Patent Description:
Vehicle docking facilities, such as warehouses, typically include multiple vehicle docking stations that facilitate the movement of goods between the facility and a vehicle parked at the docking station. Each vehicle docking station can include docking equipment used to improve the safety and efficiency of moving goods between the facility and the vehicle. A vehicle docking station can include, for example, a vehicle restraint used to ensure that the vehicle does not move away from the docking station during loading and unloading, a dock door used to control access into and out of the warehouse, a dock leveler used to provide a bridge or ramp between the vehicle and the facility, a barrier gate to prevent cargo or personnel from falling out of the docking station when the dock door is open, and an inflatable shelter to provide cover between the vehicle and the facility during loading and unloading.

Some vehicle docking facilities use a workflow protocol to help improve safety and efficiency at the vehicle docking stations. For example, such workflow protocols may call for dock personnel to not open a dock door until proper vehicle restraint engagement has been confirmed, or for a dock leveler to not be extended until a dock door has been opened. Such workflow protocols may be guidelines that dock personnel are expected to follow manually, or may be automated, such that a computer system monitoring all of the docking equipment at a particular vehicle docking station prohibits operation of a certain piece of docking equipment until the computer system receives confirmation that another piece of docking equipment has been successfully operated (e.g., the system prevents opening of the dock door until the system receives confirmation that the vehicle restraint has successfully engaged the vehicle parked at the docking station). Descriptions of loading dock workflow protocols and docking equipment are provided in commonly owned <CIT>, <CIT> and <CIT>, reference to which is done.

Safety and efficiency issues can arise when dock personnel do not follow workflow protocol guidelines, or when dock personnel override the computer systems put in place to ensure adherence to workflow protocols. While a supervisor's responsibilities will generally include monitoring dock personnel to ensure compliance with a workflow protocol, it is often difficult for a supervisor to monitor all of the vehicle docking stations under his or her supervision at once. Additionally, efficiency within the facility may be improved if the supervisor is able to spend less time monitoring dock personnel and more time attending to other tasks. <CIT> is part of the prior-art.

Described herein are embodiments of a remote loading dock authorization system. The remote loading dock authorization system generally monitors the components of an automated loading dock station to ensure that a workflow protocol for the operation of the components is adhered to. If an attempt is made to deviate from the workflow protocol, or if dock personnel wants to affirmatively seek permission to deviate from the workflow protocol, the system can transmit an authorization request to a supervisor or the like and prevent the attempted deviation from the workflow protocol until the supervisor provides the requested authorization. Information pertaining to the status and operation of the loading dock station can be provided to the supervisor to use as part of deciding whether to provide the requested authorization. Communication among all components of the system, including authorization requests and associated data, can be facilitated via the use of a wireless communication network, including a IoT network, meaning that the supervisor can be located essentially anywhere in the world and still provide a level of oversight that can help to reduce accidents and improve operational efficiency.

Certain details are set forth in the following description and FIGS. 1A-<NUM> to provide a thorough understanding of various embodiments of this disclosure. Those of ordinary skill in the relevant art will appreciate, however, that the technology disclosed herein can have additional embodiments that may be practiced without several of the details described below and/or with additional features not described below. In addition, some well-known structures and systems often associated with loading dock equipment, loading dock equipment control systems, apparatuses, and methods have not been shown or described in detail below to avoid unnecessarily obscuring the description of the various embodiments of this disclosure.

In the Figures, identical reference numbers identify identical, or at least generally similar, elements. Many of the details, dimensions, angles, and other features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can have other details, dimensions, angles, and features without departing from the 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.

<FIG> is an isometric view of the exterior of a docking station <NUM>. The docking station <NUM> typically includes a dock door <NUM> installed in an opening <NUM> in a building wall <NUM> at an elevated position above a yard or drive <NUM>. A dock face <NUM> extends from the drive <NUM> to the bottom of the building wall <NUM>. The dock door <NUM> can be set back from the dock face <NUM> a distance of, e.g., from <NUM> to <NUM> inches. A dock leveler <NUM> is positioned in the opening <NUM> and can serve as a ramp which, when engaged, provides access between the dock floor and the floor of a trailer positioned at the docking station <NUM>. While not shown in <FIG>, the dock station can also include a dock seal, which typically extends around the top and left and right sides of the opening <NUM> and provides a seal between the building wall <NUM> and the trailer.

The docking station <NUM> can also include outside communication lights <NUM> mounted on the exterior side of the building wall <NUM> and preferably at a location that allows easy viewing by a driver while parking a trailer at the docking station <NUM>. In some embodiments, the outside communication lights <NUM> are positioned to the right of the dock door <NUM> as shown in <FIG> so that the outside communication lights <NUM> can be seen in the side view mirrors of the trailer being positioned at the docking station <NUM>. The outside communication lights <NUM> can be used to communicate various messages to the driver (or other workers outside of the warehouse), such as whether the trailer can be moved away from the docking station <NUM>.

The docking station <NUM> can further include a trailer restraint <NUM>. The trailer restraint <NUM> can be mounted to the dock face <NUM> near the ground and centered with respect to the dock door <NUM>. The trailer restraint <NUM> is operable to raise and engage with a bar (e.g., a rear impact guard (RIG)) provided at the rear of a trailer to prevent the trailer from moving away from the dock face <NUM> during loading and unloading operations. Further description of trailer restraints suitable for use in the systems and methods described herein are provided in commonly owned <CIT>, reference to which is done.

The docking station <NUM> can further include a set of dock bumpers <NUM>. The dock bumpers <NUM> are mounted near the top of the dock face <NUM> and just outboard of either side of the dock leveler <NUM>. When a trailer backs into the docking station <NUM>, the dock bumpers <NUM> serve as a physical signal that the trailer can stop backing up and also prevent the trailer from contacting the building wall <NUM>.

<FIG> shows an isometric view of the interior of the docking station <NUM>. As described above, the dock door <NUM> is movably attached to tracks on the interior side of the building wall <NUM>, and the dock leveler <NUM> can be rotatably mounted in a pit in the building floor <NUM>. <FIG> also illustrates a dock gate <NUM> that can be provided for creating a barrier behind the dock door <NUM> when the dock door <NUM> is open. The dock gate <NUM> is provided as safety measure for preventing falls when the dock door <NUM> is open. The dock gate may be part of the automated system, thereby allowing it to be automatically extended and retracted based on the workflow protocol.

As described in greater detail below, the interior side of the building wall <NUM> can be used for mounting various components of a dock equipment monitoring and control system configured in accordance with embodiments of the present technology. For example, in some embodiments, a docking station control unit <NUM> of a dock equipment monitoring and control system can be mounted on the interior side of the building wall <NUM>, such as to the left or right of the dock door <NUM>. Inside communication lights <NUM> can also be mounted on the interior side of the building wall <NUM>. The inside communication lights <NUM> can be used to communicate various messages to the workers inside the warehouse, such as whether loading and unloading of a trailer can begin.

The various components of the docking station <NUM> described above can be controlled by a dock equipment monitoring and control system. In some embodiments, the dock equipment monitoring and control system can generally include two primary control units responsible for monitoring and controlling the operation of the various components of the docking station. In some embodiments, the two primary control units include a docking station control unit typically located at or near the docking station <NUM> and generally designed to provide dock personnel working at the docking station <NUM> with at least some level of control over the components of the docking station, and a remote monitoring and authorization control unit typically located remote from the docking station <NUM> and generally designed to allow a supervisor to monitor the operation of several docking stations at once and to provide a level of control over each individual docking station to help ensure compliance with workflow protocols. In some embodiments, the docking station control unit communicates directly with the components of the docking station and relays information about the components to the remote monitoring and authorization control unit, and the remote monitoring and authorization control unit communicates instructions directly to the docking station control unit, which then relays any necessary command actions on to the individual components of the docking station. However, it should be appreciated that in alternative embodiments, the remote monitoring and authorization control unit can be configured to directly communicate with one or more individual components of the docking station (i.e., bypass the docking station control unit), either in addition to being able to communicate directly with the docking station control unit or in lieu of being able to communicate directly with the docking station control unit.

An embodiment of the above described configuration for the dock equipment monitoring and control system <NUM> is schematically illustrated in <FIG>. More specifically, <FIG> is a schematic diagram illustrating a top view of the docking station <NUM> equipped with a dock equipment monitoring and control system <NUM> (including the docking station control unit <NUM> and a remote monitoring and authorization control unit <NUM>) configured in accordance with an embodiment of this disclosure. The system <NUM> further includes a vehicle detection sensor system <NUM>, a trailer restraint system <NUM> (configured to control trailer restraint <NUM>), a dock leveler system <NUM> (configured to control dock leveler <NUM>), an interior clearance sensor system <NUM>, and a dock door opening system <NUM> (configured to control dock door <NUM>). As discussed in greater detail above, the docking station <NUM> generally includes the dock door <NUM>, an external trailer docking area <NUM>, and an internal trailer loading area <NUM>. The various hardware included in the system <NUM> can be generally similar in structure and function to hardware included in many loading dock stations, such as the loading docks described in commonly owned <CIT>; <CIT>; <CIT>; <CIT>; <CIT>; <CIT>; <CIT>; <CIT>; and <CIT>, reference to which is done.

The system <NUM> illustrated in <FIG> is configured for communication amongst some or all components of the system <NUM>. As discussed in greater detail below, a network <NUM> can be provided so that signals can be transmitted back and forth amongst the components of the system <NUM> in manner consistent with the methods described here. For example, the network <NUM> facilitates both the automation of the components of the system in accordance with a workflow protocol and the implementation of authorization system in which any deviation from the workflow protocol requires preauthorization. In some embodiments, the network <NUM> is an IoT network, and the components of the system <NUM> are each provided with the necessary hardware, software, electronics, sensors, etc. for communicating with the other components of the system via the IoT network.

As shown in <FIG>, the docking station control unit <NUM> can be electrically connected to each of the vehicle detection sensor system <NUM> (via link or line <NUM>), the trailer restraint system <NUM> (via link or line <NUM>), the dock leveler system <NUM> (via link or line <NUM>), the interior clearance sensor system <NUM> (via link or line <NUM>), the inside communication lights <NUM> (via a link or line not shown in <FIG>), the outside communication lights <NUM> (via a link or line not shown in <FIG>), the dock door opening system <NUM> (via link or line <NUM>), and a remote monitoring and authorization control unit <NUM> (via link <NUM>) so that the docking station control unit <NUM> can receive and send signals to and from each of the components of the dock station and the remote monitoring and authorization control unit <NUM>. The lines <NUM>, <NUM>, <NUM>, <NUM>, <NUM> and <NUM> can generally include wired connections, e.g., electrical lines, connecting the individual components of the system, but the lines <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> can also represent wireless communication signals sent back and forth between the components of the system <NUM>. The lines (not shown) connecting the inside communication lights <NUM> to the docking station control unit <NUM> and the outside communication lights <NUM> to the docking station control unit <NUM> can also generally include electrical lines or wireless signals.

While shown proximate the docking station <NUM> in <FIG>, the remote monitoring and authorization control unit <NUM> is generally located remote from the docking station <NUM>, such as in a centralized area of the multi-docking station facility in which the docking station <NUM> is located. In some embodiments, the remote monitoring and authorization control unit <NUM> may not even be at the same facility as the docking stations it monitors. For example, the remote monitoring and authorization control unit <NUM> may be located in a different building, at a different site, in a different city, in a different state, or even in a different country. Communication between the remote monitoring and authorization control unit <NUM> and the other components of the system when the control unit <NUM> is located in, e.g., a different building, state, city, etc., can be facilitated via a wireless network, an IoT network, the cloud, and/or other suitable networking system.

The network <NUM> is provided for facilitating communication between some or all of the components of the system <NUM>, including the docking station control unit <NUM> and the remote monitoring and authorization control unit <NUM>. The network <NUM> can be any suitable network used for facilitating communication between components connected to the network <NUM>. Communication networks include, but are not limited to, local area networks (LAN), wireless area networks (WAN), and the Internet. In some embodiments, the network <NUM> is configured as an Internet of Things (IOT) network permitting communication between some or all components of the system <NUM> via the Internet. In an IOT environment, the components of the system <NUM> may all be connected to the Internet so that each component of the system <NUM> is capable of communicating with other components of the system <NUM>. Cloud computing may also be used to network the components of the system <NUM>. While <FIG> shows the loading dock control unit <NUM> and the remote monitoring and authorization control unit <NUM> being connected to the network <NUM>, such that communication amongst the components of the system <NUM> is routed through loading dock control unit <NUM> and remote monitoring and authorization control unit <NUM>, the network <NUM> may also be configured so that all components of the system are directly connected with the network <NUM>, thereby permitting direct communication between any components of the system <NUM>.

The network <NUM> can also facilitate communication between some or all components of the system <NUM> and users of the system, such as those shown in <FIG>. For example, <FIG> shows a forklift operator <NUM>, a trailer operator <NUM> and a dock personnel <NUM>, each of which can receive communication from the system <NUM> via the network <NUM> and send messages/signals back to the system <NUM> via the network <NUM>. Other types of users not shown in <FIG> can also be communicated with via the network <NUM>. In the example of the forklift operator <NUM>, messages, such as authorization request messages and messages regarding status of components of the system, can be sent to the forklift operator using the network <NUM>. The forklift operator <NUM> may receive the messages via any suitable device, such as a laptop computer, a tablet, or a smart phone. The device used by the forklift operator <NUM> to communicate with the system <NUM> via the network <NUM> can be mounted to the forklift or can be a mobile device that the forklift operator can keep with him or her, even when no longer using the forklift. Similar devices can be used by the trailer operator <NUM> and the dock personnel <NUM> in order to communicate with the system <NUM> via the network <NUM>. As noted previously, the network <NUM> may be an IoT network, in which case the device used by the forklift operator <NUM>, the trailer operator <NUM>, the dock personnel <NUM>, etc. to communicate with the system <NUM> via the network may be an Internet-configured device.

In operation of the system <NUM> shown in <FIG>, the docking station control unit <NUM> is generally responsible for monitoring the status of the components of the docking station and implementing a workflow protocol that helps to ensure the components are operated in a certain order that promotes safety and efficiently within the facility. An exemplary workflow protocol that can be implemented by the docking station control unit <NUM> is illustrated in <FIG> and described in greater detail below. The docking station control unit <NUM> is configured to communicate with the remote monitoring and authorization control unit <NUM> to provide the remote monitoring and authorization control unit <NUM> with status information pertaining to the components of the docking station. The docking station <NUM> is also configured to provide authorization requests to the remote monitoring and authorization control unit <NUM>, and receive and implement responses to authorization requests from the remote monitoring and authorization control unit <NUM>. The present disclosure first describes how the docking station control unit <NUM> monitors and manages the components of the docking station <NUM> before turning to a description of how the docking station control unit <NUM> communicates and interacts with the remote monitoring and authorization control unit <NUM>.

<FIG> illustrates an embodiment of a warehouse that includes a plurality of docking stations <NUM>, each of which is equipped with system <NUM> (not shown in <FIG>), that are networked together to facilitate management of the warehouse. Docking station control units <NUM> are provided at each docking station <NUM>, and are each connected to a network so that information can be relayed back and forth between the individual docking station control units <NUM> and a remote monitoring and authorization control unit <NUM>. The network is also configured such that the docking station control units <NUM> and the remote monitoring and authorization control unit <NUM> can communicate with one or more devices <NUM> (e.g., laptop, mobile phone, tablet, etc.). This allows information regarding management of each docking station <NUM> to be communicated to, e.g., a forklift operator <NUM>, a trailer operator <NUM>, or a dock personnel <NUM> (as shown in <FIG>).

Any manner of networking together the docking station control units <NUM>, the remote monitoring and authorization control unit <NUM> and one or more devices <NUM> can be used, including various networking methods used in concert. As illustrated in <FIG>, a Bluetooth mesh network 190a is used to network together each individual docking station control unit <NUM>. The Bluetooth mesh network 190a (which can also be any other type of mesh network) provides a dynamic and non-hierarchical infrastructure where each node in the network is directly connected to as many other nodes in the network as possible. The mesh network 190a thereby provides for efficient routing of information within the network 190a. The network <NUM> can also include a cellular gateway 190b to provide reliable and flexible Internet access to all devices in the network <NUM>. In <FIG>, the cellular gateway facilitates communication between the mesh network 190a of docking station control units <NUM> and the remote monitoring and authorization control unit <NUM>. Use of a cellular gateway 190b as a component of the network <NUM> can beneficially eliminate the need for the components of the overall system to access a LAN or WAN set up at the warehouse but used for other purposes. Finally, communication between the remote monitoring and authorization control unit <NUM> and the one or more devices <NUM> can be facilitated by, for example, the Internet, the cloud, or a cellular network.

Each of the vehicle detection system <NUM>, the trailer restraint system <NUM>, the dock leveler system <NUM>, the interior clearance system <NUM> and the dock door opening system <NUM> monitor the status of their associated component. For example, the trailer restraint system <NUM> monitors whether trailer restraint <NUM> is engaged or disengaged with a vehicle, including whether an engagement has been attempted but is not successful. As such, signals received by the docking station control unit <NUM> from any of the vehicle detection system <NUM>, the trailer restraint system <NUM>, the dock leveler system <NUM>, the interior clearance system <NUM> and/or the dock door opening system <NUM> may generally convey one or more pieces of information to the docking station control unit <NUM> regarding the status of these individual components. When the systems <NUM>, <NUM>, <NUM>, <NUM> and <NUM> are Internet enabled, such communication with the control unit <NUM> can be via an IoT network <NUM>. The docking station control unit <NUM> processes the information and, based on the input signal received, may send out an instruction signal to any of the individual components of the dock equipment control system <NUM>. Such instruction signals may instruct any of the individual components to, for example, engage or disengage, open or close, etc..

In some embodiments, the docking station control unit <NUM> receives signals from one or more of the components of the system <NUM> and provides visual signals via the inside communication lights <NUM> and/or the outside communication lights <NUM>. As shown in <FIG> and <FIG>, the outside communication lights <NUM> can be mounted on an exterior side of the building wall <NUM> and the inside communication lights <NUM> can be mounted on an interior side of the building wall <NUM>. In such configurations, the outside communication lights <NUM> can convey visual messages or signals to the driver of a trailer being parked at the docking station (or other worker located outside of the warehouse) and the inside communication lights <NUM> are generally used to convey visual signals to workers inside of the warehouse. In some embodiments, the inside communication lights <NUM> and the outside communication lights <NUM> each contain at least a green light and a red light. The inside communication lights <NUM> and the outside communication lights <NUM> can optionally further include a third light, such as an amber light. The individual lights on the outside communication lights <NUM> and the inside communication lights <NUM> can be used alone or together to convey various messages or signals based on the status of one or more components of the system <NUM>.

In one example, the docking station control unit <NUM> illuminates the red light on the outside communication lights <NUM> when the docking station control unit <NUM> receives signals indicating that the trailer restraint is properly engaged. The illuminated red light indicates to the driver that he or she should not attempt to move the trailer away from the docking station <NUM>. In conjunction with illuminating the red light on the outside communication lights <NUM>, the docking station control unit <NUM> can also use the information regarding the trailer restraint to illuminate the green light on the inside communication lights <NUM>. The green light serves as a signal to workers inside the warehouse that it is safe to raise the dock door and begin loading or unloading the trailer. When the trailer restraint <NUM> is not properly engaged, the controller <NUM> can instruct the inside communication lights <NUM> to illuminate a red light to indicate that it is not safe to load or unload the trailer. Similarly, the docking station control unit <NUM> can use this information to illuminate flashing red and green lights on the outside communication lights <NUM> to indicate to the driver the trailer restraint is not properly engaged.

The above example is just one of numerous different ways in which the docking station control unit <NUM> can control the inside communication lights <NUM> and the outside communication lights <NUM> to communicate visual signals to workers inside and outside of the warehouse. As noted, the docking station control unit <NUM> can communicate with both the inside communication lights <NUM> and the outside communication lights <NUM> at the same time and using the same information. This enables the inside communication lights <NUM> and outside communication lights <NUM> to work in concert to convey a set of related messages to inside and outside workers regarding the conditions inside and/or outside of the warehouse.

The docking station control unit <NUM> can include any number and type of control unit components capable of working together to receive and deliver signals to various components associated with the docking station <NUM> in accordance with a set of computer readable instructions that, when executed, provide an automatic dock equipment control and communication system. In some embodiments, for example, the docking station control unit <NUM> includes a programmable logic controller (PLC). The docking station control unit <NUM> can also include software, including software carried on a computer readable media, which provides instructions for carrying out and maintaining the automatic docking procedure disclosed herein. The docking station control unit <NUM> can also include, or be operably connected to, a server for assisting in the transmission of the various signals being sent back and forth between the components of the system <NUM>. The signal may be carried to the docking station control unit <NUM> via wiring or through wireless means.

In some embodiments, the docking station control unit <NUM> includes a graphical user interface (GUI) display <NUM>. The GUI <NUM> can provide various information, such as textual and/or graphical information, regarding the system <NUM> for an individual to consult and/or respond to when monitoring and managing the system <NUM>. In one embodiment, the status of all of the components of the system <NUM> can be displayed by one or more display pages on the GUI <NUM>. The status displayed can be simplified, such as indicating either an "OK" or an "ERROR" status identifier. An "OK" status identifier can indicate that the individual component is operating in accordance with the system protocol and therefore subsequent process steps can take place, while an "ERROR" status identifier can indicate that an individual component is not operating in accordance with the system protocol and therefore no other process steps can take place until the component is checked and the issue remedied. In other embodiments, the GUI <NUM> provides more detailed information regarding the status of each individual component. For example, regarding the interior clearance sensor system <NUM>, the GUI <NUM> can display specific information indicating how many obstructions have been detected and where each obstruction is located. The system <NUM> can also provide information audibly via speakers or visually via one or more lights.

The GUI <NUM> can also include means for automatically and/or manually sending messages regarding the status of various components of the system <NUM> to one or more different individuals and/or to the remote monitoring and authorization control unit <NUM> (described in greater detail below). These communication capabilities can include the ability to send a message (e.g., voice mail, text message, email, etc.) to a driver positioning a trailer at a docking station. The message can provide real time information on how to re-position the trailer to ensure correct alignment. Similar information and/or messages can be sent to other individuals involved in the loading process regarding other components of the system, such as a yard manager, an operator, or other individuals working within the warehouse. In some embodiments, such information and/or messages are conveyed to the remote monitoring and authorization control unit <NUM>.

In the case of the GUI <NUM> sending messages to the remote monitoring and authorization control unit <NUM>, the messages sent may pertain to, for example, the status of components of the docking loading station <NUM> (e.g., the restraint <NUM>, the dock leveler <NUM>, the dock door <NUM>, etc.), problems occurring with respect to the components of the dock loading station <NUM>, and requests for authorization to override components of the dock loading station <NUM>, including but not limited to, requests for authorization to deviate from a workflow protocol (e.g., engaging a component despite unsuccessful completion of another component's operation).

In one embodiment, the GUI <NUM> can also provide means for manually operating any of the components of the system <NUM>, including individual functions of the components of the system <NUM>. The means can include, for example, buttons, knobs, levers, dials, switches, etc., including both physical and touch screen versions. In some embodiments, the GUI <NUM> indicates an error message indicating a problem with a component of the system. The error message can then be communicated (either by an individual monitoring the GUI <NUM> or by the GUI <NUM> itself) to an individual tasked with correcting the error. Once the individual believes the issue is corrected, the GUI <NUM> can be used to, for example, rerun a scan of an interior area to ensure a detected obstruction has been cleared, or to reinitiate a trailer engagement sequence after a trailer has been repositioned.

The GUI <NUM> can be provided at a variety of different locations and/or in a variety of different forms. In some embodiments, the GUI <NUM> is located in a centralized location of the warehouse where other monitoring functions are carried out. The GUI can also be positioned near the dock door, including on a wall next to the dock door. The GUI can also be in the form of a hand-held device, such as a PDA or tablet that can be carried throughout the warehouse by, for example, a warehouse manager. The system described herein can also include any number of GUIs, including, for example, a GUI positioned at each dock door of the warehouse and/or a centralized location.

Turning now to individual components of the system <NUM>, the vehicle detection sensor system <NUM> is generally any type of sensor suitable for use in detecting the presence or absence of a particular object from a field of view. Suitable vehicle detection sensors can include, but are not limited to, infrared sensors, laser sensors, microwave sensors, inductive loop sensors, photo sensors, pressure sensors, ultrasonic sensors, sonar sensors, thermal sensors, optical sensors, magnetic sensors, or camera analytics sensors. In some embodiments, the vehicle detection sensor system <NUM> is configured for sensing the presence or absence of a vehicle approaching the docking station <NUM>. In some embodiments, the vehicle detection sensor system <NUM> is positioned at a location external to the warehouse but proximate an individual docking station <NUM>. For example, as shown in <FIG>, the vehicle detection sensor system <NUM> can be positioned at a distal end of the trailer docking area <NUM> so that the vehicle detection sensor system <NUM> senses the trailer as it first moves into the trailer docking area <NUM>. The vehicle detection sensor system <NUM> can be positioned on the ground or at an elevated position. In some embodiments, the vehicle detection sensor system <NUM> can be positioned much closer to the dock face than what is shown in <FIG>. , for example, within <NUM> feet of the trailer's final position.

The vehicle detection sensor system <NUM> is configured to send a signal to the control unit <NUM> via line <NUM> when the vehicle detection sensor system <NUM> detects a trailer entering the trailer docking area <NUM>. The docking station control unit <NUM> receives this signal and, in some embodiments, responds by sending out a command or control signal to one or more of the other components of the dock equipment control system <NUM>, such as signals that cause other components of the dock equipment control system <NUM> (e.g., the vehicle restraint <NUM>, the dock leveler <NUM>, the dock door <NUM>, etc.) to engage or disengage. The vehicle detection sensor system <NUM> can also be designed to continuously transmit a signal to the docking station control unit <NUM> indicating that no trailer is detected and to stop transmitting the signal when a trailer is detected. In such configurations, the docking station control unit <NUM> processes the absence of a signal from the vehicle detection sensor system <NUM> as the event that triggers one or more signals being sent by the docking station control unit <NUM> to other components of the dock equipment control system <NUM>. In some embodiments, the docking station control unit <NUM> responds to an indication from the vehicle detection sensor system <NUM> that a trailer is approaching the docking station <NUM> by automatically sending a signal to the exterior positioning system <NUM>, which in turn instructs the exterior positioning system <NUM> to wake from a dormant state and begin scanning for the trailer approaching the docking station.

The interior clearance sensor system <NUM> is configured to scan or monitor a field of view including an interior area <NUM> (<FIG>) behind the dock door <NUM> for obstructions that might impede loading or unloading of the trailer at the docking station <NUM>. Clearing the interior area <NUM> can be especially critical when loading and unloading of the trailer is assisted by the use of laser guided vehicles (LGVs), fork lifts, etc. These vehicles, which typically use lasers to follow paths marked on a warehouse floor, can be disrupted from performing loading and unloading of a trailer if the paths are interrupted or blocked by obstructions. The interior clearance sensor system <NUM> can generally include one or more sensors capable of identifying an object located within a predetermined area. Any suitable sensors capable of identifying objects in this manner can be used, including but not limited to, infrared sensors, laser sensors, microwave sensors, inductive loop sensors, photo sensors, pressure sensors, ultrasonic sensors, sonar sensors, thermal sensors, optical sensors, magnetic sensors, or camera analytics sensors. As shown in <FIG>, the interior clearance sensor system <NUM> can include a sensor positioned centrally over the top of the dock door <NUM>. This sensor is designed to view or scan an area in front of the dock door and provide a signal to the control unit <NUM> if an obstruction is identified.

The size and shape of the area <NUM> scanned by the interior clearance sensor system <NUM> can be varied based on the specific application and/or the preferences of the user. In some embodiments, the area scanned has a square or rectangular shape, though other shapes such as semi-circles or triangles could be used. The size of the area scanned can vary across a wide range, with some scanned areas being <NUM> ft<NUM> or larger. The interior clearance sensor system <NUM> can also be designed to identify obstructions having varying sizes. In some embodiments, the interior clearance sensor system <NUM> is capable of identifying any obstructions having a size as small as, e.g., <NUM> in<NUM>.

The interior clearance sensor system <NUM> is typically activated upon receiving a signal from the docking station control unit <NUM>, which may be sent upon receiving, for example, a signal from the vehicle detection system sensor <NUM> indicating that a vehicle has been detected at the docking station. Activation of the interior clearance sensor system <NUM> can cause the interior clearance sensor system <NUM> to begin a scan of the predetermined area <NUM> in front of the dock door <NUM>. Depending on the specific system used, the scan of the entire area can be carried out simultaneously, or can take the form of a scan that moves from, for example, left to right across the predetermined area. Upon completion of the scan, the interior clearance sensor system <NUM> can provide a signal to the control unit <NUM> which provides information on the results of the scan. In a simplified system, the signal is binary, and indicates only whether an obstruction was identified or not, but does not provide information on how many obstructions were identified or where the obstruction is located within the scanned area. In more sophisticated systems, the signal can provide information on the number of obstructions and/or the location of the obstruction or obstructions.

When the interior clearance sensor system <NUM> provides a signal to the control unit <NUM> indicating that an obstruction has been identified, the docking station control unit <NUM> can transmit one or more different types of messages to one or more recipients (including, for example, sending a message to the remote monitoring and authorization control unit <NUM>). In one embodiment, a message indicating an obstruction has been identified is conveyed to a warehouse manager or the like. The message can be conveyed by, for example, a voice message, text message or email to a cell phone or other mobile device, or as a message sent to and displayed on the remote monitoring and authorization control unit <NUM>. When the docking station control unit <NUM> sends an obstruction message, the control unit docking station <NUM> is also generally configured to prevent initiation of any other components of the system <NUM> (e.g., raising the dock gate and/or the dock door opening system <NUM>) until the obstruction has been cleared.

After an obstruction has been identified by the interior clearance sensor system <NUM>, subsequent scanning of the interior area to confirm the obstruction has been removed can be carried out automatically or upon manual initiation. In an automatic configuration, the interior clearance sensor <NUM> may be programmed to rescan the designated area after a certain time has passed (e.g., <NUM> seconds) from the obstruction initially being identified. This periodic rescan can be run repeatedly until the obstruction is cleared, after which a signal is sent to the docking station control unit <NUM> indicating the area is clear and allowing the docking station control unit <NUM> to restart the process. In another embodiment, the initial scan is run only once, and does not run again until a user manually instructs the scan to be carried out again (such as after this user has cleared the area via the user interface of the control unit <NUM>). The manually initiated rescan will then check the area and, assuming the obstruction has been cleared, send a signal to the docking station control unit <NUM> indicating that the obstruction has been cleared.

<FIG> and <FIG> illustrate schematic diagrams of the interior clearance sensor system <NUM> positioned on an interior side of the dock door <NUM>, and the corresponding scan region produced by the sensor system. <FIG> illustrates a top view and <FIG> illustrates a side view of the sensor system. As these views show, the interior clearance sensor system <NUM> includes a single sensor <NUM> positioned centrally over the top of the dock door <NUM>. The interior clearance sensor system <NUM> scans a roughly rectangular shaped area <NUM> behind the dock door <NUM> on the interior of the docking station. <FIG> shows how the sensor of the interior clearance sensor system <NUM> is located above the dock door <NUM>.

Referring back to <FIG>, when the interior clearance sensor system <NUM> transmits a signal to the docking station control unit <NUM> indicating that the interior area <NUM> behind the dock door <NUM> is clear of obstructions, the docking station control unit <NUM> can transmit a signal to the trailer restraint system <NUM> instructing the trailer restraint system <NUM> to engage the trailer. The trailer restraint system <NUM> can generally include any type of trailer restraint known to those of ordinary skill in the art. The trailer restraint system <NUM> generally includes a hook or other structure that engages with the trailer (e.g., the Rear Impact Guard (RIG)) to stabilize the trailer and prevent the trailer from moving away from the dock bumpers <NUM> during loading and unloading of the trailer. The trailer restraint generally takes the form of a hook or barrier type apparatus that is coupled to the dock face <NUM> or parking surface proximate the dock door <NUM>. When the trailer restraint is initiated, the barrier extends out of the restraint housing (e.g., upward or laterally), and blocks either the vehicle wheels or a bar provided under the rear bumper of the trailer (e.g., a RIG) from moving away from the dock face <NUM>.

The trailer restraint system <NUM> is configured to provide a signal to the docking station control unit <NUM> when the trailer restraint is properly engaged with the trailer. The trailer restraint can include, e.g., a sensor that is capable of determining if the trailer restraint is properly engaged. When the trailer restraint system <NUM> is unable to provide a signal back to the docking station control unit <NUM> indicating that the trailer restraint is properly engaged (or sends a signal back to the docking station control unit <NUM> indicating that trailer restraint is not properly engaged), the docking station control unit <NUM> can convey one or more different types of messages to one or more recipients (including sending a message to the remote monitoring and authorization control unit <NUM>). In one embodiment, a message indicating the trailer restraint has not properly engaged is conveyed to a dock manager or the like, such as via the remote monitoring and authorization control unit <NUM>. The message can also be a text message or voice message to the driver or other dock personnel instructing them to manually place wheel chocks under the rear wheel(s) and contact the dock manager when complete. The message can be conveyed by, for example, a voice message, text message or email to a cell phone or other mobile device, or to a screen of a display (e.g., the display of the remote monitoring and authorization control unit <NUM>). When the docking station control unit <NUM> sends this error message, the docking station control unit <NUM> is also generally designed to prevent initiation of any other components of the system <NUM> (e.g., dock door opening system <NUM>) until the trailer restraint has been properly engaged. Similar to the interior clearance sensor system <NUM> described above, the trailer restraint system <NUM> can be configured to run repeated checks for proper engagement of the trailer restraint at a predetermined time interval after the initial error message, or only check for proper engagement after an individual manually instructs the check to be performed again (typically after the individual has attended to the trailer restraint and manually corrected the issue).

As discussed above, the trailer restraint system <NUM> is provided at least in part to prevent the trailer from moving away from the dock bumpers <NUM> during the loading and unloading process. Even with a trailer restraint system <NUM>, some movement of the trailer away from the dock bumpers <NUM> can take place. Accordingly, the system <NUM> described herein can include additional components which serve to monitor movement of a trailer away from the dock bumpers <NUM> and provide an alert when such movement occurs (including whether a trailer restraint is used or not). For example, movement of a trailer away from dock bumpers <NUM> can be monitored by a component of the system <NUM> described herein, or can be a stand-alone system which does not require the presence of the other components of the system <NUM> described herein.

In one embodiment, monitoring the movement of a trailer away from the dock bumpers <NUM> can be carried out using a sensor system. In such a sensor system, one or more sensors are used to create a scan zone located directly in front of the dock bumpers <NUM>. The scan zone can have a relatively narrow depth (distance away from the dock bumpers) such that trailer is only detected in the scan zone when the trailer is located directly against the dock bumpers or a small allowable distance away from the dock bumpers. When the trailer is inside of this zone, the trailer is considered to be in the desired loading position. If the trailer begins to move away from the dock door, the trailer will move out of the scan zone. At this point, the sensor system provides a message to the control unit <NUM> to provide an alert that the trailer has moved away from the dock bumpers. The control unit may then relay this message to the appropriate person, such as through the use of a messaging system as described above or through a GUI as described above, at which point steps can be taken (such as an audible or visual alarm to notify people on the trailer or nearby) so that the condition may be remedied. When a sensor system monitoring the movement of a trailer away from the dock bumpers is used in conjunction with the system <NUM> described herein, the sensor system can cooperate with one or more of the trailer restraint system <NUM>, and the control unit <NUM> to carry out the function.

When the system <NUM> described above is used in conjunction with the trailer restraint system <NUM>, the scan system can beneficially help to monitor the development of various issues, such as the development of hook pinch. Hook pinch can occur when a trailer restraint is engaged with a trailer and the trailer moves away from the dock bumpers such that the RIG or vehicle tire(s) begins to contact and pull against the trailer restraint. In some cases, the pressure applied by the trailer on the trailer restraint is sufficiently great that the trailer restraint cannot disengage without the trailer first being moved back toward the dock bumpers. The scan system described above can be an improvement over previously known trailer restraints that monitor hook pinch, because the scan system does not require a specialized trailer restraint with pressure sensors to assess and remedy hook pinch. The scan system described herein can be retrofitted on virtually any existing docking station and does not require the purchase and installation of a new trailer restraint having a pressure sensor. Logic can be programmed into the dock equipment control system <NUM> such that when the system <NUM> attempts to disengage the trailer restraint and fails, a text or voice message can be sent to the driver or a message sent to the dock or yard manager to back up the vehicle (back to the dock bumpers) and the trailer restraint disengage operation can be repeated until successful. Additionally, the scan system described avoids the need for a more complicated and expensive trailer restraint that includes a sensor, which may be more prone to maintenance issues and malfunction.

Other sensor systems for detecting the movement of a trailer away from a dock bumper can also be used. In one embodiment, wheel chocks used to prevent movement of a trailer once positioned at a docking station can be used to monitor movement. The wheel chocks can include, for example, pressure sensors which detect increases in pressure that correlate to movement of a trailer away from the dock bumpers. The wheel chocks may be electrically connected via a link or line to a control unit in order to send a message when such increases in pressure are detected. Similarly, pressure pads located near the dock door can be used to detect movement of the trailer away from the dock bumpers. Using standard wheel locations on a trailer, the pressure pads may be positioned at locations just in front of where wheels of a trailer will be positioned when the trailer is correctly positioned at a docking station. If the trailer begins to move away from the dock door, the wheels will begin to roll over the pressure pads. When the pressure pads detect this pressure, a message can be communicated from the pressure pads to a control unit, which responds by relaying a message or alert to a user regarding the movement of the trailer away from the dock bumpers.

Referring to the trailer restraint system <NUM> used in conjunction with the system <NUM> described herein, when the trailer restraint system <NUM> properly engages the RIG, wheels, etc., the trailer restraint system <NUM> sends a signal to the docking station control unit <NUM> indicating proper trailer engagement has been achieved. Upon receipt of this signal, the docking station control unit <NUM> can provide a signal to the dock door opening system <NUM> (<FIG>) that causes the opening system <NUM> to open the dock door, and/or provide a signal to the operator with instructions to raise the door manually or use the docking station control unit <NUM> to enter a "open door" instruction. The dock door opening system <NUM> can include any type of automatic door opening mechanism known to those of ordinary skill in the art.

The dock door opening system <NUM> can be configured to send signals back to the docking station control unit <NUM> indicating whether the dock door has been successfully opened. As with previously described components of the system <NUM>, the dock door opening system <NUM> can provide a signal indicating that the dock door has not properly opened or that the dock door has been properly opened. When a signal is transmitted indicating the dock door has not been properly opened, the docking station control unit <NUM> can convey error messages as described above. The dock door opening system <NUM> can also continue to check for correction of the error until the door has been properly opened, or can recheck for correction of the issue only after manually instructed to do so. Having received the error message from the dock door opening system <NUM>, the docking station control unit <NUM> can prevent the initiation of any other components of the system until the error is resolved.

Once the door opening system <NUM> confirms the door <NUM> is opened properly, the door opening system <NUM> conveys a signal to the docking station control unit <NUM> informing the docking station control unit <NUM> that the dock door <NUM> is open. At this point, the docking station control unit <NUM> can transmit a signal to the dock leveler system <NUM> that instructs or otherwise causes the dock leveler system <NUM> to initiate. The dock leveler system <NUM> can include any type of suitable dock leveler known to those of ordinary skill in the art. The dock leveler generally includes an adjustable ramp that provides a smooth transition from the interior area in front of the dock door to the interior floor of the trailer bed, such as in situations where the interior floor in front of the dock door is higher or lower than the interior floor of the trailer bed. In other embodiments, the docking station control unit <NUM> can display a message to a dock operator indicating that the operation can open the door by manually controlling the docking station control unit <NUM>.

As with the other components of the system <NUM> described herein, the dock leveler system <NUM> is capable of transmitting a signal to the docking station control unit <NUM> indicating whether or not the dock leveler has been properly positioned. The dock leveler system <NUM> generally used any type of sensor (e.g., laser, pressure, magnetic, etc.) to confirm that the dock leveler has been properly positioned. When the dock leveler is not properly positioned, the signal sent to the docking station control unit <NUM> can result in the docking station control unit <NUM> sending an error message as described in detail above. The dock leveler system <NUM> can repeatedly check for correction of the issue or be instructed to manually recheck the dock leveler position. While the dock leveler system <NUM> communicates to the docking station control unit <NUM> that the dock leveler is not properly positioned, the docking station control unit <NUM> can prevent engagement or other operation of any subsequent components in the system <NUM>.

Once proper positioning of the dock leveler in the trailer has been confirmed, the dock leveler system <NUM> can convey this message to the docking station control unit <NUM> for appropriate processing. In some embodiments, proper positioning of the dock leveler is the end of the docking station preparation process and the docking station control unit <NUM> therefore does not communicate any new signals directing further operation of the components in the system <NUM>. In one embodiment, the docking station control unit <NUM> is in communication with a separate automated system <NUM> designed to run and operate the loading and/or unloading of the trailer, such as a warehouse management system or an automatic loading system, for example, an Automatic Guided Vehicle (AGV) system. In such embodiments, the docking station control unit <NUM> can transmit a signal to the automated loading/unloading system <NUM> which indicates that the dock station is ready for loading or unloading. The docking station control unit <NUM> can also send a signal that directly initiates the automated loading/unloading system <NUM>, or send a message to an individual, such as a warehouse manager, which informs the individual that the dock station is prepared for loading/unloading. The individual can then take further steps to initiate operation of the automated loading/unloading systems <NUM>, such as through manual initiation.

The system <NUM> has generally been described above in connection with a specific dock station preparation process. However, those of ordinary skill in the art will understand that the system <NUM> may also function using a different sequence of steps without departing from the technology disclosed herein. For example, in the system <NUM> described above, the interior clearance sensor system <NUM> carries out an interior scan prior to the trailer restraint system <NUM> being engaged. The system <NUM> can easily be modified such that the trailer restraint system <NUM> is engaged prior to or at the same time as the interior clearance sensor system <NUM> being engaged. Other reordering and/or omitting of steps can also be carried out, and the instant disclosure contemplates these alternate embodiments.

In the embodiments described above, various steps of the process may include the communication of a message to, for example, an individual or a GUI display screen of a user device (e.g., a user-computer, hand-held device such as a smart phone, etc.), indicating a status of a component of the system <NUM>. This can include sending messages to the remote monitoring and authorization control unit <NUM> (which can be in the form of a laptop, tablet, or other handheld device). The message can convey information regarding the operational state of the individual components of the system <NUM>, including whether an error has occurred (e.g., an obstruction exists in the interior area, a trailer restraint has not properly engaged, etc.). In some embodiments, one or more components of the system can include means for manually or remotely overriding the individual component so that when an error message is conveyed, the component can be manually operated by an individual to attempt to correct the issue. As discussed in greater detail below, such a manual override may first require that an authorization request be sent to the remote monitoring and authorization control unit <NUM> and that an authorization message be communicated back to the docking station control unit <NUM>. The means for manually or remotely overriding the component can include, but is not limited to, a user controlled key or a passcode, a barcode reader, a card scanner, or a finger print identification system or user/password authentication. Thus, in some embodiments, the remote monitoring and authorization control unit <NUM> can include a user interface that allows for the entering of a passcode. The remote monitoring and authorization control unit <NUM> can also include peripheral devices connected thereto, such as a card scanner, a card reader, a barcode reader, and a finger print scanner. This embodiment of the system allows for only certain designated individuals to attend to the correction of various components of the system <NUM> and also allows for tracking of which individuals are attending to the correction of the identified issue.

Communicating messages to an individual, GUI display screen, etc. as mentioned above may be carried out using any suitable communication network. For example, a wireless network may be used to communicate messages. Other suitable networks include the cloud or an Internet of Things network.

<FIG> is a flow diagram of a technique or routine <NUM> for carrying out an automated docking procedure according to embodiments of the present disclosure. The automated docking procedure shown is only for exemplary purposes and other procedures are contemplated and fall within the scope of the invention disclosed herein. The procedure illustrated is generally configured such that successful completion of a step must be completed before a second, or subsequent, step in the process can be carried out.

The routine <NUM> can be carried out by a processor of the docking station control unit <NUM> according to computer-executable instructions. Those skilled in the relevant art will appreciate that the routine <NUM> can be practiced with other computer system configurations, including Internet appliances, hand-held devices, wearable computers, cellular or mobile phones, multi-processor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, mini-computers, local servers, cloud-based servers and the like. The routine <NUM> 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. Indeed, the term "computer" (and like terms), as used generally herein, refers to any of the above devices, as well as any data processor or any device capable of communicating with a network, including consumer electronic goods such as game devices, cameras, or other electronic devices having a processor and other components, e.g., network communication circuitry.

The routine <NUM> can also be practiced in distributed computing environments, where tasks or modules are performed by remote processing devices, which are linked through a communications network, such as a Local Area Network ("LAN"), Wide Area Network ("WAN") or the Internet. In a distributed computing environment, program modules or sub-routines may be located in both local and remote memory storage devices. Aspects of the routine described herein may be stored or distributed on computer-readable media, including magnetic and optically readable and removable computer discs, stored as in chips (e.g., EEPROM or flash memory chips). Alternatively, aspects of the routine may be distributed electronically over the Internet or over other networks (including wireless networks). Those skilled in the relevant art will recognize that portions of the routine may reside on a server computer, while corresponding portions reside on a client computer. Data structures and transmission of data particular to aspects of the routine are also encompassed within the scope of the invention.

The routine starts <NUM> when a trailer approaches the docking station. A vehicle detection sensor system detects when a trailer approaches the docking station <NUM>. If the vehicle detection sensor system does not detect a trailer <NUM>, then no subsequent steps are carried out and the process returns to the start <NUM>. If the vehicle detection sensor system does detect a trailer <NUM>, then a command is sent from, e.g., the control unit <NUM>, to an exterior positioning system <NUM> to begin the process of assisting the trailer with the backup procedure.

As the trailer backs up towards the dock bumpers, the exterior positioning system <NUM> determines whether the trailer is achieving left, right, and/or rear alignment <NUM>. If the exterior positioning system detects that the trailer is not aligned on the left, right, and/or at the rear <NUM>, the exterior positioning system sends a message <NUM> to the control unit <NUM> that provides an indication of misalignment, and, in some cases, provides which steps should be taken to remedy the misalignment. This message <NUM> can then be sent from the control unit <NUM> to the driver or other individual who can assist with aligning the trailer. After the message <NUM> is sent, the step of checking for left, right, and/or rear alignment <NUM> is repeated. When the trailer achieves proper left, right, and rear alignment <NUM>, then a command is sent from the control unit <NUM> to the interior sensor system <NUM> to begin the process of checking the interior area behind the dock door for any obstructions.

Once initiated, the interior scan is carried out to check for obstructions in the area behind the dock door <NUM>. If obstructions are found <NUM>, then the interior clearance sensor system coordinates with the control unit to send a message <NUM> to the control unit <NUM> that the area is not clear and, in some cases, also provides information on how many obstructions were identified and/or where the obstructions are located. After the message <NUM> is sent to the control unit <NUM>, the step of scanning the interior area <NUM> is repeated. When the scan of the interior area <NUM> indicates that the interior area is clear of obstructions <NUM>, then a command is sent from the control unit <NUM> to the trailer restraint system <NUM> to engage the trailer restraint with the trailer.

After the instruction to engage the trailer restraint <NUM> is carried out, the trailer restraint system provides feedback to the control unit <NUM> as to whether proper engagement was accomplished <NUM>. If the trailer restraint is not properly engaged <NUM>, the trailer restraint system sends a message <NUM> to the control unit <NUM> that indicates the trailer restraint system did not properly engage. As described above in connection with the description of <FIG>, the message can be sent in a variety of formats to one or more recipients, including a forklift operator <NUM>, a trailer operator <NUM>, or a dock personnel <NUM> (including a dock supervisor). The message can be relayed from the control unit <NUM> to a user <NUM>, <NUM>, <NUM> via the network <NUM> (e.g., an IoT network) and can be received by the user <NUM>, <NUM>, <NUM> through the use of, e.g., an Internet enabled laptop, tablet, smart phone, other handheld device, etc..

After the message <NUM> is sent, the step of checking for proper trailer restraint engagement <NUM> is repeated. When confirmation is obtained that the trailer restraint is properly engaged <NUM>, then a command is sent to initiate a dock door opening procedure <NUM>.

After instruction to open the dock door <NUM> is carried out, the dock door system provides feedback as to whether the dock door was successfully opened <NUM>. If the dock door does not successfully open <NUM>, the dock door system and the control unit coordinate to send a message <NUM> that indicates the dock door did not successfully open. As described above, the message can be sent in a variety of formats to one or more recipients, including a screen of a smart phone or a screen of a computer. After the message <NUM> is sent, the step of checking for whether the dock door opened successfully <NUM> is repeated. When confirmation is obtained that the dock door is open <NUM>, then a command is sent from the control unit <NUM> to engage the dock leveler <NUM>.

After the instruction to engage the dock leveler <NUM> is carried out, the dock leveler system provides feedback to the control unit <NUM> as to whether the dock leveler was successfully engaged with the trailer bed <NUM>. If the dock leveler does not properly engage <NUM>, the dock leveler system sends a message <NUM> to the control unit <NUM> that indicates the dock leveler is not properly positioned in a trailer. As described above, the message can be sent in a variety of formats to one or more recipients, including a screen of a smart phone or a screen of a computer. After the message <NUM> is sent, the step of checking for whether the dock leveler properly positioned <NUM> is repeated. When confirmation is obtained that the dock leveler is properly positioned <NUM>, then a command is sent to initiate the trailer loading and/or unloading process <NUM>. The initiation of a loading and/or unloading process <NUM> may include communicating with another system that manages loading and unloading processes or may communicate a message to an individual who then takes steps to begin the loading and/or unloading process.

Embodiments of the process described herein can be carried out in reverse in order to prepare the dock station for a loaded or unloaded trailer to pull away from the dock station. Such a process can begin when a signal is provided to the system <NUM> indicating that the loading or unloading of the trailer has been completed and the trailer is ready to pull away from the dock station. This message can be manually provided to the system, such as an individual providing the instruction through the GUI described above, and/or the message can be conveyed from a separate system, such as a yard management system or a loading system. Receipt of this message causes the docking station control unit to <NUM> convey a message to the dock leveler system <NUM> to disengage the dock leveler. Once the dock leveler is properly disengaged, a close dock door instruction can be sent to the dock door system <NUM>, followed by a message to the trailer restraint system <NUM> to disengage the trailer restraint. The interior clearance sensor system <NUM> and the exterior positioning system <NUM> may also be a part of the reverse procedure or may be optionally left out of the reverse system.

As with the process for aligning an approaching trailer at the dock station and readying the dock station for loading or unloading described in detail above, the reverse procedure uses the docking station control system <NUM> to receive and send various signals regarding the status of the various components of the system. Additionally, the order of the steps in the reverse procedure need not be carried out in any one specific order and can be varied based on the specific needs of the user.

The above section provides a detailed discussion of a workflow protocol and the use of the docking station control unit <NUM> to help ensure compliance with the workflow protocol. More specifically, the systems and methods described above call for the docking station control unit <NUM> to prevent operation of one or more components of the docking station until a previous component in the workflow protocol has carried out its operation successfully. With the addition of the remote monitoring and authorization control unit <NUM>, the workflow protocol can further be supplemented with the ability to require and obtain authorization before any deviations from the workflow protocol are allowed to occur. Requiring authorization from, for example, an experienced supervisor, can help to reduce instances of dangerous deviations from the workflow protocol and expedite dock operations.

The system <NUM> is configured to enable communication back and forth between the docking station control unit <NUM> and the remote monitoring and authorization unit <NUM>. This communication can include the docking station control unit <NUM> providing docking component status information to the remote monitoring and authorization control unit <NUM>; the docking station control unit <NUM> sending, e.g., override authorization requests to the remote monitoring and authorization control unit <NUM>; the remote monitoring and authorization control unit <NUM> sending accept or decline signals to the docking station control unit <NUM> in response to authorization requests; and/or the remote monitoring and authorization control unit <NUM> sending command instructions to the docking station control unit <NUM>. As shown in <FIG>, such communication can be via a network <NUM>. When the network <NUM> is, for example, a wireless network or an IoT network, communication between docking station and control unit <NUM> and remote monitoring and authorization unit <NUM> can be over any distance, permitting the remote monitoring and authorization control unit <NUM> to be truly remote from the system <NUM> and fully mobile.

The remote monitoring and authorization control unit <NUM> can be configured similarly or identically to the docking station control unit <NUM> in terms of its hardware, software, networking capabilities, display, etc. For example, like the docking station control unit <NUM>, the remote monitoring and authorization control unit <NUM> can include any number and type of control unit components capable of working together to receive and deliver signals to various components associated with the remote monitoring and authorization control unit <NUM> configured in accordance with a set of computer readable instructions which, when executed, provide a monitoring and authorization system. In some embodiments, the remote monitoring and authorization control unit <NUM> includes a programmable logic controller (PLC). The remote monitoring and authorization control unit <NUM> can also include software, including software carried on a computer readable medium, which provides instructions for carrying out and maintaining the procedures described herein, including the authorization procedures described in greater detail below. The remote monitoring and authorization control unit <NUM> can also include a server for assisting in the transmission of the various signals being sent back and forth between the components of the system <NUM>. The signal may be carried to the remote monitoring and authorization control unit <NUM> via control wiring or through wireless means. In some embodiments, the remote monitoring and authorization control unit <NUM> is a personal computer, a smart phone, a tablet, a dedicated mobile device, etc..

In some embodiments, the remote monitoring and authorization control unit <NUM> includes a graphical user interface (GUI) display (e.g., LED display, LCD display, etc.). The GUI can provide various information, such as textual and/or graphical information, regarding the system <NUM> for an individual to consult and/or respond to when monitoring and managing the system <NUM>, such information can typically be transmitted to the remote monitoring and authorization control unit <NUM> from the docking station control unit <NUM>. In one embodiment, the status of all of the components of the system <NUM> can be displayed by one or more display pages on the GUI of the remote monitoring and authorization control unit. The status displayed can be simplified, such as indicating either an "OK" or an "ERROR" status identifier. An "OK" status identifier can indicate that the individual component is operating in accordance with the system protocol and therefore subsequent process steps can take place, while an "ERROR" status identifier can indicate that an individual component is not operating in accordance with the system protocol and therefore no other process steps can take place until the component is checked and the issue remedied, or authorization is requested and granted for overriding the improperly functioning component. In other embodiments, the GUI provides more detailed information regarding the status of each individual component. For example, regarding the interior clearance sensor system <NUM>, the GUI can display specific information indicating how many obstructions have been detected and where each obstruction is located.

In one embodiment, the GUI can also provide means for manual initiation and operation of any of the components of the system <NUM>, including individual functions of the components of the system <NUM>. The means can include, for example, buttons, knobs, levers, dials, switches, etc., including both physical and touch screen versions. The ability for a supervisor to manually operate a component of the system via a GUI of the remote monitoring and authorization control unit <NUM> allows for scenarios in which an authorization request is sent to the remote monitoring and authorization control unit <NUM> for bypassing a component and rather than sending back an authorization, the supervisor directly controls the components to implement the requested bypass. For example, a request to initiate operation of a dock door after failure of a trailer restraint to engage can be responded to by the supervisor sending a command that automatically opens the dock door in response to the request, rather than authorizing the user at the docking station to enter this command.

In some embodiments, the GUI also permits a user to manage and interact with several docking stations at once. For example, multiple authorization requests to deviate from a workflow protocol from separate docking stations may be received at a single remote monitoring and authorization unit, and via the GUI, the user at the remote monitoring and authorization unit may manage each of these requests from different docking stations. Similarly, commands for operating components can be sent to multiple docking station control units from a single remote monitoring and authorization control unit. The GUI provides an interface for either monitoring several docking stations at once, or toggling between different docking stations being monitored.

<FIG>, are a series of flow diagrams illustrating exemplary ways in which the remote monitoring and authorization control unit <NUM> can be implemented in the system <NUM> to provide a level of remote supervision over workflow protocol that can improve safety and efficiency of dock operations. Each of the flow diagrams generally includes a step in which an override request is made due to an unsuccessful operation of a component at the docking station. The override request typically originates from the docking station control unit <NUM> and is sent to the remote monitoring and authorization control unit <NUM>, where it can be responded to by a supervisor or other individual monitoring requests that come into the remote monitoring and authorization control unit <NUM>. While many of the flow diagrams are specific to an override request made due to an unsuccessfully engaged trailer restraint, it should be appreciated that the flow diagrams are equally applicable to any other unsuccessful or otherwise undesirable operation of other components of the system <NUM>.

Each of the flow diagrams of <FIG> can rely on a network, such as network <NUM> shown in <FIG>, where communication is required between different components of the system. Thus, when a flow diagram indicates, for example, the transmission of an authorization request or transmission of an authorization decision, such transmission is facilitated amongst the components of the system <NUM> via the network. In some embodiments, the network facilitating the operations depicted in the flow diagrams is a wireless network, such as an IoT network.

<FIG> is a flow diagram illustrating a routine <NUM> for initiating an override request, authorizing or declining the override request, and in the scenario where the override request is approved, generating and sending a command to activate an override directly to the system (as opposed to giving the user at the docking station permission to provide the override command to the system at the docking station control unit). In block <NUM>, a truck arrives at the docking station, followed by block <NUM> in which an operator activates the trailer restraint is activated at the control unit <NUM> to attempt to engage the truck. In block <NUM>, the instruction to activate the trailer restraint is provided manually at the docking station control unit, but it should be appreciated that the activation of the trailer restraint may also occur automatically by virtue of, for example, a vehicle sensor system identifying the trailer at the docking station and initiating an automated docking station procedure that includes automatically activating the trailer restraint when a vehicle is detected at the docking station.

At decision block <NUM>, two possible outcomes are provided: either the trailer restraint successfully engages the trailer, in which case the flow routine proceeds to block <NUM> (activate next component in the workflow protocol sequence), or the trailer restraint does not successfully engage the trailer. In the case of unsuccessful engagement, the flow routine moves to block <NUM> and generates an override request. The override request is typically generated by the docking station control unit, which is monitoring the components of the system and receives the signal from the trailer restraint system indicating unsuccessful engagement. At block <NUM>, the override request is transmitted over a network to the remote monitoring and authorization control unit. Any type of network may be used to transmit the override request, including wired networks, wireless networks, and an IOT network. At decision block <NUM>, the override request is received at the remote monitoring and authorization control unit for action by the dock supervisor. If for some reason, the request does not arrive at the remote monitoring and authorization control unit, block <NUM> can be repeated to make another attempt to send the authorization request to the supervisor. When the request is successfully received at the remote monitoring and authorization control unit, the supervisor then makes a decision to either authorize or decline the override request at decision block <NUM>. In the scenario where the request is approved, the flow routine proceeds to block <NUM> where the override activation signal is sent to the control unit over the network. At block <NUM>, the control unit receives the override activation signal and response by enabling the override function (i.e., there is no requirement that a user at the docking station take any further action in order to carry out the override function). At block <NUM>, the next component of the docking station in the workflow protocol is activated since the override function allows for it to proceed despite the previous component not successfully completing its operation.

Referring back to decision block <NUM>, if the supervisor elects to decline the override request, then the flow routine proceeds to block <NUM>, where the decline message is transmitted over the network to the docking station control unit. As shown in <FIG>, the specific instruction given with the decline message is to release the restraint (block <NUM>) so that another attempt to engage the restraint can be carried out at block <NUM>.

<FIG>, is a flow diagram of a routine <NUM> that is similar to that illustrated in <FIG>, except that the authorization for an override requests results in the user at the docking station being given the ability to perform the override function via the docking station control unit <NUM>. At block <NUM> the truck arrives at the docking station, followed by a user at the docking station control unit <NUM> activating the trailer restraint at block <NUM>. If the activation of the trailer restraint is successful at decision block <NUM>, then the routine <NUM> proceeds to block <NUM> where the next component in the work flow protocol can be activated. If the trailer restraint is not successfully engaged, at block <NUM>, then the flow diagram proceeds to block <NUM> where an override request is made. The override request is transmitted over the network at block <NUM> to the remote monitoring and authorization control unit <NUM> at decision block <NUM>. If the request is not received at the remote monitoring and authorization control unit <NUM>, then block <NUM> can be performed again to make another attempt to send the request over the network.

When the request is received at block <NUM>, the supervisor then has the option to approve or decline the request via control unit <NUM>. In <FIG>, the supervisor's specific decision is whether to enable (at decision block <NUM>) the dock personnel to perform the actual override at the docking station control unit <NUM>. As such, when the supervisor agrees to enable the override, this message is transmitted over the network at block <NUM> and arrives at the docking station control panel <NUM>. At block <NUM>, the override command is input by the dock personnel at the docking station control panel <NUM>, and the flow routine proceeds to block <NUM> for the initiation of the next component of the system in the workflow protocol. If the supervisor decides to not enable the override function at decision block <NUM>, this message is sent via block <NUM> to the docking station control unit <NUM> to release the restraint at block <NUM>. Once the restraint is released at <NUM>, another attempt to activate the restraint at the docking station control panel is initiated at block <NUM> and the routine <NUM> repeats.

<FIG> is a flow diagram of a routine <NUM> in which a user authentication is used to authorize an override request rather than requiring a supervisor to make a decision on the override request. At block <NUM>, a trailer arrives at the docking station, and at block <NUM>, a command is entered at the docking station control unit <NUM> by, e.g., dock personnel, to activate the vehicle restraint. If the vehicle restraint engages successfully at decision block <NUM>, the routine proceeds to block <NUM> where the next component in the workflow protocol is activated. If the vehicle restraint does not successfully engage at decision block <NUM>, then an override request is generated at block <NUM> and transmitted over a network at block <NUM> so that the override request can be processed at, for example, the remote monitoring and authorization control unit <NUM>.

However, rather than a supervisor or other user making a decision on the override request, the routine <NUM> utilizes a user authentication system at decision block <NUM> to approve or decline the request. In other words, the request is approved provided the user making the request is validated. The user authentication system can be an automated system in which the identity of the user (e.g., dock personnel) is automatically confirmed prior to providing authorization for the override request. Any manner of authenticating the user can be used, such as by having the user input a password, employee ID, unique code, fingerprint scan, etc., via the control unit <NUM>. The authentication system checks the input information to confirm the user is an authorized user at decision block <NUM>. If user authentication is confirmed at decision block <NUM>, then the flow chart proceeds to block <NUM> where the system generates a token or certificate indicating user identification has been confirmed. At block <NUM> the token or certificate is transmitted over the network to the control unit <NUM> for receipt by the personnel at the docking station making the override request. If the token or certificate is received by the personnel at the docking station at block <NUM>, then the personnel inputs the token or certificate at block <NUM>, such as via the GUI of the control unit <NUM>. If the token or certificate is not received by the user at block <NUM>, another attempt is made to transmit the token or certificate to the dock personnel via the control unit <NUM>. At block <NUM>, the token or certificate received by the control unit <NUM> is then validated at block <NUM>. Validation can be carried out by the control unit <NUM>. If the token or certificate is found to be valid by the control unit <NUM> at block <NUM>, then the override is activated at block <NUM> and operation of the next piece of equipment in the workflow protocol is activated by the control unit <NUM>. If the token or certificate is found to be invalid or validity cannot be confirmed at block <NUM>, then an attempt is made to reenter the token or certificate into the control unit <NUM> at block <NUM>.

Referring back to decision block <NUM>, if the user is unable to provide the required authentication information, then this information is transmitted over the network to the control unit <NUM> at block <NUM> and the trailer restraint is released at <NUM> via instructions from the control unit <NUM> so that a new attempt at activating the trailer restraint at the docking station control unit <NUM> can be performed at block <NUM>.

<FIG> is a diagram of routine <NUM> in which a logic engine using a combination of user data and an algorithm to process the data is used to automate the override decision making process. In <FIG>, a trailer arrives at the docking station at block <NUM> to initiate the process, and a command to activate the trailer restraint is entered at the docking station control panel <NUM> at block <NUM>. If the trailer restraint successfully engages at decision block <NUM>, then the next component in the workflow protocol is initiated at block <NUM>. If the trailer restraint does not successfully engage at decision block <NUM>, then an override request is generated at block <NUM> and transmitted over the network at block <NUM> to a logic engine (e.g., a logic engine that is part of the remote monitoring and authorization control unit <NUM>). The override request can include, e.g., information about the requestor, such as the requestor's identity, experience, work history, etc..

If the override request is not successfully received by the control unit <NUM> at decision block <NUM>, then another attempt can be made to transmit the request over the network at block <NUM> to the control unit <NUM>. When the override request is successfully received at control unit <NUM> at decision block <NUM>, a database having user rules and/or history is accessed at block <NUM> so that the logic engine can process the data and automatically make a decision on whether or not to authorize the override request. Any set of rules and/or history can be used to make the override request decision. The rules can be relatively simple, such as accessing the requestor's years of experience and authorizing the user's request if their years of experience exceeds a predetermined minimum number of years of experience, or the rule can be more complicated, such as a weighted formula taking into consideration years of experience, previous safety record, and number of previous override requests made. Any of the data required to make the override decision is provided at block <NUM> and processed by the logic engine at decision block <NUM>. At decision block <NUM>, an activation command is generated if the logic engine at decision block <NUM> determines that the conditions for override request authorization have been met based on the user data from block <NUM>. The activation signal is transmitted via the network at block <NUM> and is received at the docking station control panel <NUM> at block <NUM> to automatically provide the override (i.e., no further user command is required at the docking station control panel <NUM>). Once the override activation is carried out at block <NUM>, the next component of the system in the workflow protocol is initiated.

If the outcome at decision block <NUM> is that an override authorization should not be provided, then this message can be transmitted to the control unit <NUM> over the network at block <NUM> so that the trailer restraint is released at block <NUM>, and another attempt at activating the trailer release via the docking station control panel <NUM> can be made at block <NUM>.

<FIG> and <FIG> are flow diagrams of routines <NUM> and <NUM>, respectively, illustrating how the remote monitoring and authorization control unit <NUM> can be used to detect and validate a vehicle approaching a docking station and initiate an automated docking procedure upon proper identification and validation. In <FIG>, sensors (e.g., truck presence sensors) positioned on the drive in front of the docking station can be used at block <NUM> to detect an approaching vehicle at a docking station and wake the portion of the system used to identify and validate the vehicle. At block <NUM>, the trailer arrives at the docking station, followed by a vehicle identification step at block <NUM>. Any means of identifying the vehicle, including, for example, identification via the use of enterprise resource planning (ERP) software in conjunction with cameras, scanners, etc., can be used. Once the vehicle has been identified, validation of the vehicle is carried out at decision block <NUM>. Validation at decision block <NUM> can be relatively simple, such as merely checking that the vehicle is one of the vehicles that is part of the fleet servicing the facility, or more complex, such as checking both that the vehicle is part of the fleet servicing the facility and that the vehicle is at the correct docking station per a loading/unloading schedule. If the vehicle is not validated at block decision <NUM>, then a message or notice can be generated and sent to, e.g., the control unit <NUM>, regarding the invalid vehicle at block <NUM>. The type of message or notice generated is generally not limited, and may include, e.g., a text message, and email, or a voice mail sent to a dock manager via, e.g., control unit <NUM> (which may be, e.g., a laptop, a tablet, a smart phone, etc.). The content of the message or notice is also generally not limited, and may vary based on the recipient. For example, if the intended recipient is the driver of the vehicle, the message may include information about which dock to move the vehicle to. If the intended recipient is a supervisor or manager, then the information might relate to an alert about the presence of an unauthorized vehicle, which the supervisor or manager may then use to alert security, and ERP manager, etc..

If the vehicle is validated, then the process may proceed to block <NUM> and initiate any appropriate automated workflow protocol. For example, in <FIG>, block <NUM> is the same as block <NUM> and illustrates how arriving at block <NUM> can subsequently lead to initiation of an automated process for engaging a vehicle restraint and the associated authorization protocol incorporated into the automated system as described below in relation to <FIG>.

<FIG> is similar to <FIG>, but incorporates a supervisor authorization step. At block <NUM>, sensors (e.g., truck presence sensors) are used to identify an approaching vehicle at a docking station and wake the system used to identify and validate the vehicle. At block <NUM>, vehicle identification is carried out. Any means of identifying the vehicle, including, for example, via the use of ERP software in conjunction with cameras, scanners, etc., can be used. Once the vehicle has been identified, validation of the vehicle is carried out at decision block <NUM>. Validation at block <NUM> can be relatively simple, such as merely checking that the vehicle is one of the vehicles that is part of the fleet servicing the facility, or more complex, such as checking both that the vehicle is part of the fleet servicing the facility and that the vehicle is at the correct docking station per a loading/unloading schedule. If the vehicle is not validated at decision block <NUM>, then a message or notice can be generated and sent regarding the invalid vehicle at block <NUM>, such as sending a message to the control unit <NUM>. If the vehicle is validated, then the process may proceed to block <NUM>, which requires a supervisor to manually enable the subsequent automated loading dock process, such as via instructions entered using the GUI of the control panel <NUM>. If the supervisor approves the validated vehicle, then the routine may proceed to block <NUM>, which represents the initiation of any appropriate automated workflow protocol. If the supervisor rejects the validated vehicle at block <NUM>, the unvalidated vehicle leaves the docking station and the process may revert back to the initial sensor step at block <NUM> for the arrival of another vehicle.

<FIG> is a flow diagram of a routine <NUM> that is similar to the routine <NUM> of <FIG>, but begins at block <NUM> denoting the end of a truck identification sequence such as those described above with reference to <FIG> and <FIG>, and further does not require the activation of a trailer restraint at the docking station control panel. Rather, the trailer restraint is enabled or engages automatically at block <NUM> upon completion of the truck identification process. If the trailer restraint successfully engages at decision block <NUM>, then the next component in the workflow protocol is initiated at block <NUM>. If the trailer restraint does not successfully engage at decision block <NUM>, then an override request is generated at block <NUM> and transmitted over the network at block <NUM> to a logic engine (e.g., a logic engine that is part of the remote monitoring and authorization control unit <NUM>).

If the override request is not successfully received at decision block <NUM>, then another attempt can be made to transmit the request over the network at block <NUM> to the control unit <NUM>. When an override request is successfully received at block <NUM>, a database having user rules and/or history is accessed at <NUM> so that the logic engine can process the data and automatically make a decision on whether or not to authorize the override request. Any of the data required to make the override decision is provided at block <NUM> and processed by the logic engine at block <NUM> (such as a logic engine run on control unit <NUM>). At block <NUM>, an activation command is generated if the logic engine at decision block <NUM> determines that the conditions for the override request authorization have been met. The activation signal is transmitted via the network at block <NUM> and is received at the docking station control panel <NUM> at block <NUM> to automatically provide the override (i.e., no further user command is required at the docking station control panel <NUM>). Once the override activation is carried out at block <NUM>, the next component of the system in the workflow protocol is initiated.

If the outcome of the logic engine processing the user data at decision block <NUM> is that an override authorization should not be provided, then this message can be transmitted over the network at block <NUM> so that the trailer restraint is released at block <NUM> and another attempt at activating the trailer release via the docking station control panel can be made at block <NUM>.

<FIG> is a flow diagram of a routine <NUM> relating to using an automated restraint release system in conjunction with monitoring and directing vehicle traffic flow to and from the docking station. The routine <NUM> starts at decision block <NUM>, where a check is performed to determine if loading or unloading of a vehicle at the docking station has been completed. If loading or unloading is not complete, this information is sent to the controller <NUM> at block <NUM>, which has access to a logic and data to process this information and direct general work flow at the docking station. This logic and data can be type of system capable of processing information for work flow purposes, including an ERP system or an artificial intelligence system operably connected to the control unit <NUM>. The system may also be stored in the cloud. The information transmitted to block <NUM> indicating that loading/unloading has not been completed is processed and a subsequent re-check of the loading/unloading status at block <NUM> is conducted. If the loading or unloading is complete at block <NUM>, then the routine may proceed to block <NUM>, where a network command is generated and provided to the vehicle restraint system providing a vehicle restraint release command.

The routine <NUM> then conducts a check to ensure a vehicle is present at the docking station at decision block <NUM>. If the presence of a vehicle at the docking station is confirmed, then the routine proceeds to block <NUM> where the vehicle restraint is actuated to release the vehicle. Another check is also conducted at block <NUM> to confirm the vehicle has been successfully released by the vehicle restraint. If the vehicle has not been successfully released, then the routine cycles back to block <NUM> to perform another attempt to actuate the vehicle restraint and release the vehicle. When confirmation is provided that the vehicle has been released from the vehicle restraint at block <NUM>, then a message is generated at block <NUM> indicating that the particular docking station is now available.

A message indicating the docking station is available is also generated at block <NUM> when the check for the presence of a vehicle at block <NUM> comes back confirming that no vehicle is present. Whether the message at block <NUM> is generated because no vehicle is detected at decision block <NUM> or because the vehicle has been successfully released at block <NUM>, the message is transmitted to block <NUM> where the system (e.g., an ERP system, an AI system, etc.) processes this information to help direct the flow of vehicles to and from the docking station. In some embodiments, receipt of the message at block <NUM> that no vehicle is present at the docking station results in the system generating and transmitting a message to another vehicle at block <NUM>. The message can indicate, for example, that the restraint at the docking station is not occupied or transmit to a vehicle at the dock that it is free to go. When the vehicle receives a message that the restraint is not engaged, this can be interpreted to mean that the docking station is available, in which case a recipient of the message (e.g., a driver of a vehicle waiting for a docking station to become available) can respond by moving their vehicle to the open docking station.

<FIG> is a flow diagram illustrating a routine <NUM> wherein a deviation request protocol is provided for use in conjunction with systems configured to check whether a vehicle is parked at the correct dock door. In such systems, each vehicle includes an identification tag (e.g., RFID tag, bar code, etc.) and each dock door position includes a scanner, sensor, or the like capable of reading the identification tag to identify the vehicle. The system further includes a database that matches a vehicle's identification to the vehicle's load so that when a vehicle arrives at a dock door, its contents are known from identifying the vehicle, at which point a determination can be made as to whether the vehicle is positioned at the correct door (i.e., a door suitable for unloading the contents of the vehicle). Similar data can be provided in the database for identifying what material is to be loaded into a particular vehicle to ensure the vehicle is parked at the appropriate door for the loading of certain goods (i.e., a door where goods intended to be loaded into the identified vehicle are located). When a correct match is made between an identified vehicle and the door at which it is parked, the system may automatically enable some or all components of the docking station and/or initiate an automated dock loading/unloading sequence (e.g., automatically engage the trailer restraint, followed by automatically opening the dock door, etc.).

At block <NUM>, a truck arrives at the dock door, at which point truck identification is carried out. Truck identification can be carried out automatically upon determining a truck is at a door (such as via the use of truck detection sensors positioned at the dock door). The truck's identification tag is positioned at a location where the identification tag reader provided at the dock door can read and process the identification tag. For example, a bar code may be provided on the tailgate of a vehicle so that as it backs up to the door, a bar code scanner approximately aligned with the vehicle tailgate scans the bar code and identifies the truck. At block <NUM>, a determination is made as to whether the truck is valid, i.e., positioned at the correct door. This determination utilizes the previously mentioned database that provides a truck's contents based on its identification, and then assesses whether the door at which the truck is parked is suitable for unloading the identified contents. When the truck is determined to be valid (i.e., parked at a correct door based on its contents), the routine proceeds to block <NUM>, which represents the initiation of an appropriate automated workflow protocol.

When the truck is determined to be invalid (i.e., not parked at the correct door), operation of the loading dock components of the docking station at which the vehicle is parked may be locked out and/or an automated workflow protocol may be prohibited from initiating. The routine then proceeds to block <NUM> where a decision is made on whether to send a deviation request (i.e., a request to allow loading or unloading of the truck at the door where it is parked regardless of the database indicating that the truck is parked at an incorrect door). If a decision is made to generate and transmit a deviation request, then the routine proceeds to block <NUM>, where the truck is rejected (i.e., not permitted to load/unload at the door at which it is parked).

If a decision is made to generate and transmit a deviation request, then the routine proceeds to block <NUM>, where the deviation request is approved or rejected. As discussed above, the deviation request seeks permission for the vehicle to remain at the door at which it is parked despite the vehicle carrying a load that, at least according to the database, may not be suitable for unloading at that door. The deviation request may be sent to, for example, a remote monitoring and authorization control unit where a dock manager or the like receives the request and makes a determination as to whether the vehicle can remain at the dock door and unload its contents. The dock manager may use information not included within the database to make a decision on the deviation request, such as information indicating that all other appropriate dock doors are unavailable, in which case the dock manager may elect to approve the deviation request in order to maintain efficient workflow at the warehouse and prevent vehicles from waiting to be unloaded. In the scenario where the deviation request is approved, the routine can proceed to block <NUM>, which represents the initiation of an appropriate automated workflow protocol. When the routine proceeds to block <NUM>, the previously locked out components of the dock door are enabled and/or an automated workflow protocol is automatically initiated (or allowed to be initiated).

In the scenario where the deviation request is rejected, the routine proceeds to block <NUM> where the vehicle is rejected (i.e., not permitted to use the dock door at which it is parked for loading or unloading). When a vehicle is rejected, the lock out of the dock components and/or prohibition on initiating an automated workflow protocol is maintained such that the dock door essentially becomes inoperable. This prevents a worker at the dock door and/or the driver from attempting to unload the vehicle despite the determination that the vehicle is not parked at a suitable dock door based on its identified contents. In some embodiments, the rejection of the vehicle can be accompanied by re-routing information, i.e., providing the vehicle with the number/location of a dock door that has been identified as being suitable for the identified truck such that the driver can reposition the vehicle at an appropriate door for loading/unloading.

While the discussion of the above remote monitoring and authorization control unit <NUM> has focused primarily on the authorization functionality of the control unit, it should be appreciated that monitoring functions can also be provided. For example, information relayed to the remote monitoring and authorization control unit <NUM> via the docking station control unit <NUM> is readily accessible to a supervisor or other user via, e.g., a display screen provided on the control unit <NUM>, including information on any component of any docking station that is part of the overall system. The immediate availability of this type of information can advantageously provide a supervisor with the ability to better manage the facility as a whole and increase operation efficiency. For example, status data relating to all components of all docking stations can allow a supervisor to ascertain what docking station is most likely to be next available and communicate with incoming vehicles to maneuver to these stations in order to minimize docking station down time and vehicle wait time.

The data provided to the remote monitoring and authorization control unit can also be recorded and processed to increase operation efficiency. For example, statistics can be generated on the efficiency or lack thereof of each docking station, which can in turn be used for training and facility optimization purposes. Similarly, statistics on accidents occurring at docking stations can also be used to identify and correct safety hazards, and train personnel committing multiple safety infractions.

In addition to monitoring dock operations and equipment, and receiving and responding to authorization requests, the remote monitoring and authorization control unit <NUM> can also be configured to either directly control operation of one or more components at the docking station or communicate through the docking station control panel <NUM> to control operation of one or more components at the docking station. In this manner, a supervisor or other remote user at the remote monitoring and authorizing control unit can take partial or complete control over the docking station under a variety of different circumstances and for any of a variety of different reasons.

Taking control of one or more components of the docking station via the remote monitoring and authorization control panel can also include locking out one or more components of the docking station. Such action may be necessary when, for example, an accident has occurred at a docking station, or when remote monitoring of the docking station via the remote monitoring and authorization control unit reveals that dangerous or unsafe actions are being carried out by users at the docking station and intervention to prevent an accident is required.

Control over docking stations via the remote monitoring and authorization control panel can also be used to improve workflow, such as by enabling operations at an otherwise dormant and unmanned docking station. For example, if a facility is operating ten of its twelve docking stations and each docking station is occupied with a vehicle, the arrival of a new vehicle can be attended to remotely by a supervisor at the remote monitoring and authorization control unit, who may remotely initiate some or all of an automated docking and loading/unloading protocol for a vehicle at one of the two unused docking stations. As such, it may not be necessary for workers to be present at a given docking station for the docking station to be brought into use when the user at the remote monitoring and authorization control panel is capable of operating an unmanned docking station remotely.

The ability to remotely activate components of the docking station via the remote monitoring and authorization control unit can also be used for other reasons, such as to allow a door at an unused docking station to be opened (or directly open the door remotely) in order to improve air flow within the facility. Such an authorization or command can be accompanied by restrictions on the operation of other components so that the opening of the dock door does not inadvertently lead to someone trying to load or unload a vehicle at the particular docking station.

As noted above, remote operation of an entire docking station is possible via the remote monitoring and authorization control unit, which includes all manner of remove devices (e.g., smart phones, tablets, laptop computers, etc.), and such remote control over a docking station can be well suited for facilities employing automated loading environments (i.e., where use of human personnel is limited and most or all procedures are carried out using automated systems). In such systems, a vehicle being present at a docking station might initiate an alert to the remote monitoring and authorization control panel, where a supervisor can provide authorization to begin the automated loading/unloading process. The automated process then begins and flows through the workflow protocol in an automated manner, all while the supervisor at the remote monitoring and authorization control unit may monitor the operations. In one example, remote authorization by the supervisor results in automated engagement of the vehicle restraint to restrain the vehicle at the docking station, automated opening of the door upon successful engagement of the vehicle restraint, automated activation of the dock leveler upon successful opening of the dock door, and initiation of an automated loading and unloading system (e.g., a system including robots, laser guided vehicles, etc.) to service the vehicle.

Claim 1:
A system for use with a loading dock station, comprising:
a docking station control unit; and
a remote control unit communicatively coupled to the docking station control unit, the remote control unit being programmed with computer readable instructions that, when executed, cause the remote control unit to:
receive an authorization request from the docking station control unit, the authorization request requesting authorization to deviate from a workflow protocol;
display the authorization request to a user;
receive an authorization input from the user; and
transmit an authorization signal to the docking station control unit in response to receiving the authorization input from the user, the authorization signal permitting the docking station control unit to proceed with the requested deviation from the workflow protocol.