  1200   a  proceeds to the routine  1200   b  shown in  FIG. 12B . 
     Referring next to  FIG. 12B , the routine  1200   b  starts when the tractor  112  is at the start position  1101  with the steering tires  202  at the zero-degree angular position as described above with reference to  FIG. 12A . In block  1220 , the tractor controller initiates the backup routine by backing the tractor  112  along the path  1102 . In block  1222 , in some embodiments, at predetermined intervals (e.g., predetermined intervals of time, e.g., once every second, 0.1 second, etc.; and/or predetermined intervals of distance traveled, e.g., once every 5 feet, 3 feet, 1 foot, etc.) the tractor controller  220  can perform a trailer alignment check as described above to determine the angular relationship of the trailer  111  to the tractor  112  to confirm that the trailer  111  is following the trailer back-up path  1105  shown in  FIG. 11 . In decision block  1224 , the routine determines if the trailer  111  is aligned with the trailer back-up path  1105 . If not, the routine proceeds to block  1226  and corrects the trailer position as needed, as described below with reference to  FIG. 12C . Conversely, if the trailer is sufficiently aligned with the trailer back-up path  1105 , then the routine proceeds to block  1228  and continues to back the tractor  112  along the tractor path  1102 . In decision block  1230 , the routine determines if the tractor  112  has backed the trailer  111  far enough along the path  1105  and close enough to the specified dock station  131  so that the dock sensors  320   a, b  ( FIG. 3 ) can detect the targets  209   a, b  on the trailing edge  208  of the trailer  111  ( FIG. 2C ). If not, the routine returns to block  1222  and repeats. Conversely, if the trailer  111  is close enough to the dock station  131  that the dock sensors  320   a, b  can detect the trailer targets  209   a, b , then the routine ends and, in some embodiments, further alignment of the trailer  111  relative to the dock station  131  can be performed in accordance with the methods and systems described in detail below with reference to  FIGS. 13A-13C . 
       FIG. 12C  is a flow diagram of a routine  1200   c  for correcting the position of the trailer  111  as called for in block  1226  of  FIG. 12B  described above, in accordance with some embodiments of the present technology. In block  1240 , the routine compares the position (e.g., the angular and/or lateral displacement) of the trailer  111  relative to the trailer back-up path  1105 , and in block  1242  the routine determines the absolute magnitude of the deviation between the trailer position and the trailer back-up path  1105 . In decision block  1244 , the routine determines if the deviation requires correction. For example, the absolute magnitude of the deviation may be within a preset range of distance and/or angle (e.g., less than 1 foot and/or 5 degrees) that does not require correction. If no correction is required, the routine  1200   c  returns to the routine  1200   b  of  FIG. 12B  to continue the back-up routine. Conversely, if the deviation is significant enough to require correction, the routine proceeds to decision block  1246  and determines if the deviation from the desired back-up path  1105  is to the right or left of the path. If the deviation is to the left, the routine proceeds to block  1248  and, depending on the magnitude of the deviation, the tractor controller  220  commands the steering control  240  to turn the tractor steering wheel counterclockwise as the tractor  112  continues backing up. Conversely, if the deviation is to the right of the back-up path  1105 , the routine proceeds to block  1250  and, depending on the magnitude of the deviation, the tractor controller  220  commands the steering control  240  to turn the tractor steering wheel in the clockwise direction as the tractor  112  continues backing up. After either block  1248  or block  1250 , the routine returns to block  1240  and repeats. 
       FIG. 13A  is a partially schematic plan view of a rear portion of the trailer  111  backing into the dock station  131  in accordance with embodiments of the present technology.  FIGS. 13B and 13C  are similar views illustrating sensor geometry data that can be used to determine the alignment of the trailer  111  as it approaches the dock station  131  in accordance with embodiments of the present technology. Referring first to  FIG. 13A , when the sensor targets  209   a, b  on the trailing edge  208  of the trailer  111  enter the operational range of the dock sensors  320   a, b , the sensors  320   a, b  detect the targets  209   a, b . For example, in those embodiments in which the dock station  131  includes a radar-transmitting antenna  311  and the sensors  320   a, b  are corresponding radar-receiving antennas, the dock sensors  320   a, b  detect and determine the AoA of the radar signals reflected from the targets  209   a, b  as described above. In some embodiments, the dock station control panel  340  communicates this target positional data to the central processing center  132 . Alternatively, the central processing center  132  may receive the trailer target positional data directly from the dock sensors  320   a, b . As shown in  FIG. 13A , this positional data provides the angles between the dock face and the lines of sight from both sensors  320   a, b  to both targets  209   a, b . In other embodiments, the positional data can include the distances between both sensors  320   a, b  and both targets  209   a, b  in addition to, or instead of, this angular data. The central processing center  132  transmits the positional data to the tractor controller  220 , and the tractor controller can use this data to enhance positional accuracy as the tractor  112  backs the trailer  111  into the dock station  131 , as described in more detail below with reference to  FIGS. 13B and 13C . 
     As the trailer  111  approaches the dock station  131  as shown in  FIG. 13A , the tractor controller  220  will have the following information:
         a. The position and attitude of the tractor  112  in 2D space relative to the dock station  131  based on information from the tractor navigation system  231 .   b. The position and attitude of the rear edge  208  of the trailer  111  relative to the tractor  112  as a result of the positional data received from the sensor targets  209   a  and  209   b  via the sensors  210   a  and  210   b  on the tractor  112 . Combined with the data from a. above, this yields the location and attitude of the trailer  111  in 2D space relative to the dock station  131 . This information helps enable the tractor controller  220  to follow the trailer back-up path  1105  ( FIG. 11 ) and avoid obstacles.   c. As described in greater detail below with reference to  FIGS. 13B and 13C , the position and attitude of the rear surface or trailing edge  208  of the trailer  111  relative to the dock station  131  can be determined by the central processing unit  132  using data derived from the trailer sensor targets  209   a, b  and the dock sensors  320   a  and  320   b . This in turn yields the position and attitude of the trailer  111  itself in relation to the dock station  131  in 2D space. This information can then be provided to the tractor controller  220  to serve as a check or an enhancement to the positional data in item b above. It should be noted that, in other embodiments, the central processing unit  132  may communicate the sensor data from sensors  320   a, b  to the tractor controller  220  for processing and determination of trailer position by the controller  220 .       

     Referring to  FIG. 13B , the distance  212  (“CD”) between the sensor targets  209   a  and  209   b  on the trailer  111  is known, and the distance  308  (“AB”) between the sensors  320   a  and  320   b  on the dock station  131  is also known. Additionally, angles A1 and B1 are known from detection of the first target  209   a  by the second sensor  320   b , and by detection of the second target  209   b  by the first sensor  320   a , respectively. Similarly, angles A2 and B2 are also known from detection of the second target  209   b  by the second sensor  320   b , and by detection of the first target  209   a  by the first sensor  320   a , respectively. Once these angles are known, angles C1 and D1 are also known. However, in the illustrated embodiment the trailer  111  is off-center and at an angle relative to the dock station  131 . Accordingly, it would be advantageous to determine:
         a. The perpendicular distance  1301  from the dock station  131  to point E at the intersection of the trailer centerline  213  with the trailer trailing edge  208 ;   b. The lateral or side-to-side distance  1302  from E to the centerline  304  of the dock station  131 ; and/or   c. The angle  1303  of the trailer  111  relative to the dock station  131 .       

     Once this information is known by the central processing center  132 , it can provide this information to the tractor controller  220 , which in turn provides corresponding guidance commands to the tractor drive systems  410  so that the tractor  112  can back the trailer  111  up to the dock station  131  in proper alignment for efficient unloading/loading of cargo. 
     Referring next to  FIG. 13C , a method of determining the position of the aft edge  208  of the trailer  111  relative to the dock station  131  in accordance with an embodiment of the present technology is as follows. The following method and suitable variations thereof can be executed by, for example, the central processing center processor  501  ( FIG. 5A ) or other processing device in accordance with computer-executable instructions stored in memory. Using quadrilateral ABCD, it is possible to construct two triangles, ADD′ and BCC′, to be used in determining the perpendicular distances AD′ and BC′ of the trailer sensor targets  209   a, b  from the dock face as follows:
         a. Determine distance AD using triangle ABD:
           AD=(AB(SIN(B1))/SIN(D1)   
           b. Determine distance BC using triangle ABC:
           BC=(AB(SIN(A1))/SIN(C1)   
           c. Determine distance AD′ using triangle ADD′:
           AD′=AD(SIN(A2)) where angle A2 is determined by triangle ABD   
           d. Determine distance BC′ using triangle BCC′:
           BC′=BD(SIN(B2)) where angle B2 is determined by triangle ABC   
               

     It is now possible to determine the angle  1303  ( FIG. 13B ) of the trailer  111  relative to the dock wall by using the absolute difference in distance of AD′ and BC′ and the known width CD of the trailer  111 :
         e. Angle D2 of triangle CDF=(SIN −1 (AD′−BC′)/CD) where AD′ is greater than BC′   f. Angle C2 of triangle CDF=(SIN −1 (BC′−AD′)/CD) where BC′ is greater than AD′       

     With the angle of the trailer relative to the dock known, it is now possible to determine distance CF′ as well as distance EF′ as follows:
         g. EF′=(CD/2)SIN(C2) where angle C2 is determined by triangle CDF   h. CF′=SQRT(EC{circumflex over ( )}2−EF{circumflex over ( )}2)       

     It is now possible to determine the position of the trailer  111  in relation to the dock interface as follows:
         i. Distance  1301  ( FIG. 13B ) to aft end of trailer at centerline
           =BC′+CF′ or AD′−CF′   
           j. Distance  1302  from dock centerline  304  to aft end of trailer  111  at centerline
           =AB/2−(CC′+EF′)   
               

     Once the position of the aft end of the trailer  111  relative to the dock interface is known, the tractor controller  220  can determine the back-up path to correctly position the trailer  111  at the dock station  131 , and command the tractor drive systems  410  accordingly. In other embodiments, all or a portion of the routine described above can be executed by the central processing center  132 , which subsequently determines the back-up path and sends it to the tractor controller  112 . The back-up path may be continuous or a series of steps including pull-forward movements to enable a higher degree of positional accuracy of the tractor/trailer combination  110  about the centerline  304  of dock station  131 . During the back-up process, the routine described above (or other suitable methods) can be repeated by the tractor controller  220  and/or the central processing center  132  to get real-time feedback of the 2D position of the trailer  111  relative to the dock  131  during the back-up process to confirm that the trailer is on the correct path and to make corrections as needed. 
     Upon receiving a signal from the dock station control panel  340  indicating that the trailer  111  is in position at the dock station  131  or a signal from the tractor controller  220  indicating an increase in motor torque, and/or positional information from the tractor navigation system  231 , the tractor sensors  210 , the building sensors  320 , or some combination thereof, the tractor  112  will cease backing and set the tractor brakes  246 . The tractor controller  220  will then engage the tractor boom system  635  to lower the boom  216  from the trailer  111  until the boom system is in its stored position. As a result of boom disengagement or as a separately commanded task by the tractor controller  220 , the air supply and electrical lines will be automatically (or, in some embodiments, manually) disconnected between the tractor  112  and the trailer  111 . The tractor controller  220  will then communicate to the central processing center  132  that the trailer  111  is positioned at the dock station  131  and is ready for loading/unloading. Additionally, the tractor controller  220  can communicate to the central processing center  132  that the tractor  112  is available for another trailer move. In some embodiments, the central processing center  132  responds to this information by communicating with the dock station control panel  340  to initiate engagement of the trailer  111  following a workflow process that can include:
         a. Activating the vehicle restraint  303 ;   b. Opening the loading dock door  305 ;   c. Activating the dock leveler  301 ; and   d. Signaling an inside workforce that the dock station  131  is ready for loading/unloading operations.       

     In some embodiments, the method described above for positioning the trailer  111  relative to the dock station  131  can also be used to position the tractor  112  relative to the trailer  111 . For example, in some embodiments this method can be used in conjunction with the tractor sensors  210   a, b  and the trailer sensor targets  209   a, b  to determine relative angles and distances between the tractor  112  and the trailer  111  for, e.g., engaging the tractor  112  with the trailer  111  as described above with reference to  FIGS. 8-10 . 
     As noted above with reference to  FIG. 2A , in some embodiments the tractor  112  can include an angular position sensor  217  to determine, for example, the angular orientation of the trailer kingpin  204  (and hence the trailer centerline  213 ) relative to the tractor centerline  214 . In some embodiments, this angular information can be used as a check or to supplement the trailer angular position information received from the tractor sensors  210   a, b . As can be seen from the examples described above, however, a benefit of using the tractor sensors  210   a, b  and the dock sensors  320   a, b  in accordance with the present technology is the ability to get more accurate trailer 2D position information in real-time during the entire back-up process. Relying on the positional data from, for example, a trailer angle sensor alone in the absence of such real-time feedback would fail to address issues such as trailer carriage alignment or other issues that would prevent the trailer from tracking precisely to a prescribed path. In contrast, the embodiments described above can provide real-time positional feedback that may be used by the back-up routine to correct the tracking model and keep the trailer  111  on the desired back-up path  1105 . 
     As noted above, in some embodiments the tractor controller  220  is configured to command vehicle movement based on a stored workflow procedure. At least a portion of this function can be performed using methods and systems as described in: “Constrained Model Predictive Control for Backing-up Tractor-Trailer System” by Yang Bin and Taehyun Shim, published in the proceedings of the 10th World Congress on Intelligent Control and Automation—Beijing, China, Jul. 6-8, 2012, which is incorporated herein by reference in its entirety, and/or methods and systems as described in U.S. Pat. No. 9,623,859, titled “TRAILER CURVATURE CONTROL AND MODE MANAGEMENT WITH POWERTRAIN AND BRAKE SUPPORT,” which is also incorporated herein by reference in its entirety. An example would be a series of movements required to back the tractor/trailer combination  110  into range of the dock sensors  320   a, b  at a dock station  131 . By way of example,  FIG. 14  is a schematic diagram that illustrates the geometry of the tractor  112  and the trailer  111  overlaid with a 2D X-Y coordinate system, and identifies variables that can be used to determine a kinematic relationship between the tractor  112  and the trailer  111  for use in a representative trailer backup routine in accordance with embodiments of the present technology. 
     The representative flow diagrams described above depict processes used in some embodiments. These flow diagrams do not show all functions or exchanges of data, but instead provide an understanding of commands and data exchanged under the system. 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. Each step depicted in the flowcharts can itself include a sequence of operations that need not be described herein. Those or ordinary skill in the art can create source code, microcode, program logic arrays or otherwise implement the invention based on the flowcharts and the detailed description provided herein. The disclosed routines are preferably stored in non-volatile memory that forms part of the relevant processors, or can be stored on removable media, such as disks, or hardwired or preprogrammed in chips, such as EEPROM semiconductor chips. 
     Camera System 
     As shown in  FIG. 3 , some embodiments of the present technology can include one or more cameras  310  at each dock station  131  mounted to provide images from a field of view that includes the dock approach. In some embodiments, the central processing center  132  can be operably connected to the camera  310  and can control the camera  310  to obtain images. Additionally, the central processing center  132  (or other processing device) can include an image processor that manipulates the images to produce a pattern-recognized output, which can be used to identify a trailer  111  in the field of view and determine the position of the trailer  111  relative with the dock centerline  304  and the dock interface. This positional information can then be relayed to, for example, the tractor controller  220  to facilitate alignment and parking of the trailer  111  at the dock station  131 . This pattern recognition could be the rectangular rear aspect (e.g., the rear end) of the trailer  111 , the trapezoidal aspect of the roof of the trailer  111 , or a combination of the two. Possible algorithms for accomplishing this task can include but are not limited to, for example, 2D feature tracking, generalized Hough transforms using a cascade classifier (similar to Haar-like features) as developed by Viola and Jones for face detection, and correlation filters as well as other suitable pattern-recognition algorithms known in the art. Facility lighting to facilitate camera imaging may or may not be required. 
     In addition to autonomous guiding, the camera images could also be used by dock workers or management to determine dock status and trailer position. The images could also be transmitted wirelessly from, for example, the central processing center  132  and/or the dock control panel  340  to a manned tractor  112  for viewing by the driver to facilitate manual parking at the dock station  131 . For example, the images could be displayed for the driver via a mobile device (e.g., using a smartphone mobile app) or via a display screen associated with the tractor display system  222 . As shown in  FIG. 15 , in some embodiments the tractor display system  222  can display a screen shot of a live camera view (e.g., a perspective view) of the trailer  111  with the dock centerline  304  superimposed to facilitate the driver&#39;s understanding of the trailer&#39;s relationship to the dock. In some embodiments, the camera  310  can be a video camera that provides a number or a sequence of images per second. For example, a digital camera with a CCD (charged couple device) or CMOS (complementary metal-oxide semiconductor) image sensors can be used. 
     Active Building Sensor 
     As also shown in  FIG. 3 , in yet other embodiments of the present technology, the dock station  131  can include a single signal source located, for example, on or proximate the dock centerline  304  and above the trailer height in the place of the radar-transmitting antenna  311 . The single signal source can be configured to operate in a manner similar to a very high frequency (VHF) omnidirectional range (VOR) beacon system used by the aviation industry, and can provide azimuth angle and range to a given receiver. For example, in some embodiments, one or more VOR beacons can be positioned at or near the docking stations  131  and/or in other locations at the center  100  ( FIG. 1 ), and one or more receivers can be located on the transport vehicle (e.g., the tractor  112  or the trailer  111 ). The receiver can transmit VOR signal information received from the beacons to a control station (e.g., the central processing center  132 ) that can then determine the trailer distance from the dock wall, trailer distance from the dock centerline  304 , and trailer attitude relative to the dock wall and the dock centerline  304 . In some embodiments, the control station can be located on the transport vehicle, at the central processing center  132 , and/or at one or more other locations, as well as at an Internet location (IOT). 
     Rail Guidance System 
     In some embodiments, the present technology can include track or rail guidance systems that can guide or otherwise facilitate movement of autonomous or manned vehicles to their assigned places in a distribution center vehicle yard, such as the yard  102  of  FIG. 1 . In general, the term “rail” may be used herein to refer to any of a number of structures, apparatuses, and/or systems that provide a guided path for a tractor in a logistics yard or other setting. For example, embodiments of rails described herein can include elongate structures that extend above the surface of the yard to physically engage a corresponding structure on a lower portion of, for example, a yard tractor, trailer, OTR vehicle, etc. Such rails can also include electronic devices embedded in or below the surface of the yard that wirelessly communicate with a corresponding receiver on the transport vehicle. Additionally, the term rail is not limited to continuous members or systems. In some embodiments, the guided path is achieved by means of embedded guide rails or other devices that wirelessly interact with a sensor system  205  mounted to, for example, a lower portion of the tractor  112  ( FIG. 2A ). The tractor sensor system  205  may be advantageously placed at the same tractor station line as the rear drive tires  203 , or at the centerline of the fifth wheel attachment  211 . In some embodiments, the sensor system  205  can be a magnetic field sensor, such as an FLC  100  magnetic field sensor from Stefan Mayer Instruments, Wallstr. 7, D-46535 Dinslaken, Germany. In some embodiments, the sensor system  205  is configured to detect the location of the embedded guide rails relative to the tractor  112  and transmit this information to the tractor controller  220 . The controller  220  can, in turn, use this information as described above for autonomous movement of the tractor/trailer combination  110  to and from specific locations in the yard  102 . Although rail-guided systems are known in the railroad, conveyor, and amusement industries, to the knowledge of the inventors, they have not been applied to the transport vehicle industry as described above due to the limitations and complexity of the associated systems. 
     In some embodiments, the rail guidance system can be placed at locations within the logistics yard  102  to facilitate autonomous movement of the transport vehicles in accordance with a work flow procedure. The rails may be located along access ways, drives, parking locations, dock locations, or anywhere an OTR or terminal tractor may be expected to operate. They may be composed of both straight and curved sections and may be interconnected or composed of discrete sections for specific use. Referring to  FIG. 11  by way of example, in the illustrated embodiment, the yard  102  can include a rail system  1104  for the dock position  131  that, in some embodiments, can be continuous from the tractor start position  1101  to a tractor end position  1103 . As noted above, in this embodiment, the tractor start position  1101  is where the tractor  112  is initially located with the tractor/trailer combination  110  oriented at 90 degrees from the orthogonal projection of the dock centerline  304 . From this point, the rail system  1104  curves outwardly before becoming straight in alignment with the dock centerline  304 . The rail system  1104  ends at the end point  1103 , which is where the tractor  112  will finish its backing movement with the tractor/trailer combination  110  aligned with the dock centerline  304 . 
     In other embodiments, the tractor/trailer combination  110  can be oriented at 90 degrees to the dock centerline  304  and positioned approximately 80 feet into the drive and away from the dock station  131 , and the rail system  1104  can include only the straight section of rail aligned with the dock centerline  304 . In this embodiment, the tractor  112  would begin its backing movement using a predetermined set of instructions commanded by the tractor controller  220 , and the tractor/trailer  110  would back up until the tractor sensor system  205  senses the rail system  1104 . At that point, the tractor controller  220  would command the tractor  112  to pull forward away from the dock along the rail system  1104  approximately 20 feet to align the tractor/trailer combination  110  with the dock centerline  304 . Then, the controller  220  would command the tractor  112  to back into the dock position  131  along the rail system  1104  and the dock centerline  304 . This action could be repeated as desired to ensure proper trailer alignment with the dock station  131 . 
     In some embodiments, the rail system  1104  can include a series of electromagnetic sections that could be independently powered to provide unique pathways for the tractors  112  in the yard  102  to enable fully controlled yard movement tailored to individual units. The segments would be visible to the individual tractor sensor systems  205  only when energized. Although an electromagnetic system can be used in some embodiments, in other embodiments, a powered rail system  1104  could incorporate any number of other known wireless communication/signal systems, such as electro-optical systems, RF systems, etc. to communicate with the tractor sensor system  205 . In some embodiments, the tractor sensor system  205  can include an antenna or the like to facilitate one- or two-way communication between the rail system  1104  and the tractor  112 . This communication could include movement instructions for the tractor  112 , unique identifiers to identify a particular tractor  112  to the rail system  1104  or a particular rail section to the tractor  112 , and the like. A further aspect of these embodiments of the rail system  1104  is that it can include a combination of linear sections and/or discrete features or devices that communicate information to the tractor  112 , either through the sensor system  205  or other means. These discrete features may communicate actively or passively, and as an example might communicate a location to the tractor  112 . For example, the rail system  1104  may include a plurality of discrete features (e.g., communication devices) that are embedded or otherwise positioned in or on the yard surface at specific locations, and each of the locations can correspond to a start point  1101  of a path  1102  for backing a tractor  112  up to a particular dock station  131 . In operation, the tractor sensor system  205  locates and confirms the feature corresponding to a specific dock station  131  to set the start point  1101  for backing up to the dock station  131 . 
       FIGS. 16A-16D  are partially schematic end views of various guide rails configured in accordance with embodiments of the present technology. In some embodiments, the rail system  1104  and variations thereof can be composed of many different types of suitable materials having a variety of suitable shapes and sizes for guiding OTR and terminal tractors as described above. For example, suitable rails may have a profile that protrudes above the roadway (e.g., the yard surface), is flush with the roadway, is internally grooved, is hollow, and/or is composed of discrete active or passive features for, e.g., wirelessly communicating information. Some examples of suitable rails can include, but are not limited to: 
     Protruding rail examples (see  FIG. 16A )
         1. Simple rectangular profile— 1601     2. Rounded head profile— 1602     3. V shape or the like— 1603     4. Inverted V shape or the like— 1604     5. Any of the foregoing can include visible light or electromagnetic (EM) emissive features or the like.
 
As noted above, the tractor  112  can include one or more receivers or coupling devices (e.g., pins, blades, rollers, bumpers and/or other structural features) on an underside thereof configured to receive and engage protruding rails in a manner that may limit lateral movement but allow forward/aft movement along the rail in a conventional manner.
       

     Flush surface rail examples (see  FIG. 16B )
         1. Flat steel bar stock— 1605     2. Reflective adhesive tape or the like (e.g., solid, striped or patterned metallic tape)— 1606     3. Paint (e.g., magnetic paint, strip or another visual feature)   4. A material different from the surrounding drive material   5. Any of the foregoing can include visible light or electromagnetic emissive features or the like.       

     Internally grooved examples (see  FIG. 16C )
         1. V shape or the like— 1607     2. Simple rectangular groove— 1608     3. Rounded groove — 1609         

     Embedded feature examples (See  FIG. 16D )
         1. Conductive wire or the like— 1610     2. Magnetic feature and/or device— 1611     3. Hollow feature such as pipe or tubing or the like, which can be empty or filled with media such as water— 1512         

     Discrete Feature Examples
         1. Reflective discs, pads or the like   2. Metal discs, pads or the like   3. Magnetic discs, pads or the like   4. Active emitters such as RF, laser or the like       

       FIGS. 17A and 17B  are partially schematic end views of various guide rails configured in accordance with other embodiments of the present technology. In some embodiments, the rail features and/or sections may be composed of one or more members. For example, as shown in  FIG. 17A , a protruding rail may have two members  1602  that trap the tractor coupling device (e.g., a pin, blade, or other member extending downwardly from an underside of the tractor  112 ) between them and restrict lateral movement while enabling fore and aft movement. Also, as shown in  FIG. 17B , in some embodiments the rail can include a combination of different features, such as a combination of surface features and embedded features, such as one or more paint strips  1606  and a buried conductive wire  1610 . 
       FIGS. 18A and 18B  are a series of partially schematic views illustrating aspects of an embedded guide rail  1800  configured in accordance with further embodiments of the present technology. Referring first to  FIG. 18A , the embedded rail  1800  is shown in end view, and in some embodiments, the rail  1800  can exhibit graduated electrical capacitance or the like across the width of its surface (as illustrated by the graphs  1801 ,  1802 , and  1803 ) that can enable the tractor sensor(s) to center the tractor  112  on the guide rail by detection of the capacitance and prevent the tractor  112  from uncoupling from the rail and/or deviating from the rail path prematurely. Although a capacitance system is described, many other types of suitable systems can be used for such centering, such as optical systems, magnetic systems, or the like. For example, as shown in  FIG. 18B , in other embodiments a graduated capacitance feature could exhibit a graduated signal that varies across the width of rail as shown by graphs  1804 ,  1805 , and  1806 , which can distinguish one side of the rail (e.g., a strip) from the other, thereby enabling the tractor sensor system to distinguish right from left. 
     Guide Lights 
       FIGS. 19A-19D  are a series of partially schematic front views of the guide lights  332  of  FIG. 3 , configured in accordance with embodiments of the present technology.  FIG. 19A  illustrates an embodiment of the guide lights  332  designed to work with the systems and methods described above. This embodiment can include a guide light package or housing  1901  having a row of lights  1904   a - 1904   f  in which two colors are present on either side of the housing  1901 . The left-hand guide lights  1904   a - c  could display one color  1902  (e.g., green) when a trailer  111  backing in is too far to the right of center, and the right-hand lights  1904   d - f  can display a different color  1903  (e.g. red) when the trailer  111  is too far to the left. Both colors would be illuminated when the trailer is centered on approach. In another embodiment, all of the guide lights  1904   a - f  can be lit when the trailer is farthest from the dock, but when it enters a zone closer to the dock, the outside lights (e.g., lights  1904   a  and  1904   f ) cease working and finally when the trailer is in a zone closest to the dock, only the innermost two lights  1904   c  and  1904   d  function. The lights that are illuminated may be illuminated continuously, blink, or some combination of the two. For instance, the lights  1904   a - f  might be illuminated continuously when the trailer is biased to one side or the other but might flash when the trailer proceeds too far from centerline to signal the driver to stop. The guide lights  1904   a - f  might also be configured to function only when a trailer is detected on approach and be dark when there is not a trailer present. The guide lights may be further configured to go dark when the trailer is against the dock. In some embodiments, the central processing center  132  (or other processing device) can provide control commands to the guide lights  332  based on trailer positional input received from the dock sensors  320   a, b , and/or from the camera  310  as described above. 
     It should be understood that although a multi-light configuration is shown in  FIG. 19A , other configurations can function with the same logic. For example, as shown in  FIG. 19B  other embodiments can have rectangular guide lights  1905  and/or other numbers of lights. The light system  1910  shown in  FIG. 19C  might also be integrated with a red light  1906   a  and a green light  1906   b  that indicate to a driver when it is safe to approach and leave the dock  131  (similar to, e.g., the signal lights  330 ;  FIG. 3 ). Another embodiment can incorporate a strobing feature in which the colored indicator lights have a strobing effect. The outermost lights would light first followed by the middle pair, and then finally the inner pair, giving the vehicle driver a centering communication. When the trailer is offset to one side, only those lights would strobe communicating that the trailer needs to move back closer to centerline. Once on centerline, both colors of lights would strobe. Other embodiments can have a single light color but depend on the strobe pattern to communicate steering commands to the driver.  FIG. 19D  illustrates yet another embodiment having a single light bar  1908  that is internally illuminated and presents one or more of the light actions described above to visually communicate guidance information to the driver. 
     Vehicle Driver Guidance 
       FIGS. 20A-20D  are a series of screenshots  2000   a - 2000   d , respectively, presenting graphical information that can be displayed for a vehicle driver to facilitate trailer parking, in accordance with embodiments of the present technology. The screen shots  2000   a - 2000   d  can be generated from images and/or other information received from loading dock camera  310 , the tractor sensor system  210   a, b , the dock sensors  320   a, b , etc., in accordance with a guidance application executed by or in conjunction with the central control system  132 . In some embodiments, the screenshots  2000   a - 2000   d  display steering features to enable the vehicle driver to more precisely position the transport trailer against a loading dock. These features can be presented on a dedicated graphics monitor, such as the display system  222  in the tractor  112 , a smart phone screen, or a computer tablet or the like positioned in the vehicle cab or carried loose by the driver. The guidance features can communicate relative distance of the trailer from dock, relative trailer attitude to the dock, distance from centerline  304 , and/or permissible distance from centerline as well as direction of travel. In addition, the screen shots could also display dock information, steering commands, or any other pertinent information that the driver might require or find helpful. As shown in  FIG. 20A , for example, the screen shot  2000   a  can display the position of the dock centerline  304  relative to the trailer. Similarly, as shown in  FIG. 20B , the screenshot  2000   b  can include a top view of the trailer  111  relative to the dock centerline  304 . The screenshot  2000   c  of  FIG. 20C  can illustrate steering wheel inputs needed to keep the trailer on the centerline. The screen shot  2000   d  of  FIG. 20D  illustrates another example graphic that can provide left/right centering information to the driver. 
     Automated Trailer Air/Electrical Hook-Up 
     In some embodiments, the present technology relates to a tractor and trailer combination that includes a system for automatically coupling supply air and electrical supply from the tractor unit to the trailer unit. Conventional airbrake systems for motor trucks typically include two separate pressure air conduits and respective sets of couplers, one for the main or so-called service brake system and circuit, and the other for the so-called emergency brake circuit. Accordingly, typically there are two flexible air hoses or conductors associated with a tractor that must first be connected to separate couplers disposed on the trailer for moving the trailer, and then disconnected from the trailer when the tractor separates from the trailer. This task is not particularly vexing with conventional over-the-road trucking operations. However, in truck yard or so-called “terminal” operations, trailers are constantly being moved about between loading docks and storage positions by a terminal-type truck tractor. By way of example, as many as 150 to 200 trailer moving operations may be carried out in a typical 24-hour period, each operation requiring the tractor driver to leave the driver&#39;s cab, connect the airbrake hoses to the trailer prior to moving the trailer, and then leave the cab again to disconnect the air hoses from the trailer once it is properly parked. The hose disconnecting operation can increase the cycle time of moving and parking a trailer and could present challenges to the implementation of autonomous or semi-autonomous yard operations. Accordingly, it would be advantageous to provide an automatic brake and electrical supply coupler arrangement that would provide for automatic engagement and disengagement of these systems without human intervention. There also has been a need to provide a mechanism for control of and retrieval of the flexible brake lines or hoses connected to the brake couplers to prevent the couplers from falling to the ground when they are disconnected from the trailer or otherwise becoming entangled with the tractor undercarriage. With this in mind, some embodiments of the present technology include systems and methods of automatically engaging and dis-engaging trailer brake supply and emergency air systems, as well as the trailer electrical supply, automatically upon trailer engagement and disengagement from the tractor fifth wheel in semi-trailer applications. 
     The following publications are incorporated herein by reference in their entireties and form part of the present disclosure.
         1) Constrained Model Predictive Control for Backing-Up Tractor-Trailer System, by Y. Bin and T. Shim, Proceedings of the 10th World Congress on Intelligent Control and Automation, Jul. 6-8, 2012, Beijing, China.   2) A New Method for Directional Control of a Tractor Semi-Trailer, by S. H. Tabatabaei Oreh, R. Kazemi, S. Azadi, and A. Zahedi, Australian Journal of Basic and Applied Sciences, 6(12): 396-409, 2012, ISSN 1991-8178.   3) Path-Tracking for Tractor-Trailers with Hitching of Both the On Axle and the Off-Axle Kind, by R. M. DeSantis, J. M. Bourgeot, J. N. Todeschi, and R. Hurteau, Ecole Polytechnique de Montreal, Montreal, Quebec, Canada, H3C 3A7, 2002.   4) Turning an Articulated Truck on a Spreadsheet, by J. McGovern, Dublin Institute of Technology, Nov. 1, 2003.       

     Some aspects of the invention are described above in the general context of computer-executable instructions, such as routines executed by a general-purpose data processing device, for example, a server computer, wireless device, or personal computer. Those skilled in the relevant art will appreciate that aspects of the invention can be practiced with other communications, data processing, or computer system configurations, including Internet appliances, hand-held devices (including personal digital assistants (PDAs)), wearable computers, all manner of cellular or mobile phones (including Voice over IP (VoIP) phones), dumb terminals, media players, gaming devices, multi-processor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, mini-computers, mainframe computers, and the like. Indeed, the terms “processing center,” “computer,” “server,” “host,” “host system,” and the like are generally used interchangeably herein, and refer to any of the above devices and systems, as well as any data processor. 
     Aspects of the invention can be embodied in a special-purpose computer or data processor that is specifically programmed, configured, or constructed to perform one or more of the computer-executable instructions explained in detail herein. While aspects of the invention, such as certain functions, are described as being performed exclusively on a single device, the invention can also be practiced in distributed environments where functions or modules are shared among disparate processing devices, which are linked through a communications network, such as a Wireless Personal Area Network (WPAN), Local Area Network (LAN), Wide Area Network (WAN), or the Internet. In a distributed computing environment, program modules may be located in both local and remote memory storage devices. 
     Aspects of the invention may be stored or distributed on tangible computer-readable media, including magnetically or optically readable computer discs, hard-wired or preprogrammed chips (e.g., EEPROM semiconductor chips), nanotechnology memory, biological memory, or other data storage media. Alternatively, computer-implemented instructions, data structures, screen displays, and other data under aspects of the invention may be distributed over the Internet or over other networks (including wireless networks), on a propagated signal on a propagation medium (e.g., an electromagnetic wave(s), a sound wave, etc.) over a period of time, or they may be provided on any analog or digital network (packet switched, circuit switched, or other scheme). 
     One skilled in the relevant art will appreciate that the concepts of the invention can be used in various environments other than location based or the Internet. In general, a display description may be in HTML, XML or WAP format, email format or any other format suitable for displaying information (including character/code-based formats, algorithm-based formats (e.g., vector generated), and bitmapped formats). Also, various communication channels, such as LANs, WANs, or point-to-point dial-up connections, may be used instead of the Internet. The system may be conducted within a single computer environment, rather than a client/server environment. Also, the user computers may comprise any combination of hardware or software that interacts with the server computer, such as television-based systems and various other consumer products through which commercial or noncommercial transactions can be conducted. The various aspects of the invention described herein can be implemented in or for any e-mail environment. 
     The processor  501  and other processing devices disclosed herein may be any logic processing unit, such as one or more central processing units (CPUs), digital signal processors (DSPs), application-specific integrated circuits (ASIC), programmable logic controllers (PLCs), etc. Although specific circuitry is described above, those of ordinary skill in the art will recognize that a microprocessor-based system could also be used where any logical decisions are configured in software. Unless described otherwise, the construction and operation of the various components shown in the Figures are of conventional design. As a result, such components need not be described in further detail herein, as they will be readily understood by those skilled in the relevant art. 
     Representative computer displays or web pages configured in accordance with the present technology may be implemented in any of various ways, such as in C++ or as web pages in XML (Extensible Markup Language), HTML (HyperText Markup Language) or any other scripts or methods of creating displayable data, such as the Wireless Access Protocol (“WAP”). The screens or web pages provide facilities to present information and receive input data, such as a form or page with fields to be filled in, pull-down menus or entries allowing one or more of several options to be selected, buttons, sliders, hypertext links or other known user interface tools for receiving user input. While certain ways of displaying information to users is shown and described with respect to certain Figures, those skilled in the relevant art will recognize that various other alternatives may be employed. The terms “screen,” “web page,” “page,” “and “display descriptions” are generally used interchangeably herein. 
     When aspects of the present technology are implemented as web or display pages, the screens are stored as display descriptions, graphical user interfaces, or other methods of depicting information on a computer screen (e.g., commands, links, fonts, colors, layout, sizes, relative positions, and the like), where the layout and information or content to be displayed on the page is stored in a database typically connected to a server. In general, a “link” refers to any resource locator identifying a resource on a network, such as a display description provided by an organization having a site or node on the network. A “display description,” as generally used herein, refers to any method of automatically displaying information on a computer screen in any of the above-noted formats, as well as other formats, such as email or character-/code-based formats, algorithm-based formats (e.g., vector generated), or matrix or bit-mapped formats. While aspects of the invention are described herein using a networked environment, some or all features may be implemented within a single-computer environment. 
     One skilled in the relevant art will appreciate that a display description may be in HTML, format, email format, or any other format suitable for displaying information (including character/code-based formats, algorithm-based formats (e.g., vector generated), and bitmapped formats). Also, various communication channels may be used, such as a LAN, WAN, or a point-to-point dial-up connection instead of the Internet. The server system may comprise any combination of hardware or software that can support these concepts. In particular, a web server may actually include multiple computers. A client system may comprise any combination of hardware and software that interacts with the server system. The client systems may include television-based systems, Internet appliances, and various other consumer products through which auctions may be conducted, such as wireless computers (mobile phones, etc.). 
     References throughout the foregoing description to features, advantages, or similar language do not imply that all of the features and advantages that may be realized with the present technology should be or are in any single embodiment of the invention. Rather, language referring to the features and advantages is understood to mean that a specific feature, advantage, or characteristic described in connection with an embodiment is included in at least one embodiment of the present technology. Thus, discussion of the features and advantages, and similar language, throughout this specification may, but do not necessarily, refer to the same embodiment. 
     Any patents and applications and other references noted above, including any that may be listed in accompanying filing papers, are incorporated herein by reference. 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. 
     Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise,” “comprising,” and the like are to be construed in an inclusive sense, as opposed to an exclusive or exhaustive sense; that is to say, in the sense of “including, but not limited to.” As used herein, the terms “connected,” “coupled,” or any variant thereof means any connection or coupling, either direct or indirect, between two or more elements; the coupling or connection between the elements can be physical, logical, or a combination thereof. Additionally, the words “herein,” “above,” “below,” and words of similar import, when used in this application, refer to this application as a whole and not to any particular portions of this application. Where the context permits, words in the above Detailed Description using the singular or plural number may also include the plural or singular number respectively. The word “or,” in reference to a list of two or more items, covers all of the following interpretations of the word: any of the items in the list, all of the items in the list, and any combination of the items in the list. 
     The above Detailed Description of examples and embodiments of the present 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. For example, while process flows 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. 
     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. 
     While the above Detailed Description describes various embodiments of the invention and the best mode contemplated, regardless of the level of detail of 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. 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. 
     Although certain aspects of the invention are presented below in certain claim forms, the applicant contemplates the various aspects of the invention in any number of claim forms. Accordingly, the applicant reserves the right to pursue additional claims after filing this application to pursue such additional claim forms, in either this application or in a continuing application.