Patent ID: 12234111

The systems and additional embodiments introduced here may be better understood by referring to the following Detailed Description in conjunction with the accompanying drawings, in which like reference numerals indicate identical or functionally similar elements.

DETAILED DESCRIPTION

Embodiments of the present technology are directed to an autonomous dock station system for automatically loading and/or unloading OTR trailers and/or other vehicles (“trailers”) at a dock station. The autonomous dock station system can utilize an automated material lift truck (“AMT”) (which may also be referred to as an autonomous AMT) in conjunction with a pallet conveyor to autonomously load or unload a trailer by following a workflow procedure. In an example workflow procedure for loading a trailer, the autonomous dock station system can provide a loaded pallet to a specified position via the pallet conveyor. The AMT, initially guided by a facility guidance system (including, e.g., fixed guidance elements in the facility, such as a rail or RFID tags embedded in the floor), can engage the pallet and lift it off the pallet conveyor. The AMT can then transport the pallet to an entrance of the trailer where the AMT switches from the facility guidance system to a trailer guidance system that directs movement of the AMT based on AMT sensor signals. Using the trailer guidance system, the AMT can carry the pallet down the length of the trailer until the AMT reaches an unloading position. As the AMT approaches the unloading position, the AMT can detect whether there is already a pallet on one side of a dock station centerline. If not, the AMT can shift the pallet to that side of the dock station centerline; if so, the AMT can shift the pallet to the other side of the dock station centerline. Once the AMT reaches the unloading position, the AMT can lower the pallet into place and reverse direction to return to the pallet conveyor and retrieve another loaded pallet. This sequence can repeat until the trailer is full and/or all pallets designated for the trailer have been loaded.

Some embodiments of the present technology operate autonomously with automatic dock systems (such as conveyors, robotic material handling equipment, etc.); dock management systems (such as loading dock control panels, central processing centers, inventory of management systems, etc.); and the like. In some embodiments, an Enterprise Resource Planning (ERP) system, in conjunction with the automatic dock systems and/or other dock management systems, can coordinate delivery of loaded pallets to a dock station and/or retrieval of pallets from the dock station using the pallet conveyor. The dock management systems can control equipment at the dock station, such as by raising and lowering a dock door, engaging and storing a vehicle restraint, illuminating signal lights, etc. In some embodiments, one or more AMTs can be shared among multiple dock stations and the dock management systems can coordinate when each of the AMTs should perform loading and/or unloading procedures at a particular dock station, e.g., based on a load/unload schedule. Such a load/unload schedule can also control which pallets are delivered to a particular dock station via the pallet conveyor for loading and/or how unloaded pallets removed from the pallet conveyor are further handled. In various embodiments, upon being instructed to load or unload a trailer at a particular dock station, the AMT can automatically navigate to the dock station using the facility guidance system (e.g., using fixed guidance elements, a LIDAR system, location beacons, or other navigation).

In some embodiments of the present technology, an AMT can include a body, a material handling unit (e.g., a “fork”) operably coupled to the body by a boom, a power supply, drive and steering mechanisms, and a truck control system for autonomous control. While the material handling unit may be referred to herein as a “fork” for ease of reference, a fork can be any configuration capable of engaging with a load, such as a tray, a bucket, a standard or specialized fork-lift style fork, a hook, a cable, etc. As used herein the “front” of the AMT is a side of the AMT from which the fork extends, the “rear” of the AMT is opposite the front, and the “sides” of the AMT are remaining sides (left and right) of the AMT. In some embodiments, the AMT can include one or more sensors, e.g., one or more front sensors for sensing an area in front of the AMT, one or more side sensors for sensing an area to one or more sides of the AMT, and/or one or more fixed guidance sensors for sensing fixed guidance elements of a facility guidance system. In various embodiments, the sensors can be RADAR sensors, LIDAR sensors, inferred sensors, radio sensors, magnetic sensors, cameras, contact sensors, pressure sensors, and/or other electromagnetic or mechanical sensor configurations.

In some embodiments of the present technology, one or more of the front sensors can provide measurements or sensor signals to the truck control system to identify objects or obstructions in the front of the AMT. A truck control system can use input from the front sensors while inside a trailer to locate a truck unloading position (the position in the trailer at which the AMT should be positioned to unload the pallet) and/or a pallet unloading position (the position in the trailer at which the pallet will be placed). The truck control system can locate the truck unloading position by identifying obstruction locations in the trailer that are closest to an opening of the trailer. For example, when identified obstructions are on both sides of a trailer centerline (e.g., the obstructions are two pallets side-by-side, are the back wall of the trailer, or are oversized objects taking up both sides of the trailer centerline), the truck control system can place the pallet to begin a new row of pallets within the trailer. Otherwise, when the identified obstruction is on just one side of the centerline, the truck control system can perform a parallel pallet placement. When performing a pallet placement in a new row, the truck unloading position can be an area offset from the identified obstruction based on the length of the loaded pallet and the pallet unloading position can be on a side of the centerline selected by default (e.g., new rows can always begin by first placing a pallet on the left side of the centerline). When performing a parallel pallet placement, the truck unloading position can be an area adjacent to the identified obstruction and the pallet unloading position can be the unobstructed side of the centerline. In some cases, these areas can be further offset by a safety margin to help prevent collisions.

In some embodiments, instead of or in addition to using the front sensors to determine the truck unloading position and/or the pallet unloading position, the truck control system can identify the truck unloading position and the pallet unloading position based on a record of where the AMT deposited a previous pallet in the trailer. For example, the truck control system can have a record of how far back and to what side of the centerline it last deposited a previous pallet and can determine where to place the next pallet based on the last pallet placement position.

In some embodiments, the front sensors can be used in other situations to control AMT movement, e.g., by sensing objects in an area forward of the AMT. For example, when the truck control system identifies an object that corresponds to an action specified at a current point in a workflow procedure, the truck control system can take the specified action. When the truck control system identifies an object that does not correspond to an action specified at a current point in the workflow procedure or is unable to identify an object determined to be in the forward area, the truck control system can pause the workflow procedure and/or send an alert message. For example, the truck control system can notify the central processing center which can provide an alert to a dock station manager via an email, text message, push notification to an application, etc.

In some embodiments, the sensor signals from any of the AMT sensors can be provided to a dock control panel, central processing center, or another external entity for analysis. The external entity can then send workflow procedure instructions back to the truck control system to take appropriate actions, or the external entity can notify dock station personnel to address the situation when the sensor signals do not indicate a particular action to take.

In some embodiments of the present technology, one or more side sensors of the AMT can be part of a trailer guidance system that senses a distance to one or both trailer walls that are on either side of the AMT. In other embodiments, the trailer guidance system can be external to the AMT and can include, e.g., an external camera or other sensor that tracks both the position of the AMT and its location relative to other objects such as trailer walls. The trailer guidance system, in conjunction with the truck control system, can control movements of the AMT as the AMT enters or leaves the trailer and while the AMT is inside the trailer. For example, the truck control system can control the AMT to travel along a centerline of the dock station (inside the trailer this can be the line that is equidistant to each of the trailer side walls), based on measurements from the trailer guidance system.

At times when the AMT is not entering, leaving, or inside the trailer, movement of the AMT can be controlled by the truck control system in conjunction with a facility guidance system. The facility guidance system can include fixed guidance elements that the truck control system can recognize and correlate to particular locations at a dock station. In some embodiments, a first set of the fixed guidance elements can provide location or direction controls for executing workflow procedure instructions at a dock station, while a second set of fixed guidance elements can be used to guide an AMT between dock stations.

In some embodiments, the fixed guidance elements can include a track or rail affixed to or embedded in a floor portion of the dock station that mechanically controls movement of the AMT through contact with the AMT. In other embodiments, the fixed guidance elements can include one or more electromagnetic (EM) devices that emit or respond to EM radiation. As used herein, EM radiation includes any type of radiation or magnetic fields, such as radio waves, microwaves, infrared, visible light, ultraviolet, and/or X-rays. Examples of EM devices include radio-frequency identification (RFID) tags, magnets, radio emitters, metal disks, and the like. The AMT can interface with these EM devices by sensing the radiation or field emitted by, bounced off of, or otherwise associated with the EM devices. In some embodiments, the AMT can emit an EM signal which is sensed by the EM device. The EM device can then signal another device via, e.g., wired or wireless communication, to tell the other device where the AMT is located. In some embodiments, the fixed guidance elements can include passive metal medallions and/or guide rails (e.g., embedded guide rails) that sensors on the AMT can detect, e.g., visually or by receiving a signal based on the medallion or rail, such as a magnetic field. The truck control system of the AMT can use this system to determine location or movement information.

In some embodiments, the EM devices can form a track or path that the AMT can follow. In other embodiments, radiation from various of the EM devices can be encoded with location information that the truck control system can decipher. In yet further embodiments, the fixed guidance elements can include one or more visual indicators and the AMT can include a camera to capture one or more images of the one or more visual indicators which the truck control system can recognize. Thus, as with the other EM devices, the visual indicators can form a track that the AMT can follow or the AMT can decipher a location based on information encoded in the visual indicators. In some embodiments, the fixed guidance elements can use a combination of one or more of mechanical components, EM components, visual components, passive medallions, etc. or any combination thereof. In some embodiments, instead of using fixed guidance elements, the facility guidance system can direct movement of the AMT through other forms of navigation such as GPS, local beaconing systems, LIDAR, RADAR, and/or other reflection or image-based systems.

In some embodiments of the present technology, the truck control system can cause the AMT to follow a workflow procedure, such as the workflow procedure described above. In some embodiments, the truck control system can store instructions that define steps of the workflow procedure. In addition or alternatively, the truck control system can communicate with an external system (e.g., the central processing system or the dock station control panel) to receive location information or workflow procedure instructions. In some embodiments, the truck control system can also communicate with various other sensor systems integrated with the truck or included with the dock station. For example, the truck control system can interface with the facility guidance system to determine a current location or to identify a track or path to follow. Also, the truck control system can receive input signals from the trailer guidance system to control movements of the AMT for entering, exiting, and moving within the trailer. In some embodiments of the present technology, the workflow procedure can include instructions for raising, lowering, or moving the fork horizontally by manipulating the fork boom.

In some embodiments, the dock station control panel and/or the central processing center can monitor and communicate workflow procedure instructions to the pallet conveyor and the AMT. The dock station control panel or the central processing center can also control automatic charging of the AMT, orchestrate which dock station an AMT should be working at, and/or coordinate loads to place on pallets for delivery to the dock station via the pallet conveyor.

In some embodiments, the pallet conveyor can deliver pallets to a dock station for loading into a trailer and can receive pallets offloaded from a trailer for delivery elsewhere, e.g., to a holding facility, for loading onto another trailer or further processing. The pallet conveyor can include various conveyor line mechanisms for moving pallets, such as a series of rollers, a belt or other moveable surface, overlapping plates, etc. The central processing center can coordinate which pallets should be loaded onto the pallet conveyer at any given time and at which dock station the pallet should stop for pick up by the AMT. In some embodiments, the pallet conveyor can have multiple conveyor lines, e.g., one for moving pallets in one direction along a series of dock stations and another for moving pallets in the opposite direction.

In various embodiments, the autonomous dock station system described herein can provide automated trailer loading and unloading with a minimum or at least a reduced amount of manned support, thereby increasing the operational efficiency of distribution centers. For example, in some embodiments, it is contemplated that the autonomous dock station system can load 22 pallets of approximately 2,000 lbs. each into a trailer in 25 minutes. Combined with an average cycle time of two minutes for the dock leveler, restraint and door systems, and allowing 10 minutes for positioning the transport vehicle at the dock station, the overall load or unload time can be less than 40 minutes. Thus, a dock station could potentially service up to 36 trailers a day as compared to a maximum of 20 trailer loading or unloading cycles provided by conventional systems. The autonomous dock station system can thus increase the material throughput of each individual dock station and reduce the number of dock stations required at a given distribution center. In addition to these efficiency increases, embodiments of the autonomous dock station system described herein can save energy by employing efficient AMTs and reducing environmental energy lost through dock doors being opened at times other than when an AMT needs to pass through them. Finally, by automating many portions of the loading and unload procedures, the autonomous dock station system can reduce human labor costs while also reducing the likelihood of injury to dock station personnel.

Certain details are set forth in the following description and inFIGS.1-13to provide a thorough understanding of various embodiments of the present technology. In other instances, well-known structures, systems, operations, materials, etc. often associated with distribution centers, logistics yards, transport vehicles (including over the road (“OTR”) tractors and trailers as well as dedicated terminal tractors), dock stations, dock station equipment, processing and storage systems, wireless communication systems, etc. have not been set forth in the following disclosure to avoid unnecessarily obscuring the description of the various embodiments of the technology. Those of ordinary skill in the art will recognize, however, that the present technology can be practiced without one or more of the details set forth herein, and/or with other structures, methods, components, and so forth.

The terminology used below is to be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain examples of embodiments of the technology. Indeed, certain terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section.

The accompanying Figures depict embodiments of the present technology and are not intended to be limiting of its scope. The sizes of various depicted elements are not necessarily drawn to scale, and these various elements may be arbitrarily enlarged to improve legibility. Component details may be abstracted in the Figures to exclude details such as position of components and certain precise connections between such components when such details are unnecessary for a complete understanding of how to make and use the invention. Many of the details, dimensions, angles and other features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can add other details, dimensions, angles and features without departing from the spirit or scope of the present invention. In addition, those of ordinary skill in the art will appreciate that further embodiments of the invention can be practiced without several of the details described below.

In general, identical reference numbers in the Figures identify identical, or at least generally similar, elements. To facilitate the discussion of any particular element, the most significant digit or digits of any reference number generally refers to the Figure in which that element is first introduced. For example, element110is first introduced and discussed with reference toFIG.1.

Distribution Center

FIG.1is a partially schematic plan view of a distribution center100configured in accordance with embodiments of the present technology. By way of example, the distribution center100may be part of a processing center, a manufacturing center, or any other facility that includes dock stations and an adjacent area for the transfer of goods, materials, etc. In some embodiments, the distribution center100can include a boundary or enclosure101(e.g., a wall or fence) that surrounds the distribution center100and a corresponding logistics yard102to provide security. The enclosure101can include a vehicle entrance/exit gate103with a guard booth104.

Multiple tractor/trailer combinations110may be present in the logistics yard102at any given time. Some of the tractor/trailer combinations110include a tractor112that is operably coupled to and separable from a cargo trailer111, e.g., an OTR trailer. These vehicles are commonly referred to as “semi-trucks” and “semi-trailers,” respectively. It should be understood, however, that the term “tractor/trailer combination” and the like, as used herein, can generally refer to other types of carrier vehicles, such as integral units, which are generally known as straight trucks. Accordingly, the present technology is not limited to use with only tractor/trailer combinations and may be used in virtually any distribution-type facility with virtually any type of vehicle including tractor/trailer combinations, straight trucks, vans, and the like. In addition to the tractor/trailer combinations110, the yard102can also contain a plurality of individual tractors112and/or individual trailers111at any given time. The trailers111, for example, may be parked in corresponding parking locations115prior to loading and/or unloading.

The distribution center100can include a building130(e.g., a warehouse, manufacturing facility, or other facility for shipping/receiving goods, materials, etc.). In the illustrated embodiment, the building130includes a plurality of dock stations131(which may also be referred to herein as “docks,” “dock stations,” “loading docks,” and the like). Each dock station131is configured to facilitate loading and unloading of goods and materials from, for example, the trailers111. As described in further detail below, the building130can include a central processing center132(shown schematically) to coordinate operations in the logistics yard102and at the dock stations131. The central processing center132can also interact with and/or control a facility enterprise resource planning (ERP) system, an associated material handling system, and/or other operational systems associated with the distribution center100. In the illustrated embodiment, the central processing center132is depicted as being located or integrated within the building130. In other embodiments, however, the central processing center132is not limited by location and may be located remotely from the building130and/or in virtually any other location.

In some embodiments, the tractors112include autonomous tractors and the central processing center132includes automated processing systems configured to communicate instructions to the tractors112, receive feedback from the tractors112, and automatically respond to the feedback. Furthermore, the central processing center132may be utilized to gather dock station status data from one or more control panels or an AMT and provide workflow procedure instructions to the AMT. The central processing center132can also generate/compile reports, alerts, and notices regarding operations in the logistics yard102, the dock stations131, the AMT, and any associated material handling systems or software packages.

In some embodiments, the distribution center100can include a local positioning system to locate the positions of vehicles in the yard relative to, for example, a ground map of the distribution center100. For example, the distribution center100can include a plurality of beacons106(identified individually as a first beacon106a, a second beacon106band a third beacon106c) positioned in known locations around the logistics yard102(e.g., in different corners of the yard102). In some embodiments, the beacons can include wireless transmitters (e.g., Wi-Fi, Zigbee, Z-Wave, Bluetooth, etc.) to enable wireless positioning of the tractor112and/or the trailer111in the logistics yard102. For example, the beacons106can include wireless access points each having a unique identifier (e.g., a media access control or “MAC” address). The tractor112can include a wireless receiver and can determine its location using conventional triangulation techniques based on, for example, the radio signal strength (RSS) of the wireless signals received from the respective beacons106. It should be understood that in some embodiments of the present technology, the local positioning systems described above can be used in conjunction with a conventional GPS or other location tracking system for guidance of the tractor112. Additionally, in some embodiments, an AMT associated with one or more dock stations can track its location using the positioning system described above.

Bluetooth and WiFi are just two of the types of communication technology that the central processing center132, the tractor112, dock station control panels, and/or other dock station components can utilize to communicate with and/or control one another at the distribution center100. In other embodiments, other types of suitable communications can be used such as wireless local area network systems (WLAN), dead reckoning systems, Zigbee systems, Z-wave systems, thread, LoRa, etc.

Dock Station

FIG.2Ais an exterior isometric view of a dock station131configured in accordance with some embodiments of the present technology.FIG.2Bis an interior isometric view of the dock station131configured in accordance with some embodiments of the present technology. The dock station131includes a driveway214in front of an elevated opening213in a warehouse or other building211. The opening213can include a barrier gate226positioned directly behind a door246(e.g., a powered rollup or overhead door), which is shown partially open. The barrier gate226can include a barrier arm228that can be electrically operated to rotate from a horizontal, blocking position or as shown in a vertical, open position. A vehicle restraint242(e.g., an electrically-actuated mechanical restraint) is mounted to, or near, a dock face212and includes a movable hook244. The hook244can be raised to engage a rear impact guard (“RIG”) of a truck or tractor trailer111to secure the vehicle at the dock station131in a known manner and prevent, for example, inadvertent “early departure” and/or “trailer creep” of the trailer111away from the dock face212during the loading or unloading process. After loading/unloading, the hook244can be lowered or otherwise retracted to release the trailer111.

In the illustrated embodiment, the dock station131further includes a dock shelter232. The dock shelter232can include inflatable side members234extending vertically along each side of the opening213, and an inflatable head member235extending horizontally across the top of the opening213. Prior to use, the side members234and the head member235can be at least partially deflated. After the trailer111backs into the dock station131and is engaged by the vehicle restraint242, the side members234and the head member235can be inflated (via, e.g., an electrically-driven air pump) to form an environmental seal between the trailer and the dock wall in a known manner. In other embodiments, the dock station131can include other types of dock seals (e.g., compressible foam seals) in place of, or in addition to, the dock shelter232, or a dock shelter can be omitted.

The dock station131can also include a dock leveler216positioned adjacent to the opening213. The dock leveler216can include a deck218pivotally attached to a frame219at the rear of a pit222formed in the floor of the building211. A lip220is can be pivotally attached to a forward edge portion of the deck218via one or more hinges224. In a stored position (shown), an outer edge portion of the lip220is supported by keepers221mounted at the front of the pit222near the dock face212. In operation, the deck218rotates upwardly away from the pit222and then downwardly as the lip220rotates outward and eventually comes to rest on the bed of a truck or trailer111parked at the dock station131. Once engaged, the deck218and the lip220provide a ramp for dock workers, fork lifts, AMTs, etc. to move back and forth and transfer goods, materials, etc. into and/or out of the vehicle. A dock light230can be movably mounted to an interior wall of the building211to one side of the opening213to illuminate the interior of the vehicle during the loading and/or unloading process.

Additionally, an air curtain248(having, e.g., an electrically-driven blower fan) can be positioned above the opening213and configured to direct a “curtain” of air downwardly across the opening213to prevent air and/or contaminants from flowing between the building211and the vehicle when the dock door246is open.

A signal light assembly236can be mounted to the building211adjacent the opening213to provide visual signals, e.g., to vehicle drivers. For example, the signal assembly236can include a green light238athat, when illuminated, indicates to a vehicle driver that it is safe to back a trailer up to the dock station131. Or, if the vehicle is already at the dock station131, the green light238aindicates that the vehicle restraint242has been disengaged from the trailer and it is safe to move the vehicle away from the dock station131. The light assembly236can also include a red light238bthat, when illuminated, indicates to a vehicle driver that the restraint242is engaged with the trailer and it is therefore not safe to move the vehicle away from the dock station131. In some embodiments, instead of the arrangement of the round green light238apositioned vertically with the round red light238b(as shown inFIG.2A), the signal light assembly can include the green light238aas an O shape while the red light238bcan have an X shape. In various embodiments, the green light238awith the O shape can overlap with the red light238bor can be non-overlapping such as in a vertical arrangement. These instructions can be posted in writing on a sign240positioned adjacent to the signal light assembly236. In addition to the signal lights238aand238b, in some embodiments the dock station131can also include a first guide light237amounted to the dock face212on one side of the opening213, and a second guide light237bmounted to the dock face212on the opposite side of the opening213. The guide lights237aare positioned so that they can be illuminated and easily viewed by vehicle drivers with rear view mirrors to help them align their trailers with the opening213as they back the trailers up to the dock station131. In addition, a truck presence sensor260may be included to indicate to the control panel250whether a transport vehicle is present at the dock or not.

The various pieces of dock station equipment and associated systems described above (e.g., the vehicle restraint242, the light assembly236, the dock shelter232, the door246, the loading light230, the air curtain248, the dock leveler216and the barrier gate226) can be at least generally similar in structure and function to dock station equipment known in the art. For example, the dock station equipment described above can be at least generally similar in structure and function to dock station equipment described in: U.S. Pat. Nos. 8,893,764; 8,510,888; 8,490,669; 8,407,842; 8,307,589; 8,181,401; 8,112,949; 7,165,486; 7,119,673; 6,082,952; and 5,831,540; U.S. Provisional Application No. 61/988,081, filed May 2, 2014, and titled SYSTEMS AND METHODS FOR AUTOMATICALLY CONTROLLING DOCK STATION EQUIPMENT; and PCT Application No. PCT/IB2015/000698, filed Apr. 30, 2015, and titled SYSTEMS AND METHODS FOR AUTOMATICALLY CONTROLLING DOCK STATION EQUIPMENT; each of which is incorporated herein by reference in its entirety.

In some embodiments, the control panel250is mounted to an interior wall of the building211to one side of the dock door246at about eye level. The control panel250is operably connected (via, e.g., wired or wireless connections) to the dock station equipment described above. The control panel250can include an “intelligent” graphical user interface (that can include, e.g., a touchscreen) that enables the dock operator to quickly and easily operate the dock station equipment to safely engage a truck or trailer for unloading and/or loading, and then safely release the vehicle and secure the dock area after the unloading/loading process. As described in greater detail below, in some embodiments, the control panel250can wirelessly communicate with a truck control system of an AMT, providing the AMT with instructions that conform to a workflow procedure.

Automated Material Lift Truck (AMT)

FIGS.3A-3Eare a series of views illustrating an AMT300configured in accordance with some embodiments of the present technology. More specifically, FIG.3A is a partially schematic side view of the AMT300;FIG.3Bis a partially schematic rear view of the AMT300;FIG.3Cis a first partially schematic top view of the AMT300;FIG.3Dis a second partially schematic top view of the AMT300, andFIG.3Eis a partially schematic enlarged isometric view of a left-side sensor assembly334aof the AMT300. As described in greater detail below, the AMT300can be used to transport a pallet from a pallet loading position into the trailer111or vice versa.

Referring toFIGS.3A-3Ctogether, the AMT300can include a body301containing a power supply313(e.g., a battery, fuel, etc.), a drive system322(e.g., including an electric motor or an internal combustion engine, etc., coupled to a drive shaft and control elements (such as truck sensors, truck control systems, etc., as shown schematically inFIG.13), and wheels314a-314d. The AMT300can also include a fork boom303that couples a fork302, with two fork tines324aand324b, to the body301. In various embodiments, the fork302can be a standard fork lift fork or a customized fork optimized to have a fork spacing width308configured to fit into pallet divots (e.g., cavities or openings) in a particular pallet, and a length309that matches the length of the particular pallet (e.g., a length greater than the combined length of pallet sections1101aand1101bofFIG.11, described below). The fork boom303can raise and lower the fork302to a variety of heights307, enabling the AMT300to pick up and maneuver pallets or other loads. In some embodiments, the fork boom303can also move the fork302laterally, such as to a center position (e.g., aligned with the dock station centerline261(FIG.2B)) for travel, or to a left or right position relative to the body301for, e.g., placing a pallet to the left or right of the dock station centerline261while the body301remains centered on the dock station centerline261. The wheels314can include a powered wheel pair314band314dand a steering wheel pair314aand314c, with each pair spaced apart a lateral distance306so that the wheels314can pass through openings603in a pallet conveyor601(described below with reference toFIG.6A).

As described in greater detail below, the top of the pallet conveyor601(FIG.6A) can be at a height that is less than a clearance height312of an undercarriage305of the AMT300. In some embodiments, a hydraulic system of the fork boom303can move the fork302through a vertical range of 6 to 12 inches. In some embodiments, the fork boom303may not include a tilt mechanism, while in other embodiments the fork boom303can include a tilt mechanism to rotate the angle of the fork302and tilt a pallet on the fork302toward the AMT body301. Providing limited vertical movement without a tilt mechanism can remove the need for a complex hydraulic system with excessive vertical range or complex tilt mechanisms found in conventional material transport vehicles. In some embodiments, the various components and features of the AMT300described above can be at least generally similar in structure and function to such components and features as found on conventional fork trucks, which are well known in the art.

Referring toFIGS.3A and3Ctogether, the AMT300can also include a truck control system310which can connect to an antenna311. In combination, the truck control system310and the antenna311can wirelessly communicate with external entities, such as the dock control panel250and/or the central processing center132. The truck control system310can generate vehicle steering and throttle commands for the drive system322to navigate a path of travel for the AMT300. As described in greater detail below, in some embodiments the path of travel can be determined by proceeding through a workflow procedure based on information received by the truck control system310via interfacing with a facility guidance system and/or a trailer guidance system.

In some embodiments, the truck control system310is capable of: wireless communication between the AMT300and the central processing center132and/or the control panel250, and actuating the fork boom303and/or the drive system322in accordance with steps of a workflow procedure (determined by the truck control system310, the central processing center132, and/or the control panel250). An example series of movements to load pallets onto the fork302, drive the AMT300into the trailer111, and unload the pallets from the fork302are described below with reference toFIGS.7-9.

In various embodiments, the truck control system310can be a stand-alone dedicated controller, a shared controller integrated with other control functions (e.g., integrated with other on-board or off-board vehicle control systems), or an off-board computing system (e.g., at the dock station control250panel and/or the central processing center132). Using the various on-board and/or off-board computing systems that can make up the truck control system310, the truck control system310can perform a workflow procedure. For example, in some embodiments an off-board computing system can transmit commands to the truck control system310to perform corresponding actuations of the drive system322, the fork boom303, etc.

Referring next toFIGS.3C,3D and3Etogether, the truck control system310can include a sensor system340that receives and processes sensor signals from a left-side sensor assembly334aand a right-side sensor assembly334b, which can each include a side sensor330aand/or a front sensor330b.FIG.3Eis an isometric view of the left-side sensor assembly334a. The right-side sensor assembly334bcan be a mirror of the left-side sensor assembly334a. As shown inFIG.3E, in some embodiments the sensors330aand330bcan be active sensors which emit electromagnetic (EM) signals360and358, respectively, and take a reading of the reflection from the surrounding area, or the sensors330aand/or330bcan be passive sensors, taking in light or other ambient EM radiation to determine information about the surrounding area. Example types of the sensors330aand330b4can include RADAR sensors, LIDAR sensors, inferred sensors, radio sensors, magnetic sensors, cameras, contact sensors, pressure sensors, and/or other electromagnetic or mechanical sensor configurations. Each pair of the sensors330aand330bcan be attached to the respective side of the AMT300with a suitable bracket352, and can be connected to the sensor system340by a wire356and a connector354.

As shown inFIG.3D, the side sensors330acan be for sensing objects to one or both sides of the AMT300, e.g., in a zone or area331, and/or for sensing distances from such objects to the side of the AMT300. The truck control system310can use input from the sensor system340, based on signals from the side sensors330a, to guide movements of the AMT300while traveling within the trailer111. For example, the side sensors330acan sense the distances to walls of the trailer111, which the truck control system310can use to maintain the AMT300on or at least near the dock station centerline261(FIG.2A) within the trailer111. The front sensors330bcan sense objects to the front of the AMT300, e.g., in a zone or area332, and/or distances to such objects from the front of the AMT300. In some embodiments, the truck control system310can use input from the sensor system340, based on signals from the front sensors330b, to determine where to place a pallet within the trailer111(i.e., a pallet unload position) and where the AMT300should be positioned to place the pallet at the pallet unload position (i.e., a truck unload position). The truck control system310can determine how far down the trailer111these unload positions are located and to which side of the dock station centerline261the pallet unload position is located. In some embodiments, the truck control system310can use signals based on the front sensors330bto determine where a pallet is within a trailer, e.g., how far down the trailer a closest pallet is located and on which side of the dock station centerline261the pallet is located.

In some embodiments, the sensor system340can be a sub-component of the truck control system310or can be a stand-alone processing system for processing sensor signals and determining parameters. The sensor system340can determine parameters such as distance measurements, object identification, and the like. The parameters can then be communicated from the sensor system340to the truck control system310.

A trailer guidance system can include a combination of the truck control system310and the sensor system340. In some implementations, the trailer guidance system can also include external building sensors, such as location beacons or cameras that provide signals to the truck control system310directly or via the control panel250and/or the central processing center132.

In some embodiments, the truck control system310can also use the sensor system340to guide the AMT300while outside the trailer111. For example, the truck control system310can use input from the sensor system340based on signals from the front sensors330bto determine whether there is an object blocking a path of the AMT300, and whether to, e.g., pause movement or deviate from the path to avoid a collision.

Returning toFIG.3B, in some embodiments the sensor system340can also receive signals from a fixed guidance sensor326to determine where fixed guidance elements of a fixed guidance system are located. In various embodiments, the fixed guidance sensor326can include a pressure sensor, an EM sensor, an electro-optical sensor, an RF sensor, and/or a camera coupled to, e.g., a lower portion of the AMT300. The guidance sensor326can detect or sense the fixed guidance elements, which can include, for example, rails, electronic or magnetic devices, visual indicators, and/or other fixed elements that protrude above a floor surface of the dock station, are flush with the floor surface, and/or are embedded in the floor surface, or are fixedly attached to other surfaces of the dock station. For example, the fixed guidance elements can include a plurality of individual sensor target elements902-906(described below with reference toFIGS.9A-9D) that are placed at specific fixed locations at the dock station, e.g., along the dock station centerline261.

In some embodiments, the AMT300can physically connect with fixed guidance elements such as rails, using a rail guide328(described in more detail below with reference toFIGS.6B and6C). Such rails can be composed of various shapes or materials to fulfill the task of guiding the AMT300. For example, they can have a profile that protrudes above the floor of the dock station, is flush with the floor, is grooved, is hollow, etc. In other embodiments, such rails can include elongate channels or grooves that are formed in the floor of the dock station and movably receive a rail guide that extends downwardly from the AMT300. In some embodiments, a combination of fixed guidance elements can be used such as a rail aligned with the dock station centerline261and individual sensors or sensor targets positioned at various locations that correspond to steps in a workflow (e.g., the locations of fixed guidance elements902-904described below in reference toFIGS.9A-9D).

In some embodiments, the fixed guidance elements can be multiple electro-magnetic guidance elements arranged in, e.g., a grid or along multiple pathways at, e.g., a dock station. A series of the electro-magnetic guidance elements can be independently powered to provide unique paths of movement for the AMT300. For example, in some cases the truck control system310can be configured to follow a specified set of fixed guidance elements for travel along different pathways. For example, the truck control system310can follow a workflow procedure that specifies a first path of movement along a first list or series of fixed electromagnetic guidance elements when loading at a first dock station, and specifies a second path of movement along a second list or series of fixed electromagnetic guidance elements for traveling between the first dock station and a second dock station. The lists or series of fixed guidance elements can be programmed into the truck control system310or can be supplied by an external source, such as the control panel250or the central processing center132. The lists or series of fixed guidance elements can also be updated as fixed guidance elements are replaced or as pathways change.

The fixed guidance elements of the fixed guidance system can be placed at various points in a workflow procedure that correspond to specific actions for the AMT300to take for loading or unloading a trailer. For example, sensor targets903and904(described below in reference toFIGS.9A and9B) are located at points where, during a loading process, the AMT300advances to the sensor target903from the sensor target904, and when the sensor target903is detected by the sensor system340, the AMT300stops and performs activities associated with loading a pallet onto the fork302. For example, the AMT300can raise the fork302to pick up the pallet. When the action is complete, the AMT300proceeds forward to the next action in the workflow procedure.

AMT Charging

As shown inFIGS.3A-3D, in some embodiments the AMT300can further include a first charging connection320aon the left side of the AMT300and a second charging connection320bon the right side of the AMT300. Referring now toFIG.4,FIG.4is an enlarged isometric view of the second charging connection320bconfigured in accordance with some embodiments of the present technology. In the illustrated embodiment, the charging connection320bincludes a guide plate401ain opposing relation to a connection plate401b. The guide plate401acan be fixedly attached to the AMT300by a suitable bracket407. The connection plate401bcan be resiliently coupled to a distal end portion of an arm member404by one or more biasing members402(e.g., coil springs) that bias the connection plate401btoward the guide plate401a. A proximal end portion of the arm member404can be fixedly attached to the bracket407. The guide plate401acan include angled end portions409aand409bthat extend generally outward relative to corresponding angled end portions403aand403b, respectively, of the connection plate401b. Although only the second charging connection320bis shown inFIG.4, it should be understood that the first charging connection320acan be a mirror image of the second charging connection320b. As described in greater detail below, during normal operation the two charging connections320aand320bcan make electrical connections to, e.g., an electrical power source (e.g., facility power) that enables the power supply313of the AMT300(e.g., a battery) to remain charged without requiring extended downtime for charging. For example, the first charging connection320acan provide a cathode connection for charging the power supply313, while the second charging connection320bcan provide an anode connection, or vice versa.

FIG.5is an isometric view of a dock charging station500configured in accordance with some embodiments of the present technology. In some embodiments, the deck218of the dock leveler216includes a first raised charging rail501aand a second raised charging rail501bthat is spaced from and extends parallel to the first charging rail501a. The first and second charging rails501aand501bcan be operably coupled to a power supply, such as dock station facility power. The first charging rail501ahas a surface502awhich can provide a cathode connection, and the second charging rail501bhas a surface502bwhich can provide an anode connection.

Referring now toFIGS.3C,4and5together, the charging rails501aand501bcan be spaced apart on the deck218a distance that is at least approximately equal to the distance between the guide plate401aof the first charging connection320aand the guide plate401aof the second charging connection320b, plus a suitable clearance margin, e.g., about two inches. In operation, the AMT300moves over the dock leveler deck218each time the AMT300enters or exits the trailer111. When the AMT300drives onto the rear edge portion of the deck218for entering the trailer111, the AMT300will be aligned so that one or both of the angled plates403band409bof the first charging connection320acontact an inclined leading edge portion504aof the first charging rail501a. This contact aligns the AMT300so that as it continues to move forward the first charging rail501ais received in the space408(FIG.4). A similar guiding interaction occurs between the second charging connection320band the second charging rail501b. As the AMT300moves over the charging rails501aand501b, the biasing force of the springs402of the first charging connection320akeep the connection plate401bof the first charging connection320ain contact with the first charging rail501a, thereby providing a cathode connection for charging the power supply313of the AMT300. Similarly, the biasing force of the springs402of the second charging connection320bkeep the connection plate401bof the second charging connection320bin contact with the second charging rail501b, thereby providing an anode connection for charging the power supply313. In this configuration, the charging rails501aand501bcan provide some amount of charge through charging connections320aand320beach time the AMT300passes over the deck218. Additionally, the charging rails501aand501bcan also ensure that the AMT300stays on the desired path as it traverses the dock leveler216.

In some embodiments, the AMT300can park on the deck218, keeping the power supply313charged by making contact with the charging rails501aand501bbetween loading or unloading operations. In some embodiments, the deck218, a pallet-preload position802(FIG.8A), or another location can include an inductive charging element which can inductively charge the power supply313each time the AMT300is positioned near the inductive charging element. The inductive charging element can be in addition to or instead of the charging rails501aand501b.

Autonomous Dock Station System

FIG.6Ais a rear elevation view of an autonomous dock station system600including a pallet conveyor601and the AMT300configured in accordance with some embodiments of the present technology. The pallet conveyor601is configured to transport a pallet605to a pallet loading position604. In some embodiments, the pallet conveyor601can include a motor connected to a conveyor line utilizing a series of rollers, belts, overlapping plates, and/or other suitable conveyer components well known in the art.

In some embodiments, the pallet loading position604can be centered on the dock station centerline261of the dock station131(FIGS.2A and2B). The pallet conveyor601can include wheel gaps or channels603aand603bwhich permit the AMT300to pass through the path of the pallet conveyor601. The pallet conveyor601can be sized such that a height602of the pallet conveyor601is less than a clearance height312of the undercarriage305of the AMT300(FIG.3B). This enables the AMT300to insert the forks302into pallet divots607and then drive forward over the conveyor601without impacting the pallet conveyor601. The AMT300only needs to have a limited vertical movement range for the forks302(e.g., 6-12 inches) to raise the pallet605off the pallet conveyor601and then lower it to a safe height for traveling.

FIGS.6B and6Care front and side views, respectively, of the rail guide328of the AMT300engaged with a fixed guidance element or rail620for guiding movement of the AMT300. In some embodiments, the rail620can be mounted to a surface of the dock station131(e.g., the deck218of the dock leveler216, an adjacent floor, etc.) along a path, or a portion of a path, that the AMT traverses during a trailer loading and/or unloading process (e.g., along a portion of the dock station centerline261(FIG.2B)). The rail620can be positioned on the surface of the dock station using a plurality of suitable brackets622that are attached to the surface with fasteners624aand624b(e.g., bolts). In operation, the rail guide328movably engages the rail620as the AMT300traverses the path defined by the rail620. In addition, in some embodiments a sensor target630(e.g., a metal medallion, RFID tag, etc.) can be fixed in, or to, the surface of the dock station at a particular location that corresponds to an action in a workflow procedure. When the fixed guidance sensor326on the AMT300(FIG.3B) detects the target630and sends a corresponding signal to the truck control system310, the truck control system310can take the corresponding action specified in the workflow procedure, such as raising or lowering the fork302.

FIGS.7A and7Bare flow diagrams illustrating an example workflow procedure for using the AMT300to automatically load the trailer111, in accordance with some embodiments of the present technology.FIGS.8A-8Nare a series of partially schematic side elevation views illustrating steps in the workflow procedure ofFIGS.7A and7B, andFIGS.9A-9Lare a series of partially schematic top views illustrating steps in the workflow procedure ofFIGS.7A and7B. InFIGS.8A-8N, a sidewall of the trailer111is removed for purposes of illustration, and inFIGS.9A-9Lthe roof of the trailer111is removed for purposes of illustration. Referring first toFIG.7A, the workflow procedure can be preceded by actions to position the trailer111at the dock station131and engage the dock station131with the trailer111(FIGS.1-2B). For example, the doors of the trailer111are opened and the trailer111is backed up to the dock station131by the tractor112(e.g., an OTR tractor or a special-use yard or terminal tractor, such as an autonomous tractor). The trailer presence sensor260detects the presence of the trailer111at the dock station131and the control panel250initiates a trailer engagement process. The trailer engagement process can include engaging the vehicle restraint242with the trailer111to prevent movement of the trailer111away from the dock station wall212; opening the dock door246; operating the dock leveler216to create a bridge between the dock station131and the interior of the trailer111; and communicating with the central processing center132to indicate that the trailer111is at the dock station131and is ready for loading. The central processing center132can then communicate a load configuration and trailer configuration to the control panel250for use in the workflow procedure. The central processing center132also initiates operation of the pallet conveyor system601, which moves the loaded pallet605to the pallet loading position604(FIG.6A).

Referring toFIG.7Atogether withFIGS.8A and9A, in addition to the pre-workflow actions described above, the workflow procedure can have starting conditions701for the workflow to begin. The workflow starting conditions701can include: 1) the AMT300is at a pallet-preload position802(FIGS.8A and9A; e.g., behind the pallet conveyor601or at another storage location); 2) the fork302is centered and positioned at a travel height; 3) the dock leveler216is positioned in the trailer111; 4) the pallet605has been delivered by the pallet conveyor601to the pallet loading position604; and 5) a trailer guidance system (e.g., including the sensor system340) is turned off. In other embodiments, different starting conditions can be used.

The workflow procedure can begin at step702when the AMT300is at the pallet pre-load position802. For example, this can be when the AMT300is at a different dock station or at a charging and/or storage location, which can be defined by a fixed guidance element e.g., the fixed guidance element904and/or a rail901. The truck control system310can cause the fork boom303to move the fork302to a height above the height602on the pallet conveyor601, for insertion into the divots607of the pallet605in the pallet load position604(FIG.6A). In some embodiments, the fixed guidance elements901-904can be sensor targets that respond to EM radiation in predictable ways. For example, the sensor targets can be RFID tags that can be read by an RFID reader of the fixed guidance sensor326(FIG.3B) or can be a particular type and amount of metal that the sensor326with a magnet can identify.

From the pallet pre-load position802, the truck control system310and the workflow procedure can, at step704, cause the drive system322of the AMT300to move the AMT300along the dock station centerline261from the pallet pre-load position802to a loading position804where the fork302of the AMT300is under the pallet605at the pallet load position604(shown inFIGS.8B and9B). The loading position804can be specified by one or more of the fixed guidance elements, e.g., the fixed guidance element903. Next, the truck control system310and the workflow procedure can, at step706, cause the fork boom303to raise the fork302a distance806to engage the fork302with the pallet605and lift the pallet605off the pallet conveyor601(as shown inFIG.8C).

Once the pallet605is lifted off the pallet conveyor601, the truck control system310and the workflow procedure can, at step708, cause the drive system322of the AMT300to move the AMT300forward along the dock station centerline261from the pallet load position604to a lowering fork position808(shown inFIGS.8D and9C). When the AMT300is at the lowering fork position808, the truck control system310and the workflow procedure can, at step710, cause the fork boom303to lower the fork302to a traveling height810(a specified distance above the dock floor, e.g., about four inches).

When the fork302is at the traveling height810, the truck control system310and the workflow procedure can, at step712, cause the drive system322of the AMT300to move the AMT300forward along the dock station centerline261from the fork lowering position808to a guidance switch position812(show inFIGS.8E and9D), which can be specified by one of the fixed guidance elements, e.g., the fixed guidance element902on the dock leveler216. At the guidance switch position812, the truck control system310and the workflow procedure can transition guidance of the AMT300from using the facility guidance system and the fixed guidance elements to using a trailer guidance system based on, e.g., the sensor system340and the sensors330aand330bof the AMT300. The transition of the truck control system310from using the facility guidance system to using the trailer guidance system is denoted by line713inFIG.7A.

As described in greater detail below in reference to steps714-724, once the AMT300enters the trailer111, the truck control system310can identify a fork lateral position816(FIGS.8G and9F), a truck unloading position818(FIGS.8I and9H), and a pallet unloading position820(FIGS.8H,8I and9H). The pallet unloading position820is a location in the trailer111where the AMT300will place the pallet605. The fork lateral position816is a location in the trailer111where the AMT300will be positioned when it uses the fork boom303to move the fork302holding the pallet605laterally to be aligned with the pallet unloading position820. The truck unloading position818is a location in the trailer111where the AMT300will be positioned when it uses fork boom303to lower the laterally positioned fork302to place the pallet605on the floor of the trailer111in the pallet unloading position820. As described below, the truck control system310can determine these locations based on signals from the front sensors330band/or a record of where the AMT300deposited one or more previous pallets.

At step714, the truck control system310and the workflow procedure can cause the drive system322to move the AMT300forward along the dock station centerline261within the trailer111(FIG.9E). The truck control system310can use signals from the side sensors330ato maintain the AMT300on or near the dock station centerline261by maintaining a first constant distance905aand/or a second constant distance905bto one or both inner side walls906aand/or906bof the trailer111. As the truck control system310and the workflow procedure cause the AMT300to move forward along the dock station centerline261, they can also, at step716, determine when the front sensors330bdetect an obstruction814(e.g., stacked cargo) in an area332(FIG.3D) forward of the AMT300(shown inFIGS.8F and9E).

The truck control system310and the workflow procedure can, at block718, cause the drive system322of the AMT300to continue moving the AMT300forward along the dock station centerline261until the AMT300reaches the fork lateral position816(shown inFIGS.8G and9F). The truck control system310can identify the fork lateral position816as a position at a distance830from the obstruction814that is sufficient to prevent the pallet605on the fork302from colliding with the obstruction814(which can be increased by a safety margin). The distance830can be based on a known length of the pallet605.

Alternatively, in some embodiments, the fork lateral position816can be determined based on a known length of the trailer111and/or a record of a distance from, e.g., the guidance switch position812to a position at which the AMT300deposited a previous pallet. In some embodiments, the truck control system310can rely on both a known distance and the front sensors330bby, e.g., relying on the known distance to initially identify an expected obstruction location and relying on signals from the front sensors330bto fine-tune the expected obstruction location and prevent a collision.

The truck control system310can analyze the sensed obstruction814to determine whether it is on both sides of the dock station centerline261or only on one side. In the case where the obstruction814is only on one side of the dock station centerline261(the case shown in, e.g.,FIGS.8G and9F), this can indicate that there is an open space820for the pallet605on the other side of the centerline261, which the truck control system310can identify as the pallet unload position820. If the obstruction814is on both sides, this can indicate that the obstruction814is one of: the back of the trailer111, two pallets positioned side-by-side, or another object taking up both sides of the trailer111. In any of these conditions where both sides of the dock station centerline261are obstructed, the truck control system310can identify the pallet unload position820as being on a default side of the dock station centerline261(e.g., the truck control system310can by default select the left side of the dock station centerline261to place the pallet605).

When the AMT300is at the fork lateral position816, the workflow procedure, at step720, can cause the fork boom303to move the fork302laterally (as shown inFIG.9F) to align with the identified pallet unloading position820. If (contrary to what is shown inFIG.9F) both sides of the dock station centerline261are obstructed, then the AMT300will be in the truck unload position818and the fork302will be over the pallet unload position when the fork302is in the position shown inFIG.9F. However, when only one side of the dock station centerline261is obstructed as shown inFIG.9F, the fork302is a pallet-distance in front of the pallet unload position820. In this case, the truck control system310and the workflow procedure can, at step722, cause the drive system322to move the AMT300forward (as shown inFIGS.8H and9G) until the AMT300is in the truck unloading position818and the fork302is over the pallet unload position820(as shown inFIGS.8I and9H). The truck control system310can determine the AMT300is in the truck unloading position818by making a measurement, based on a signal from one or more of the front sensors330breceived at step724, indicating that the AMT300is the specified distance832(e.g., based on the length of the pallet605plus a safety margin) from a second obstruction822. The AMT300is now in the truck unload position818and the fork302holding the pallet605is now over the pallet unload position820. The truck control system310and the workflow procedure can, at step726, cause the fork boom303to lower the fork302(as shown inFIG.8J) to position the pallet605on the floor of the trailer111and disengage the fork302from the pallet605. This can be a specified lowering distance (e.g., four inches) or a determination, based on pressure sensors positioned on, e.g., the fork boom303, that the fork302is no longer supporting the weight of the pallet605.

When the fork302is no longer supporting the pallet605, the truck control system310and the workflow procedure can, at step728, cause the drive system322of the AMT300to move the AMT300backward along the dock station centerline261a specified amount, e.g., an amount based on the length of the pallet605(plus a safety margin), allowing the fork302to clear the pallet605(as shown inFIG.9I). The truck control system310and the workflow procedure can then, at steps730and732, cause the fork boom303to move the height of the fork302to a reverse traveling height826(as shown inFIG.8K) and to a center position (as shown inFIG.9J). The reverse travelling height826can be a height which is above the height602allowing the fork302clear the pallet conveyor601.

With the fork302repositioned for reverse travel, the truck control system310and the workflow procedure can, at step734, cause the drive system322to move the AMT300backward along the dock station centerline261. As indicated by line733, as the AMT300exits the trailer111(as shown inFIGS.8L and9K), the truck control system310and the workflow procedure can cause the truck control system310to transition guidance of the AMT300from being based on the trailer guidance system (e.g., based on the sensors330aand330b), to being based on the facility guidance system (e.g., based on the fixed guidance elements901-904). After the AMT300exits the trailer111, the truck control system310and the workflow procedure can continue to cause the drive system322to further move the AMT300backward along the dock station centerline261, using the fixed guidance elements901-904, until the AMT300returns to the initial pallet pre-load position802, as indicated by the fixed guidance element904(as shown inFIGS.8M and9L).

When the AMT300has crossed the pallet conveyor601toward the pre-load position802, the pallet conveyor601can operate to move another pallet828to the pallet loading position604at step736. When the next pallet828is in the pallet loading position604on the pallet conveyor601(as shown inFIG.8N), the pallet conveyor601can turn off at step738. The workflow procedure can then repeat, starting back at step702. The truck control system310can repeat the workflow procedure until the trailer111is loaded or the central processing center132commands a stop. The control panel250can then initiate a disengagement sequence for the trailer111as follows: the dock leveler216operates and returns to its stored position, the dock door246closes, the vehicle restraint242disengages from the trailer111, and the terminal tractor112or OTR tractor pulls the trailer111away from the dock station131.

In some embodiments, instead of automatically loading the trailer111, when the trailer111arrives at the dock station131it can already be loaded, and the AMT300can follow an unloading workflow procedure for automatically unloading the trailer111. The unloading workflow procedure can generally be the reverse of the loading workflow procedure described in detail above in relation toFIGS.7A-9L, with, for example, the following differences. The AMT300does not lift the pallet605off the pallet conveyor601, but instead proceeds from the pre-load position802to the guidance switch position812where guidance of the AMT300switches from a facility guidance system based on, e.g., the fixed guidance elements901-904to a trailer guidance system based on, e.g., the sensors330aand330band the sensor system340of the AMT300. After the switch, the AMT300moves forward into the trailer111. When the AMT300identifies an obstruction814(e.g., a loaded cargo pallet), the truck control system310controls the fork boom303to lower the fork302and align the fork302with the pallet divots. The truck control system310then controls the drive system322to move the AMT300forward so that the fork302engages the pallet. The truck control system310then controls the fork boom303to raise the fork302to the traveling height, lifting a pallet off a floor of the trailer111.

If the obstruction814was only on one side of the dock station centerline261, the truck control system310also controls the fork boom303to move the fork302to a laterally centered position. If the obstruction814was on both sides of the dock station centerline261, the truck control system310controls the drive system322to move the AMT300backward so that the lifted pallet and the fork302clear the obstruction on the other side of the dock station centerline261, at which point the truck control system310controls the fork boom303to move the fork302to the laterally centered position. The truck control system310then controls the drive system322to move the AMT300in reverse to the guidance switch position812to switch back from using the trailer guidance system to using the facility guidance system. The truck control system310then controls the drive system322to continue moving the AMT300in reverse until it reaches the lowering fork position808, at which the truck control system310controls the fork boom303to raise the fork302so the loaded pallet is above the height602. The truck control system310then controls the drive system322to move the AMT300in reverse until it reaches the loading position804, at which the truck control system310controls the fork boom303to lower the fork302so that the loaded pallet is placed on the pallet conveyor601at the loading position604. Finally, the truck control system310controls the drive system322to move the AMT300in reverse to disengage the pallet and return to the pre-load position802.

FIG.10shows a partially schematic top view of an autonomous dock station system1000in which the AMT300uses a facility guidance system to navigate between multiple dock stations131(identified individually as a first dock station131aand a second dock station131b). The first dock station131aincludes a first dock leveler216athat provides access to a first trailer111a. The first dock station131ais bisected by a first dock station centerline261a, along which runs a first rail901aof the facility guidance system. From an initial position specified by a first fixed guidance element904a, the AMT300can follow the workflow procedures described above in reference toFIGS.7A-9Lto automatically load the first trailer111aby lifting loaded pallets off the pallet conveyor601at a first pallet loading position604aand moving them into the first trailer111a.

The second dock station131bincludes a second dock leveler216bthat provides access to a second trailer111b. The second dock station131bis bisected by a second dock station centerline261b, along which runs a second rail901bof the facility guidance system. From an initial position specified by a second fixed guidance element904b, the AMT300can follow the workflow procedures described above in reference toFIGS.7A-9Lto automatically load the second trailer111bby lifting pallets off the pallet conveyor601at a second pallet loading position604band moving them into the second trailer111b.

The facility guidance system of the autonomous dock station system1000can further include inter-station fixed guidance elements1002-1008for guiding the AMT300between the first dock station131aand the second dock station131b. In the illustrated embodiment, the inter-station fixed guidance element1002is a curved rail that connects the first fixed guidance element904ato the fixed guidance element1006. Like the first and second fixed guidance elements904aand904b, the inter-station fixed guidance element1006can be a sensor target. The inter-station fixed guidance element1004is a straight rail connecting the inter-station fixed guidance element1006to the inter-station fixed guidance element1008, which is a curved rail that connects to the second fixed guidance element904bat the second dock station131b.

The AMT300can move between the first fixed guidance element904aof the first dock station131aand the second fixed guidance element904bof the second dock station131bby following the inter-station fixed guidance elements1002-1008. For example, the AMT300can start at the first fixed guidance element904afacing the first trailer111a. The AMT300can then move in reverse following the curved rail of the inter-station fixed guidance element1002until it reaches the sensor target1006. At that point, the AMT300can begin moving forward, following the rails of the inter-station fixed guidance elements1004and1008, until the AMT300reaches the second fixed guidance element904bof the second dock station131b. The AMT300can reverse this process as needed to move from the second fixed guidance element904bof the second dock station131bto the first fixed guidance element904aof the first dock station131a. By moving between dock stations in the manner described above, the AMT300can follow workflow procedures to automatically load or unload multiple trailers at multiple dock stations. In other embodiments, other arrangements of fixed guidance elements (e.g., sensor targets and/or rails) can be used for AMT guidance between multiple dock stations in accordance with the present technology.

The central processing center132(FIG.1), which controls delivering pallets to or from the various dock stations using the pallet conveyor601, can signal to the AMT300which dock station to travel to for executing a current load or unload workflow procedure. Upon receiving such a signal, the AMT300can follow the inter-station fixed guidance elements1002-1008(e.g., following rails, moving between sensor targets, following visual indicators, etc.) to travel to the indicated dock station and perform the load or unload workflow procedure.

FIG.11is an isometric view of the pallet605which can be loaded with cargo for the AMT300to transport in accordance with some embodiments of the present technology. The pallet605can be a conventional cargo pallet well known in the art and can include the divots607spaced apart by a distance corresponding to the distance308between the two tines324aand324bof the fork302(FIG.3C) and sized such that the tines324aand324bof the fork302can fit through them and under the pallet605when the pallet605is resting on a surface. Thus, the fork302can engage the pallet605to lift it in a conventional manner well known in the art. In some embodiments, the length of pallet605can be the combination of lengths1101aand1101b, which combined can be shorter than length309of the fork302.

FIG.12is a block diagram illustrating an overview of devices on which some embodiments of the disclosed technology can operate. The devices can comprise hardware components of a device1200that can operate in various parts of the autonomous dock station system. For example, various devices described above, such as the control panel250, the central processing center132, the truck control system310and others can include processing capabilities that can be implemented by including a version of the device1200. While the device1200is described below as having components1210-1270, some versions of the device1200can have more, fewer, or alternate components.

The device1200can include one or more input devices1220that provide input to the Processor(s)1210(e.g., CPU(s), GPU(s), HPU(s), etc.), notifying it of actions. The actions can be mediated by a hardware controller that interprets the signals received from the input device and communicates the information to the processors1210using a communication protocol. The input devices1220can include, for example, sensors, switches, steering controls, a mouse, a keyboard, a touchscreen, a touchpad, a wearable input device, a camera- or image-based input device, a microphone, or other user input devices.

The processors1210can be a single processing unit or multiple processing units in a device or distributed across multiple devices. The processors1210can be coupled to other hardware devices, for example, with the use of a bus, such as a PCI bus or SCSI bus. The processors1210can communicate with a hardware controller for devices. Some of the systems used in the autonomous dock station systems can include a display1230, which can display text and graphics. In some embodiments, the display1230includes the input device as part of the display, such as when the input device is a touchscreen or is equipped with an eye direction monitoring system. In some embodiments, the display is separate from the input device. Examples of display devices are: an LCD display screen, an LED display screen, a projected, holographic, or augmented reality display (such as a heads-up display device or a head-mounted device), and so on. Other I/O devices1240can also be coupled to the processor, such as various types of sensors (e.g., pressure, LIDAR or other positioning sensors, heat, current, etc.) a network card, a video card, an audio card, a USB connection, a camera, a printer, speakers, various storage drives, etc.

In some embodiments, the device1200also includes a communication device capable of communicating wirelessly or wire-based with a network node. The communication device can communicate with another device or a server through a network using, for example, Bluetooth, WiFi, TCP/IP protocols, Zigbee or Z-Wave, etc. Device1200can utilize the communication device to distribute operations across multiple network devices.

The processors1210can have access to a memory1250in a device or distributed across multiple devices. A memory includes one or more of various hardware devices for volatile and non-volatile storage, and can include both read-only and writable memory. For example, a memory can comprise random access memory (RAM), various caches, CPU registers, read-only memory (ROM), and writable memory, such as flash memory, hard drives, floppy disks, CDs, DVDs, magnetic storage devices, tape drives, and so forth. A memory is not a propagating signal divorced from underlying hardware; a memory is thus non-transitory. The memory1250can include program memory160that stores programs and software, such as an operating system1262, dock station control programs1264(e.g., utilizing workflow procedures), and other application programs1266. The memory1250can also include data memory1270storing data that can be provided to the program memory1260or any element of the device1200.

FIG.13is a block diagram of a control system1300configured in accordance with an embodiment of the present technology. While the central processing center132is shown as being connected to the control panel250, which is in turn connected to the truck control system310, in various embodiments, any of these entities can be directly or indirectly networked to each other wirelessly and/or by various wired connections. For instance, building sensors1308(e.g., one or more of the active fixed guidance elements described above) may be in direct communication with equipment at the dock stations131. In addition, in various embodiments, one or more of the depicted entities can be excluded and/or replaced with other elements. The connections between any of the central processing center132, the AMT300, the control panel250, or various other depicted elements can include one or more of a local area network (LAN), a wide area network (WAN), or other wired or wireless networks. These networks may include the Internet or some other public or private network. The networks can include a wireless network, e.g., using WiFi, cellular, mesh networks (e.g., Zigbee, Z-Wave, Bluetooth, Thread), etc. The network(s) can be implemented using various standards such as IEEE 802.15.4 (e.g., Zigbee or Thread), IEEE 802.11x (e.g., wireless Lan, WiFi Beacons, Bluetooth SIG, BTLE, Bluetooth Beacons, Bluetooth Mesh), cellular network technologies, IEEE 802.16, etc.

The central processing center132can include one or more servers which receive requests and coordinate fulfillment of those requests. Though the central processing center132and other entities are depicted logically as a single element, the central processing center132can be a distributed computing environment encompassing multiple computing devices located at the same or at geographically disparate physical locations. The central processing center132can include one or more processors1301, a program memory1302, and a storage memory1303.

The central processing center132can receive dock station status data from the control panel250, the dock station components, and/or other entities. The central processing center132can receive AMT status data from the AMT300directly or via an intermediary, such as the control panel250and/or other entities. The processor1301can receive information from a facility ERP system1306, the material handling systems1307, dock stations131, building sensors1308, and truck control system310, as well as from control functions1305and input/output actions1304. The processor1301can also execute programs for controlling the AMT300. For example, the central processing center132can provide workflow procedure instructions to the AMT300, can instruct the AMT300to travel to particular dock stations using the facility guidance system, and/or can coordinate pallet delivery to or from the dock station via the pallet conveyor601. The central processing center132can be operatively connected to multiple systems including but not limited to: the facility ERP system1306, associated material handling systems1307(e.g., a yard management system, an interior vehicle autonomous management system, an inbound/outboard freight system, etc.), the dock stations131, and the building sensors1308(which can include some or all of the fixed guidance elements of the facility guidance system). The building sensors1308may be connected through the individual dock station control panels250, or they may be directly connected to the central processing center132.

The control panel250can include one or more processors1321, a program memory1322, and a storage memory1323. In some embodiments, the control panel250can facilitate communications between the AMT300and other entities such as the central processing system132and/or can execute the logic for a workflow procedure and provide corresponding instructions to the AMT300. As described above, the control panel250can also control, either automatically or in response to dock operator input, other dock station equipment such as the dock leveler216, the barrier gate226, the door246, the vehicle restraint242, etc.

The truck control system310includes one or more processors1331, a program memory1332, and a storage memory1333. The truck control system310can be operatively connected to various systems, including truck movement systems1310, truck sensors1320, and/or truck interface systems1330. Truck movement systems1310can include, e.g., one or more of steering controls, power controls, throttle controls, boom controls, and/or braking controls. Truck sensors1320can include, e.g., one or more of a wheel rotation sensor system, a steering wheel angle sensor system, an engine torque monitor, a truck status monitoring system (e.g., a system for monitoring conditions of the AMT300, such as a charge or fuel level, velocity, position, workflow step, etc.), a first truck alignment system (including, e.g., the fixed guidance sensor326(FIG.3B) interfacing with the facility guidance system), a second truck alignment system (including, e.g., the side sensors330a(FIG.3E) interfacing with the trailer guidance system), and a forward-looking sensor system (including, e.g., the forward sensors330b(FIG.3E)). The truck interface systems1330can include a communication system, a sensor system, and a safety system.

Reference in this specification to “embodiments” (e.g., “some embodiments,” “various embodiments,” “one embodiment,” “an embodiment,” etc.) means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of these phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are described which may be requirements for some embodiments but not for other embodiments.

As used herein, being above a threshold means that a value for an item under comparison is above a specified other value, that an item under comparison is among a certain specified number of items with the largest value, or that an item under comparison has a value within a specified top percentage value. As used herein, being below a threshold means that a value for an item under comparison is below a specified other value, that an item under comparison is among a certain specified number of items with the smallest value, or that an item under comparison has a value within a specified bottom percentage value. As used herein, being within a threshold means that a value for an item under comparison is between two specified other values, that an item under comparison is among a middle specified number of items, or that an item under comparison has a value within a middle specified percentage range. Relative terms, such as high or unimportant, when not otherwise defined, can be understood as assigning a value and determining how that value compares to an established threshold. For example, the phrase “selecting a fast connection” can be understood to mean selecting a connection that has a value assigned corresponding to its connection speed that is above a threshold.

As used herein, the word “or” refers to any possible permutation of a set of items. For example, the phrase “A, B, or C” refers to at least one of A, B, C, or any combination thereof, such as any of: A; B; C; A and B; A and C; B and C; A, B, and C; or multiple of any item such as A and A; B, B, and C; A, A, B, C, and C; etc.

Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Specific embodiments and embodiments have been described herein for purposes of illustration, but various modifications can be made without deviating from the scope of the embodiments and embodiments. The specific features and acts described above are disclosed as example forms of implementing the claims that follow. Accordingly, the embodiments and embodiments are not limited except as by the appended claims.

Any patents, patent applications, and other references noted above are incorporated herein by reference. Aspects can be modified, if necessary, to employ the systems, functions, and concepts of the various references described above to provide yet further embodiments. If statements or subject matter in a document incorporated by reference conflicts with statements or subject matter of this application, then this application shall control.

The components and steps illustrated in the Figures may be altered in a variety of ways. For example, the order of the logic may be rearranged, substeps may be performed in parallel, illustrated logic may be omitted, other logic may be included, etc. In some embodiments, one or more of the components described above can execute one or more of the described processes.