US20170211239A1

US20170211239A1 - Vehicle tracking control systems and methods

Info

Publication number: US20170211239A1
Application number: US15/003,591
Authority: US
Inventors: Daniel G. Watkins
Original assignee: Individual
Current assignee: Individual
Priority date: 2016-01-21
Filing date: 2016-01-21
Publication date: 2017-07-27

Abstract

Vehicle Tracking Control Systems and Methods are provided. In one embodiment a vehicle sediment tracking control device comprises: a flexible unibody mat that includes a base segment and a plurality of tread deformation stages, the plurality of tread deformation stages extending outward from the base segment to define a tracking control surface of the flexible unibody mat, and wherein each of the plurality deformation stages extend laterally from a first edge of the flexible unibody mat to a second edge of the flexible unibody mat; a plurality of through slats each comprising a void in the base segment of the flexible unibody mat that each penetrate from the tracking control surface through to an opposing back surface of the flexible unibody mat; and a plurality of embedded fastening devices positioned within the back surface of the flexible unibody mat.

Description

BACKGROUND

Vehicle traffic to and from construction sites has been cited as a significant contributing source of sedimentary pollution in waterways. Construction vehicles collect mud, dirt, sand and other potential pollutants while on the construction site. When these vehicles leave the site, they track these materials with them onto public roads. Then when it rains, the storm runoff carries these materials into lakes, streams and other waterways. Depending of on the size and scope of the construction project, and the requirements of the jurisdiction in which the construction site is located, different permitting may apply to ensure that applicable clean water regulations and statutes are satisfied. The construction industry in the United States has established Best Management Practices (BMPs) which, among other things, provides guidance to construction contractors as to how they can establish controls at their worksites that will satisfy the requirements set forth by permitting agencies.
One of relevant requirements set forth by the BMPs is for construction sites to establish clearly defined vehicle ingress and egress locations and to install Vehicle Tracking Control (VTC) measures at these locations. That is, these VTC measures must control the tracking of sedimentary material by vehicles from the construction site. On nearly all construction sites, the VTC measure typically used at ingress and egress locations is the temporary rock vehicle tracking pad (VTP), which comprises a temporary pad of rock material. The effectiveness of a rock VTP will depend on the size and type of rock used, the length and depth of the pad, as well as how well it is maintained. After repeated use, the rock material can become covered in mud reducing their effectiveness. Therefore, rock VTPs will typically need to be refreshed. Further, heavy vehicles tend to push the rock material into the ground and force mud to the surface. An initial nine inch deep rock pad may become over six feet deep over the course of a project due to rock added to refresh the pad.
Once construction is done, the site of the pad must be stabilized. In some cases, the site may be covered with hardscape such as with concrete or asphalt. But in other cases, the site may need to be landscaped such as with trees, mulch, bark, flowers, sod or natural grasses or other types of vegetation. For the latter, at least some depth of the rock VTP must be removed and top soil brought in to support and enable proper growth of the plant life. Further, to close out the construction permit and receive a passing final inspection of the site, a minimum density uniform coverage of established restored vegetation is required by the permitting agency. Thus, even for just a short duration construction project of only a few days, the task of restoring vegetation after removal of the rock VTP may take a year or longer and require periodic re-inspection of the site. Restoration after removal of the rock VTP may be one of the more significant costs associated with stormwater management of a project.
For the reasons stated above and for other reasons stated below which will become apparent to those skilled in the art upon reading and understanding the specification, there is a need in the art for improved systems and methods for vehicle tracking control.

SUMMARY

The Embodiments of the present invention provide methods and systems for vehicle tracking control and will be understood by reading and studying the following specification.
In one embodiment, a vehicle sediment tracking control device comprises: a flexible unibody mat that includes a base segment and a plurality of tread deformation stages, the plurality of tread deformation stages extending outward from the base segment to define a tracking control surface of the flexible unibody mat, and wherein each of the plurality deformation stages extend laterally from a first edge of the flexible unibody mat to a second edge of the flexible unibody mat; a plurality of through slats each comprising a void in the base segment of the flexible unibody mat that each penetrate from the tracking control surface through to an opposing back surface of the flexible unibody mat; and a plurality of embedded fastening devices positioned within the back surface of the flexible unibody mat.

DRAWINGS

Embodiments of the present invention can be more easily understood and further advantages and uses thereof more readily apparent, when considered in view of the description of the preferred embodiments and the following figures in which:

FIGS. 1A, 1B and 1C are diagram illustrating a flexible tracking device of one embodiment of the present disclosure;

FIG. 2 is a diagram illustrating a tread deformation stage for a flexible tracking device of one embodiment of the present disclosure;

FIG. 2A is a diagram illustrating operation of a pair of tread deformation stages for a flexible tracking device of one embodiment of the present disclosure;

FIG. 3 is a diagram illustrating a step-up feature for a flexible tracking device of one embodiment of the present disclosure;

FIGS. 4, 4A and 4B are diagrams illustrating lifting aids for a flexible tracking device of one embodiment of the present disclosure;

FIGS. 5, 5A, 5B and 5C are diagrams illustrating back side accessories a flexible tracking device of one embodiment of the present disclosure;

FIG. 6 is an engineering diagram illustrating one implementation of a flexible tracking device of the present disclosure;

FIG. 7 is a flow chart illustrating texture of a tread deformation stage of a flexible tracking device of the present disclosure; and

FIG. 8 is a flow chart illustrating a method of one embodiment of the present disclosure.

In accordance with common practice, the various described features are not drawn to scale but are drawn to emphasize features relevant to the present invention. Reference characters denote like elements throughout figures and text.

DETAILED DESCRIPTION

In the following detailed description, reference is made to the accompanying drawings that form a part hereof, and in which is shown by way of specific illustrative embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments may be utilized and that logical and mechanical changes may be made without departing from the scope of the present invention. The following detailed description is, therefore, not to be taken in a limiting sense.
Embodiments of the present invention provide vehicle tracking control (VTC) measures that are less destructive, easier to implement, and are re-usable. More specifically, embodiments for a reusable vehicle tracking pad (VTP) are disclosed. Using various different embodiments, a VTP may be implemented at a construction site using one or more flexible tracking devices as described herein. Where a plurality of flexible tracking devices are used, they are laid out in sections which may be secured to each other or into the ground. Vehicle weight is distributed across the device, in contrast to the vehicle weight being borne entirely in a concentrated area by a handful of rocks. Therefore, there is little settling or burying of the device into the ground, even after repeated use. If settling does occur due to prolonged repeated use, the flexible tracking device may simply be pulled up from the ground and repositioned. As explained in greater detail below, embodiments of the flexible tracking devices described herein may also aid in the post construction stabilization of the pad site because a significant portion of surface vegetation and root structure of pre-existing plants and grasses over which the flexible tracking device is applied is not disturbed. Once construction is completed, the flexible tracking devices are simply lifted up and out. It should be noted that the term “vehicle tires” and “treads” are used throughout this disclosure in a generic sense so that the scope of the disclosure is intended to cover tracking control for vehicles having round tires (such as trucks and cars) as well as vehicles that convey themselves on continuous belt type tracks (such as bulldozers).
FIGS. 1A, 1B and 1C are diagrams illustrating a flexible tracking device 100 of one embodiment of the present disclosure. FIG. 1A illustrates a view looking down upon a tracking control surface 124 of flexible tracking device 100. Flexible tracking device 100 comprises a flexible unibody mat 110 which in turn comprises a base segment 112 and a plurality of tread deformation stages 115. As the term is used herein, “unibody” means that the mat 110 has a unitary construction design where the base segment 112 and the plurality of tread deformation stages 112 are integrated into a single strong structural component. For example, in one implementation, the entirety of the flexible unibody mat 110 may be fabricated as a single molded structure. Each of the tread deformation stages 115 extend laterally from a first mat edge 120 of the base segment 112 to an opposing second mat edge 122 of the base segment 112 and also extend upward from base segment 112 so that together they define the tracking control surface 124 of device 100. Although FIG. 1A and other figures in this specification illustrate flexible tracking device 100 having thirteen tread deformation stages 115, it should be appreciated that these illustrations are for example purposes. In alternate implementations, a flexible tracking device 100 may comprise any number of tread deformation stages 115. Each of the tread deformation stages 115 may be separated from each other by regions of the base segment 112 that include one or more through slats 125 which are open holes or voids penetrating from tracking control surface 124 through to the back side surface 126 of the base segment 112. FIG. 1B provides a side profile view of flexible tracking device 100 (e.g. looking at mat edge 122). As shown in FIGS. 1A and 1B, the plurality of deformation stages 115 are distributed across the base segment 112 from a first end 140 to a second end 142, where the path between the first and second ends 140 and 142 defined that path a vehicle travel vehicle over tracking control surface 124 of the flexible tracking device 100. That is, vehicles are expected to travel a path across the tracking control surface 124 from either the first end 140 to the second end 142 or from the second end 142 to the first end 140. FIG. 1C provides a view illustrating the back side surface 126 of flexible tracking device 100. As shown in FIG. 1C, the back side surface 126 includes a plurality of embedded fastening devices 150 for attaching optional features discussed below.
FIG. 2 provides a side profile view of a single example deformation stage 215 of the plurality of deformation stages 115 shown in FIG. 1. As illustrated in FIG. 2, deformation stage 115 include a first side 210 and a second side 212 that form opposing ramping surfaces from the base segment 112 to a top plateau region 214. In one embodiment, the surfaces of the ramping sides 210, 212 and top plateau 214 extend across the base segment 112 from the first mat edge 122 to the second side 124 of device 100. The deformation stage 215 deforms the treads of a vehicle as the vehicle traverses from 140 to 142 and, in addition, crossing multiple deformation stages rumbles (i.e. shakes or vibrates) the vehicle causing sediment to fall off the not only the tires of the vehicle but the frame, body and other components of the vehicle.
As shown in FIG. 2A, when a vehicle drives over one or more deformations stages such as the deformation stages 115, 215, the weight of the vehicle causes the deformations stages 115, 215 to deform the treads (as shown at 235) of the vehicle tire 230 thereby loosening sediment embedded in the treads. The treads of a vehicle with relatively larger diameter tires may nearly always be in contact with two or more deformations stages 115, 215 and therefore deformed by two or more stages simultaneously, such as shown in FIG. 2A. The treads of a vehicle with relatively smaller diameter tires may fit between deformations stages 115, 215 such as to only be deformed by a single between deformations stage 115, 215 at any one time.
It should be appreciated that either case, tread deformation will occur to achieve the desired result of releasing sediment from the treads onto the base segment 112 and eventually into the through slats 125. In alternate implementations, spacing between the deformations stages 115 can be selected based on the expected vehicle traffic that the device 100 will be used with. For example, the deformations stages 115 may be spaced so that the tires of a smaller vehicle (using 13 inch tires for example) do not bottom out through the slats 125 as it drives between stages 115. FIG. 6 (discussed in greater detail below) provides an example implementation of flexible tracking device 100 with dimensions optimized to work for a wide selection of vehicles typically expected to ingress and egress a construction site.
FIG. 3 provides a side profile view of a section of device 100 illustrating generally at 300 a step-up feature. Step-up feature 300 comprises two or more of the deformation stages 115 shown in FIG. 1 arranged in a series of successive stages that are gradually greater in height. As used herein, the height of a deformation stage refers to the measurement of distance between the plateau of the deformation stage and the back side 126 of mat 110. The gradual increase, or gradation, in height in neighboring deformation stages forms a ramp for vehicles driving on to, or of off, the tracking control surface 124 of device 100. For example, in one implementation, a first step-up element 320 of step-up feature 300 is located adjacent to either the first end 140 or the second end 142 and have a first height from the back side 126 of mat 110 (for example two inches) while the next step-up element 325 extends a greater height above the back side 126 of mat 110 (for example, three inches). Although FIG. 3 illustrates a step-up feature 300 comprising only two step-up elements, it should be appreciated that in other embodiments step-up feature 300 may include any number of the plurality of deformation stages 115, each successive stage towards the middle of device 100 arranged in increasing height. For example, in one embodiments, all of a devices 100's deformation stages 115 may comprise part of at least one step-up feature 300, such as where stages 115 adjacent to the ends 140 and 142 are lowest in height, a stage or stages 115 at middle of device 100 are the highest, and those stages 115 falling between the middle and end stages gradually increase in height starting from the ends 140 and 142 moving towards the middle of device 100.
In some embodiments, one more of the step-up elements may comprise deformation stages 115 that have a non-symmetrical cross-sectional profile such step-up element 320 shown in FIG. 3. For example, step-up element 320 include a first side 330 that has a lower grade slope (as shown at 330) than its second side shown at 332) to further assist vehicles driving onto device 100 avoid unnecessary jarring.
Referring back to FIG. 1A, with respect to the open slats 125 located between neighboring deformation stages 115, one or more of these slats 125 may be included between each of the deformation stages 115. One purpose in including the open slats 125 is to provide a passage for sedimentary materials released from tire treads by the deformation stage 115 to fall to the ground and/or aggregate material located beneath device 100. These open slats 125 also serve to allow any sediment collected on the tracking control surface 124 to more easily be displaced from the device 100 when device 100 is lifted for relocation and/or cleaning purposes. It should be appreciated that implementations where a single open slat is located between the deformation stages 115 and extends nearly the distance from mat edge 120 to mat edge 122 would amply permit collected sediment to pass through. However, such a design would eliminate an appreciable amount of structure support between neighboring deformation stages 115 except at sides 122, 124. For implementations having a relatively narrow width (i.e., the distance from mat edge 120 to side 124), one of ordinary skill in the art who has read this specification may determine whether this may be acceptable for their particular application. For other implementation, a plurality of open slats 125 are utilized between deformation stages 115, establishing mechanical support between deformation stages 115 at multiple points from mat edge 120 to mat edge 122. For example, the device 100 embodiment illustrated in FIG. 1A comprises four through slats 125 between neighboring deformation stages 115 which results in three internal intra-deformation stage support regions. As such, it is expressly intended that alternate embodiments may also include, any number of one or more through slats 125 between neighboring deformation stages 115 can be provided. In some embodiments, portions of the walls and surfaces in base segment 112 that define the through slats 125 may be continuously curved around the circumference of the through slats so as not to include any inward or outward corners. The through slats 125 may also be countersunk into base segment 112 at either the tracking control surface 124, the back side surface 126, or both to eliminate single contact points where the material of mat 110 may be stressed.
The flexible unibody mat 110 portion of flexible tracking device 100 is fabricated from a flexible material such as a rubber or urethane that allows device 100 to flex to approximately follow the contour of the terrain on top of which it is deployed. Whereas a ridged structure might need to be installed over a pre-leveled area or have aggregate placed to prevent rocking or structural twisting of device 100 as it is traversed by a vehicle, the flexible material of the flexible unibody mat 110 substantially avoids this result while still functioning to release sedimentary material from the vehicle's treads. For example, in alternate implementations, flexible unibody mat 110 is fabricated from a urethane having an 85 A or 95 A shore strength. The shore strength rating indicates the relative material stiffness or hardness of the resulting material with the higher the shore rating, the harder the resulting material. Embodiments fabricated from 85 A or 95 A urethane (or other materials with similar flexibility) will also allow the device 100 to twist, flex and fold when picked up or moved, presenting the added benefit of breaking up and releasing dried and/or caked-on sediments and mud.
In some embodiments, flexible unibody mat 110 may further comprise lifting aids 160 that facilitate lifting, installing, relocating and removing device 100, as illustrated in FIG. 1B and FIGS. 4, 4A and 4B. For example, illustrated at 400 in FIG. 4 is one embodiment of flexible unibody mat 110 that includes at least one deformation stage 115 within which is embedded a portion of a length of cable 410 which may be formed into a loop. By using the cable 410 as a lifting aid for lifting the device 100 (for example, using a fork lift) damage to device 100 may be avoided. In other embodiments, such as shown in FIG. 4A, a hollow sleeve 420 may be molded into the material of the deformation stage 115 permitting cable 410 (or other device) to be threaded through when needed and removed when no longer needed. The hollow sleeve 420 may be fabricated from any suitable material such as but not limited to black steel pipe or plastic pipe. In yet another embodiment shown in FIG. 4B, opposing sides of mat 110 (located, for example in a deformation stage 115 as shown) may comprise an embedded fastening device 425 (such as a threaded tapped hole) into which corresponding hardware 430 such as an eye loop, hook, or specially fabricated cable ends can securely mate and be used for lifting. For example, a pair of eye loop hardware 430 may be installed and coupled to a cable that is used to lift device 100 or used as lifting points directly.
Similarly, as illustrated previously in FIG. 1C, the back side surface 126 of base segment 112 may include a plurality of embedded fastening devices 150 distributed across the back side surface 126. FIG. 5 illustrates one example of a deformation stage 115 comprising an embedded fastening device 150. Each of the embedded fastening devices 150 may be used to install one of a plurality of different accessories to the back side surface 126 of mat 110 for anchoring device 100 in place or for other purposes. For example FIG. 5A is an exploded view illustrating an anchor cleat 520 accessory in combination with embedded fastening devices 150. Anchor cleat 520 is shaped to dig into the earth when subjected to the combined weight of the device 100 and a vehicle to aid in securing the flexible tracking device 100 in place during vehicle transits. In the embodiment shown in FIG. 5A, anchor cleat 520 comprises a fastener device 521 coupled to a cleat member 522. Fastener device 521 comprises a complementary fastening structure configured to engage with the embedded fastening device 150 to secure anchor cleat 520 to the back side surface 126 of mat 110. For example, where embedded fastening device 150 comprises a threaded tap hole, fastener device 521 would comprise a corresponding threaded bolt. In alternate implementations, a cleat member 522 may be fabricated from any suitable material such as but not limited to a wood, rubber, urethane, steel or other metal, or a composite material. Cleat member 522 may be, but need not be, fabricated from the same material as mat 110. In alternate implementations, cleat member 522 may comprise a material that is either harder or softer than the material of mat 110 depending on the terrain over which device 100 is installed. In an alternate embodiment shown in FIG. 5B, an anchor cleat 540 comprises a spike (such as a metal spike) that has one end configured to engage with the embedded fastening device 150 to secure anchor cleat 540 to the back side surface 126 of mat 110. For example, anchor cleat 540 may comprise a threaded end in that screws into embedded fastening device 150. In operation, the opposing end of the spike would penetrate into the terrain to aid in securing the flexible tracking device 100 in place during vehicle transits. In another embodiment, embedded fastening devices 150 may be used to install one or more shim accessories 560, such as shown in FIG. 5C, that function to provide vertical support to mat 110. Again, shim accessory 560 comprises a shimming material member 562 coupled to a fastener device 561 that has a complementary fastening structure configured to engage with the embedded fastening device 150 to secure shim 560 to the back side surface 126 of mat 110. For example, one or more shim accessories 560 may be installed to raise portions of the device 100 to accommodate immovable obstructions (e.g. rocks, tree roots) or better support the device 100 over depressions in the terrain.
It should be appreciated that, anchor cleats and other accessories of differing sizes, shaped and materials (for example, such as a combination of anchor cleats 520, 540 and/or shims 560) may be installed across the back side surface 126 in any desired pattern or combination to accommodate non-uniform terrain conditions at the installation site. For example, when installed over an area that is partially rocky and partially loose sand, dirt or soil, can configure the back side surface 126 with different accessories arranged and positioned to best anchor the device 100 to the terrain conditions. Shims that may be strategically installed to raise portions of the device 100 to accommodate immovable obstructions (e.g. rocks, tree roots) or better support the device 100 over depressions in the terrain.
FIG. 6 is a diagram showing generally at 600 an example implementation of a flexible tracking device 100. It should be appreciated that the dimensions shown for a flexible tracking device 100 in FIG. 6 are only provided as examples and are not intended to limit the scope of embodiments of the present invention to the dimensions shown. Multiple flexible tracking device 100s may also be positioned adjacent to each other to form a larger vehicle tracking pad. In some implementations, neighboring flexible tracking device 100s may be deployed offset from each other so that deformations stages 115 of one flexible tracking device 100 are aligned to slats 125 of the next.
For some embodiments of flexible tracking device 100, such as where the unibody mat 110 is fabricated using a urethane (e.g. a 85 A or 95 A urethane) poured into a mold, when the cured material is removed from the mold, the surfaces of the deformations stages 115 may be slightly slick, but these surfaces will break-in after repeated use to develop a higher friction texture on the surfaces. In some embodiments, such as shown in FIG. 7A, to increase friction the mold may be textured to impart a textured surface 710 onto the surfaces of the deformations stages 115. Optionally, in other implementations, after the unibody mat 110 is removed from its mold, a treatment such as a spray-on texture may be applied to the surfaces of the deformations stages 115 to form textured surface 710. Optionally, a grit or textured material may also be applied as part of the fabrication process to form textured surface 710. For example, in one embodiment, a grit material such as, but not limited to, sand or silica is used to line the mold prior to pouring the mat material into the mold. As the material cures, the grit becomes embedded into the material that will be the tracking control surface 124 to immediately provide a high friction surface.
FIG. 8 is a flow chart illustrating a method 800 of one embodiment of the present disclosure. It should be understood that method 800 may be implemented using any of the embodiments or alternate implementations described above with respect to any of the other figures of this disclosure. As such, elements of method 800 may be used in conjunction with, in combination with, or substituted for elements of those embodiments described herein. Further, the functions, structures and other description of elements for such embodiments described herein may apply to like named elements of method 800 and vice versa.
The method begins at 810 with deploying a vehicle tracking control (VTC) device at an access point, wherein the VTC device comprises a flexible unibody mat which includes a base segment and a plurality of tread deformation stages defining a tracking control surface, one or more through slats are positioned between neighboring tread deformation stages. In some embodiments, each of the tread deformation stages laterally run a width of the unibody molded mat extending from a first edge of the base segment to an opposing second edge of the base segment and extending upward from the base segment to define the tracking control surface. Neighboring tread deformations stages are separated with through slats that can expose regions of the ground over which the VTC device is deployed. The plurality of tread deformation stages may run parallel or approximately parallel with respect to each other. In some implementations, one or more of the tread deformation stages may further define step-up elements as described with respect to FIG. 3 and comprise part of a step-up feature.
In alternate embodiments, the VTC device used to implement method 800 may comprise any of the flexible tracking devices described herein and may be fitted with any combination of the back side surface or lifting features described above. As such, in some implementations, deploying the VTC device at 810 may further include installing or otherwise utilizing one or more aids installed within the flexible unibody mat, including embedded fasteners, cables, or other hardware as discussed above. Further, in dome implantations of method 800, deploying the VTC device at 810 may further include installing one or more of a plurality of different accessories to the back side surface of the mat for anchoring the VTC device in place or for other purposes. In such embodiments, the accessories may be installed into embedded fastening devices provided in the back side surface of the mat. It should be appreciated that accessories such as anchor cleats, shims, and other accessories of differing sizes, shaped and materials (for example, such as a combination of anchor cleats 520, 540 and/or shims 560) may be installed across the back side surface as part of deploying the VTC device in any desired pattern or combination to accommodate terrain conditions at the installation site. For example, when installed over an area that is partially rocky and partially loose sand, dirt or soil, can configure the back side surface with different accessories arranged and positioned to best anchor the VTC device to the terrain conditions.
The method 800 proceeds to 820 with removing sedimentary particles from vehicle treads while a vehicle is driving over the tracking control surface of the VTC device. Removing sedimentary particles may comprise deforming the vehicle treads with one or more of the tread deformations stages and/or rumbling the vehicle. When a vehicle drives over one of the deformations stages, the weight of the vehicle causes the deformation stages to deform the treads of the vehicle tire thereby loosening sediment embedded in the treads. In addition, crossing multiple deformation stages rumbles the vehicle causing sediment to fall off the not only the tires of the vehicle but the frame, body and other components of the vehicle. The through slats allow removed sedimentary particles to fall beneath the VTC device and may further serve to allow natural vegetation to continue to survive in the region where the VTC device has been deployed. Water and sunlight can continue to reach the underlying vegetation, and air circulation and heat dissipation can continue to take place through the slats. Even where the vegetation may begin to die off, the root structure remains in place and has a strong potential to revive once the mat is lifted.
The method may then optionally proceed to 830 with lifting the VTC device from the access point. As with deploying in block 810, lifting at block 830 may include installing or otherwise utilizing one or more aids installed within the flexible unibody mat, including embedded fasteners, cables, or other hardware as discussed above. As mentioned above, the flexible nature of VTC device will allow it to twist, flex and fold to release dried and/or caked-on sediments and mud when lifted, allowing these materials to fall to the ground through the slats. As such block 830 may be performed to completely remove the device from the premises, or just for cleaning purposes. When a project is completed, the VTC device may be simply lifted up and onto a vehicle for removal from the project site. Further digging or disturbance of the underlying ground, living vegetation, or vegetation root structures is thus avoided.

EXAMPLE EMBODIMENTS

Example 1 includes a vehicle sediment tracking control device, the device comprising: a flexible unibody mat that includes a base segment and a plurality of tread deformation stages, the plurality of tread deformation stages extending outward from the base segment to define a tracking control surface of the flexible unibody mat, and wherein each of the plurality deformation stages extend laterally from a first edge of the flexible unibody mat to a second edge of the flexible unibody mat; a plurality of through slats each comprising a void in the base segment of the flexible unibody mat that each penetrate from the tracking control surface through to an opposing back surface of the flexible unibody mat; and a plurality of embedded fastening devices positioned within the back surface of the flexible unibody mat.
Example 2 includes the device of examples 1, wherein a first tread deformation stage of the plurality of tread deformation stages comprises: a plateau region; a first ramping surface extending upward from the base segment to a first edge of the plateau edge; and a second ramping surface extending upward form the base segment to an opposing second edge of the plateau.
Example 3 includes the device of any of examples 1-2, wherein each of the plurality of tread deformation stages are separated from each other by a region of the base segment that includes at least one of the plurality of through slats.
Example 4 includes the device of any of examples 1-3, further comprising: at least one anchor cleat coupled to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices.
Example 5 includes the device of example 4, wherein the at least one anchor cleat comprises a spike adapted to couple to at least one of the embedded fastening devices.
Example 6 includes the device of any of examples 1-5, further comprising a plurality of anchor cleats coupled to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices, wherein at least a first of the anchor cleats is different in either shape or material than a second of the anchor cleats.
Example 7 includes the device of any of examples 1-6, further comprising at least one shim device coupled to the back surface of the flexibly unibody via the plurality of embodied fastening devices.
Example 8 includes the device of any of examples 1-7, wherein the plurality of tread deformation stages are uniformly distributed longitudinally across the flexible unibody mat from a first end to a second end.
Example 9 includes the device of any of examples 1-8, further comprising at least one step-up feature comprising two or more of the plurality of deformation stages, wherein a first deformation stage of the step-up feature and a neighboring second deformation stage of the step-up feature are varied in height.
Example 10 includes the device of any of examples 1-9, wherein each of plurality of through slats are positioned between neighboring tread deformation stages.
Example 11 includes the device of any of examples 1-10, wherein two or more of the plurality of through slats are positioned between each of plurality of tread deformation stages.
Example 12 includes the device of any of examples 1-11, wherein the flexible unibody mat is fabricated from a urethane material.
Example 13 includes the device of any of examples 1-12, wherein a first tread deformation stage of the plurality of tread deformation stages comprises an embedded lifting aid at the first edge and second edge of the flexibly unibody mat.
Example 14 includes the device of example 13, wherein the embedded lifting aid comprises a cable extending out from the first edge and second edge of the flexibly unibody mat.
Example 15 includes the device of example 14, wherein the cable forms a loop.
Example 16 includes the device of any of examples 14-15, wherein a portion of the cable is embedded within the flexible unibody mat.
Example 17 includes the device of any of examples 14-16, wherein the lifting aid comprises a hollow sleeve extending from the first edge of the unibody mat to the second edge of the unibody mat, and wherein the cable is threaded through the sleeve.
Example 18 includes the device of any of examples 13-17, wherein the lifting aid comprises a first fastening device embedded within the first edge of the unibody mat and a second fastening device embedded within the second edge of the unibody mat.
Example 19 includes the device of example 18, the lifting aid further comprising lifting hardware secured to the unibody mat by the first fastening device and the second fastening device.
Example 20 includes the device of any of examples 1-19, wherein the tracking control surface includes a texture molded into the plurality of tread deformation stages.
Example 21 includes the device of any of examples 1-20, further comprising a friction enhancing grit material embedded into the plurality of tread deformation stages.
Example 22 includes a method for mitigating vehicular tracking of sediment, the method comprising: deploying a vehicle tracking control (VTC) device at an access point, wherein the VTC device comprises a flexible unibody mat which includes a base segment and a plurality of tread deformation stages defining a tracking control surface, one or more through slats are positioned between neighboring tread deformation stages; and removing sedimentary particles from vehicle treads while a vehicle is driving over the tracking control surface of the VTC device, wherein removing sedimentary particles comprises deforming the vehicle treads with one or more of the tread deformations stages.
Example 23 includes the method of example 22, wherein removing sedimentary particles further comprises rumbling the vehicle.
Example 24 includes the method of any of examples 22-23, wherein a first tread deformation stage of the plurality of tread deformation stages comprises: a plateau region; a first ramping surface extending upward from the base segment to a first edge of the plateau edge; and a second ramping surface extending upward form the base segment to an opposing second edge of the plateau.
Example 25 includes the method of any of examples 22-24, wherein each of the plurality of tread deformation stages are separated from each other by a region of the base segment that includes at least one of the plurality of through slats.
Example 26 includes the method of any of examples 22-25, further comprising: lifting the VTC device from the access point.
Example 27 includes the method of any of examples 22-26, wherein deploying further comprises: utilizing at least one lifting aid embedded within the flexible unibody mat, lifting the VTC device from the access point.
Example 28 includes the method of example 27 wherein the at least one lifting aid is embedded within a first tread deformation stage of the flexible unibody mat.
Example 29 includes the method of examples 22-28, wherein deploying further comprises: installing at least one anchor cleat to the back surface of the flexible unibody mat via the plurality of embedded fastening devices.
Example 30 includes the method of any of examples 22-29, wherein deploying further comprises: installing at least on shim to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices.
Although specific embodiments have been illustrated and described herein, it will be appreciated by those of ordinary skill in the art that any arrangement, which is calculated to achieve the same purpose, may be substituted for the specific embodiment shown. This application is intended to cover any adaptations or variations of the present invention. Therefore, it is manifestly intended that this invention be limited only by the claims and the equivalents thereof.

Claims

What is claimed is:

1. A vehicle sediment tracking control device, the device comprising:

a flexible unibody mat that includes a base segment and a plurality of tread deformation stages, the plurality of tread deformation stages extending outward from the base segment to define a tracking control surface of the flexible unibody mat, and wherein each of the plurality deformation stages extend laterally from a first edge of the flexible unibody mat to a second edge of the flexible unibody mat;

a plurality of through slats each comprising a void in the base segment of the flexible unibody mat that each penetrate from the tracking control surface through to an opposing back surface of the flexible unibody mat; and

a plurality of embedded fastening devices positioned within the back surface of the flexible unibody mat.

2. The device of claim 1, wherein a first tread deformation stage of the plurality of tread deformation stages comprises:

a plateau region;

a first ramping surface extending upward from the base segment to a first edge of the plateau edge; and

a second ramping surface extending upward form the base segment to an opposing second edge of the plateau.

3. The device of claim 1, wherein each of the plurality of tread deformation stages are separated from each other by a region of the base segment that includes at least one of the plurality of through slats.

4. The device of claim 1, further comprising:

at least one anchor cleat coupled to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices.

5. The device of claim 4, wherein the at least one anchor cleat comprises a spike adapted to couple to at least one of the embedded fastening devices.

6. The device of claim 1, further comprising a plurality of anchor cleats coupled to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices, wherein at least a first of the anchor cleats is different in either shape or material than a second of the anchor cleats.

7. The device of claim 1, further comprising at least one shim device coupled to the back surface of the flexibly unibody via the plurality of embodied fastening devices.

8. The device of claim 1, wherein the plurality of tread deformation stages are uniformly distributed longitudinally across the flexible unibody mat from a first end to a second end.

9. The device of claim 1, further comprising at least one step-up feature comprising two or more of the plurality of deformation stages, wherein a first deformation stage of the step-up feature and a neighboring second deformation stage of the step-up feature are varied in height.

10. The device of claim 1, wherein each of plurality of through slats are positioned between neighboring tread deformation stages.

11. The device of claim 1, wherein two or more of the plurality of through slats are positioned between each of plurality of tread deformation stages.

12. The device of claim 1, wherein the flexible unibody mat is fabricated from a urethane material.

13. The device of claim 1, wherein a first tread deformation stage of the plurality of tread deformation stages comprises an embedded lifting aid at the first edge and second edge of the flexibly unibody mat.

14. The device of claim 13, wherein the embedded lifting aid comprises a cable extending out from the first edge and second edge of the flexibly unibody mat.

15. The device of claim 14, wherein the cable forms a loop.

16. The device of claim 14, wherein a portion of the cable is embedded within the flexible unibody mat.

17. The device of claim 14, wherein the lifting aid comprises a hollow sleeve extending from the first edge of the unibody mat to the second edge of the unibody mat, and wherein the cable is threaded through the sleeve.

18. The device of claim 13, wherein the lifting aid comprises a first fastening device embedded within the first edge of the unibody mat and a second fastening device embedded within the second edge of the unibody mat.

19. The device of claim 18, the lifting aid further comprising lifting hardware secured to the unibody mat by the first fastening device and the second fastening device.

20. The device of claim 1, wherein the tracking control surface includes a texture molded into the plurality of tread deformation stages.

21. The device of claim 1, further comprising a friction enhancing grit material embedded into the plurality of tread deformation stages.

22. A method for mitigating vehicular tracking of sediment, the method comprising:

deploying a vehicle tracking control (VTC) device at an access point, wherein the VTC device comprises a flexible unibody mat which includes a base segment and a plurality of tread deformation stages defining a tracking control surface, one or more through slats are positioned between neighboring tread deformation stages; and

removing sedimentary particles from vehicle treads while a vehicle is driving over the tracking control surface of the VTC device, wherein removing sedimentary particles comprises deforming the vehicle treads with one or more of the tread deformations stages.

23. The method of claim 22, wherein removing sedimentary particles further comprises rumbling the vehicle.

24. The method of claim 22, wherein a first tread deformation stage of the plurality of tread deformation stages comprises:

a plateau region;

25. The method of claim 22, wherein each of the plurality of tread deformation stages are separated from each other by a region of the base segment that includes at least one of the plurality of through slats.

26. The method of claim 22, further comprising:

lifting the VTC device from the access point.

27. The method of claim 22, wherein deploying further comprises:

utilizing at least one lifting aid embedded within the flexible unibody mat, lifting the VTC device from the access point.

28. The method of claim 27 wherein the at least one lifting aid is embedded within a first tread deformation stage of the flexible unibody mat.

29. The method of claim 22, wherein deploying further comprises:

installing at least one anchor cleat to the back surface of the flexible unibody mat via the plurality of embedded fastening devices.

30. The method of claim 22 wherein deploying further comprises:

installing at least on shim to the back surface of the flexibly unibody mat via the plurality of embedded fastening devices.