U.S. patent application number 16/435997 was filed with the patent office on 2019-09-26 for system and method for automated cross-dock operations.
The applicant listed for this patent is Innovative Logistics, Inc.. Invention is credited to Kerry Jenkins, Shannon Lively, Jefferson Maldonado, Jonathan McCormack, Jeremy Sloan, Patrick Sullivan.
Application Number | 20190295010 16/435997 |
Document ID | / |
Family ID | 60451177 |
Filed Date | 2019-09-26 |
View All Diagrams
United States Patent
Application |
20190295010 |
Kind Code |
A1 |
Sullivan; Patrick ; et
al. |
September 26, 2019 |
SYSTEM AND METHOD FOR AUTOMATED CROSS-DOCK OPERATIONS
Abstract
Disclosed herein is an automated cross-dock management system
configured to optimize moves on a cross-dock. The automated
cross-dock management system uses inbound manifest data to
calculate ordered move instructions for all inbound movable
platforms, inbound modular decks, and inbound freight. The ordered
move instructions can be assigned to be carried out by manual
conveyance vehicles or by automated guided vehicles based upon a
plurality of criteria. The automated cross-dock management system
is also able to detect damaged freight on the cross-dock using a
combination of streams from video cameras.
Inventors: |
Sullivan; Patrick; (Fort
Smith, AR) ; Maldonado; Jefferson; (Fort Smith,
AR) ; Lively; Shannon; (Fort Smith, AR) ;
Jenkins; Kerry; (Fort Smith, AR) ; McCormack;
Jonathan; (Fort Smith, AR) ; Sloan; Jeremy;
(Fort Smith, AR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Innovative Logistics, Inc. |
Fort Smith |
AR |
US |
|
|
Family ID: |
60451177 |
Appl. No.: |
16/435997 |
Filed: |
June 10, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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16169523 |
Oct 24, 2018 |
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16435997 |
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15798729 |
Oct 31, 2017 |
10147059 |
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16169523 |
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62415054 |
Oct 31, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G06Q 10/06 20130101;
G08G 1/017 20130101; G06Q 10/083 20130101; G06Q 10/00 20130101;
G08G 1/205 20130101; G06Q 10/047 20130101; H04N 7/181 20130101;
G06Q 10/103 20130101; G06Q 10/06316 20130101; G07C 5/0866 20130101;
G06Q 10/087 20130101 |
International
Class: |
G06Q 10/06 20060101
G06Q010/06; G06Q 10/10 20060101 G06Q010/10; G07C 5/08 20060101
G07C005/08; G06Q 10/08 20060101 G06Q010/08; G06Q 10/04 20060101
G06Q010/04; G06Q 10/00 20060101 G06Q010/00 |
Claims
1. A cross-dock management system comprising: a cross-dock having a
plurality of doors at opposing ends of the cross-dock for receiving
inbound trailers and for loading outbound trailers a plurality of
spaces arranged in a grid pattern on the cross-dock, wherein the
grid pattern comprises at least three rows and at least three
columns, and wherein the separated spaces are angled approximately
30-45.degree. with respect to the plurality of doors; a plurality
of movable platforms arranged on the cross-dock in the separated
spaces, wherein an area of each movable platform is substantially
the same as an area of the separated spaces; wherein the plurality
of movable platforms comprise: a plurality of vertical posts; and a
plurality of engagement members on each vertical post configured to
receive modular decks placed on the plurality of engagement members
at varying heights; a plurality of conveyance vehicles, wherein a
first subset of the plurality of conveyance vehicles are manually
operated conveyance vehicles, and wherein a second subset of the
plurality of conveyance vehicles are automated guided vehicles
(AGVs); a local database for storing received manifest data,
wherein the manifest data includes information classifying inbound
movable platforms, inbound modular decks, and inbound freight as
AGV-compatible or AGV-incompatible; and an initial setup
optimization server for determining a plurality of ordered move
instructions for moving the inbound movable platforms, the inbound
modular decks, and the inbound freight based upon the manifest
data, wherein a first subset of the ordered move instructions are
assigned to and performed by the AGVs, and wherein a second subset
of the ordered move instructions are assigned to and performed by
the manually operated conveyance vehicles.
2. The cross-dock management system according to claim 1, wherein
the ordered move instructions are divided into movable platform
instructions, modular deck instructions, and freight
instructions.
3. The cross-dock management system according to claim 2, wherein
all movable platform instructions are included in the first subset
of the ordered move instructions.
4. The cross-dock management system according to claim 2, wherein
all modular deck instructions are included in the first subset of
the ordered move instructions.
5. The cross-dock management system according to claim 4, wherein
all freight instructions are included in the second subset of the
ordered move instructions.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present applications claims priority to U.S. Provisional
Application Ser. No. 62/415,054, filed Oct. 31, 2016, the entire
content of which is hereby incorporated by reference in its
entirety.
TECHNICAL FIELD
[0002] The present invention relates to the field of freight,
shipping, and dock management; more particularly, to an automated
cross-dock management system, method, and/or apparatus; even more
particularly, to an optimized and automated cross-dock management
system, method, and/or apparatus for use with less-than-truckload
carriers.
BACKGROUND
[0003] Within the shipping industry exists a segment of
transportation that focuses on less-than-truckload (LTL) freight
loads, which can vary from a single item to a nearly full
truckload. To transport freight originating from a common origin
destined for multiple locations around the country or region, LTL
carriers often employ a hub-and-spoke network of terminals.
[0004] Once freight is picked up, it is brought back to a facility
where it is transferred across a dock (a process commonly referred
to as "cross-docking"). This process typically involves manually
unloading the load (or portion thereof) from one trailer and
loading it onto another. An system for improving cross-dock
operations is described in U.S. Pat. No. 9,367,827, issued Jun. 14,
2016, the entire content of which is hereby incorporated by
reference in its entirety.
[0005] In recent years, there have been many improvements in
warehouse operations. Specifically, large e-commerce retailers and
shipping services have begun to use automated guided vehicles
(AGVs) to move freight around warehouses. Typically, these AGVs are
lower-cost devices that are designed to move freight placed upon
them from a first location to a second location in the warehouse.
These AGVs use a simple navigation method using markers and have
basic collision sensors to avoid bumping into other AGVs.
[0006] However, these AGVs are typically not suited for cross-dock
operations, especially in an LTL environment. First, in a
cross-dock operation, an AGV may need to convey an entire movable
platform (MP) which can weigh up to 24,000 pounds (or more). AGVs
currently being used in most warehouses can typically only convey a
few hundred pounds at most. Further, most current AGVs can only
move in a grid-like pattern whereas cross-dock operations require
much more advanced collision avoidance systems because manual
workers may also be present.
[0007] Additionally, as will be described later, the AGVs may need
to perform a variety of functions such as moving MPs, moving decks,
and/or moving individual pieces of freight. Current AGVs and
cross-dock systems are not equipped to handle and/or calculate
these types of moves. What is needed is a cross-dock management
system capable of effectively using AGVs to supplement or entirely
replace manual moves in a cross-dock environment. Such a cross-dock
system must be highly adaptable to handle exceptions, such as AGV
recharging or maintenance, and should enable cross-dock operations
to be extended to operate 24 hours a day, seven days a week
SUMMARY
[0008] The present invention provides an automated cross-dock
management system configured to optimize moves on a cross-dock. The
automated cross-dock management system uses inbound manifest data
to calculate ordered move instructions for all inbound movable
platforms, inbound modular decks, and inbound freight. The ordered
move instructions can be assigned to be carried out by manual
conveyance vehicles or by AGVs based upon a plurality of criteria.
The automated cross-dock management system is also able to detect
damaged freight on the cross-dock using a combination of video
streams from video cameras.
DESCRIPTION OF THE DRAWINGS
[0009] These and other advantages of the present invention will be
readily understood with the reference to the following
specifications and attached drawings wherein:
[0010] FIG. 1 depicts a perspective view of a typical dock
currently used by LTL carriers.
[0011] FIG. 2A depicts an optimized dock according to a first
aspect of the present invention.
[0012] FIG. 2B depicts another optimized dock according to a second
aspect of the present invention.
[0013] FIGS. 3A and 3B depicts a movable platform with decks
divided into sections and subsections using identifiers.
[0014] FIG. 4 depicts a system diagram showing the hardware and
resources employed during operation of the optimized dock of FIGS.
2A and 2B.
[0015] FIG. 5 depicts a sample instruction screen used by a worker
to execute a move instruction.
[0016] FIG. 6 depicts a flowchart showing the steps used in
unloading and loading a movable platform.
[0017] FIG. 7A depicts a flowchart showing the steps used to move a
deck using a pair of AGVs.
[0018] FIG. 7B depicts a flowchart showing the steps used to move a
deck using a single AGV.
[0019] FIG. 8 depicts a flowchart showing the steps used to execute
freight instructions.
[0020] FIG. 9 depicts a flowchart showing the steps used to
determine movement instructions for the movement database using
input data.
[0021] FIG. 10 depicts the dock of FIG. 1 configured to be used
with movable platforms.
[0022] FIG. 11 depicts a shared optimized dock in accordance with
the present invention.
[0023] FIG. 12 depicts a flowchart showing the steps used when two
or more shippers share the same optimized dock.
DETAILED DESCRIPTION
[0024] Preferred embodiments of the present invention will be
described herein below with reference to the accompanying drawings.
In the following description, well-known functions or constructions
are not described in detail because they may obscure the invention
in unnecessary detail. While the present invention is generally
directed to LTL operations for use in the trucking industry, the
teachings may be applied to other shipping industries, just as
those by air, sea, and rail. Therefore, the teachings should not be
constructed as being limited to only the trucking industry. For
this disclosure, the following terms and definitions shall
apply:
[0025] As used herein, the word "exemplary" means "serving as an
example, instance, or illustration." The embodiments described
herein are not limiting, but rather are exemplary only. It should
be understood that the described embodiments are not necessarily to
be construed as preferred or advantageous over other embodiments.
Moreover, the terms "embodiments of the invention," "embodiments,"
or "invention" do not require that all embodiments of the invention
include the discussed feature, advantage, or mode of operation.
[0026] As noted above, LTL carriers typically transport freight
originating from a common origin destined to many different
locations around the country via a system of terminals. Typically,
once freight is picked up, the freight is brought back to a
facility where it is transferred across a dock 102 (cross-docked),
which involves unloading the freight from one trailer and loading
it onto another. Freight can move through one or more terminals 100
(e.g., small terminals or distribution centers) in a hub-and-spoke
network until the freight reaches its destination terminal and/or
is delivered.
[0027] In this present invention, freight may be received at its
origin via one of several methods: loose pallets, boxes, cartons,
crates, drums, barrels, or the like; by MP 204 with decks 336
(FIGS. 3A-3B), an 8'.times.8' (or similarly sized) platform used
for double or triple stacking of freight on a MP 204 by which cargo
consisting of loose pallets, boxes, cartons, crates or the like are
stacked upon going to either a single destination or multiple
destinations; by single MP 204, MP 204 without decks 336 as
described in U.S. Pat. No. 9,367,827, issued Jun. 14, 2016 (the
entire content of which is herein incorporated by reference), by
which decks 336 and cargo consisting of loose pallets, boxes,
cartons, crates or the like are stacked upon going to either a
single destination or multiple destinations; or by multiple MPs 204
such as in a full truckload, rail container, ocean container, or
the like consisting of two or more MPs 204 going to either a single
destination or multiple destinations.
[0028] In some embodiments, freight having non-standard dimensions
may be combined and/or placed in standardized containers having
known dimensions. Such standardized containers allow for easier
moving of the freight either by a manual move or AGV move. The
standardized containers primarily function to make the cargo
"AGV-friendly" or "AGV-compatible."
[0029] Referring first to FIG. 1, depicted is a typical terminal
100 used by current LTL carriers. As shown, dock 102 is long and
narrow. Typically, dock 102 is 60 feet in width or less. An inbound
door 104 of dock 102 is used for unloading trailers 110 and a
second (outbound) door 106 is used for loading trailers 110.
Unloading is generally sequenced in a last in, first out (LIFO)
process. Thus, pallets or parcels (freight 112) in the nose (front)
of the trailer 110 that need to be unloaded must first have the
entire trailer 110 unloaded to provide access to the desired
freight 112. As a worker 108 cross-docks freight 112 from the
inbound door 104 to the outbound door 106, half of the time is
typically spent without any load (i.e., empty carries), which
wastes both time and money. Typically freight 112 is conveyed
across dock 102 using a conveyance vehicle 114, such as a forklift.
The conveyance vehicle, as referred to herein, may be manually
operated, remotely operated, or completely autonomous (AGV).
Further, at least one load door is required for every load point,
but multiple doors may be necessary for multiple schedules to the
same load point. Since loading is generally sequenced from the nose
to the rear, freight 112 is typically docked in a bay outside the
door to allow for co-mingling of the freight 112 on the trailer 110
for the optimum load. This practice creates congestion, wasteful
re-handling time, and additional cost. Also, because dock 102 is
long and narrow, the maneuverability of workers 108 using
conveyance vehicles 114 is severely limited, especially when there
is a large quantity of freight 112 on dock 102.
[0030] An optimized cross-dock management system 200 in accordance
with a first embodiment of the present invention transforms the
process for moving LTL freight across the dock 202 by adding a
novel combination of mechanics, technology, and automation as
depicted in FIG. 2A. To facilitate the optimized cross-dock
management system 200, an optimized dock 202 may be employed that
is two to three times wider and two to three times shorter than a
traditional dock; thus, an optimized dock 202 may more closely
resemble a square or large rectangle. Designed properly, an
optimized dock 202 may require one-third the number of doors as
dock 102 without sacrificing capacity. Alternatively, the optimized
dock can 202 be wide enough such that a predetermined number (e.g.,
2 to 10, more preferably 3 to 9, most preferably, 5 to 7) of MPs
204 can be spaced out per dock door. The distance between dock
doors may be, for example, 12 feet or more. When a MP 204 is
removed from a trailer 110 it can be conveyed onto the dock
202.
[0031] Further, the use of MPs 204 allows for an entire trailer to
be unloaded or loaded and conveyed in less than five minutes, thus
increasing efficiency and saving money. MPs 204 may be used to
provide optimized load building and planning via real-time data and
sensing technology, such as barcodes (2D or 3D), radio-frequency
identification (RFID) tags, three dimensional (3D) imaging,
Bluetooth low energy (BLE), magnetics, sensor fusion, global
positioning system (GPS) tracking, and the like. Preferably, the MP
204 has a height of 4'' or less.
[0032] The MP 204 may have removable side panels, walls, or other
retraining materials, such as ropes, nets, and/or rods that
contain, or otherwise restrain, loose pallets or shipment parcels
placed thereon. When an enclosed MP 204 is employed (e.g., when
walls, panels, or the like are used), the MP's shape is preferably
a cube or a rectangular prism, but other shapes are anticipated to
meet a specific need or trailer shape, such as a triangular prism
or cylinder. A roof panel may also be employed with an enclosed MP
204, but is not required. To facilitate movement, the MP 204 may
employ a plurality of wheels, castors, or the like. To facilitate
use with a forklift, the MP 204 may comprise cut outs (e.g., a
rectangular notch), at the base of each side of the platform, that
are configured to receive fork lift prongs from any directions. In
certain aspects, the movable platform may even be powered (e.g.,
motorized). In certain aspects, for example, when an open air
trailer is used, the MP 204 may be vertically removed from the
trailer using, for example, a crane or other hoisting
apparatus.
[0033] A sample MP 204 compatible with the present invention is
depicted in FIGS. 3A (side view) and 3B (perspective view).
Features of this MP 204 is described in more detail in co-pending
U.S. Provisional Application Ser. No. 62/414,952, filed Oct. 31,
2016, and 62/414,967, filed Oct. 31, 2016, the entireties of which
are hereby incorporated by reference. Herein will be described the
features of MP 204 that are relevant to the logistics of the
present application. As shown, each MP 204 comprises a plurality of
decks 336 which are placed upon vertical posts 338. The height of
each deck 336 can be adjusted using a conveyance vehicle 114 by
inserting the tines of the conveyance vehicle 114 into slots 340
and moving the deck 336 to a different height on posts 338. Each
set of four vertical posts 338 can accommodate one or more decks
336. However, it is preferably that each set of four posts 338 only
accommodates a single deck 336 for simplicity of operations and to
maximize the space available on MP 204 for freight 112.
[0034] If three decks 336 are located on a single MP 204, any
freight 112 on the movable platform can be further identified by a
section identifier A-F which identifies a more specific location of
the freight 112 on the deck 336 of MP 204. Further, the left and
right sides of MP 204 may be assigned identifiers 342, such as a
color or other ID. Additionally, each post 338 on MP 204 may be
assigned a readable tag 344. Assigning this combination of sections
A-F, identifiers 342, and tags 344 allows a position on movable
platform 204 or deck 336 to be specified with great accuracy. For
example, a worker executing a move instruction, as will be
described later, can be supplied with a section, a post location,
and a side which specifies where freight 112 is to be placed on MP
204. Additionally, the additional granularity provided by this
additional identification information provides the necessary
information for AGVs 114 to execute move instructions for MPs 204,
decks 336, and/or freight 112 as will be described later.
[0035] For example, section B can be used to identify all freight
located on top of the front most deck 336 above section A and in
front of section D. Each section A-F specifies a location (front,
center, rear) and a height (ground level or deck) on MP 204.
Further, each identifier 342 identifies a side of the MP 204 and
each tag 344 identifies a specific post on the MP 204.
[0036] As already stated, in some embodiments, the workers 108 may
use conveyance vehicles to move the MPs 204 about dock 202. Workers
108 may also be supplemented with AGVs 114. Conveyance vehicles
114, AGVs or otherwise, may include a forklift, towing or pushing
vehicle, or other manipulating components, working alone or as a
team. Further, each conveyance vehicle 114 may be supplied with
remote control functionality allowing for local remote control, on
dock 202, or centralized remote control, which is performed at a
monitoring facility. Remote control may be useful when moves need
to be completed overnight (e.g., to handle a late arrival),
allowing a single operator to perform moves from a monitoring
facility for multiple terminals 100. This allows terminals 100 to
be active 24/7 without requiring a worker 108 at each facility.
[0037] As will be described in more detail later, instructions from
instruction database 410 can be provided directly to the AGV 114
and the movement of the AGV 114 about dock 202 may be performed by
following markers on (or wires in) the floor, or by other
navigation sensor-based means, such as vision, magnets, lasers,
GPS, infrared sensors, cameras, RFID array 416, or any other known
means. It should be obvious to one of ordinary skill in the art
that the conveyance vehicles can be supplemented with or upgraded
with future navigation technologies still in development.
[0038] In some embodiments, AGVs 114 may also be utilized to move
decks 336 and/or freight 112 about dock 202 from a first MP 204 to
a second MP 204. By moving an entire deck 336 and the freight 112
thereon in a single move, what previously would have taken multiple
moves can now be accomplished in a single move. In an automated
system, the sector information about the deck 336, the identifiers
342, and the tags 344, all of which are stored in the cross-dock
management system 200, can be utilized to assist in the move.
[0039] Preferably, the plurality of MPs 204 are the size of the bed
of a typical pup trailer (e.g., 28' in length, 100'' wide, 100''
tall). However, MPs 204 could also take on the form of other
lengths, smaller or larger, as long as they fit inside a trailer
110. For example two MPs 13' in length could be deployed inside a
pup trailer as well as three MPs 8' in length. Any combination of
MP lengths, larger or smaller can be combined to fit inside a
trailer. It would also be implied that the combination of MPs 204,
large or small, can fit inside any sized trailer, larger or smaller
than 28'. This allows an entire trailer to be unloaded at once by
simply removing MP 204 from the trailer 110. After the MP 204 has
been removed from a trailer 110, it is conveyed to an assigned
space 206 as will be described later. As depicted in FIG. 2A, the
spaces 206 are arranged in a grid pattern which provides several
advantages. First, because an entire trailer 110 can be unloaded
quickly, the trailer 110 can quickly be removed from the unloading
door 104. Thus, many less unloading and loading doors are needed
for cross-dock management system 200. Also, MPs 204 which contain
decks 336 or freight 112 that must be exchanged can be placed in
spaces 206 next to each other which reduces the movement required
of each conveyance vehicle 114. And, each MP 204 can be accessed
from all four sides which provides many more routes which reduces
congestion (by providing more moving paths) and also allows
multiple conveyance vehicles 114 to access the same MP 204 for
simultaneous unloading and loading. MP 204 also makes irregular
freight 112 easier to handle since it can be loaded onto the
movable platform on dock 202 where there is much more room to
maneuver than in the trailer 110. Further, since a combination of
different types of conveyance vehicles 114 can be utilized, this
reduces the number of workers needed to man each dock 202
[0040] FIG. 2B depicts another embodiment of dock 202 in which
spaces 206 are angled 30-45.degree. degrees with respect to the
spaces 206 depicted in FIG. 2A. Some terminals 110 have support
posts 208, or other obstacles, spaced at regular intervals. These
posts 208 may interfere with the grid of spaces 206 depicted in
FIG. 2A. The angled spaces 206 facilitate a more efficient
conveyance operation in terminals 100 with posts 208 by allowing
the conveyance operator to pull straight through the dock 202 to
drop off or pick-up the MP 204. This can often be accomplished in
one move. In the prior dock layout of FIG. 2A, parking an MP 204
was like parallel parking a car because posts 208 and MPs 204 had
to be avoided. A conveyance vehicle 114 would require multiple
backwards and forwards moves to get the MP 204 placed into the
space 206.
[0041] In FIGS. 2A-2B, the spaces 206 are shown using an outline
showing where an MP 204 can be placed. The outline of spaces 206
may physically appear on the floor, which is needed to allow
workers 108 to correctly position MPs 204. However, in a terminal
100 where all MP moves are carried out by AGVs 114, there is no
need for the spaces to be shown on the ground because other
navigation techniques, to be described later, can be utilized to
place the MPs 204 into spaces 206. In this scenario, the floor of
terminal 100 can be reconfigured as needed. For example, if the
number of MPs 204 on the floor is low, only a portion of terminal
100 may need to be used and MPs 204 may be confined to certain
sections of terminal 100. This "sectoring" allows other areas of
the terminal 100 to be utilized for other purposes. For example, a
first section of terminal 100 can be designated for MPs 104, a
second section could be used for storage, and a third section could
be placed off-limits to AGVs 114. This allows the floor-space of
terminal 100 to be optimized for daily usage.
[0042] FIG. 4 depicts a system diagram showing the hardware and
resources employed by cross-dock management system 200 used to
optimize unloading and loading of trailers 110 and movement of MPs
204, decks 336, and freight 112 on dock 202. First, input data 402
(e.g., manifests, arrivals) arrives at cross-dock management system
200 via a secure internet connection 404. Input data 402 provides
cross-dock management system 200 with the initial information
needed to optimize the loading and unloading of trailers 110 as
well as the conveyance of MPs 204, decks 336, and freight 112
across dock 202. One of ordinary skill in the art would recognize
that manifest data may include the number of inbound trailers 110;
number of inbound MPs 204; number of inbound decks 336; freight 112
dimensions and weight; origin and destination of each MP 204, deck
336, and piece of freight 112; flags indicating if freight is
AGV-compatible; etc.
[0043] The received input data 402 is stored in a local warehouse
database 406 so that it can be utilized by initial setup
optimization 408 to determine optimal instructions for the
unloading and loading of MPs 204. Specifically, the initial setup
optimization 408 is a series of algorithms that utilizes the input
data 402 to determine optimal instructions which minimize loading
and unloading time; identify which freight 112, decks 336, and MPS
204 require movement and/or no movement; group common destination
freight 112, minimize MP 204, deck 336, and freight 112 movement
time; reduce empty carries and moves; prioritize certain moves
based on service and transit service requirements; reduce travel
distance; and optimize the number of workers 108 and/or AGVs 114
required based upon the number of moves. Any of the instructions
can manually be overridden by a supervisor or other worker 108 by
utilizing supervisor/user interface 436.
[0044] Once the instructions are determined, they are stored in
instructions database 410. The instructions are classified into two
categories: AGV instructions and human instructions. This
classification can be based on classification data included in the
manifest (e.g., AGV-friendly freight 112).
[0045] A first set of instructions specifies moves that can be
carried out before daily shipments arrive such as conveyance, MP
204 placement, and/or any other moves which can be used to prepare
dock 202 prior to arrival of trailers 110. These moves could be
carried out overnight by AGVs 114 or by remotely controlled
conveyance vehicles 114. A second set of instructions specifies
where each arriving MP 204 is to be placed and what specific
freight 112 or decks 336 need to be moved to/from each MP 204.
[0046] The instructions specify in which space 206 each MP 204 is
to be conveyed and what specific freight 112 or decks 336 need to
be moved to/from each MP 204. The instructions are provided to each
worker on a tablet 412 wirelessly connected to the instructions
database 410. Tablet 412 may be any device having a display that is
capable of receiving instructions from instruction database 410. In
a preferred embodiment, tablet 412 is a portable communications
device with a touch screen and one or means for user input such as
a keyboard, barcode reader, RFID reader, etc.
[0047] FIG. 5 depicts a sample instruction screen 500 that may be
shown on tablet 412 providing an instruction to worker 108. As
shown, the upper section 502 of instruction screen 500 indicates
the worker's name 504. The upper section 502 may also indicate
other actions that can be performed by worker 108, such as next
instruction button 506 which worker 108 may utilize to skip the
currently shown instruction (e.g., worker detected freight damage).
A left section of 508 of instruction screen 500 indicates a pickup
location for the move. In the depicted example, the worker 108 is
instructed to pick up freight from "Bay 2B" which specifies a
particular space 206 on dock 202.
[0048] The right section 508 provides the destination information
for the freight 112. As shown, the destination information
indicates a destination space "Bay 10F." Further, the right section
510 depicts a visual placement for the freight on movable platform
104 using MP visualization 512. MP visualization 512 depicts a side
view of MP 204 showing posts 338 and decks 336 in abstract.
Essentially, MP visualization 512 depicts MP 204 using a similar
view to that of FIG. 3A showing sections A-F. MP visualization 512
is further provided with a color to indicate which side
(left/right) of MP 204 that freight 112 should be placed. MP
visualization 512 also indicates which post 338 next to which
freight 112 is to be placed. Thus, the final destination for
freight 112 can easily be highlighted on MP visualization 512 by
shading 514. MP visualization 512 provides a simple interface which
conveys a great deal of information to worker 108 quickly and
efficiently. By viewing MP visualization 512, a worker quickly
knows which space 206, deck 336, and post 338 at which the freight
112 is to be placed. It should also be apparent that a similar MP
visualization 512 can be provided to a worker 108 for picking up
freight 110 in left section 508.
[0049] The instructions sent to tablet 412 may also provide an
optimized moving path (directions). The instructions provided on
tablet 412 may also be supplemented by or replaced by augmented
reality devices, such as head mounted displays (HMDs). For example,
the tablet 412 may display instructions screen 500 while a HMD
provides turn-by-turn instructions or augments the dock 202 with a
moving path for worker 108.
[0050] Also, the instructions may include moves for entire decks
336 and all the freight thereon if the freight is intended for the
same destination. In some embodiments, the instruction may cause
the tablet 412 to display additional information including shipment
origin, priority moves, destination, weight, dimensions, departure
time, due date, unload assignment movable platform dock location
and shipment parcel location within the MP 204, and load assignment
movable platform dock location and shipment parcel location.
[0051] As each instruction (i.e., move) is performed by a worker
108 or an AGV 114, a reader (RFID or barcode) attached to the
tablet 412 may be used to verify each move. For example, before a
move is completed, a worker 108 first scans the identifier (e.g.,
barcode, RFID tag) on freight 112 or deck 336 and scans the
identifier on the MP 204 or deck 336. Then, the worker conveys the
freight 112 or deck 336 to its destination and scans the
destination MP 204, deck 336, post 338 and/or freight 112 to verify
that the move has been completed. For decks 336, the provided
instructions may also include a height of the originating deck 336
and the height at which the deck 336 is to be moved to on the
destination movable platform 202. Preferably, the heights at which
decks 336 are placed on posts 338 are uniform on each MP 204 which
allows all moves to be standardized at each dock 202.
[0052] After a move, the worker 108 or AGV 114 is then supplied
with the next instruction, preferably, based upon the previous
destination in order to reduce overall travel distance. The next
instruction may also be based on a priority of the instruction. It
should be obvious to one of ordinary skill in the art that MPs 204,
decks 336, posts 338, and freight 112 can be labeled with any
combination of identifiers such a barcodes, RFID tags, NFC tags, or
any other machine readable code.
[0053] In some embodiments, each movable platform 204 is equipped
with a collision avoidance system 414 which may include a camera,
radar sensor, sonar sensor, etc. at a front end (i.e., opposite
from the worker) of MP 204. The collision avoidance system 414 can
connect to the tablet 412 by a suitable wired or wireless
connection such as Wi-Fi or Bluetooth. The collision avoidance
system 414 allows a worker 108 to safely maneuver a MP 204 in and
out of trailers 110 and across dock 202. The collision avoidance
system 114 may be provided with a light source to help the worker
during the loading or unloading process.
[0054] Additional technologies including, but not limited to,
temperature and vibration sensors, light sensors to determine if
the trailer door is opened, weight sensors, obstacle detection as
described in U.S. Provisional Application Ser. No. 62/414,952,
filed Oct. 31, 2016, and a GPS or cellular device for tracking may
also be equipped on the MP 204.
[0055] As freight 112, decks 336, and MPs 204 are being moved
around dock 202, it is important to keep track of the location of
everything so it does not end up at the wrong final destination.
Equipping each worker 108 with a tablet 412 helps to ensure that
each instruction is carried out properly. However, a worker 108 may
still move freight 112 or deck 336 without scanning it properly.
Thus, the cross-dock management system 200 may utilize other
sensors as a backup to tablets 412 as will be described with
reference again to FIG. 4.
[0056] Such systems also enable AGVs 114 to be deployed instead of
or in addition to workers, thus enabling cross-dock management
system 200 to be fully automated, if needed. A first example of
such a system that may be employed by cross-dock management system
is RFID array 416 which preferably comprises a plurality of RFID
readers arranged in a grid above dock 202. Each of the RFID readers
in RFID array 416 is coupled to an RFID server 418 which is capable
of real-time tracking of each MP 204, post 338, deck 336, piece of
freight 112, AGV 114, and/or worker 108 located on dock 202. The
tracking information from RFID server 418 is periodically or
constantly provided to a network server 420 which can be used by
real time instruction algorithms 422 to verify that each
instruction has been carried out properly. If the real time
instruction algorithms 422 detect that any instructions have been
carried out improperly or that MP 204, post 338, deck 336, piece of
freight 112, AGV 114, and/or worker 108 has moved to an incorrect
location, the instructions database 410 can be corrected in real
time to correct any errors. Further, if an incorrect or improper
move is detected, an alert may be generated to notify appropriate
personnel of the error. The incorrect moves can also be stored in
the local warehouse database 406 to determine any trends or for
later handling. This information could be used to monitor
compliancy or malfunctioning AGVs 114.
[0057] The RFID tags used in combination with the present invention
can store data indicative of, for example, shipment origin,
destination, weight, cube, groupings, AGV-compliancy, dimensions,
number of shipment parcels, due date, etc. or may simply indicate a
tracking number. The RFID tag and any associated RFID reader may be
configured to work using one or more RFID technologies, including,
without limitation: (1) a Passive Reader Active Tag (PRAT) system;
(2) an Active Reader Passive Tag (ARPT) system has an active
reader, which transmits interrogator signals and also receives
authentication replies from passive tags; and (3) an Active Reader
Active Tag (ARAT) system uses active tags awakened with an
interrogator signal from the active reader. A PRAT system has a
passive reader that only receives radio signals from active tags
(e.g., battery operated, transmit only). The reception range of a
PRAT system reader can be adjusted from 1-2,000 feet, allowing
flexibility in applications such as asset protection and
supervision. A variation of the ARAT system could also use a
Battery-Assisted Passive (BAP) tag which operates like a passive
tag, but has a small battery to power the tag's return reporting
signal. For example, passive ultra-high frequency (UHF) RFID tags
may be used to identify, locate and track items within the dock
and/or yard. Suitable UHF RFID tags, and associated RFID readers.
While RFID is generally described herein, other technologies may be
used in addition to, or in lieu of, RFID to facilitate tracking of
the movable platforms and/or shipment parcel(s), such as near field
communication ("NFC").
[0058] Cross-dock management system 200 may also include a video
server 424 also in communication with network server 422. A first
function of video server 424 is security which is handled by
security module 426. Preferably, video server 424 is capable of
receiving video feeds from each device on dock 202 equipped with a
video camera. For example, dock 202 may be equipped with a standard
security system found at most terminals 100 used for monitoring
theft and facility access. The video feeds from one or more of the
security cameras in the security system could be supplied to video
server 424. Other video sources may include video feeds from
cameras mounted on conveyance vehicles or AGVs 114 (e.g., part of
collision avoidance system 414). And, as will be discussed later,
video or camera information acquired by dimensioner array 442 may
also be monitored by video server 424.
[0059] Security module 426 may monitor all of the aforementioned
described video feeds and detect movement to create alerts for
security personnel. Further, each time an alert occurs, security
module 426 may store the video associated with the event in video
database 428.
[0060] The various described video feeds may also be utilized to
provide damage identification. A comparison damage module 430 may
be utilized to detect damaged freight 112 by comparing each piece
of imaged freight 112 to previous images of the same freight 112
acquired at an earlier point in time (e.g., earlier in the day, at
another terminal 110, at pickup, etc.) using a difference algorithm
to determine changes in freight 112. If any significant changes are
detected in freight 112 (e.g., above a certain change threshold),
the comparison damage module 430 generates an exception which
triggers a review of the freight 112 by a supervisor or other
personnel. As will be described in more detail later, all
exceptions are stored and classified in exceptions database
432.
[0061] The video feeds may also be monitored by a machine learning
damage module 434. Machine learning damage module 434 uses machine
learning to detect damage in the video feeds. For example, the
machine learning damage module 434 may initially be supplied with
various examples of freight damage images. Artificial intelligence
can then be utilized to categorize and generalize the initial input
information to determine damage and generate exceptions. As
exceptions are corroborated by human review, the AI of machine
learning damage module 434 modifies its behavior appropriately.
Over time, the machine learning damage module 434 becomes more
sophisticated at detecting damage to freight 112 and would be
capable of detecting damage in hard to image areas, such as on the
top of MP 204 which is out of sight of workers 108. Similarly, if
any damage is detected by machine learning damage module 434, an
exception is generated which is stored in exceptions database 432
for further review.
[0062] The real time instruction algorithms 422 are able to handle
any exceptions or other problems that may occur in real time. For
example, the real time instruction algorithms 422 are provided with
a supervisor or worker interface 436 which allows a supervisor to
prioritize certain MPs 204 or freight 112. If a supervisor receives
a telephone call or communication indicating that certain freight
112 has been prioritized or must reach a new and different final
destination, the supervisor can use worker interface 436 to provide
this information to cross-dock management system 200. The real time
instruction algorithms 422 then computes an exception which is
stored in exception database 432 and revised instructions are
provided to instruction database 410. In this manner, the workflow
of workers 108 and AGVs 114 on dock 202 is not interrupted. The
workers 108 and AGVs 114 are simply provided new and/or updated
instructions to carry out.
[0063] Real time instruction algorithms 422 can also receive input
from external real time data 438 such as weather, trailer delays,
etc. For example, another terminal 100 may inform the cross-dock
management system 200 of trailer delays or breakdowns. In another
example, the real time instruction algorithms 422 may be notified
of external real time data 438 including weather events or road
closures which will affect either inbound and/or outbound trailers
110.
[0064] Cross-dock management system 200 may also provide output
data 440 to a shared network to other terminals 100. In this
manner, all of the cross-dock management systems 200 among the
various terminals 100 are linked together. The sharing of output
data 440 has many benefits. For example, if a certain geographical
region has been hit by a natural disaster, MPs 204 can be rerouted
to different terminals 100 to circumnavigate the area affected by
the natural disaster. Thus, having multiple terminals 100 that are
geographically distributed can be turned into an advantage by
allowing the rerouting of trailers 110 in real time. In some
embodiments, new destination instructions can be communicated to
mobile trailers 110 via a wireless communication interface such as
cellular, radio, etc.
[0065] The freight 112 carried on each MP 204 is constrained by the
trailer 110 that it must fit into. For example, most pup trailers
are not allowed to convey more than 24,000 pounds. And, the width,
length, and height are constraints that the pallets and parcels
cannot exceed. Input data 402 generally contains the weight of each
piece of freight 112. However, in LTL shipping, the dimensions of
freight 112 can vary greatly (e.g., long and narrow or
cylindrical). Therefore, the cross-dock management system 200 may
also employ a dimensioner array 442 which monitors the dimensions
of each MP 204 to ensure that it does not exceed the interior size
of the trailer 110. Each space 206 on the dock 202 may be provided
with its own dimensioner or one dimensioner may cover multiple
spaces 206. Preferably, a dimensioner is an imaging device capable
of monitoring the boundaries of the MP 204 as well as the height of
the decks 336 and freight 112 placed upon the MP 204. The
information from the dimensioner array 442 is collected and stored
by dimensioner server 444. And, as previously described,
dimensioner server 444 may provide any video data to video server
424 for further analysis.
[0066] The information collected by dimensioner server 444 may be
utilized by the real time instruction algorithms 422 if it is
detected that a particular MP 204 has exceeded acceptable
constraints to length, width, and height. If any excess is
detected, the real time instruction algorithms 422 provide new
instructions to instructions database 410. Also, the dimensioner
server 444 can be used to detect where irregular shaped freight 112
can be placed. For example, certain LTL shipments, such as ladders,
could be placed on top of a MP 204 as long as the resulting load
does not exceed a predetermined height and/or weight
requirement.
[0067] The dimensioner array 442 can also be used to track the
length, width, and height of the freight 112 placed on decks 336 to
ensure it does not exceed a certain size limit. If it is determined
that the size limit is exceeded, the real time instruction
algorithms 422 can calculate new instructions to alleviate any
problems.
[0068] As with any of the other described systems, such as the RFID
server 418, the dimensioner server 444 also generates exceptions if
any irregularities on an MP 104 are discovered. For example, if the
dimensioner server 442 detects that the width or length of an MP
204 is irregular, this may indicate that freight 112 is placed
incorrectly or is in danger of falling off MP 204 or decks 336.
[0069] Dimensioner array 442 may utilize any combination of known
or future technologies capable of determining the outer dimensions
of an object. For example, dimensioner array 442 may include vision
systems such as HD video cameras or infrared laser scanners having
low tolerances (e.g., 1/2'' or less). The dimensioner array 442 may
scan an entire MP 204, a single deck 336, or individual pieces of
freight 112. The dimensioner array 442 can provide real time
dimension data as freight 112 is conveyed. Each space 206 may be
outfitted with its own dimensioner. Or, in other embodiments, a
dimensioner may be outfitted on one or more drones which can cover
multiple spaces 206.
[0070] The weight of the freight 112 placed on deck 336 must also
be tracked because each deck 336 is assigned a weight limit which
is constrained by the amount of weight to be placed on posts 338.
The weight of decks 336 can be tracked using multiple means. For
example, the conveyance vehicles or AGVs 114 used to move decks 336
may be outfitted with weight sensors (e.g., in the tines) that are
able to detect the amount of weight being moved. The real time
instruction algorithms 422 can then utilize this data to verify
that an upper weight limit has not been exceeded for each deck 336
or to calculate new instructions.
[0071] Other sensors 446 may also be utilized to monitor MPs 204.
For example, each space 206 may be provided with a scale or other
weight measuring device to ensure that the MP 204 does not exceed a
certain weight limit. The weight sensors may also be pressure
sensitive to determine if the load on each movable platform is
distributed equally or logically (e.g., to place more weight on the
end of MP 204 to prevent possible sag in the middle). The real time
instruction algorithms 422 can use the data from other sensors 446
(e.g., temperature, humidity) to make any necessary corrections to
instructions database 410. It should be apparent to one of ordinary
skill in the art that sensors may be added or deleted from
cross-dock management system at any time simply by installing or
removing the sensors and adapting the real time instruction
algorithms 422 appropriately.
[0072] Cross-dock management system 200 also incorporates an AGV
server 448 which is used to aid the navigation of each AGV 114 as
well as monitor its real time location and status. For example, the
AGV server 448 may utilize position information gathered by RFID
server 418 to determine if each AGV 114 is in its correct location
on dock 202. The AGV server 448 can also be utilized to network all
AGVs 114 so that each AGV 114 is aware of all AGV locations in real
time. AGV server 448 may also be utilized to calculate the paths
required for each AGV 114 to execute move instructions from
instructions database 410 and to verify that each instruction is
correctly performed.
[0073] AGV server 448 also incorporates remote control (RC) module
450 which allows any AGV 114 to be remotely controlled as has
already been described. Thus, AGV server 448 provides an interface
which allows AGVs 114 to be automated and or remotely
controlled.
[0074] If multiple AGVs 114 are used on dock 202, the real time
instruction algorithms 422 can also take into account the cycling
of AGVs 114 that must occur. That is, each AGV 114 will eventually
need to be recharged, refueled, or be decommissioned for
maintenance. In those instances, the real time instruction
algorithms 422 would reallocate moves to new AGVs 114 or
temporarily assign workers if no additional AGVs 114 are available.
In this manner, the workflow on the dock 202 is not
interrupted.
[0075] The AGVs 114 may each utilize different guidance systems or
each AGV 114 may utilize one or more different guidance methods in
isolation or in combination. For example, the AGVs 114 tasked with
moving MPs 204 may only need to use a much simpler guidance method
such as a combination of guide tape and natural feature navigation,
ceiling tag (or other visual marker) navigation, infrared sensors,
marker grid navigation. Infrared navigation offers the advantage
that it is not interrupted by interference from visible lights.
Passive infrared tags placed throughout the dock 202 may indicate a
specific location on dock 202. AGV navigation can be supplemented
by other navigation techniques such as odometry, active RFID,
passive RFID, and/or SLAM (simultaneous location and mapping).
[0076] AGVs 114 tasked with moving decks 336 or individual pieces
of freight 112 would require the use of one or more sophisticated
guidance methods such as laser target navigation, inertial
navigation, vision guidance, and/or geoguidance. A properly setup
AGV guidance system would allow for multiple improvements within
cross-dock management system 200. First, a fully (or mostly)
automated AGV system would have much less downtime than one staffed
solely by workers 108 because no rest or stops would occur.
Further, because the navigation is very precise, the distance
between spaces 206 could possibly be reduced, allowing even more
spaces 206 to be placed on dock 202.
[0077] The AGVs 114 may also be modular as has already been
described. For example, each AGV 114 may be outfitted with a video
camera to supplement the video gathered by video server 424. The
AGVs 114 may also be able to receive modular attachments to perform
other functions such as cleaning (e.g., vacuum or broom attachment)
or placing securement (e.g., shoring beams).
[0078] For illustration purposes, the steps utilized to unload and
load MPs 204 on a trailer 110 will be described in detail using the
flowchart of FIG. 6 referencing the docks 202 shown in FIG. 2A or
2B and the various components of cross-dock management system 200
shown in FIG. 4. First, an inbound trailer 110 containing a MP 204
arrives at the terminal 100 in step 602. The trailer 110 is then
directed to a particular door in step 604 using instructions
retrieved from instructions database 410. The MP 204 is then
unloaded from the trailer in step 606 and scanned by a worker using
tablet 412. Also, at this point, the RFID array 416 will have
scanned any RFID tags contained on the MP 204 since it is now
located on dock 202. If the RFID array 416 identifies an RFID tag
or tags that should not be present (e.g., not in the manifest
data), an exception is generated so that the correct destination of
the freight 112 can be determined. This allows misplaced freight
112 to be identified much earlier during transmission of the
cargo.
[0079] Using the instructions provided by instructions database
410, the MP 204 is then conveyed into its optimized space 206 on
dock 202 in step 608. The worker 108 verifies that the MP 204 has
been properly moved by scanning an identifier associated with the
optimized space 206 along with any of the identifiers provided on
MP 204 in step 610. Alternatively, or in addition, the RFID array
416 or other sensors 446 may also be utilized to verify that the MP
204 is in the optimized space 206.
[0080] Any securement, such as shoring beams or cargo straps, are
then removed from MP 204 in step 612. Step 612 can be performed
manually by workers 108 or by an AGV 114 as has already been
described. After it is verified that all securement has been
removed in step 614, the unloading/loading of MP 204 commences.
[0081] At this point, workers 108 are provided with the worker
instructions and AGVs 114 are provided with AGV instructions from
instructions database 410 in step 616. For each MP 204, the workers
108 and AGVs 114 carry out all assigned moves for the MP 204 in
step 618. The specifics of step 618 as to how specific
instructions, such as deck or freight movements, are carried out by
AGVs 114 will be described with reference to FIGS. 7A, 7B, and 8
later.
[0082] The instructions carried out by the workers 108 and AGVs 114
in step 618 can be classified as either a freight move (moving a
single parcel or pallet) or a deck instruction (moving decks 336).
Deck instructions are advantageous because what previously would
have taken several freight moves can now be accomplished in a
single deck move. Also, because the freight on the deck 336 is not
touched, there is far less likelihood that the freight on deck 336
will become damaged during a deck move. With decks 336, it is
possible that freight placed thereon is only handled individually
at the origin and destination docks 202.
[0083] After all instructions for MP 204 have been carried out,
securement must be placed in step 620 (either manually or using an
AGV). After the cross-dock management system 200 is notified that
the securement has been placed in 622, an alert is generated to
notify the supervisor (or similar personnel) that the MP 204 is
ready to be inspected. In step 624, a supervisor verifies that MP
204 meets all specifications and that securement has been placed
properly. For example, the supervisor may check to see if any
freight 112 has been damaged.
[0084] Next, using instructions retrieved from instructions
database 410, secured MP 204 is conveyed to a particular door to a
waiting, empty trailer 110 in step 626. It should be noted that
since a MP 204 can be quickly unloaded and unloaded as has been
described, the empty trailer 110 does not have to wait at dock 202
and instead can wait in a yard. Then, when the MP 204 is ready to
be loaded (e.g., after steps 624 or 626), the correct trailer 110
in the yard can be notified and assigned a door to drive to for
loading. Thus, it should be apparent that this provides a
significant advantage over traditional LTL methods at which
trailers generally have to stay at the door for long periods while
they are unloaded or loaded. The cross-dock management system 200
of the present invention only requires the presence of trailers 100
at doors if a MP 204 is being unloaded or loaded.
[0085] Before MP 204 is loaded into trailer 410, a worker scans an
identifier associated with MP 204 along with an identifier
associated with the trailer 110 or door in step 628. This process
can also be automated using RFID array 416. Step 628 associates the
outbound MP 204 with a particular trailer and creates new manifest
data that can be provided to the next terminal 100.
[0086] The MP 204 is then loaded onto the trailer 110 in step 630
and the trailer 110 departs in step 432. Steps 602-632 are repeated
for each inbound MP 104 on dock 202.
[0087] The steps utilized for moving decks 336 with a pair of AGVs
114 in a deck instruction will be described with reference to FIG.
7A. It is first determined in step 702 if all freight on a
particular deck 336 is destined for the same outbound MP 204 or
storage area (to be described later). If the determination is
positive, the beginning of the move of deck 336 is started in step
704. The AGVs 114 utilized to move deck 336 in this described
method are pairs of AGVs 114 which engage the sides of decks 336 in
unison as will now be described. First, the AGV team is initiated
and moves into position on the sides of deck 336 which is to be
moved in step 704 in accordance with the provided deck instruction.
Each AGV 114 then positions itself to the level of the deck 336 to
be moved in step 706. As has been explained, the height of each
deck 336 on each MP 204 is known (e.g., from the manifest data or
other calculated instructions) and this information is provided in
the deck instruction. Each AGV 114 then engages deck 336 on each
side in step 708. If deck 336 does not include slots 340, other
gripping means may be utilized for the AGV 114 to attach to deck
336 (e.g., deck 336 can be lifted from beneath).
[0088] Each AGV then lifts deck 336 above posts 338 in step 710.
Deck 336 is longitudinally conveyed to the end of MP 204 in step
712. At this point, deck 336 is lowered to travel height by the
AGVs 114 (e.g., to prevent toppling) in step 714. The supplied deck
instruction includes a destination for the deck 336. As previously
mentioned, the deck 336 may be conveyed to (a) another MP 204 or
(b) a storage area as shown in decision step 716. If the
destination is another MP 204, deck 336 is conveyed to the
appropriate end of a destination MP 204 in step 718. The AGVs 114
then raise deck 336 to the appropriate height for placement in step
720 and then lower deck 336 onto posts 338 in step 722. Deck 336 is
then released in step 724 at which point the AGVs 114 are available
for the next move. Alternatively, if the destination for the deck
336 is a storage area after step 716, the AGVs 114 convey the deck
336 to the storage area in step 726.
[0089] The steps utilized for moving decks 336 with a single AGV
114 having a pair of forklift tines will now be described with
reference to FIG. 7B. It is first determined in step 750 if all
freight on a particular deck 336 is destined for the same outbound
MP 204 or storage area. If the determination is positive, the
beginning of the move of deck 336 is started in step 752. First,
the AGV 114 is initiated and moves into position at deck 336 which
is to be moved in step 754 in accordance with the provided deck
instruction. The AGV 114 then positions itself to the level of the
deck 336 to be moved in step 756 and raises its tines in step 756.
As has been explained, the height of each deck 336 on each MP 204
is known (e.g., from the manifest data or other calculated
instructions) and this information is provided in the deck
instruction. The AGV 114 then slots 340 in deck 336 and lifts deck
336 in step 758.
[0090] AGV 114 reverses direction until deck 336 clears posts 338
in step 760. At this point, deck 336 is lowered to travel height by
the AGV 114 (e.g., to prevent toppling) in step 762. The supplied
deck instruction includes a destination for the deck 336. As
previously mentioned, the deck 336 may be conveyed to (a) another
MP 204 or (b) a storage area as shown in decision step 764. If the
destination is another MP 204, deck 336 is conveyed to the
appropriate location of a destination MP 204 in step 766. The AGV
114 then raises deck 336 to the appropriate height for placement in
step 768 and then lower deck 336 onto posts 338 in step 770. Deck
336 is then released in step 772 at which point the AGV 114 is
available for the next move. Alternatively, if the destination for
the deck 336 is a storage area after step 764, the AGV 114 conveys
the deck 336 to the storage area in step 774.
[0091] Referring now to FIG. 8, described is a process that occurs
when the initial setup optimization 408 determines that a plurality
of decks 336 can be more optimally rearranged to direct freight 112
to its proper destination. For example, the initial setup
optimization 408 may determine, based on the manifest data, that
the freight on one or more decks 336 can be more optimally
rearranged to increase the capacity utilization of trailers 110.
This process may only occur if the initial setup optimization 408
determines that a predetermined number of decks 336 can be
rearranged, thus making rearranging freight 112 worthwhile.
[0092] First, workers 108 or AGVs 114 are utilized to move the
decks 336 to be rearranged to a freight area in step 802. The
rearranging is preferably done in a separate area of the dock 202
away from spaces 206 because of the more cautious moves required
when moving freight 112. After all the decks 336 have been placed
in the freight area, the freight 112 on decks 336 is rearranged
according to instructions calculated by initial setup optimization
408 in step 804. Next, in order to make use of any leftover space
on decks 336, freight 112 from the storage area may be moved to
empty spaces on decks 336 in step 806. The decks 336 can then be
placed on MPs 204 in step 808.
[0093] It is contemplated that one or more different types of AGVs
114 may be utilized in combination with the present invention. For
example, a first type of AGV 114 may be utilized to move MPs 204
in/out of trailers 110 and onto dock 202. These AGVs 114 may
require simpler construction than others because they only need to
hook onto MPs 204 and move them around dock 202.
[0094] A second type of AGV 114 may be utilized to execute deck
instructions or, in certain environments, single freight
instructions as described with reference to FIG. 8. With regards to
moving decks 336, this second type of AGV 114 could operate alone
or in pairs to move decks 336 about dock 202 as has been described
in FIGS. 7A and 7B. If in pairs, a first AGV 114 may act as a
master AGV and be in communication with cross-dock management
system 200 to receive instructions and carry out orders. The second
AGV 114 would be controlled by the master AGV and function as a
slave AGV. The slave AGV would be less costly as it would not
require all of the features and communication equipment of the
master AGV.
[0095] A third type of AGV 114 could be utilized to execute single
freight instructions, primarily (moving of single freight 112 from
a first MP 204 to a second MP 204). Since these AGVs 114 would only
be responsible for moving smaller freight 112 (less than a full
deck 336), they would be less expensive to produce and maintain.
They would also require a much smaller footprint than the first or
second type of AGV 114 described above. It should be obvious that
the less space that is taken up by AGVs 114 on the dock 202, there
is less potential for collisions and other mishaps. As an example,
these AGVs 114 may simply have a weight bearing platform with
automated rollers on top. The AGVs 114 could use a centralized
system of rollers to pick up and drop off freight 112. Such AGVs
114 may be useful for long haul movements such as moving freight
from dock 202 to a storage area and vice versa.
[0096] However, it is also possible for a single type of AGV 114 to
execute all of the moves required by the present invention. Such an
AGV may potentially be more costly, but maintenance and other costs
could be kept to a minimum because different systems/sets of AGVs
114 would not have to be maintained across multiple docks 202.
[0097] Each deck instruction contains the location of the source
deck 336 and a location of the destination MP 202. Further, the
deck instruction also includes the height at which the source deck
is located. As already stated, the heights at which decks 336 are
placed on posts 338 are preferably standardized. Therefore, each
deck height can be assigned a unique identifier (1-x), similar to
the section identifiers. Thus, the sections A-F and the differing
deck placement heights can all be standardized by using a
combination of a section identifier and a height identifier on each
MP 204. An example deck instruction would be as follows: ORIGIN:
[MP identifier, section identifier, height
identified]-DESTINATION[MP identifier, section identifier, height
identifier]. Such a deck instruction includes all necessary
information to move a deck 336 from an origin to a destination.
[0098] Freight instructions may also be structured in a similar
manner. However, more information may be needed in a freight
instruction for both the origin and the destination. Similar to
deck instructions, freight instructions may utilize a similar
structure. A freight instruction may additionally include a
quadrant location (using identifiers 342 and/or tags 344) location
for further specificity. That is, the more information that can be
provided to the cross-dock management system 200 about the
particulars of the dock 202 and the particulars of moves, the more
that can be automated.
[0099] As has already been described, the initial setup
optimization 408 is able to divide instructions into worker
instructions and AGV instructions using a variety of criteria. For
example, because deck/MP instructions are simpler and MPs 204 and
decks 336 are fairly large and standardized, only those moves may
be automated while the other moves may be carried out by workers
108. Any combination of automation/manual moves are compatible with
the present invention because the instructions are the same
regardless. The only difference is the receiver of the instruction
(worker 108 or AGV 114) and these instructions be rerouted on the
fly by the real time instruction algorithms 422.
[0100] As another example, AGV server 448 may keep track of how
many moves each AGV 114 has executed. If it is determined that a
particular AGV 114 has been overburdened, this information may be
supplied to real time instruction algorithms 422 so that the moves
among AGVs 114 are distributed more evenly. This would allow the
work load assigned to each AGV 114 to be balanced which would lead
to less breakdowns and maintenance.
[0101] In some embodiment, individual pieces of freight may also be
assigned unique identifiers to note special properties or allow
them to be moved using an AGV. For example, some freight may be
marked as delicate. Delicate freight is preferably manually loaded
onto a deck 336 or a MP 204. For example, if freight is marked as
delicate and there is enough delicate freight to fill a deck 336,
the deck 336 may be loaded manually first and then an AGV 114 could
be used to move the loaded deck 336 into a final position. It is a
particular strength of the present invention that it can handle
interruptions and automatically reroute the workflow around dock
202 to handle those interruptions (such as the needed loading of a
manual deck 336). Also, since the system of the present invention
knows the inbound manifest data, which would also include such
freight indicators, the other instructions could be optimized to
minimize the impact to workflow while the delicate freight (or
other awkward freight) is being loaded manually.
[0102] The storage facility in which decks 336 are placed may take
many forms. If there is a requirement for only occasional storage
of decks 336 (e.g., delayed schedule or delivery, etc.), the
storage area may simply be a portion of dock 202 having assigned
spaces for decks 336. The cross-dock management system 200 would
simply log the location of each placed deck 336, similar to the MPs
204, so that it could be recalled when needed. However, if a great
number of decks 336 need to be stored, a rack system could be
utilized in which a number of racks (e.g., composed of four posts
338) could be arranged on dock 202 or at a different location. Each
rack would be assigned an identifier and the height that each deck
is stored at would be noted by cross-dock management system for
later recall of the deck. A rack system maximizes floor space. In
particular, the racks could be placed against the walls of the dock
202 to minimize the floor space taken up.
[0103] Still, in another embodiment, the storage facility may be an
entirely separate and automated facility if multiple decks 336 are
to be stored long term. Such a facility would be useful, for
example, for individuals traveling abroad that need to store items
for long periods of time. Such individuals could be rented storage
space in various sizes (an entire movable platform, a single deck,
or combinations thereof) and those could be stored/retrieved at any
time.
[0104] FIG. 9 depicts a flowchart showing the steps utilized by
initial setup optimization 408 to calculate instructions from input
data 402. First, in step 902, the input data 402 is received and
stored in local warehouse database 406. Based on the received
manifests in input data 402, all outbound load points are
identified by initial setup optimization 408 in step 904. Using
this information, the number of MPs 204 for each load point can be
determined in step 906. For example, an inbound MP 204 may have
freight 112 or decks 336 which need to be transferred to three
different destinations and would require at least two additional
MPs 204 (i.e., because the inbound MP 204 is reused as an outbound
MP 204 once it has been unloaded/reloaded).
[0105] Next, for each inbound MP 204, the initial setup
optimization determines which freight 112 or decks 336 need to be
handled in step 908. For example, if the majority of pieces on a MP
204 are intended for the same terminal 100, only a few select
pieces need to be removed/loaded onto the MP 204 until it is ready
to be loaded onto a waiting trailer 110. This can significantly
speed up the loading/loading process over the conventional LIFO
process. Similarly, if all of the freight 112 located on a deck 336
is intended for the same destination, only a single deck
instruction needs to be calculated. If additional MPs 204 are
needed, the initial setup optimization 408 adds additional MP
movements to the instructions in step 910. Also, has already been
described, additional MPs 204 can be placed overnight by AGVs 114
before any trailers 110 arrive.
[0106] If decks 336 and freight 112 are capable of being moved on
dock 202, the initial setup optimization 408 will use a bin
stacking algorithm to determine an optimal height at which each
deck and/or freight 112 is to be placed during a deck or freight
instruction. The initial setup optimization 408 calculates the deck
instruction using the weight as well as the known dimensions
(l.times.w.times.h) of each deck 336. As already noted, the real
time instruction algorithms 322 can correct any wrong instructions
which have been calculated during the initial setup
optimization.
[0107] Based upon a plurality of criteria (weight, number of
parcels, number of inbound/outbound MPs 204, number of pieces to be
handled), the initial setup optimization 408 determines an
optimized space 206 for each MP 204 on dock 202 in step 912. The
initial setup optimization 408 also determines the number of
workers 108 and/or AGVs 114 required to complete all necessary
moves in step 914. This step avoids having too many or too few
workers 108 or AGVs 114 located on dock 102.
[0108] Based upon the number of assigned workers 108 and AGVs 114
(step 914) and the number of pieces to be handled (step 908), the
initial setup optimization 408 determines all piece level moves for
the workers 108 and AGVs 114 (freight instructions and deck
instructions) in step 916. The instructions are then stored in
instructions database 410 in step 918. Step 902-918 are repeated
daily for each set of input data 402 that is received by cross-dock
management system 200.
[0109] In LTL shipping, shippers may desire to ship anywhere from a
single piece of freight to an entire trailer, or anything in
between. Therefore, for each shipper and pickup, it may be
important to note and classify the shipments being picked up or
dropped off at each facility. Further, this information will later
be compiled into manifest data provided to each terminal 100 (and
later used to calculate instructions and to route freight).
Therefore, the more that is known about freight at the origin, the
better the various cross-dock systems can manage the freight
through the hub and spoke terminals 100. The following
classifications of freight provided by a shipper at an original are
possible:
[0110] A) Loose freight
[0111] B) Full deck with freight for (a) single destination or (b)
multiple destination
[0112] C) Full MP with freight for (a) single destination or (b)
multiple destinations
[0113] D) Multiple MPs with freight for (a) single destination or
(b) multiple destination
[0114] By classifying the pickups into these different categories,
the origin dock 202 can better ascertain what equipment will be
needed to conduct the first leg of the shipment (i.e., number of
movable platforms needed, number of trailers needed). Further,
classifying the information at pickup allows the freight 112 to be
tagged at the earliest possible location (i.e., at pickup) and
greatly reduces the possibility that freight 112 will be mislabeled
or end up at the wrong terminal 100. For example, if it is noted
early on that a MP 204 has freight intended for a single
destination, the cross-dock management system 200 can route this MP
204 without having to calculate any deck instructions or freight
instructions, thus reducing the complexity of the instruction
calculations. Similarly, for decks 336 having freight for a single
destination, only deck instructions have to be calculated.
[0115] FIG. 10 depicts terminal 100 of FIG. 1 adapted for use with
MPs 204. In some instances, it may not be feasible for an LTL
shipper to modify the layout of dock 102. However, dock 102 can be
made to be compatible with MPs 204 using the dock configuration
shown in FIG. 10. As shown, MPs 204 are placed at every other door
902 to allow access to three sides of MP 204 both on the inbound
doors 104 and outbound doors 106. This creates a central aisle 904
which allows for easy movement of MPs 204 and freight 112. It
should be apparent to one of ordinary skill in the art that initial
setup optimization 408 and real time instruction algorithms 422 can
be adapted to work with the dock configuration shown in FIG.
10.
[0116] FIG. 11 depicts a shared dock 1102 which is share between
independent carriers located in the same geographical region that
have a partnership for the purposes of sharing data. In such cases,
predictive analytics can optimize loads by combining partner
carrier freight (e.g., shipment parcels) onto the same MP 204,
further reducing truck schedules and cost. As shown, a first side
1104 of dock 1102 is occupied by a first carrier and a second side
1106 of dock 1102 is occupied by a second carrier. First side 1104
and second side 1106 may be split equally or according to the terms
of a partnership agreement. Information about MPs 204 and RFID tags
can be made available from the first side 1104 to the second side
1106, and vice versa. However, each side 1104 and 1106 is
preferably controlled by its own cross-dock management system 200
to provide data confidentiality. The two cross-dock management
systems 200 may be linked in order to share limited data. As an
example, the cross-dock management system 200 associated with first
side 1104 may determine that it is more economically feasible to
have the second side 1106 deliver certain parcels. The second side
1106 may agree or disagree to each request from first side
1104.
[0117] FIG. 12 depicts a flowchart showing the collaboration
between two cross-dock management systems 200 which share dock
1002. The cross-dock management system 200 associated with first
side 1104 is cross-dock management system A and the cross-dock
management system 200 associated with first side 1104 is cross-dock
management system B. Cross-dock management systems A and B each
feed collaboration data into collaboration heuristic model 1202.
Collaboration data may include information such as the number of
available spaces on MPs 204, the destinations of all MPs 204,
manifest data about any overflow freight 112 (i.e., a parcel which
would require an extra shipment or does not fit within available
MPs 204), etc. The collaboration heuristic model 1202 compares the
collaboration data from cross-dock management systems A and B and
determines options 1204 for carrier A and options 1206 for carrier
B. Carrier A and Carrier B can agree/disagree to each option or
cross-dock management systems A and B may be programmed to
automatically accept/deny certain options in step 1208. Any options
that agreed upon will be updated in the instructions database 410
as computed by real time instruction algorithms 422 in step
1210.
[0118] The above-cited patents and patent publications are hereby
incorporated by reference in their entirety. Although various
embodiments have been described with reference to a particular
arrangement of parts, features, and the like, these are not
intended to exhaust all possible arrangements or features, and
indeed many other embodiments, modifications, and variations will
be ascertainable to those of skill in the art. Thus, it is to be
understood that the invention may therefore be practiced otherwise
than as specifically described above.
[0119] While the present invention has been described with respect
to what is presently considered to be the preferred embodiments, it
is to be understood that the invention is not limited to the
disclosed embodiments. To the contrary, the invention is intended
to cover various modifications and equivalent arrangements included
within the spirit and scope of the appended claims. The scope of
the following claims is to be accorded the broadest interpretation
so as to encompass all such modifications and equivalent structures
and functions.
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