Abstract: A restraining assembly for a vehicle restraint for restraining a rear impact guard (RIG) bar of a vehicle or trailer at a dock may include a hook. The hook may further include a locking arm at a first end thereof, a catch portion at a second end thereof, an axial orifice about which the hook rotates responsive to movement of the RIG bar in contact with the catch portion or the locking arm, and a cam surface disposed between the locking arm and the axial orifice. The hook may be rotatably mounted to a vertical slide assembly of the vehicle restraint that slidably engages the RIG bar to adjust to a height of the RIG bar against a bias applied to the vertical slide assembly. The restraining assembly may be rotated only responsive to movement of the RIG bar to transition between a receiving position for receiving or releasing the RIG bar and a locking position for retaining the RIG bar.

Abstract: Systems and methods are disclosed for controlling operations of autonomous vehicles and systems in, for example, logistics yards at distribution, manufacturing, processing and/or other centers for the transfer of goods, materials, and/or other cargo. In some embodiments, an autonomous yard tractor or other vehicle can include one or more systems for locating an over-the-road trailer parked in a yard of a distribution center, engaging the trailer, and moving the trailer to a loading dock for loading/unloading operations in accordance with a workflow procedure provided by a central control system. In other embodiments, an autonomous yard tractor can locate the trailer at the loading dock after the loading/unloading operations, engage the trailer, and move the trailer to a parking location in the yard.

Abstract: Systems and methods are disclosed for controlling operations of autonomous vehicles and systems in, for example, logistics yards at distribution, manufacturing, processing and/or other centers for the transfer of goods, materials, and/or other cargo. In some embodiments, an autonomous yard tractor or other vehicle can include one or more systems for locating an over-the-road trailer parked in a yard of a distribution center, engaging the trailer, and moving the trailer to a loading dock for loading/unloading operations in accordance with a workflow procedure provided by a central control system. In other embodiments, an autonomous yard tractor can locate the trailer at the loading dock after the loading/unloading operations, engage the trailer, and move the trailer to a parking location in the yard.

Abstract: Provided herein are vehicle restraint systems for releasably securing a vehicle having a RIG bar to a loading dock. The vehicle restraint systems can include a vehicle engagement member, such as a restraint hook, that is configured to engage RIG bars having a variety of geometries, including conventional RIG bars having a square cross-sectional area and modified RIG bars having more complex geometries. The engagement member can include an engagement region having a scallop feature configured to provide clearance for the RIG bars during engagement.

Abstract: The present disclosure is directed generally to powered trailer systems and, more particularly, to powered trailer systems for opening and closing trailer doors at, e.g., a vehicle loading dock, and to vehicle and/or trailer power delivery and charging systems. A powered trailer door operating system can include a guide track having a lower guide track portion and an upper guide track portion; a drive support coupled to the upper guide track portion having a drive shaft positioned within a central cavity; and a carriage slidingly coupled to the drive support and operably coupled to the trailer door. The carriage can be operably engaged with the drive shaft through the slot such that rotation of the drive shaft causes the carriage to translate along the drive support, thereby moving the trailer door between the open and closed positions.

Abstract: The present disclosure is directed generally to automated trailer door systems for use at vehicle loading docks. At least a portion of the trailer door system can be externally driven for opening and closing trailer doors at the loading dock. The automated trailer door system can include a counterbalance shaft that moves the trailer door between a closed position and an open position; and a drive unit having a torsion member operably coupled to the counterbalance shaft; and a drive member rotatably engaged with the torsion member, the drive member having an engagement portion accessible external to the trailer door. Rotation of the drive member via the engagement portion can rotate the torsion member to move the trailer door between the closed and open positions. A door winder can be coupled to a centering body and have a motor to rotate the drive member via the engagement portion.

Abstract: Systems and methods are disclosed for controlling operations of autonomous vehicles and systems in, for example, logistics yards at distribution, manufacturing, processing and/or other centers for the transfer of goods, materials, and/or other cargo. In some embodiments, an autonomous yard tractor or other vehicle can include one or more systems for locating an over-the-road trailer parked in a yard of a distribution center, engaging the trailer, and moving the trailer to a loading dock for loading/unloading operations in accordance with a workflow procedure provided by a central control system. In other embodiments, an autonomous yard tractor can locate the trailer at the loading dock after the loading/unloading operations, engage the trailer, and move the trailer to a parking location in the yard.

Abstract: An autonomous dock station system having an automated material lift truck (AMT), a pallet conveyor, and a facility guidance system can automatically load and/or unload a trailer at a dock station. The autonomous dock station system can coordinate these components according to a workflow procedure. In some embodiments, the workflow procedure can begin with the pallet conveyor supplying a loaded pallet to a specified position. The AMT, initially guided by fixed guidance elements of the facility guidance system, can lift the pallet off the conveyor and transport it to a trailer entrance where the AMT switches from the facility guidance system to a trailer guidance system. The AMT can then carry the pallet to an unloading position, move the pallet to one side of the trailer as needed, unload the pallet and return to the pallet conveyor. The workflow procedure can repeat until the trailer is full.

Abstract: Provided herein are vehicle restraint systems for releasably securing a vehicle having a RIG bar to a loading dock. The vehicle restraint systems can include a vehicle engagement member, such as a restraint hook, that is configured to engage RIG bars having a variety of geometries, including conventional RIG bars having a square cross-sectional area and modified RIG bars having more complex geometries. The engagement member can include an engagement region having a scallop feature configured to provide clearance for the RIG bars during engagement.

Abstract: Systems and methods are disclosed for controlling operations of autonomous vehicles and systems in, for example, logistics yards at distribution, manufacturing, processing and/or other centers for the transfer of goods, materials, and/or other cargo. In some embodiments, an autonomous yard tractor or other vehicle can include one or more systems for locating an over-the-road trailer parked in a yard of a distribution center, engaging the trailer, and moving the trailer to a loading dock for loading/unloading operations in accordance with a workflow procedure provided by a central control system. In other embodiments, an autonomous yard tractor can locate the trailer at the loading dock after the loading/unloading operations, engage the trailer, and move the trailer to a parking location in the yard.

Abstract: An autonomous dock station system having an automated material lift truck (AMT), a pallet conveyor, and a facility guidance system can automatically load and/or unload a trailer at a dock station. The autonomous dock station system can coordinate these components according to a workflow procedure. In some embodiments, the workflow procedure can begin with the pallet conveyor supplying a loaded pallet to a specified position. The AMT, initially guided by fixed guidance elements of the facility guidance system, can lift the pallet off the conveyor and transport it to a trailer entrance where the AMT switches from the facility guidance system to a trailer guidance system. The AMT can then carry the pallet to an unloading position, move the pallet to one side of the trailer as needed, unload the pallet and return to the pallet conveyor. The workflow procedure can repeat until the trailer is full.

Abstract: Vehicle restraints for use at loading docks are described herein. In some embodiments, a vehicle restraint includes a vertically-moving carriage that is operably coupled to a guide track by means of one or more sliding members instead of, or in conjunction with, rollers. The sliding members can have relatively large contact surfaces configured to react the majority of vehicle pull loads applied to the vehicle restraint in use. Because of the relatively large contact surfaces, the pull loads are spread out over a relatively large area of the guide track, thereby reducing the likelihood for the loads to deform or otherwise damage the guide track.

Abstract: Vehicle restraints for use at loading docks are described herein. In some embodiments, a vehicle restraint includes a vertically-moving carriage that is operably coupled to a guide track by means of one or more sliding members instead of, or in conjunction with, rollers. The sliding members can have relatively large contact surfaces configured to react the majority of vehicle pull loads applied to the vehicle restraint in use. Because of the relatively large contact surfaces, the pull loads are spread out over a relatively large area of the guide track, thereby reducing the likelihood for the loads to deform or otherwise damage the guide track.

Abstract: An autonomous dock station system having an automated material lift truck (AMT), a pallet conveyor, and a facility guidance system can automatically load and/or unload a trailer at a dock station. The autonomous dock station system can coordinate these components according to a workflow procedure. In some embodiments, the workflow procedure can begin with the pallet conveyor supplying a loaded pallet to a specified position. The AMT, initially guided by fixed guidance elements of the facility guidance system, can lift the pallet off the conveyor and transport it to a trailer entrance where the AMT switches from the facility guidance system to a trailer guidance system. The AMT can then carry the pallet to an unloading position, move the pallet to one side of the trailer as needed, unload the pallet and return to the pallet conveyor. The workflow procedure can repeat until the trailer is full.

Abstract: Systems and methods are disclosed for controlling operations of autonomous vehicles and systems in, for example, logistics yards at distribution, manufacturing, processing and/or other centers for the transfer of goods, materials, and/or other cargo. In some embodiments, an autonomous yard tractor or other vehicle can include one or more systems for locating an over-the-road trailer parked in a yard of a distribution center, engaging the trailer, and moving the trailer to a loading dock for loading/unloading operations in accordance with a workflow procedure provided by a central control system. In other embodiments, an autonomous yard tractor can locate the trailer at the loading dock after the loading/unloading operations, engage the trailer, and move the trailer to a parking location in the yard.

Abstract: Fans having fan blade mounting structures are disclosed herein. A fan configured in accordance with one embodiment of the present technology includes a fan having a central hub coupled to a plurality of fan blades by a plurality of blade mounting structures. Each blade mounting structure can include first and lower support members that each extend toward an inboard end portion of an individual fan blade. Each of the upper and lower support members can include a first end portion coupled to the inboard end portion of the fan blade. Each of the upper and lower support members can also include a second end portion coupled to opposite sides of the central hub.

Abstract: Fans having fan blades with lightweight blade tips are disclosed herein. In one embodiment, for example, each fan blade includes a blade tip attached to an end portion of a main airfoil. The blade tip includes a shaped body that is molded over a support structure to form the shape and exterior surface of the blade tip.

Abstract: Fans having fan blades with lightweight blade tips are disclosed herein. In one embodiment, for example, each fan blade includes a blade tip attached to an end portion of a main airfoil. The blade tip includes a shaped body that is molded over a support structure to form the shape and exterior surface of the blade tip.

Abstract: Fans having fan blade mounting structures are disclosed herein. A fan configured in accordance with one embodiment of the present technology includes a fan having a central hub coupled to a plurality of fan blades by a plurality of blade mounting structures. Each blade mounting structure can include first and lower support members that each extend toward an inboard end portion of an individual fan blade. Each of the upper and lower support members can include a first end portion coupled to the inboard end portion of the fan blade. Each of the upper and lower support members can also include a second end portion coupled to opposite sides of the central hub.

Abstract: Wheel chocks for use with loading docks are disclosed herein. In one embodiment, a manual wheel chock configured in accordance with the present disclosure includes a restraint arm pivotally coupled to a carriage that is rollably mounted to a longitudinal guide rail. The restraint arm is rotatable in a first direction to move a wheel stop in front of a wheel of a vehicle parked adjacent the guide rail. The restraint arm is also rotatable in a second direction opposite to the first direction to move the wheel stop away from the vehicle wheel.