Patent ID: 12232693

DETAILED DESCRIPTION

Certain details are set forth in the following description andFIGS.1A-4to 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 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 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.

FIG.1Ais a perspective view of the exterior of a typical docking station10at which one or more components of a dock equipment control system configured in accordance with an embodiment of this disclosure can be installed. The docking station10typically includes a dock door20(e.g., an overhead door) installed in an opening18in a building wall11at a raised position above the ground. A dock face12extends from the ground to the bottom of the building wall11. The building wall11can be set back from the dock face12a distance of, e.g., from 6 to 8 inches. The dock leveler14is positioned in the opening18and can serve as a ramp which, when engaged, provides access between the dock floor and the floor of the trailer positioned at the docking station10. While not shown inFIG.1A, the dock station can also include a dock seal, which typically extends around the top and left and right sides of the opening18and provides a seal between the building wall11and the trailer.

The docking station10can also include outside communication lights13mounted on the exterior side of the building wall11and preferably at a location that allows easy viewing by a driver while a trailer is being positioned at the docking station10. In some embodiments, the outside communication lights13are positioned to the right of the dock door20as shown inFIG.1Aso that the outside communication lights13can be seen in the side view mirrors of the trailer being positioned at the docking station10. The outside communication lights13can 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 station10.

The docking station10can further include a trailer restraint15. The trailer restraint15can be mounted to the dock face12near the ground and centered with respect to the dock door20. The trailer restraint15is configured to engage a bar (e.g., a rear impact guard (RIG)) provided at the rear of a trailer, and helps to prevent the trailer from moving away from the dock face12during loading and unloading operations.

The docking station10can further include a set of dock bumpers16. The dock bumpers16are mounted near the top of the dock face12and just outboard of either side of the dock leveler14. When a trailer backs into the docking station10, the dock bumpers16serves as a signal that the trailer can stop backing up and also prevents the trailer from contacting the building wall11.

FIG.1Bshows a perspective view of the interior of the docking station10. As described above, the dock door20is movably attached to the interior side of the building wall11(via, e.g., door tracks), and the dock leveler14can be pivotably mounted in a pit on the building floor so that it can be raised and made to extend in to the trailer parked at the dock. The interior side of the building wall11can be used for mounting various components of the dock equipment control system100described herein. In some embodiments, for example, a control unit170of the dock equipment control system100is mounted on the interior side of the building wall11, such as to the left or right of the dock door20. Inside communication lights17can also be mounted on the interior side of the building wall11or directly on the control unit170. The inside communication lights17can include one or more lights of various colors to communicate various messages to the workers inside the warehouse, such as whether loading and unloading of a trailer can begin.

FIG.1Cis a schematic diagram illustrating a top view of the docking station10equipped with a dock equipment control system100configured in accordance with an embodiment of this disclosure. In the illustrated embodiment, the system100includes a vehicle detection sensor system110(generally located exterior to a building and proximate a docking station), an exterior positioning system120(generally located exterior to a building and proximate a docking station), a trailer restraint system130(generally located exterior to a building and under a dock door, the trailer restraint system130generally including the trailer restraint15shown inFIG.1AandFIG.1B), a dock leveler system140(generally embedded in the floor extending under the dock door), an interior clearance sensor system150(generally located inside a building and proximate the dock door), a dock door opening system160(generally located proximate the dock door), and a control unit170. The docking station10generally includes a dock door20, an external trailer docking area30, and an internal trailer loading area40. Some of the hardware included in the system100is generally typical of hardware included in many loading dock setups, such as the loading docks described in commonly owned 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; and 6,082,952, each of which is hereby incorporated herein by reference in its entirety.

As shown inFIG.1C, the control unit170can be electrically connected to each of the vehicle detection sensor system110(via link or line111), the exterior positioning120system (via link or line121), the trailer restraint system130(via link or line131), the dock leveler system140(via link or line141), the interior clearance sensor system150(via link or line151), the inside communication lights17(via a link or line not shown inFIG.1C), the outside communication lights13(via a link or line not shown inFIG.1C), and the dock door opening system160(via link or line161) so that the control unit170can receive and send signals to and from each of these components of the dock equipment control system100. The lines111,121,131,141,151, and161can generally include electrical lines connecting the individual components of the system, but the lines111,121,131,141,151, and161can also represent wireless signals sent back and forth between the components of the system100. The lines connecting the inside communication lights17to the control unit170and the outside communication lights13to the control unit170can also generally include electrical lines or wireless signals.

In some embodiments, the vehicle detection sensor system110and/or the exterior positioning system120can be a part of a general first sensor system that includes one or more sensor systems located exterior of the loading dock door. The first sensor system can include other sensor systems. In some embodiments, the interior clearance sensor system150can be a part of a general second sensory system that generally includes one or more sensor systems located interior of the loading dock door. The second sensor system can include other sensor systems. In some embodiments, the trailer restraint system130, the dock door opening system160, and/or the dock leveler system140can be a part of a dock loading station. The dock leveler system can include other components.

The signals received by the control unit170generally convey one or more pieces of information to the control unit170regarding, for example, the status of the individual components of the dock equipment control system100. The control unit170processes 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 system100. Such instruction signals may instruct any of the individual components to, for example, engage or disengage, open or close, etc. The control unit170may also receive an input signal and, in response to the input signal, turn on or turn off visual and/or audible signals.

In some embodiments, the control unit170receives signals from one or more of the components of the system100and provides visual messages via the inside communication lights17and/or the outside communication lights13. As shown inFIGS.1B and1C, the outside communication lights13can be mounted on an exterior side of the building wall11proximate the opening of the door20and the inside communication lights17can be mounted on an interior side of the building wall11proximate the opening. In such configurations, the outside communication lights13can convey messages or signals to the driver of the trailer parked at the docking station (or other worker located outside of the warehouse), and the inside communication lights17are generally used to convey messages to workers inside of the warehouse. In some embodiments, the inside communication lights17and the outside communication lights13each contain at least a green light and a red light. The inside communication lights17and the outside communication lights13can optionally further include a third light, such as an amber light. The individual lights on the outside communication lights13and the inside communication lights117can be used alone or together to convey various messages or signals based on the status of one or more components of the system100.

In one example, the controller170illuminates the red light on the outside communication lights13when the controller170receives signals indicating that a trailer is properly aligned at the docking station and 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. In conjunction with illuminating the red light on the outside communication lights13, the controller170can also use the information regarding trailer alignment and the trailer restraint to illuminate the green light on the inside communication lights17. The green light serves as a signal to workers inside the warehouse that it is safe to begin loading or unloading the trailer. When the trailer is not properly aligned at the docking station and/or the trailer restraint is not properly engaged, the controller170can instruct the inside communication lights17to illuminate a red light to indicate that it is not safe to load or unload the trailer. Similarly, the controller170can use this information to illuminate flashing red and green lights on the outside communication lights13to indicate to the driver that trailer alignment is not correct and/or the trailer restraint is not properly engaged.

The above example is just one of numerous different ways in which the controller170can communicate with the inside communication lights17and the outside communication lights13to communicate signals to workers inside and outside of the warehouse. As noted, the controller170can communicate with both the inside communication lights17and the outside communication lights13at the same time and using the same information. This enables the inside communication lights17and outside communication lights13to 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 control unit170can include any number and type of processing devices and other electronic components capable of working together to receive and deliver signals to various components in accordance with a set of computer readable instructions that, when executed, provide an automatic dock equipment control and communication system. In some embodiments, the control unit170includes a programmable logic controller (PLC). The control unit170can also include software, including software carried on a computer readable medium, which provides instructions for carrying out and maintaining the automatic docking procedure disclosed herein. The control unit170can also include a server for assisting in the transmission of the various signals being sent back and forth between the components of the system100. The signal may be carried to the control unit170via control wiring or through wireless means.

In some embodiments, the control unit170includes a graphical user interface (GUI) display172(e.g., a liquid crystal display (LCD) or other display screen). The GUI172can provide various information, such as textual and/or graphical information, regarding the system100for an individual to consult and/or respond to when monitoring and managing the system100. In one embodiment, for example, the status of all of the components of the system100can be displayed by one or more display pages on the GUI172. 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 GUI172provides more detailed information regarding the status of each individual components. For example, regarding the exterior positioning system120, the GUI172can display specific information indicating which way a trailer needs to be steered while a trailer is approaching a docking station (such as, e.g., which way to steer the trailer to correct misalignment). Regarding the interior clearance sensor system150, the GUI172can display specific information indicating how many obstructions have been detected and where each obstruction is located. The system170can also provide information audibly via speakers or visually via one or more lights.

The GUI172can also include means for automatically and/or manually sending messages regarding the status of various components of the system100to one or more different individuals. These communication capabilities can include the ability to send a message (e.g., voice mail, text message, email, electronic message transmitted via a smart phone app, 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. Messages can also be sent to individuals not located at the warehouse. Messages can also be communicated to other systems, such as a Yard Management System (YMS), which may then relay messages to the appropriate person.

In one embodiment, the control unit170can also include a user interface having means for manually operating any of the components of the system100, including individual functions of the components of the system100. The means can include, for example, buttons, knobs, levers, dials, switches, etc., including both physical and touch screen versions. In some embodiments, the GUI172can display an error message indicating a problem with a component of the system. The error message can then be communicated (either verbally by an individual monitoring the GUI172or electronically by the GUI172itself) to an individual tasked with correcting the error. Once the individual believes the issue is corrected, the GUI172can be used to, for example, rerun a scan of an interior area to ensure a detected obstructions has been cleared, or to reinitiate a trailer engagement sequence after a trailer has been repositioned.

The GUI172can provided at a variety of different locations and/or in a variety of different forms. In some embodiments, the GUI172is 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 or mobile device, such as a smart phone, 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.

Turning now to the individual components of the system100, the vehicle detection sensor system110is 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 system110is configured for sensing the presence or absence of a vehicle in a field of view approaching the docking station10. In some embodiments, the vehicle detection sensor system110is positioned at a location external to the warehouse but proximate an individual docking station10. For example, as shown inFIG.1C, the vehicle detection sensor system110can be positioned at a distal end of the trailer docking area30so that the vehicle detection sensor system110senses the trailer as it first moves into the trailer docking area30. The vehicle detection sensor system110can be positioned on the ground or at an elevated position. In some embodiments, the vehicle detection sensor system110can be positioned much closer to the dock face than what is shown inFIG.1C, for example, within two feet of the trailer's final position.

The vehicle detection sensor system110is configured to send a signal to the control unit170via line111when the vehicle detection sensor system110detects a trailer entering the trailer docking area30. The control unit170receives this signal and, in some embodiments, responds by sending out a signal to one or more of the other components of the dock equipment control system100, such as signals that cause other components of the dock equipment control system100to engage or disengage. The vehicle detection sensor system110can also be designed to continuously transmit a signal to the control unit170indicating that no trailer is detected and to stop transmitting the signal when a trailer is detected. In such configurations, the control unit170processes the absence of a signal from the vehicle detection sensor system110as the event that triggers one or more signals being sent by the control unit170to other components of the dock equipment control system100. In some embodiments, the control unit170responds to an indication from the vehicle detection sensor system110that a trailer is approaching the docking station10by automatically sending a signal to the exterior positioning system120, which in turn instructs the exterior positioning system120to wake from a dormant state and begin scanning for the trailer approaching the docking station.

The exterior positioning system120generally includes one or more sensors which can be used to determine if the trailer is aligned correctly during the process of backing the trailer up to the docking station, and/or to determine if the rear end of the trailer is positioned sufficiently close to the dock face12. Any suitable sensors can be used in the exterior positioning system120, 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, camera analytics sensors, etc., which can monitor a field of view that encompasses at least a portion of the trailer docking area30. The one or more sensors of the exterior positioning system120can also be positioned at any suitable locations proximate the trailer docking area30and which allow the sensor to detect left/right and rear alignment of the trailer. For example, as shown inFIG.1C, the exterior positioning system120includes two sensors, each positioned on either side of the dock door20.

With reference now toFIG.2A, the scanning regions generated by the exterior positioning system120according to one embodiment disclosed herein are shown. The exterior positioning system120includes a first left sensor122, a second left sensor124, a first right sensor123, and a second right sensor125positioned on either side of the dock door of the docking station. For this embodiment, the first left sensor122generates a left scanning zone201oriented in a direction perpendicular to and projecting away from the dock face12and the second left sensor124generates a first rear scanning zone203aoriented in a direction parallel to the dock face12and projecting in a direction towards the second right sensor125. The first right sensor123generates a right scanning zone202oriented in a direction perpendicular to and projecting away from the dock face12. The second right sensor125generates a second rear scanning zone203boriented in a direction parallel to the dock face12and projecting in a direction towards the second left sensor124. The specific length and width dimensions of the scanning zones201,202,203a, and203bcan be varied according to the specific application and/or preferences of the user. The scanning zones203aand203bcan each extend the length of the dock door (i.e., overlap one another) or the two scanning zones203aand203bcan meet in the middle of dock door without any overlap. In some embodiments, a single sensor124or125may be used in order to create the rear scanning zone. In other embodiments, a rear scan zone is not necessary, in which case second sensors124and125can be eliminated. For instance, in some embodiments a timer may be used in combination with the other sensors to determine if the trailer is in final position. Movable sensors can also be used, so that a single sensor can scan multiple zones, such as zones201and203a, and or202and203b.

In order to accomplish left/right alignment of the trailer204at the docking station10, the trailer204is maneuvered by the driver to stay out of left scanning zone201and right scanning zone202as the trailer204back towards the dock face12. When the trailer204enters into either zone201,202, such as shown inFIG.2B, the sensors122and/or123detect the presence of the trailer204and send a signal to the control unit170. The control unit170can receive this signal and send out a misalignment signal in response. The misalignment signal can be in the form of one or more of several different types of signals. In one embodiment, the misalignment signal is sent out as a message to the driver. The message to the driver can be provided in the form of, for example, an electronic voice message or text message sent to a cell phone. The message can also provide varying levels of information, from a simple message that the trailer204is misaligned to a more detailed message indicating the specific way in which the trailer204is misaligned and how specifically to correct the misalignment. In another embodiment, the misalignment signal is sent to a light display provided on either side of the dock door, such as one or more lights. The control unit170receiving information from the left and right sensors122,123sends signals to these lights to inform the driver of misalignment and, in the case of lights, also provides information to the driver on how to correct the misalignment. For example, when the left sensor122detects the presence of the trailer204in the left scanning zone201, a signal is sent to the control unit170which in turn sends a signal to the light on the left side of the dock door20. The light can be an arrow shape pointing in the direction of the center of the dock door20. Alternatively, the light can have a generic circle shape, but use a designated color to signify which way the trailer should be steered. In either case, the light will light up when receiving the signal from the control unit to thereby indicate to the driver the direction in which the trailer204needs to be moved in order to correct the misalignment.

In other embodiments, the control unit can provide audible signals to the driver to assist in the alignment of the vehicle. The audible signals can be in the form of honks or beeps or the like which sound when the trailer enters a left or right scan zone. The audible alarm that sounds when the trailer enters a left or right scan zone can indicate that the trailer needs to be steered out of the scan zone in order to center the trailer and correct the alignment. A separate and distinct audible signal can be provided for rear positioning. The audible signal for rear positioning can sound when the trailer enters the rear scan zone to inform the driver that the trailer has achieved final positioning proximate the left and right dock bumpers.

In some embodiments, in order to accomplish final positioning of the trailer204at the docking station10, the trailer204is maneuvered by the driver until the rear end enters the first and/or second rear scanning zone203a,203b. So long as the trailer204remains outside of rear scanning zones203a,203b, rear alignment of the trailer204is not accomplished. When the trailer204enters into rear scanning zone203a,203b, the sensors124and/or125detect the presence of the trailer204and send a signal to the control unit170. The control unit170can receive this signal and send out an alignment message or signals in response. The alignment signal can be in the form of one or more of several different types of signals. In one embodiment, the alignment signal is sent out as a message to the driver. The message to the driver can be provided in the form of, for example, an electronic voice message or text message sent to a cell phone. In another embodiment, the alignment signal is sent to lights provided proximate the dock door, such as green and red lights. The control unit170receiving information from the left and right sensors124,125sends signals to these lights to inform the driver of whether additional rearward movement is required (i.e., the green light remains on) or whether rearward movement of the trailer can be stopped (i.e., the green light turns off and the red light turns on). Audible signals can also be used, such as a horn or beep that sounds when final positioning is achieved.

In one embodiment, the rear scanning zones203aand203bare provided with different widths away from the dock face12as shownFIG.2C. Such a configuration allows for a “first check point” scanning zone (e.g.,203a) a certain distance away from the dock face12and a second scanning zone (e.g.,203b) that determines if the trailer is sufficiently close to the dock face12. Proper rear positioning is only accomplished when the trailer204enters the “thinner” scanning zone203b, but the “first check point” scanning zone203acan help to ensure the proper alignment of the trailer is accomplished earlier in the backing up process.

Alternatively, the rear scan zones are not required and instead, the dock bumpers16(FIG.1A) can be used to achieve trailer final position. In other words, final positioning of the trailer is known to be achieved when the trailer contacts the dock bumpers16.

With reference now toFIG.2E, some embodiments provide an exterior positioning system120(e.g., a laser sensor) that uses a single sensor that creates a scan zone190on either the left or right side of the dock door. This scanning zone190(sometimes referred to as a curtain) provides the preferred left or right position of the trailer204and monitors whether the trailer204is aligned with the curtain190. When the trailer204is aligned with the curtain190, proper alignment of the trailer is assumed to be accomplished due to the common dimensions of the trailer190. For example, when a trailer having an 8 foot width is being backed up to the dock bumpers16(FIG.1A), the single sensor120can create a curtain190that is 6 inches wide and from 45 to 51 inches off the center line195of the dock door20. Alignment of one side of the trailer204with the curtain190ensures the opposite side of the trailer204will also be aligned.

As an alternative to or in conjunction with the exterior positioning system120described above, the docking station10may include mechanical wheel guides to assist in the proper positioning of the trailer at the docking station10. In some embodiments, mechanical wheel guides are used to assist with left/right alignment of trailer at the docking station while a modified/simplified version of the exterior positioning120is used in order to determine that the rear end of the trailer is sufficiently close to the dock bumpers16(FIG.1A). In other words, the use of mechanical wheel guides can eliminate the need for left scanning zone201and right scanning zone202and thereby simplify the exterior positioning system120.

With reference toFIG.2D, proper alignment of the trailer204is accomplished when (1) both the left and right scanning zones201,202do not detect the presence of the trailer, and (2) either or both of the rear scanning zones203a,203bdetect the presence of the trailer. Only when both of these conditions are met can the trailer be considered to be in proper alignment at the docking station. When the sensors122,123,124,125convey the appropriate signals to the control unit170to confirm proper trailer alignment (i.e., no trailer detected in either of scanning zones201and202and trailer detected in either or both of scanning zones203a,203b), the control unit170can respond by sending out one or more signals to other components of the dock equipment control system100to continue the automated docking process. For example, in one embodiment when the exterior positioning system120confirms alignment of the trailer at the docking station, the control unit170sends a signal to the interior clearance sensor system150to initiate the process of scanning the interior region proximate the dock door for obstructions.

The interior clearance sensor system150is configured to scan an interior area40(FIG.1C) in front of the dock door20for obstructions that might impede loading or unloading of the trailer at the docking station10. Clearing the interior area40can be especially critical when loading and unloading of the trailer is assisted by the use of automated guided vehicles (AGVs) such as laser guided vehicles (LGVs), fork lifts, etc. AGVs, which use, e.g., lasers or markings 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 system150can 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 inFIG.1C, the interior clearance sensor system150can include a sensor positioned centrally over the top of the dock door20. This sensor is designed to scan an area in front of the dock door and provide a signal to the control unit170if an obstruction is identified.

The size and shape of the area40scanned by the interior clearance sensor system150can 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 40 ft2or larger. The interior clearance sensor system150can also be designed to identify obstructions having varying sizes. In some embodiments, the interior clearance sensor system150is capable of identifying any obstructions having a size of as small as, e.g., 1 in2.

As noted above, the interior clearance sensor system150is typically initiated upon receiving a signal from the control unit170, which was sent upon receiving a signal from the exterior positioning system120indicating that the trailer is properly aligned at the docking station. Initiation of the interior clearance sensor system can include the interior clearance sensor system150beginning a scan of the predetermined area40in front of the dock door20. 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 system150can provide a signal to the control unit170which 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 system150provides a signal to the control unit170indicating that an obstruction has been identified, the control unit170can convey one or more different types of messages to one or more recipients. 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, smart phone app alert, or email to a cell phone or other mobile device. When the control unit170sends an obstruction message, the control unit170is also generally configured to prevent initiation of any other components of the system100(e.g., the dock door opening system160) until the obstruction has been cleared.

After an obstruction has been identified by the interior clearance sensor system150, 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 sensor150may be programmed to rescan the designated area after a certain time has passed 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 control unit170indicating the area is clear and allowing the control unit170to reinitiate 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). The manually initiated rescan will then check the area and, assuming the obstruction has been cleared, send a signal to the control unit170indicating that the obstruction has been cleared.

FIGS.3A through3Cillustrate schematic diagrams of the exterior positioning system120and the interior clearance sensor system150positioned on opposite sides of the dock door20, and corresponding scan regions produced by each of the two sensor systems.FIG.3Aillustrates a top view andFIG.3Billustrates a side view of the two sensor systems. As these views show, the interior clearance sensor system150includes a single sensor positioned centrally over the top of the dock door20(though the sensor can be located in any other suitable location that permits the sensor to scan the desired interior region). The interior clearance sensor system150scans a roughly rectangular shaped area40in front of the dock door20on the interior of the docking station. The exterior position sensor system120includes sensors122,124and sensors123,125positioned on either side of the dock door20. The sensors work in concert to create scanning zones201,202,203a, and203bas described in greater detail above.FIG.3Bshows how the sensor of the interior clearance sensor system150is located above the dock door20, while the sensors of the exterior positioning system120are positioned on the dock face12, such as below the bumpers16and above the trailer restraint. WhileFIG.3Bshows the exterior positioning system120located in this specific location, the position of the sensors of the exterior positioning system120can be anywhere along the height of the exterior wall, provided the sensors of the exterior positioning system120can scan the desired regions.

FIG.3Cis a similar top view asFIG.3A, but includes mechanical wheel guides301,302to carry out left/right alignment of the trailer. The exterior positioning system120is still provided in this configuration, but produces only scan regions203a,203bfor use in ensuring proper rear positioning of the trailer.

Referring back toFIG.1C, when the interior clearance sensor system150transmits a signal to the control unit170indicating that the interior area40in front of the dock door20is clear of obstructions, the control unit170can transmit a signal to the trailer restraint system130instructing the trailer restraint system130to engage the trailer. The trailer restraint system130can generally include any type of trailer restraint known to those of ordinary skill in the art. The trailer restraint system130generally provides a trailer restraint that engages with the trailer to stabilize the trailer and prevent the trailer from moving away from the dock bumpers16during 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 face12or parking surface proximate the dock door20. When the trailer restraint is initiated, a hook or barrier extends out of the restraint housing, and creates a barrier to either vehicle wheels or a bar provided under the rear bumper of the trailer (e.g., a Rear Impact Guard or RIG).

The trailer restraint system130is configured such that the trailer restraint system130can provide a signal to the control unit170when the trailer restraint is properly engaged with the trailer. When the trailer restraint system130is unable to provide a signal back to the control unit170indicating that the trailer restraint is properly engaged (or sends a signal back to the control unit170indicating that trailer restraint is not properly engaged), the control unit170can convey one or more different types of messages to one or more recipients. In one embodiment, a message indicating the trailer restraint has not properly engaged is conveyed to a warehouse manager or the like. The message can be a text message or voice message to the driver instructing him to manually place wheel chocks under the rear wheel(s) and contact the dock manager when complete. The message can also be conveyed to a manager via a computer display in a control room or the like. The message can be conveyed by, for example, a voice message or text message or email to a cell phone or other mobile device, or to a screen of a computer. When the control unit170sends this error message, the control unit170is also generally designed to prevent initiation of any other components of the system100(e.g., dock door opening system160) until the trailer restraint has been properly engaged. Similar to the interior clearance sensor system150described above, the trailer restraint system130can 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). In some embodiments, the trailer restraint system130can be configured to run continuous checks for proper engagement of the trailer restraint.

As discussed above, the trailer restraint system130is provided at least in part to prevent the trailer from moving away from the dock bumpers16during the loading and unloading process. Even with a trailer restraint system130, some movement of the trailer away from the dock bumpers16can take place. Accordingly, the system100described herein can include additional components which serve to monitor movement of a trailer away from the dock bumpers16and 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 bumpers16can be monitored by a component of the system100described herein, or can be a stand-alone system which does not require the presence of the other components of the system100described herein.

In one embodiment, monitoring the movement of a trailer away from the dock bumpers16can be carried out using a sensor system similar or identical to the exterior positioning system120described in greater detail above. In such a sensor system, one or more sensors are used to create a scan zone located directly in front of the dock bumpers16(similar or identical to rear scan zones203a,203bdiscussed above). 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 a control unit 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 system100described herein, the sensor system can include one or more of the exterior positioning system120, the trailer restraint system130, and the control unit170to carry out the function.

When the system100described above is used in conjunction with a trailer restraint system130, 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 system100such that when the system100attempts 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 system130used in conjunction with the system100described herein, when the trailer restraint system130provides a signal to the control unit170indicating proper trailer restraint engagement, the trailer restraint system130sends a signal to the control unit170indicating proper trailer engagement has been achieved. Upon receipt of this signal, the control unit170can provide a signal to the dock door opening system160(FIG.1C) that causes the opening system160to open the dock door. The dock door opening system160can include any type of automatic door opening mechanism known to those of ordinary skill in the art.

The dock door opening system160can be configured to send signals back to the control unit170indicating whether the dock door has been successfully opened. As with previously described components of the system100, the dock door opening system160can 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 control unit170can convey error messages as described above. The dock door opening system160can 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 system160, the control unit170can prevent the initiation of any other components of the system until the error is resolved.

Once the opening system160confirms the door20is opened properly, the door opening system160conveys a signal to the control unit170informing the control unit170that the dock door20is open. At this point, the control unit170can transmit a signal to the dock leveler system140that instructs or otherwise causes the dock leveler system140to initiate. The dock leveler system140can 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.

As with the other components of the system100described herein, the dock leveler system140is capable of transmitting a signal to the control unit170indicating whether or not the dock leveler has been properly positioned. When the dock leveler is not properly positioned, the signal sent to the control unit170can result in the control unit170sending an error message as described in detail above. The dock leveler system140can repeatedly check for correction of the issue or be instructed to manually recheck the dock leveler position. While the dock leveler system140communicates to the control unit170that the dock leveler is not properly positioned, the control unit170can prevent engagement of any other components in the system100.

Once proper positioning of the dock leveler in the trailer has been confirmed, the dock leveler system140can convey this message to the control unit170for appropriate processing. In some embodiments, proper positioning of the dock leveler is the end of the docking station preparation process and the control unit170therefore does not communicate any new signals directing further operation of the components in the system100. In one embodiment, the control unit170is in communication with a separate system designed to run and operate the loading and unloading of the trailer, such as a warehouse management system or a loading system, for example Automatic Guided Vehicles (AGV). In such embodiments, the control unit170can transmit a signal to this separate system which indicates the dock station is ready for loading or unloading. The control unit170can also send a signal that directly initiates the separate loading system, or send a message to an individual, such as a warehouse manager, which informs that individual that the dock station is prepared. The individual can then take further steps to initiate the separate process, such as through manual initiation.

The system100has 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 system100may also function using a different sequence of steps without departing from the invention disclosed herein. For example, in the system100described above, the interior clearance sensor system150carries out an interior scan prior to the trailer restraint system130being engaged. The system100can easily be modified such that the trailer restraint system130is engaged prior to or at the same time as the interior clearance sensor system150being 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 system100. The message can convey information regarding the operational state of the individual components of the system100, 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. 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, a finger print identification system, a user/password authentication, or any other user security identification device or system. This embodiment of the system allows for only certain designated individuals to attend to the correction of various components of the system100and also allows for tracking of which individuals are attending to the correction of the identified issue.

FIG.4is a flow diagram of a technique or routine400for 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 routine400can be carried out by a processor of the control unit170according to computer-executable instructions. Those skilled in the relevant art will appreciate that the routine400can 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 routine400can 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 routine400can 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 process starts410when a trailer approaches the docking station. A vehicle detection sensor system detects when a trailer approaches the docking station415. If the vehicle detection sensor system does not detect a trailer417, then no subsequent steps are carried out and the process returns to the start410. If the vehicle detection sensor system does detect a trailer419, then a command is sent to initiate the exterior positioning system420to begin the process of assisting the trailer with the backup procedure.

As the trailer backs up towards the dock bumpers, the exterior positioning system determines whether the trailer is achieving left, right, and/or rear alignment425. If the exterior positioning system detects that the trailer is not aligned on the left, right, and/or at the rear427, the exterior positioning system and control unit coordinate to send a message428that provides an indication of misalignment, and, in some cases, provides which steps should be taken to remedy the misalignment. This message428can be sent to the driver or other individual who can assist with aligning the trailer. After the message428is sent, the step of checking for left, right, and/or rear alignment425is repeated. When the trailer achieves proper left, right, and rear alignment429, then a command is sent to initiate the interior sensor system430to begin the process of checking the interior area in front of the dock door for any obstructions.

Once initiated, the interior scan is carried out to check for obstructions in the area in front of the dock door435. If obstructions are found437, then the interior clearance sensor system coordinates with the control unit to send a message438that 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 message438is sent, the step of scanning the interior area435is repeated. When the scan of the interior area435indicates that the interior area is clear of obstructions439, then a command is sent to engage the trailer restraint system440.

After instruction to engage the trailer restraint440is carried out, the trailer restraint system provides feedback as to whether proper engagement was accomplished445. If the trailer restraint is not properly engaged447, the trailer restraint system and the control unit coordinate to send a message448that indicates the trailer restraint system did not properly engage. As described above, the message can be sent in a variety of formats to one or more recipients, including a driver or yard or dock manager or a screen of a computer. After the message448is sent, the step of checking for proper trailer restraint engagement445is repeated. When confirmation is obtained that the trailer restraint is properly engaged449, then a command is sent to initiate a dock door opening procedure450.

After instruction to open the dock door450is carried out, the dock door system provides feedback as to whether the dock door was successfully opened455. If the dock door does not successfully open457, the dock door system and the control unit coordinate to send a message458that 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 yard manager or a screen of a computer. After the message458is sent, the step of checking for whether the dock door opened successfully455is repeated. When confirmation is obtained that the dock door is open459, then a command is sent to engage the dock leveler460.

After instruction to engage the dock leveler460is carried out, the dock leveler system provides feedback as to whether the dock leveler was successfully engaged465. If the dock leveler does not properly engage467, the dock leveler system and the control unit coordinate to send a message468that 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 dock manager or a screen of a computer. After the message468is sent, the step of checking for whether the dock leveler properly positioned465is repeated. When confirmation is obtained that the dock leveler is properly positioned469, then a command is sent to initiate the trailer loading and/or unloading process470. The initiation of a loading and/or unloading process470may 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 system100indicating 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 control unit to170convey a message to the dock leveler system140to disengage the dock leveler. Once the dock leveler is properly disengaged, a close dock door instruction can be sent to the dock door system160, followed by a message to the trailer restraint system130to disengage the trailer restraint. The interior clearance sensor system150and the exterior positioning system120may 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 control system170to receive and send various signals regarding the status of the various components of the system. When an individual component of system does not function according to the protocol, the control system170is used to convey error messages to one of a variety of systems so that the identified issues can be resolved prior to initiating the next step in the reverse procedure. 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.

EXAMPLES

The following examples include additional embodiments of invention described herein.

Example 1. An automated docking system for use with a loading dock station, comprising: a first sensor system configured to detect the presence of a vehicle in an exterior area proximate a loading dock door; a second sensor system configured to detect obstructions in an interior area proximate the loading dock door; and a control unit communicatively coupled with the first sensor system and the second sensor system, the control unit being programmed with computer readable instructions that, when executed: automatically instruct the second sensor system to perform a scan of the interior area when the control unit receives a first signal from the first sensor system indicating that the vehicle is present in the exterior area; and automatically enable operation of at least a portion of the loading dock station when the control unit receives a second signal from the second sensor system indicating that no obstructions have been detected in the interior area.

Example 2. The automated docking system of Example 1, wherein the first sensor system is further configured to assist with aligning the vehicle with a loading dock door.

Example 3. The automated docking system of Example 1, wherein the loading dock station comprises a vehicle restraint system, and wherein automatically enabling operation of at least a portion of the loading dock station includes automatically enabling operation of the vehicle restraint system to engage the vehicle.

Example 4. The automated docking system of Example 1, wherein the loading dock station comprises a dock door opening system, and wherein automatically enabling operation of at least a portion of the loading dock station includes automatically enabling operation of the dock door opening system to open the dock door.

Example 5. The automated docking system of Example 1, wherein the first sensor system comprises at least one sensor configured to scan at least one area proximate and exterior to the loading dock door for the presence of a vehicle within the at least one area.

Example 6. The automated docking system of Example 2, wherein the first sensor system comprises a first sensor located at one side of the loading dock door and a second sensor located at an opposite side of the loading dock door, and wherein the first sensor scans a first area extending perpendicularly away from the loading dock door and the second sensor scans a second area extending perpendicularly away from the loading dock door.

Example 7. The automated docking system of Example 6, wherein the first sensor further scans an area extending parallel to the dock door and towards the second sensor for the presence of a vehicle within the area.

Example 8. The automated docking system of Example 1, wherein the second sensor system comprises at least one sensor configured to scan at least one area proximate and interior of the loading dock door for the presence of obstructions within the at least one area.

Example 9. The automated docking system of Example 8, wherein the second sensor system comprises at least one sensor located above the loading dock door.

Example 10. The automated docking system of Example 1, wherein the first sensor system and the second sensor system each comprise at least one sensor selected from the group consisting of infrared sensors, laser sensors, microwave sensors, inductive loop sensors, photo sensors, pressure sensors, ultrasonic sensors, sonar sensors, thermal sensors, optical sensors, magnetic sensors, camera analytics sensors, or combinations thereof.

Example 11. The automated docking system of Example 2, further comprising at least one communication light located exterior to the loading dock door, and wherein the control unit is further programmed with computer readable instructions that, when executed: instruct the communication light to transmit a first warning message when the vehicle is not aligned with the loading dock door.

Example 12. The automated docking system of Example 11, wherein the control unit is further programmed with computer readable instructions that, when executed: instruct the second sensor system to transmit a second warning message when an obstruction is detected in the interior area.

Example 13. The automated docking system of Example 11, wherein the control unit is further programmed with computer readable instructions that, when executed:

prohibit the second sensor system from scanning the interior area after the first warning message has been transmitted until a user manually instructs the second sensor system to scan the interior area.

Example 14. The automated docking system of Example 12, wherein the control unit is further programmed with computer readable instructions that, when executed: prohibit the vehicle restraint system from engaging a vehicle after the second warning message has been transmitted until a user manually instructs the vehicle restraint system to engage a vehicle.

Example 15. The automated docking system of Example 11, wherein the control unit is further programmed with computer readable instructions that, when executed: after a predetermined period of time, instruct the second sensor system to automatically scan the interior area after the first warning message has been transmitted.

Example 16. The automated docking system of Example 12, wherein the control unit is further programmed with computer readable instructions that, when executed: after a predetermined period of time, instruct the vehicle restraint system to automatically engage with the vehicle after the second warning message has been transmitted.

Example 17. The automated docking system of Example 1, wherein the loading dock station comprises a vehicle restraint system, a dock door opening system, and a dock leveler system, and wherein the control unit is communicatively coupled to the vehicle restraint system, the dock door opening system, and the dock leveler system.

Example 18. The automated docking system of Example 17, wherein the control unit is further programmed with computer readable instructions that, when executed: automatically instruct the dock door opening system to open the dock door when the control unit receives a signal from the vehicle restraint system indicating the vehicle has been engaged by the vehicle restraint system; and automatically instruct the dock leveler system to position the dock leveler inside the vehicle when the control unit receives a signal from the dock door opening system indicating that that the dock door is open.

Example 19. A method for automatically controlling operation of a loading dock station, the method comprising: automatically activating a first sensor system when a vehicle approaches a loading dock door, wherein the first sensor system is configured to detect the presence of the vehicle in an exterior area proximate the loading dock door; automatically activating a second sensor system when the vehicle is present in the exterior area, wherein the second sensor system is configured to scan an interior area of a loading dock door for obstructions; and automatically activating at least a portion of the loading dock station when the scan of the interior area of the loading dock door indicates no obstructions are present in the interior area.

Example 20. The method of Example 19, wherein the first sensor system is further configured to assist with aligning the vehicle with the loading dock door.

Example 21. The method of Example 20, wherein the loading dock station comprises a vehicle restraint system configured to engage a vehicle restraint with the vehicle aligned at the loading dock door.

Example 22. The method of Example 21, further comprising: automatically activating a dock door opening system when the vehicle restraint system engages the vehicle aligned at the loading dock door, wherein the dock door opening system is configured to open a dock door.

Example 23. The method of Example 22, further comprising:

automatically activating a dock leveler system when the dock door is opened, wherein the dock leveler system is configured to position a dock leveler inside a vehicle aligned at the loading dock door.

Example 24. The method of Example 21, further comprising: instructing a communication light to transmit a first warning message when the vehicle is not aligned at the dock door, wherein the communication light is located exterior to the loading dock door.

Example 25. The method of Example 24, further comprising: instructing the second sensor system to transmit a second warning message when an obstruction is detected in the interior area.

Example 26. The method of Example 24, further comprising: prohibiting the second sensor system from scanning the interior area after the first warning message has been transmitted until a user manually instructs the second sensor to scan the interior area.

Example 27. The method of Example 26, further comprising: prohibiting the vehicle restraint system from engaging the vehicle after the second warning message has been transmitted until a user manually instructs the vehicle restraint system to engage the vehicle.

Example 28. The method of Example 24, further comprising: after a predetermined period of time, automatically instructing the second sensor system to scan the interior area after the first warning message has been transmitted.

Example 29. The method of Example 28, further comprising: after a predetermined period of time, automatically instructing the vehicle restraint system to engage the vehicle after the second warning message has been transmitted.

Example 30. The method of Example 25, wherein the second warning message is transmitted in the form of a voice message, a text message, an email, illuminated colored lights, or combinations thereof.

From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the scope of the invention.