Automatic wheel chock control system and control method thereof

Abstract

An automatic wheel chock control system and its control method. The automatic wheel chock control method includes: a vehicle arrival detection step, checking whether a vehicle has entered and stopped in position; a wheel chock raising step, raising and locking the wheel chock; a wheel chock lowering step, lowering the wheel chock upon receiving a wheel chock lowering command; and a departure detection step, checking whether the vehicle has left.

Description

Technical Field

[0001] This application relates to an automatic wheel chock control system and control method thereof, and more particularly to an automatic wheel chock control system and control method applicable to factory cargo docks. Prior Technology

[0002] When transporting precision instruments, changes in the external environment during handling and placement can lead to a multitude of unexpected incidents, such as loosening of internal components, breakage of optical elements or ceramic materials, separation of precision circuit contacts, and calibration distortion. Once a precision instrument suffers damage, repair is extremely difficult. Therefore, the risks borne by equipment manufacturers and transportation companies remain consistently high.

[0003] When trucks are unloading cargo at the factory cargo dock, drivers may neglect to shift the vehicle into park or engage the handbrake due to negligence or convenience. This could lead to danger to goods and personnel as the vehicle moves when unloading or loading cargo from the dock. Even with pneumatic wheel chocks installed at the factory cargo dock, unintended movement of the vehicle at the dock due to careless or improper operation by the driver can still pose a risk.

[0004] In view of this, it is necessary to provide an automatic wheel stop control system and its control method to solve the above-mentioned technical problems. Summary of the Invention

[0005] To address the problems of the prior art, the purpose of this application is to provide an automatic wheel chock control system and its control method, which can automatically lock vehicles to prevent them from leaving the port prematurely or moving during unloading, thereby ensuring the safety of terminal facilities and personnel and preventing damage to goods.

[0006] In a first aspect, this application provides an automatic wheel chock control method, comprising: a vehicle arrival detection step, checking whether a vehicle has entered and parked in place; a wheel chock raising step, raising and locking the wheel chock; a wheel chock lowering step, lowering the wheel chock after receiving a wheel chock lowering command; and a departure detection step, checking whether the vehicle has left.

[0007] In some embodiments of this application, the approach vehicle detection step includes: an approach detection step, detecting whether the reading of a vehicle sensor rises to a threshold and then falls below the threshold; a positioning detection step, detecting whether the readings of two spaced-apart rangefinders used to determine the distance to an object within a height range are both less than a ranging threshold; and when the reading of the vehicle sensor rises to the threshold and then falls below the threshold, and the readings of the two rangefinders are the same and both less than the ranging threshold, or the readings of the two rangefinders are similar, for example: the error between the two readings is within 5% and both are less than the ranging threshold, a wheel chock preparation step is performed.

[0008] In some embodiments of this application, during the wheel chock preparation step, a wheel chock preparation light is illuminated, the positioning detection continues during the wheel chock preparation step, and after the vehicle has been in position for a number of preparation seconds, the wheel chock lifting step is initiated.

[0009] In some embodiments of this application, the step of lowering the wheel chock includes: after receiving the command to lower the wheel chock, waiting for more than a certain number of standby seconds before lowering the wheel chock.

[0010] In some embodiments of this application, the step of lowering the wheel chocks further includes: receiving a lowering signal triggered by a driver's wheel chock lowering button at a driver's human-machine interface.

[0011] In some embodiments of this application, the departure detection step includes: a departure detection step, detecting whether the reading value of the vehicle sensor first rises to a threshold and then falls below the threshold, or detecting whether a metal object larger than a sensing area approaches the vehicle sensor; a departure detection step, detecting whether the reading values ​​of two spaced-apart rangefinders used to determine the distance to an object within a height range are greater than a departure threshold; when the reading value of the vehicle sensor rises to the threshold and then falls below the threshold and the reading values ​​of both rangefinders are greater than the departure threshold, returning to the approaching vehicle detection step; and when the reading values ​​of the two rangefinders are less than or equal to a distance measurement threshold, executing the wheel chock raising step.

[0012] In a second aspect of this application, an automatic wheel chock control system is also provided, comprising: a vehicle sensor disposed in a parking waiting area, the vehicle sensor being configured to sense changes in the passage of a vehicle through the parking waiting area; a positioning sensor being configured to sense whether the vehicle is positioned and stopped in the parking waiting area; a control unit connected to the vehicle sensor and the positioning sensor; a wheel chock being connected to the control unit and configured to receive instructions from the control unit to raise or lower the wheel chock; a remote human-machine interface communicatively connected to the control unit and having a remote wheel chock lowering button; and a driver human-machine interface communicatively connected to the control unit and having a driver wheel chock lowering button.

[0013] In some embodiments of this application, the positioning sensing device further includes two spaced-apart rangefinders configured to sense object distances within a height range of the parking waiting area.

[0014] In some embodiments of this application, the control unit is configured to lower the wheel chock by receiving a lowering signal output from the remote wheel chock lowering button of the remote human-machine interface.

[0015] In some embodiments of this application, the control unit is configured to lower the wheel chocks by receiving a lowering signal output from the lowering button of the driver's human-machine interface.

[0016] Compared to prior art, this application provides an automatic wheel chock control system and method. Through an approach vehicle detection step and a wheel chock raising step, the wheel chocks are automatically raised to prevent any unexpected vehicle movement that could cause harm during loading. Furthermore, a departure detection step prevents any unexpected delays that could lead to unintended vehicle movement. This application standardizes the loading and unloading procedures at factory cargo docks through an automatic wheel chock control method, effectively preventing potential hazards to personnel, goods, and equipment during truck loading and unloading.

[0017] The following detailed description, through specific embodiments and accompanying drawings, will make it easier to understand the purpose, technical content, features, and effects achieved by this application. Simple Explanation of the Diagram

[0018] Figure 1 is a schematic diagram of the steps of an automatic wheel guard control method according to an embodiment of this application. Figure 2 is a schematic diagram of the steps of an automatic wheel gear control method according to another embodiment of this application. Figure 3 is a perspective view of the initial operating state of an automatic wheel guard control system according to an embodiment of this application. Figure 4 is a schematic diagram of the steps of the automatic wheel shift control method in manual mode according to another embodiment of this application. Figure 5 is a block diagram of an automatic wheel guard control system according to an embodiment of this application. Figure 6 is a block diagram of an automatic wheel guard control system according to another embodiment of this application. Figure 7 is a schematic diagram of the initial operating state of a pneumatic wheel stop according to an embodiment of this application. Figure 8 is a schematic diagram of the pneumatic wheel chocks being partially raised when a mobile tool is parked, according to another embodiment of this application. Figure 9 is a schematic diagram of the pneumatic wheel chocks being raised and operating when a mobile tool is parked, according to an embodiment of this application. Figure 10 is a schematic diagram of the pneumatic wheel chock in operation when the mobile tool is not parked, according to an embodiment of this application. Figure 11 is a perspective view of a mobile tool parked according to an embodiment of this application. Figure 12 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. Figure 13 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. Figure 14 is a schematic diagram of an automatic wheel guard control system in a raised state according to another embodiment of this application. Figure 15 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. Figure 16 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. Figure 17 is a schematic diagram of the automatic mode steps of an automatic wheel shift control method according to another embodiment of this application. Figure 18 is a schematic diagram of the manual mode steps of an automatic wheel gear control method according to another embodiment of this application. Figure 19 is a schematic diagram of the human-machine interface display layout of an embodiment of the automatic wheel guard control method of this application. Figure 20 is a schematic diagram of the operation of the hidden parking guide block of the automatic wheel guard control system according to an embodiment of this application. Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. In addition, it should be understood that the specific implementation methods described herein are only for illustration and explanation of this application, and are not intended to limit this application.

[0020] Hereinafter, preferred embodiments of the present application will be described in detail with reference to the accompanying drawings. However, the technical concept of the present application is not limited to the embodiments described herein, which can be embodied in other forms. Rather, the embodiments described herein are provided to make the disclosure thorough and complete and to fully convey the ideas of the present application to those skilled in the art.

[0021] In this specification, unless the context clearly indicates otherwise, singular expressions include plural expressions. Furthermore, terms such as "comprising" or "having" indicate the presence of features, numbers, steps, structural elements, or combinations thereof described in this specification, but should not be construed as excluding the possibility of the presence or addition of one or more other features, numbers, steps, structural elements, or combinations thereof. Also, in this specification, "connected" includes both indirect connections of multiple structural elements and direct connections of multiple structural elements.

[0022] Furthermore, in the following description of this application, detailed descriptions of well-known functions or structures will be omitted where it is determined that such detailed descriptions may unnecessarily obscure the main points of this application.

[0023] Figure 1 is a schematic diagram of the steps of an automatic wheel chock control method according to an embodiment of this application. This application provides an automatic wheel chock control method, including: an approaching vehicle detection step S1, a wheel chock raising step S2, a wheel chock lowering step S3, and a departure detection step S4.

[0024] Step S1: Vehicle arrival detection step, which includes checking whether the vehicle has entered and parked in place.

[0025] In this step, this application uses sensors such as light sensors, laser rangefinders, weighbridges, coil sensors, and pressure sensors to detect whether the vehicle has arrived at the site (e.g., a cargo dock in a factory equipped with the automatic wheel chock control system of this application) and reached the preset parking position. When the sensing data returned by the above sensors matches the preset parking range, or when the analysis results of the sensing data from multiple sensors fall within the preset numerical range, the system determines that the vehicle has entered and parked in position.

[0026] Step S2: Wheel chock raising step, including raising and locking the wheel chocks. The wheel chocks will automatically rise once the vehicle is confirmed to be parked in place. This avoids any omissions or oversights that might occur if the wheel chocks are raised manually. Simultaneously, to prevent the truck driver from moving the vehicle at this time, a warning light or display panel can be used to indicate to the driver: "The wheel chocks are being raised. Do not move the vehicle. Please shift the truck into neutral, engage the handbrake, turn off the engine, and remain in the vehicle until the wheel chocks are fully raised." In this step, the raised wheel chock can be a pneumatic safety securing device, where the blocking part against the tire rises from a concrete base and block embedded in the ground to prevent vehicle movement. In one embodiment provided in this application, after the wheel chock raising action is completed, the system locks the wheel chock position to prevent vehicle movement. Locking the wheel chocks means that they will not lower arbitrarily, even after receiving a wheel chock lowering command or signal. Lowering is only permitted after the system receives a signal to release the wheel chock lock. At this time, dock workers can safely load and unload goods without worrying about the vehicles moving and causing danger.

[0027] In one embodiment provided in this application, after step S2, an authorization step is further included, which involves unlocking the wheel chock after receiving an authorization command to allow it to be lowered. Once the loading and unloading operations are completed, the truck can prepare to leave. This avoids the danger to dock workers or truck drivers caused by the unexpected lowering of the wheel chock, which could lead to the truck moving unpredictably. For example, a situation might arise where the truck driver believes the truck can leave, but the dock workers are unaware that the truck is about to leave. Here, authorized personnel at the dock control panel or human-machine interface issue a command (instruction or signal) to unlock the wheel chock, ensuring that the wheel chock does not lower unexpectedly. In this step, when the system receives a signal authorizing the unlocking of the wheel chock, the wheel chock is unlocked. At this time, if a command or signal to lower the wheel chock is received, the wheel chock can begin to lower. Authorized personnel include dock workers or truck drivers. The authorization method may also include issuing an authorization code to the dock workers or truck drivers. After the dock workers or truck drivers input the authorization code through the control panel or human-machine interface, they issue a command (instruction or signal) to unlock the wheel chock.

[0028] Step S3: Lowering the wheel chocks, including lowering the wheel chocks upon receiving the command to lower them after unlocking. In this step, the raised wheel chocks begin to lower. The command to lower the wheel chocks can be issued by an authorized person at the dock or the truck driver, but it is preferable that the command be issued by the truck driver. Because once the wheel chocks are lowered, if the truck driver previously forgot to engage the handbrake or shift into park, the vehicle may be in a movable state before the driver gets in, potentially causing a dangerous situation. Therefore, the control panel or button for the wheel chock lowering command can be placed in a location easily accessible to the driver. Alternatively, the control panel or button for the wheel chock lowering command can be placed on the driver's human-machine interface so that the driver can operate the command after getting in the vehicle, ensuring that the truck is under the driver's control when the wheel chocks are lowered.

[0029] Step S4: Departure detection step, including checking whether the vehicle has left. In this step, the application can sense whether the vehicle has left using the sensors used in step S1. If the vehicle is detected not to have left after a period of time, it may be that the truck driver was delayed and did not get on the truck, or the truck driver had gotten on the truck but was delayed and did not leave. To ensure the safety of the dock site, the system will return to the S2 wheel chock raising step to automatically raise the wheel chocks and illuminate the wheel chock raising light or signal.

[0030] The following describes an embodiment of the automatic wheel guard control method of this application.

[0031] Please refer to Figures 2 and 3. Figure 2 is a schematic diagram of the steps of an automatic wheel chock control method for executing an automatic detection mode according to an embodiment of this application, including steps S21 to S30. Figure 3 is a perspective view of an initial operating state of an automatic wheel chock control system according to an embodiment of this application, which includes a wheel chock area 10, a vehicle sensing area 20 disposed in front of the wheel chock area 10, a positioning sensing device 30 disposed on the wall below the platform of the cargo terminal, indicator lights 40 on both sides of the lane, and a field control device 50 disposed at the cargo terminal. The wheel chock area 10 and the vehicle sensing area 20 are both located within the parking waiting area when vehicles are unloading. In one embodiment provided in this application, the vehicle sensing area 20 is equipped with, for example, a weighbridge, a light sensor, a laser rangefinder, a coil sensor, a pressure sensor, etc., to sense changes caused by the passage of vehicles. The positioning sensing device 30 is configured to sense whether a vehicle is positioned and stopped in the parking waiting area. For example, the positioning sensing device 30 includes at least two distance sensors installed at a certain height, horizontally and at intervals, in a lane of the dock, for measuring the distance to objects within a height range. When a vehicle enters the parking waiting area, the horizontal range of the positioning sensing device 30 is blocked by the vehicle, allowing it to sense the distance between the vehicle and the cargo dock. When only one distance sensor is installed in a lane, it can only detect the distance between the vehicle and the dock wall and cannot be considered a positioning sensing device. When at least two distance sensors are installed horizontally and at intervals, the same reading from the two distance sensors can be used to determine whether the vehicle is parked correctly (in the correct position) or crooked (not in the correct position), and it can avoid false triggering of the distance sensors when people pass below the dock. Since a person usually only triggers a single distance sensor at a time, the presence of a reading from only one distance sensor can indicate that a false triggering is caused by a person passing by.

[0032] Referring to Figure 2, this application further discloses operational embodiments through indicator lights and different steps.

[0033] Step S21: Start-up. In this step, the automatic wheel chock control system is started.

[0034] Step S23: Idle. In this step, the three-color indicator light used to indicate the system's operating status turns green. This indicates that the lane at the dock is empty and trucks can enter. When a vehicle enters the parking waiting area, the automatic wheel chock control system performs entry detection through the vehicle sensing area 20, detecting whether the vehicle sensor reading rises to a threshold and then falls below the threshold. If so, step S24 continues. That is, entry detection detects whether a vehicle has entered by detecting whether the reading of the vehicle sensor in the vehicle sensing area 20 rises to the threshold.

[0035] Step S24: Distance Measurement in Progress. In this step, the three-color indicator light used to indicate the system's operating status illuminates yellow. When a vehicle enters the parking waiting area, the automatic wheel shift control system performs position detection through the position sensing device 30, checking whether the readings of two spaced-apart distance measuring devices are the same and less than the distance measurement threshold. If so, proceed to step S25. If the vehicle has not entered the position and the distance measurement timeout period has expired and no vehicle is detected, proceed to step S22. That is, there may be a false alarm in the vehicle entry detection of the vehicle sensing area 20, or a truck entering the lane and then realizing it has parked in the wrong position and driving away. Therefore, step S22 is executed. If the vehicle is indeed detected to be in position, step S25 can be executed. Specifically, referring to Figure 1, the vehicle detection step S1 may include the aforementioned entry detection and position detection.

[0036] Step S25: In Position. In this step, the positioning indicator light, which indicates the system's operating status, illuminates an alternating yellow and red light on the three-color indicator. Position detection continues; if the vehicle leaves the position, return to step S24; if the vehicle has been in position for the specified number of seconds, proceed to step S26. This step confirms that the vehicle entering the lane has stopped and gives the driver time to shift the gear into neutral, engage the handbrake, turn off the engine, and shift into park. Preferably, a signal or screen can be displayed at this time to remind the driver to shift the gear into neutral, engage the handbrake, turn off the engine, and shift into park. Specifically, step S25 can also be called the wheel chock preparation step, where preparations are underway to raise the wheel chocks.

[0037] Step S22: Idle Preparation. In this step, the three-color indicator lights, used to indicate the system's operating status, illuminate alternately in yellow and green. To avoid repeated adjustments in step S24 due to the vehicle not being properly stopped, causing intermittent positioning sensing signals, the positioning sensing device 30 continues to perform positioning detection. When the vehicle is detected to be in position again, the process returns to step S25. If, after a preset time of positioning detection in step S22, the vehicle is still not in position, the process returns to step S23.

[0038] Step S26: Wheel chocks are rising. In this step, the tri-color indicator lights used to indicate the system's operating status illuminate yellow and red. The wheel chocks begin to rise, typically requiring several seconds to fully rise. Once fully raised, in one embodiment of this application, the wheel chocks are locked. This locks both the wheel chock position and the wheel chock operation. At this point, even if the system or wheel chocks receive a command to lower the wheel chocks, they will not execute the lowering action to avoid malfunctions or unauthorized operations until an authorized person presses the unlock button. Position detection continues in step S26. If, for any reason, the vehicle leaves before the wheel chocks are fully raised, this can be detected by the position detection action, at which point the system returns to step S24.

[0039] Step S27: Wheel chocks in action. This step is performed after the wheel chocks are fully raised and locked. During this step, the three-color indicator light used to indicate the system's operating status illuminates red.

[0040] In one embodiment of this application, if a signal is received from the authorized human-machine interface (HMI) indicating that the wheel chock release button has been triggered, the wheel chock is released and step S28 is executed to notify personnel at the dock that the wheel chock lock has been released. Furthermore, in one embodiment of this application, the authorized operator at the unloading dock is ensured to have moved to the location of the wheel chock release button, checked that the cargo has been loaded and unloaded, and then pressed the wheel chock release button, by using a physical wheel chock release button installed at the dock, or by scanning a barcode affixed to the site with a mobile device equipped with an authorized HMI, or by using WIFI, GPS positioning, etc., to prevent the vehicle from moving during unloading or to begin lowering the wheel chock before unloading is complete.

[0041] Step S28: Wheel chock lock release. In this step, the tri-color indicator light, used to indicate the system's operating status, illuminates alternately in yellow and red. After the release preparation time has elapsed, proceed to step S29. This step is to wait for the driver to return to the vehicle or be beside the vehicle to trigger the wheel chock lowering button signal. Preferably, the driver's human-machine interface is located on the vehicle or on the driver's handheld or mobile device, so that the driver can trigger the wheel chock lowering button after being in the vehicle and having control over it. Alternatively, the wheel chock lowering signal can be output using a physical button located anywhere on the dock, including on the side of the unloading dock or a virtual button on the human-machine interface.

[0042] Step S29: Wheel chocks are descending. In this step, the tri-color indicator light, used to indicate the system's operating status, illuminates yellow and red to alert the driver and dockside personnel. At this time, the wheel chocks begin to descend. Once the wheel chocks are fully descended, proceed to step S30.

[0043] Step S30: Departure in progress. In this step, the tri-color indicator light used to indicate the system's operating status illuminates yellow. This step includes at least three confirmation criteria for vehicle departure: 1. The distance measuring instrument reading is greater than a departure threshold, and when the reading of the vehicle sensor in vehicle sensing area 20 rises to the threshold and then falls below it, it is determined that the vehicle has left the vehicle and then passes the vehicle sensor, i.e., it has left the automatic wheel chock control system. The system returns to step S23. 2. No vehicle departure is detected and the departure time has exceeded the specified number of seconds, and vehicle sensing area 20 is currently in a vehicle departure state. This indicates that the vehicle may not have left the dock along the lane line, causing the sensor signal to indicate that the vehicle has left (not in position), but the vehicle sensor has not detected the vehicle passing by. Proceed to step S22. 3. No vehicle departure is detected and the departure time has exceeded the specified number of seconds, and vehicle sensing area 20 is currently in a vehicle position state. This indicates that the driver may have been delayed by something or a situation and has not yet moved the vehicle away, or the driver may not have even gotten into the vehicle yet. Therefore, for safety reasons, the next step, S26, is to raise the wheel chocks to prevent the vehicle from moving arbitrarily and causing danger.

[0044] Referring also to Figure 1, in one embodiment provided in this application, the departure detection step S5 further includes: a departure detection step, detecting whether the reading value of the vehicle sensor first rises to a threshold and then falls below the threshold, or detecting whether a metal object larger than a sensing area approaches the vehicle sensor; and a departure detection step, detecting whether the reading values ​​of two spaced-apart rangefinders used to determine the distance to an object within a height range are greater than the departure threshold; when the reading value of the vehicle sensor rises to the threshold and then falls below the threshold and the reading values ​​of both rangefinders are greater than the departure threshold, the system determines that the vehicle has left and returns to the approach vehicle detection step S1; and when the reading values ​​of the two rangefinders are less than or equal to the distance measurement threshold, the system determines that the vehicle has not left, and for safety reasons, executes the wheel chock raising step S2.

[0045] In some embodiments provided in this application, the mechanism for lowering wheel chocks is achieved through a single-stage safety procedure. The wheel chock lowering button is a physical button at the unloading terminal, a virtual button displayed on an automatic wheel chock system app on a tablet or mobile device, or a virtual button on the human-machine interface of a physical control panel at the terminal. It is configured so that only warehouse personnel or authorized personnel with a key or authorized password can unlock and operate it. Warehouse personnel or operators can lower the wheel chocks by pressing the wheel chock lowering button. This prevents truck drivers from lowering the wheel chocks without the knowledge of on-site personnel, thus avoiding accidents.

[0046] Please refer to Figure 4, which shows the steps of the automatic wheel chock control method in manual mode according to another embodiment of this application, and the steps of the automatic wheel chock control method in the event of a programmable logic controller (PLC) failure according to another embodiment of this application. These figures are applied to operate the raising and lowering of the wheel chocks when the entire system fails and when the PLC fails, respectively, to improve system reliability.

[0047] As shown in Figure 4, the manual mode includes: Step S41: Start-up. In this step, the system is started. Step S42: Idle. At this time, the indicator light flashes green to indicate that the system has started. When the start wheel stop button is pressed on the HMI, it proceeds to Step S43: Wheel Stop Up. In this step, the indicator light flashes green and red alternately to indicate that the wheel stop has started to rise. When the wheel stop preparation time is reached, it proceeds to Step S44: Wheel Stop in Action. In this step, the indicator light is red, and the wheel stop remains in the raised position until the wheel stop down button is pressed on the HMI, proceeding to Step S45: Release. In this step, the indicator light flashes green and red alternately to indicate that the wheel stop is descending. When the release time is reached, it returns to Step S42.

[0048] Therefore, the automatic wheel chock control method provided in this application also includes the wheel chock operation mode disclosed in Figure 4.

[0049] The automatic wheel chock control system disclosed in this application is illustrated below with reference to Figures 3 and 5. Figure 5 is a block diagram of an embodiment of the automatic wheel chock control system of this application. This application provides an automatic wheel chock control system 1, comprising: a vehicle sensor 700 disposed in a parking waiting area 20, the vehicle sensor 700 being configured to sense changes in the parking waiting area 20 as a vehicle passes by. The vehicle sensor 700 may be a light sensor, laser rangefinder, weighbridge, coil sensor, pressure sensor, or other sensor to detect whether a vehicle has passed through the area. A plurality of distance sensing devices 800 are configured to determine the distance to objects within a height range of the parking waiting area 20. At least two distance sensing devices 800 are configured together to form a position sensing device 30. In addition to determining the vehicle distance, the system can determine whether the vehicle is parked correctly (in the correct position) or misaligned (not in the correct position) by whether the readings of two distance sensing devices 800 are the same, and can prevent malfunctions of the distance sensors when people pass below the dock. Control unit 100 is connected to vehicle sensor 700 and distance sensing device 800. Wheel chocks 400 are connected to control unit 100 and configured to receive commands from control unit 100 to raise and lower. Local control button 500 is connected to control unit 100 and configured to generate control signals to raise and lower wheel chocks 400; and indicator light 600 is connected to control unit 100 and configured to change its light signal according to commands from control unit 100. Control panel 200 is connected to control unit 100 and configured to generate control signals to unlock wheel chocks 400. Mobile device M and local control button 500 or control panel 200 may be optional or can be configured simultaneously. Mobile device M may be a tablet or mobile device equipped with an app for the aforementioned automatic wheel chock system, providing an authorized human-machine interface similar to the physical control panel 200 or a driver human-machine interface similar to the local control button 500.

[0050] In another embodiment provided in this application, the automatic wheel chock control system 1 further includes: a camera 300 connected to the control unit 100, configured to capture the real-time status of the parking waiting area 20. The sensing system composed of the camera 300, the positioning sensor 30, and the vehicle sensor 700 can be redundant or complementary. That is, the camera 300 can be used with image recognition function to provide the basis for judgment by the control unit 100 in the automatic wheel chock control system 1. The control unit 100 can control the wheel chocks 400 to rise and fall and control the indicator light 600 to change its light signal according to the image captured by the camera 300. Alternatively, the positioning sensor 300 and the vehicle sensor 700 can provide sensing information alone. Or, the camera 300 can be used in conjunction with the positioning sensor 30 and the vehicle sensor 700 to provide sensing information. Using the camera 300 to determine the vehicle status and control the system requires the control unit 100 of the system to have fast image recognition capability and requires larger system resources, unlike other embodiments that use a simpler and more reliable sensing system composed of sensors to quickly determine the vehicle status and perform control. However, using image recognition to control the system is a feasible control method. Further supplementing it with a positioning sensor 30 and a vehicle sensor 700 can avoid errors or delays in image recognition, thus reducing the burden on image recognition.

[0051] In another embodiment provided in this application, the automatic wheel chock control system 1 is also communicatively connected to at least one mobile device M, which has an authorized human-machine interface and a virtual image screen of the wheel chock release button; the control unit 100 is configured to output a wheel chock lowering signal by receiving a signal generated by the remote wheel chock lowering button being triggered (e.g., pressed down).

[0052] In another embodiment provided in this application, the automatic wheel chock control system 1 further includes a driver human-machine interface, which is set in a parking waiting area, on the vehicle, in the driver's handheld device, or in a mobile device M issued to the driver. The driver human-machine interface also includes a physical or virtual driver wheel chock down button. The control unit 100 is configured to generate the wheel chock down signal after receiving a signal generated by the driver wheel chock down button being triggered (e.g., a downward gesture) or a signal generated by the remote wheel chock down button being triggered (e.g., a downward gesture).

[0053] Figure 6 is a block diagram of a control unit 100 according to an embodiment of this application. The control unit 100 includes a processing module 110, a vehicle approach detection module 120, a departure detection module 130, a wheel chock lowering module 140, a wheel chock raising module 150, and an indicator module 160. The processing module 110 is connected to the vehicle approach detection module 120, the departure detection module 130, the wheel chock lowering module 140, the wheel chock raising module 150, and the indicator module 160, respectively. The vehicle approach detection module 120 and the departure detection module 130 receive sensing data from the vehicle sensor 700 and the distance sensing device 800 or the camera 300, and determine whether the vehicle is parked or has left based on the time of receiving the data. The lowering wheel chock module 140 and the raising wheel chock module 150 output raising or lowering commands to the wheel chock 400 through the processing module 110. The instruction module 160 outputs indicator lights through the processing module 110 according to the current processing steps. The indicator lights can be red, green, and yellow tri-color lights, red and green bi-color lights, bi-color lights, light strips, or any kind of indicator light. The corresponding indicator lights are generated in conjunction with the control steps of the automatic wheel chock control method provided in this application. In some embodiments of this application, the indicator lights can be set on the lower side wall of the unloading dock for easy viewing by the driver, or set at the location of the driver's wheel chock lowering button, or at the location of the authorized personnel's wheel chock unlocking button.

[0054] The following description continues with the wheel chock 400 provided in this application; please refer to Figures 7 through 11. Figure 7 is a schematic diagram of the initial operating state of a pneumatic wheel chock according to an embodiment of this application. Figure 8 is a schematic diagram of the pneumatic wheel chock partially raised when a mobile tool (e.g., a vehicle, truck) is parked according to another embodiment of this application. Figure 9 is a schematic diagram of the raised operating state of a pneumatic wheel chock when a mobile tool is parked according to an embodiment of this application. Figure 10 is a schematic diagram of the raised operating state of a pneumatic wheel chock when a mobile tool is not parked according to an embodiment of this application. Figure 11 is a perspective view of a mobile tool when parked according to an embodiment of this application.

[0055] As shown in Figure 7, when the wheel chock 400 descends, its top surface is flush with the concrete base C. The concrete base C can be embedded in the ground, so when a moving vehicle moves over the wheel chock 400, it will not bump and damage the transported goods or equipment, and the wheel chock 400 can smoothly support the moving vehicle during its ascent and descent. As shown in Figures 8 to 10, the wheel chock 400 can automatically adjust the degree of elevation of each support according to different tire sizes. The support near the contact point between the tire R and the ground can be partially raised, while the support at the contact point between the tire R and the ground can remain unraised. As shown in Figure 11, when the mobile tool V is a truck, the rear wheels can be parked in the wheel chock area 10, and the vehicle sensing area 20 is located in front of the parked tires. An indicator light 40 is also provided next to the wheel chock area 10 to help the driver align the vehicle with the wheel chock area 10 when parking.

[0056] Please refer to Figures 12 through 17. Figure 12 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. The difference between the embodiment shown in Figure 12 and that shown in Figure 3 is that the automatic wheel chock control system further includes a camera 300, indicator lights 60, and a control panel 70 mounted on the unloading terminal. The control panel 70 here may be an authorized human-machine interface.

[0057] Figure 13 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. In this embodiment, a wheel chock release button A1 is also included, located on the side of the container unloading terminal, so that authorized personnel can simultaneously monitor the situation on the unloading terminal. A wheel chock lowering button B1 is located on the lower edge side wall of the container unloading terminal and is also located on the control panel 200, so that the driver can press the wheel chock lowering button B1 while moving to the vehicle.

[0058] Figure 14 is a schematic diagram of an automatic wheel chock control system in a raised state according to another embodiment of this application. In this embodiment, a light strip 40A and a parking guide block 40B are also provided next to the wheel chock area 10, thereby assisting trucks entering the container terminal to accurately park their tires in the wheel chock area 10 before unloading.

[0059] Figure 15 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. The difference between the embodiment shown in Figure 15 and the embodiment shown in Figure 13 is that the embodiment shown in Figure 15 also places indicator light 60A on the lower edge sidewall of the container unloading terminal instead of indicator light 40. Alternatively, in one embodiment of this application, the indicator light number may be a red, yellow, and green tri-color light, a two-color light, a light strip, or any light number with an indicative function.

[0060] Figure 16 is a perspective view of a cargo terminal equipped with an automatic wheel chock control system according to another embodiment of this application. The difference between the embodiment disclosed in Figure 16 and the embodiment disclosed in Figure 15 is that the embodiment disclosed in Figure 16 also includes an indicator light 60A adjacent to the departure button 500A.

[0061] Figure 17 is a schematic diagram of the automatic mode steps of an automatic wheel chock control method according to another embodiment of this application. It instructs the driver to operate the vehicle via a display panel, including: Step S51: Start. In this step, authorized personnel at the cargo terminal activate the automatic wheel chock control device. Step S53: Display: Please enter. In this step, the indicator light illuminates green to notify the driver that the lane is not occupied. When the vehicle enters the lane and triggers the sensor (entry detection) on the vehicle sensing area 20, it proceeds to step S54. In step S54, it displays: Please approach the terminal, reminding the driver to slowly approach the edge of the terminal. In this step, the indicator light illuminates green. Position detection continues; if the vehicle is detected to be in position, it proceeds to step S55, displaying: "Shift to neutral, engage handbrake," etc., to remind the driver to stop the vehicle. If the position detection detects that the vehicle continues to move and has not stopped after a preset time, it returns to step S54. If the vehicle is not correctly positioned after a distance measurement timeout period in step S54, the process proceeds to step S52, which displays "Vehicle not approaching the dock." In this step, the indicator light flashes green. If the vehicle is still not positioned after a preset time, or the distance measurement timeout period has expired, the process proceeds to step S53. If the vehicle is positioned after a preset time, the process proceeds to step S55. In step S55, the indicator light illuminates green. If the required positioning time is reached, the process proceeds to step S56. Step S56 displays "Wheel chocks rising." In this step, the indicator light illuminates red, reminding the driver that the wheel chocks are rising and not to move the vehicle to avoid damaging the equipment or causing danger. However, positioning detection continues; if the vehicle is found to be out of position, the process returns to step S54. If the required number of seconds for wheel chocks to rise has been reached, the process proceeds to step S57.

[0062] In step S57, the indicator light shows: Wheel chocks are raised. During this step, the indicator light illuminates red to indicate to the driver that the wheel chocks are fully raised and locked, the vehicle can be turned off, and the driver can exit the vehicle. When the wheel chock release button is pressed, or the automatic wheel chock control system receives the wheel chock release signal, the process proceeds to step S58. In step S58, the indicator light shows: Cleared to leave, wheel chocks can be lowered. During this step, the indicator light illuminates red to indicate to the driver that they can press the wheel chock lowering button when ready and quickly enter the vehicle's driver's cab. If the driver presses the wheel chock lowering button, an indicator light can display a countdown to indicate to the driver that the wheel chocks are about to begin lowering. When the countdown is complete, the process proceeds to step S59 to begin lowering the wheel chocks. It should be noted that, in some embodiments provided in this application, the positions of indicator lights 40, light strip 40A, or indicator lights 60, 60A, 600 may also be provided with a display panel or text display device for displaying countdown, etc. The text display device is signal-connected to the control unit 100, or the text display device may be set on the auxiliary column L shown in Figure 13.

[0063] Step S59 displays: Wheel chocks are descending. In this step, the indicator light illuminates red to remind the driver that the wheel chocks are descending. When the wheel chocks have finished descending and the release time has been reached, proceed to step S60. Step S60 displays: Please leave the area to indicate that the driver can drive the vehicle away. In this step, the indicator light illuminates green. When the exit detection senses the vehicle passing by, and the positioning detection does not detect the vehicle's presence, proceed to step S53. If the departure time has expired, but the positioning detection still detects the vehicle positioned at the unloading dock, proceed to step S56. If no vehicle exit is detected and the departure time has expired, and the vehicle sensing area 20 is currently in a vehicle-departed state, it indicates that the vehicle may not have left the dock along the lane lines, causing the sensor signal to read that the vehicle has left (not positioned), but the vehicle sensor has not detected the vehicle passing by. Continue executing step S52.

[0064] Figure 18 is a schematic diagram of the manual mode steps of an automatic wheel chock control method according to another embodiment of this application. It instructs the driver to operate the vehicle via a display panel, including: Step S61: Activation. In this step, authorized personnel at the cargo terminal activate the manual mode of the automatic wheel chock control system. This is applicable when vehicles such as forklifts that do not use wheel chocks are performing operations, or when the positioning sensor 30, distance sensor 800, or vehicle sensor 700 is damaged. Step S62 displays: Please manually activate the wheel chocks. In this step, the green light flashes. When the wheel chock activation button is pressed, or a knob, or any other method of controlling the wheel chocks is used, the wheel chocks are raised and the process proceeds to step S63. Step S63 displays: Wheel chocks rising. In this step, the red light illuminates, and the wheel chocks rise. When the wheel chocks have finished rising or the required number of seconds for rising has been reached, the process proceeds to step S64. Step S64 displays: Wheel chocks raised. In this step, the red light illuminates, and the wheel chocks remain in the raised position. When the wheel chock release button is pressed, or a knob or any other method of controlling the wheel chock is used, the wheel chock is lowered and the process proceeds to step S65. Step S65 displays: Wheel chock lowering. A red light illuminates during this step. When the wheel chock is fully lowered or the specified number of seconds for release has been reached, the process proceeds to step S62.

[0065] Figure 19 shows an operation screen displayed on an automatic wheel chock control system on a tablet computer, mobile device, or authorized human-machine interface according to an embodiment of this application. To concisely illustrate the operation screen of the automatic wheel chock control system provided in this application, Figure 19 shows an operation screen including a system status area C1, a distance measurement result area C2, a dock switching area C3, and a departure button C4. However, for system design purposes, different operating devices may be configured to display a screen consisting of at least one combination of system status C1, distance measurement result area C2, dock switching area C3, and departure button C4.

[0066] The status area C1 is configured to display system status, positioning status, and positioning countdown status lights. In different devices, status area C1 can display at least one of the following: system status, positioning status, positioning countdown, and status lights. The ranging result area C2 is configured to display ranging results from multiple different distance sensing devices 800. The number of positioning sensing devices 30 and distance sensing devices 800 can be set to a number other than four, depending on the application field; this application is not limited to this. The dock switching area C3 displays the wheel chock mode switching result and the wheel chock release (lock) button, and can also display the weight measurement (or vehicle sensor reading) result. The automatic wheel chock control system provided in this application can be configured to control wheel chocks on more than one set of docks; for example, it can control two sets of unloading docks as shown in Figure 13. The settable parameters include at least the waiting seconds, ranging threshold, and load threshold for each of the above steps.

[0067] Figure 20 is a schematic diagram of the operation of a concealed parking guide block in an embodiment of the automatic wheel chock control system of this application. The light strip 40A is mounted on the parking guide block 40B, which is mounted on a concrete base C', allowing the parking guide block 40B to be lowered to ground level via a pivot structure 401. Thus, when there are no vehicles in the dock lane, the light strip 40A and parking guide block 40B can be lowered to ground level. When a vehicle is detected passing through the vehicle detection step, the light strip 40A and parking guide block 40B can be raised above the ground to guide the vehicle into position.

[0068] Compared to prior art, this application provides an automatic wheel chock control system and its control method, which automatically raises the wheel chocks through a vehicle approach detection step and a wheel chock raising step. It also prevents unexpected wheel chock lowering through an authorization step and a wheel chock lowering step, and prevents any unexpected delays that could cause unintended vehicle movement through a departure detection step. This automatic wheel chock control method standardizes the process of loading and unloading goods at factory cargo docks, effectively preventing potential hazards to personnel, goods, and equipment during truck loading and unloading.

[0069] It should be noted that the combination of the various elements in this application preferably forms the above-mentioned multiple embodiments, but this should not be construed as a limitation of this application, that is, the various elements in this application may have more combinations, and are not limited to the above-mentioned multiple embodiments.

[0070] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the technical solutions of this application. Those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0071] S1~S6, S21~S30, S41~S45, S51~S60, S61~S65: Steps 10: Wheel well area 20: Vehicle sensing area 30: In-place sensing device 800: Distance sensing device 40: Indicator Light 40A: LED strip light 40B: Parking guide block 50: Field control device 60, 60A, 600: indicator light 70, 200: Control Panel 100: Control Unit 110: Processing Module 120: Approaching vehicle detection module 130: Exit the detection module 140: Lower wheel chock module 150: Rising Wheel Stop Module 160: Indicator Module 300: Camera 400: Wheel chocks 401: Pivot Structure 500: Local control button 500A: Exit Button 700: Vehicle Sensors M: Mobile device R: Tire V: Mobile Tools A1: Wheel lock release button B1: Wheel Gear Lowering Button C, C': Concrete base C1: System status C2: Distance Measurement Results Area C3: Dock Switching Area C4: Exit button

Claims

1. An automatic wheel chock control method, comprising: a vehicle arrival detection step, checking whether a vehicle has entered and parked in position; a wheel chock raising step, raising and locking the wheel chock; a wheel chock lowering step, lowering the wheel chock upon receiving a wheel chock lowering command; and a departure detection step, checking whether the vehicle has left, wherein the vehicle arrival detection step comprises: a vehicle arrival detection step, detecting whether the reading of a vehicle sensor rises to a threshold and then falls below the threshold, or detecting whether a metal object larger than a sensing area approaches the vehicle sensor; a parking detection step, detecting whether the readings of two spaced-apart rangefinders used to determine the distance to an object within a height range are both less than a distance measurement threshold; and when the reading of the vehicle sensor rises to the threshold and then falls below the threshold, and the readings of the two rangefinders are the same and both less than the distance measurement threshold, executing a wheel chock preparation step.

2. The automatic wheel chock control method as described in claim 1, wherein in the wheel chock preparation step, a wheel chock preparation light is illuminated, the positioning detection continues to be performed in the wheel chock preparation step, and after the vehicle continues to be positioned for a number of preparation seconds, the wheel chock lifting step is initiated.

3. An automatic wheel chock control method, comprising: a vehicle arrival detection step, checking whether a vehicle has entered and parked in position; a wheel chock raising step, raising and locking the wheel chock; a wheel chock lowering step, lowering the wheel chock upon receiving a wheel chock lowering command; and a departure detection step, checking whether the vehicle has left, wherein the wheel chock lowering step comprises: upon receiving a wheel chock lowering command, waiting for more than a standby number of seconds before lowering the wheel chock.

4. The automatic wheel chock control method as described in claim 3, wherein the wheel chock lowering step further comprises: receiving a wheel chock lowering button trigger signal at a driver human-machine interface.

5. The automatic wheel chock control method as claimed in claim 1, wherein the departure detection step comprises: a departure detection step, detecting whether the reading of the vehicle sensor first rises to the threshold and then falls below the threshold, or detecting whether a metal object larger than a sensing area approaches the vehicle sensor; a departure detection step, detecting whether the readings of two spaced-apart rangefinders used to determine the distance to an object within a height range are both greater than a departure threshold; when the reading of the vehicle sensor rises to the threshold and then falls below the threshold and the readings of the two rangefinders are both greater than the departure threshold, returning to the approaching vehicle detection step; and when the readings of the two rangefinders are both less than or equal to a distance measurement threshold, executing the wheel chock raising step.

6. An automatic wheel chock control system, comprising: a vehicle sensor disposed in a parking waiting area, the vehicle sensor configured to sense changes in the passage of a vehicle in the parking waiting area; a positioning sensor configured to sense whether the vehicle is positioned and stopped in the parking waiting area; a control unit connected to the vehicle sensor and the positioning sensor; a wheel chock connected to the control unit and configured to receive instructions from the control unit to raise or lower the wheel chock; a remote human-machine interface communicatively connected to the control unit and having a remote wheel chock lowering button; and a driver human-machine interface communicatively connected to the control unit and having a driver wheel chock lowering button, wherein the positioning sensor further comprises: two spaced-apart rangefinders configured to sense object distances within a height range of the parking waiting area.

7. An automatic wheel chock control system, comprising: a vehicle sensor disposed in a parking waiting area, the vehicle sensor being configured to sense changes in the passage of a vehicle in the parking waiting area; a positioning sensor being configured to sense whether the vehicle is positioned and stopped in the parking waiting area; a control unit connected to the vehicle sensor and the positioning sensor; a wheel chock connected to the control unit and configured to receive instructions from the control unit to raise or lower the wheel chock; a remote human-machine interface communicatively connected to the control unit and having a remote wheel chock lowering button; and a driver human-machine interface communicatively connected to the control unit and having a driver wheel chock lowering button, wherein the control unit is configured to lower the wheel chock by receiving a lowering signal output from the remote wheel chock lowering button of the remote human-machine interface.

8. An automatic wheel chock control system, comprising: a vehicle sensor disposed in a parking waiting area, the vehicle sensor being configured to sense changes in the passage of a vehicle in the parking waiting area; a positioning sensor being configured to sense whether the vehicle is positioned and stopped in the parking waiting area; a control unit connected to the vehicle sensor and the positioning sensor; a wheel chock connected to the control unit and configured to receive instructions from the control unit to raise or lower the wheel chock; a remote human-machine interface communicatively connected to the control unit and having a remote wheel chock lowering button; and a driver human-machine interface communicatively connected to the control unit and having a driver wheel chock lowering button, wherein the control unit is configured to lower the wheel chock by receiving a lowering signal output from the driver wheel chock lowering button of the driver human-machine interface.

Images