EP2956391A1 - Système d'accostage pour quai de chargement - Google Patents

Système d'accostage pour quai de chargement

Info

Publication number
EP2956391A1
EP2956391A1 EP14704575.1A EP14704575A EP2956391A1 EP 2956391 A1 EP2956391 A1 EP 2956391A1 EP 14704575 A EP14704575 A EP 14704575A EP 2956391 A1 EP2956391 A1 EP 2956391A1
Authority
EP
European Patent Office
Prior art keywords
loading bay
dock
docking system
wheel
seals
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14704575.1A
Other languages
German (de)
English (en)
Inventor
Aidan Thomas LAWLER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2956391A1 publication Critical patent/EP2956391A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/001—Buffers for vehicles at loading stations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/003—Restraining movement of a vehicle at a loading station using means not being part of the vehicle
    • B65G69/005—Restraining movement of a vehicle at a loading station using means not being part of the vehicle the means engaging at least one wheel of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/008—Dock- or bumper-seals

Definitions

  • This invention relates to a loading bay docking system. More particularly, the present invention relates to a loading bay docking system that prevents premature departure of a trailer from the loading bay, reduces the wear and tear on the loading bay dock seals, and provides a better seal between the trailer and the loading bay dock seals.
  • Loading bays are commonly used in factories, warehouses and manufacturing plants to load and unload goods from trailers.
  • the loading bay consists of a loading bay door, dock seals either side of the door and above the door, dock buffers mounted on a wall below the level of the door and a dock leveller.
  • An example of one type of loading bay known in the art is shown in Figure 1.
  • the rear doors on the trailer are opened and secured to the side of the trailer before the trailer is reversed up to the loading bay.
  • the rear of the trailer hits off the rubber dock buffers and the dock seals either side of the door are compressed by the rear of the trailer, thereby forming a seal along the side of the loading bay door between the trailer and the building.
  • a worker inside the loading bay on the opposite side of the door opens the sectional door and pulls down the dock seal located above the door until it rests on the top of the trailer, thereby forming a seal above the loading bay door between the trailer and the building.
  • the dock leveller is then pivoted upwardly until the distal lip of the dock leveller can be pivoted above and placed onto the bed of the trailer whereupon the dock leveller is lowered to provide a bridge between the floor inside the building and the bed of the trailer.
  • a forklift truck is then able to travel onto the bed of the trailer and can be used to load and/or unload goods from the trailer.
  • a second problem with the known loading bay docking systems is that the rubber buffers are usually placed at a standard height of 1.30 metres on the building. However, not all trailers are standard and many trailers and containers are between 1.40 and 1.50 metres high resulting in the trailers missing the rubber dock buffers altogether and hitting off the building or the dock seals. This can cause significant damage to both the trailer, the building and the dock seals.
  • a third problem with the known loading bay docking systems is that the dock seals are all too frequently damaged and require regular maintenance and replacement. In addition to the possibility of a trailer missing the dock buffers and impacting the dock seals directly, the dock seals can be easily damaged by a trailer that is not parallel to the dock seal and by friction between the dock seal and the trailer during loading and unloading.
  • a fourth problem with the known loading bay docking systems is that the seal created between the trailer and the building is often not very tight.
  • the head dock seal is identified as an area of particular weakness and ingress of contaminants and water past the seal and into the building is a common occurrence. This is highly disadvantageous in many industries where near-sterile conditions within the building are required.
  • a fifth problem with the known loading bay docking systems, and perhaps the most serious problem associated with loading bays generally, is that in many instances the trailer is not immobilised and held fast to the loading bay when the trailer is being loaded or unloaded. It is not uncommon for the trailer to move away from the dock prematurely through driver error or brake malfunction and if the trailer moves away from the dock prematurely, this can have potentially fatal consequences for the operator of a forklift (as illustrated in Figure 3).
  • a loading bay docking system for docking trailers at a loading bay door
  • the loading bay docking system comprising: an elongate track; a carriage mounted on the track for reciprocal movement along the track towards and away from the loading bay door, the carriage comprising a wheel rest plate for reception of a wheel thereon, a wheel backstop and a wheel chocking member moveable to and from a locking configuration in which a wheel is held in position on the wheel rest plate and a release configuration in which a wheel is allowed to move on or off the carriage; a carriage actuating ram for moving the carriage along the track; and a controller to operate the carriage actuating ram and the wheel chocking member.
  • the trailer will be immobilised during loading and unloading by the wheel chocking member.
  • the wheel chocking member will prevent premature departure of the trailer from the dock until such time as the wheel chocking member is released.
  • the wheel of the trailer will rest on a wheel rest plate of a carriage and there is provided a carriage actuating ram to move the carriage along a track towards the loading bay door.
  • the wheel and the entire trailer can then be moved towards the dock in a controlled manner by operation of the actuating ram.
  • This controlled movement of the trailer will obviate the need for dock buffers as the trailer will be drawn in slowly towards the loading bay by the actuating ram.
  • a loading bay docking system in which the wheel chocking member comprises: a plate pivotally mounted on the wheel rest plate, pivotable to and from a substantially horizontal release configuration in line with the wheel rest plate and an inclined locking configuration at an angle to the wheel rest plate; and a plate actuating ram operable to pivot the plate to and from the release configuration and the locking configuration.
  • the plate By having a plate that pivots from a substantially horizontal release configuration to an inclined locking configuration, the plate will be less likely to cause damage to mudguards or other wheel guards in the vicinity of the wheels. Furthermore, by implementing the wheel chocking member in this way, the wheel chocking member is of simple and inexpensive construction, will not require expensive optical sensors to operate and will be reliable and effective in use.
  • a loading bay docking system in which there is provided a pair of side dock seals, one on either side of the loading bay door, the side dock seals being mounted for reciprocal movement upwards and downwards relative to the loading bay door.
  • a loading bay docking system in which the side dock seals are each mounted in a side dock seal track, one on either side of the loading bay door, and the side dock seals are mounted for reciprocal movement upwards and downwards in the side dock seal track.
  • This is seen as a simple construction to allow the side dock seals be moveable upwards and downwards while at the same time controlling the range of movement of the side dock seals.
  • a loading bay docking system in which there is provided a dock seal positioning ram to adjust the height of the side dock seals. This is also seen as a useful way of allowing the dock seals to move upwards and downwards on the building in a controlled manner but that will also allow the dock seals to move with great flexibility once the trailer is in engagement with the dock seals.
  • a loading bay docking system in which the dock seal positioning ram supports the dock seals from below. Again, this is seen as a simple construction and will allow the dock seal positioning rams to be retracted when the trailer is in engagement with the dock seals allowing maximum freedom of movement to the dock seals.
  • a loading bay docking system in which the dock seal positioning ram is slidably mounted in a positioning ram track.
  • a loading bay docking system in which there is provided a head dock seal above the loading bay door, the head dock seal being mounted for reciprocal movement upwards and downwards relative to the loading bay door and in which there is provided a dock seal positioning ram to adjust the height of the head dock seal.
  • a dock seal positioning ram to adjust the height of the head dock seal, the head dock seal can be positioned from the outside of the building or automatically by the controller using appropriate sensors prior to the door being opened. In this way, a better seal between the building and the vehicle will be established and the possibility of contaminant ingress will be significantly reduced.
  • a loading bay docking system in which the head dock seal is connected to and bridges the gap between the pair of side dock seals.
  • a loading bay docking system in which there is provided a height sensor to detect the height of the roof of an approaching trailer and in which the controller is responsive to that height sensor to cause the dock seal positioning ram to position the head dock seal in a location for abutment against the roof of the approaching trailer.
  • a loading bay docking system in which the height sensor comprises an outrigger arm and a contact switch connected thereto.
  • a loading bay docking system in which the pair of side dock seals are pivotably mounted intermediate their ends about a horizontal axis substantially parallel to the plane of the loading bay door.
  • a loading bay docking system in which the side dock seals are pivotally mounted substantially centrally intermediate their ends.
  • a loading bay docking system in which there is provided a foot dock seal below the loading bay door.
  • a foot dock seal is now possible by virtue of the controlled manner in which the trailer is brought into engagement with the loading bay. Furthermore, it is envisaged that the foot seal does not have to be a complex air-bag arrangement but can be a standard dock seal construction if desired. Accordingly, it is envisaged that all four sides of the trailer will be sealed from the elements providing a superior loading bay docking system.
  • a loading bay docking system in which the foot dock seal is mounted for reciprocal movement upwards and downwards relative to the loading bay door. Again, by allowing the foot dock seal to move upwards and downwards, this will reduce wear and tear caused by bouncing of the trailer during loading and unloading.
  • a loading bay docking system in which the foot dock seal is connected to a pair of side dock seals, one of which is mounted on either side of the loading bay door. Again, in this way, the sealing of the loading bay can be done faster as all the dock seals are connected together and move in a single atomic operation.
  • a loading bay docking system in which there is provided a locking sensor operable to detect the presence of a wheel moving onto the wheel rest plate, and in which the controller is responsive to the locking sensor to cause the wheel chocking member to move from a release configuration to a locking configuration.
  • a loading bay docking system in which the locking sensor to detect the presence of a wheel moving onto the wheel rest plate is mounted on the wheel backstop.
  • This is seen as a simple and effective way to cause the wheel chocking member to lock the wheel in place on the carriage.
  • the driver of the vehicle will reverse their vehicle up onto the wheel rest plate and as they reverse further, the wheel will come into contact with the wheel backstop.
  • the controller will be sent a signal that the wheel has abutted against the wheel backstop and the controller will therefore "know” that the wheel is now free of the locking plate.
  • the controller will then be able to cause the plate to pivot upwards to an inclined locking configuration from the horizontal release configuration, locking the wheel in position in the process.
  • a loading bay docking system in which there is provided an operator-actuated switch in communication with the controller to cause the controller to disengage the wheel chocking member by moving the wheel chocking member from a locking configuration to a release configuration.
  • the operator actuated switch is located inside the building and can only be operated once the loading bay door has been closed. In this way, an added layer of safety is introduced to ensure that the trailer cannot leave the dock prematurely.
  • a loading bay docking system in which there is provided a proximity sensor operable to detect the distance of the rear of a trailer from the loading bay door, and in which the controller is responsive to the proximity sensor to operate the carriage actuating ram.
  • the trailer can be moved into the loading bay automatically in a controlled manner.
  • the sensor will ensure that the dock bags are not over-compressed or damaged by the trailer being moved too far towards the loading bay.
  • a loading bay docking system in which there is provided a reset sensor to detect the departure of a trailer from the loading bay, and in which the controller is responsive to the reset sensor to cause the carriage actuating ram to return the carriage along the track away from the loading bay door.
  • a loading bay docking system in which there is provided a pair of elongate tracks spaced apart laterally from each other, each having a carriage mounted thereon and a carriage actuating ram operable to move the carriage along the track, the carriage actuating rams being responsive to the controller.
  • the rating of the rams can be less than if only one ram is provided.
  • the other ram may be able to ensure that the system can continue in operation until such time as service personnel have had an opportunity to fix the system. This will lead to less downtime of the system.
  • a pair of rams will ensure that both sides of the rear of the trailer will come into engagement with the dock seals practically simultaneously and there will not be a situation where there is significantly more pressure exerted on the dock seal on one side of the loading bay door.
  • a loading bay docking system in which the elongate track is mounted in a subterranean recess. This will lead to a more compact device with many components that are protected from the elements and from damage caused by collisions with the system.
  • a loading bay docking system in which the carriage is mounted on skates which in turn are mounted on the elongate track.
  • the skates will ensure the free movement of the carriage along the track.
  • a loading bay docking system for docking trailers at a loading bay door
  • the loading bay docking system comprising: a pair of side dock seals, one on either side of the loading bay door, the side dock seals being mounted for reciprocal movement upwards and downwards relative to the loading bay door.
  • a loading bay docking system in which the side dock seals are each mounted in a side dock seal track, one on either side of the loading bay door, and the side dock seals are mounted for reciprocal movement upwards and downwards in the side dock seal track.
  • a loading bay docking system in which there is provided a dock seal positioning ram to adjust the height of the side dock seals.
  • a loading bay docking system in which the dock seal positioning ram supports the dock seals from below.
  • a loading bay docking system in which the dock seal positioning ram is slidably mounted in a positioning ram track.
  • a loading bay docking system in which there is provided a head dock seal above the loading bay door, the head dock seal being mounted for reciprocal movement upwards and downwards relative to the loading bay door and in which there is provided a dock seal positioning ram to adjust the height of the head dock seal.
  • a loading bay docking system in which the head dock seal is connected to and bridges the gap between the pair of side dock seals.
  • a loading bay docking system in which there is provided a height sensor to detect the height of the roof of an approaching trailer and in which the controller is responsive to that height sensor to cause the dock seal positioning ram to position the side dock seals and the head dock seal connected thereto so that the head dock seal is in a location for abutment against the roof of the approaching trailer.
  • a loading bay docking system for docking trailers at a loading bay door, the loading bay docking system comprising: a pair of side dock seals, one on either side of the loading bay door, the side dock seals being pivotably mounted intermediate their ends about a horizontal axis substantially parallel to the plane of the loading bay door.
  • the dock seals By having a loading bay docking system with side dock seals that are pivotably mounted intermediate their ends, the dock seals will be able to adjust about that horizontal axis to the angle of attack of the vehicle coming into abutment with the dock seals. This will result in a loading bay docking system that has a more secure seal between the vehicle and the dock seals, less wear and tear on the dock seals, and less damage caused by over-compression of an area of the dock seal impacted by the vehicle.
  • a loading bay docking system in which the side dock seals are pivotally mounted substantially centrally intermediate their ends.
  • Figure 1 is a perspective view of a loading bay docking system known in the art
  • Figure 2 is a side view illustrating a trailer coming into contact with the side dock seal of a loading bay docking system known in the art
  • Figure 3 is a side view illustrating the dangers of premature drive off of a trailer with certain loading bay docking systems known in the art
  • Figure 4 is a side view of several components of a loading bay docking system according to the present invention.
  • Figure 5 is a view similar to Figure 4 of several components of a loading bay docking system according to the present invention
  • Figure 6 is a perspective view of a loading bay docking system according to the invention
  • Figure 7 is a top, cross-sectional view of a side dock seal mounted in a side dock seal track
  • FIGS. 8(a) to 8(e) inclusive are side, part cross-sectional views of the loading bay docking system according to the invention in operation; and Detailed Description of the Drawings:
  • a loading bay docking system comprising an elongate track 3 having a carriage 5 mounted thereon.
  • the carriage 5 is moveable in a reciprocal fashion along the elongate track and is moveable in response to the operation of an actuating ram, in this case hydraulic ram 7.
  • the carriage 5 further comprises a wheel rest plate 9, a wheel backstop 1 1 and a wheel chocking member 13, also referred to herein interchangeably as a wheel locking member.
  • the wheel chocking member 13 in turn comprises a plate 15 and a plate actuating ram 17.
  • the plate is pivotably mounted on the carriage 5 and is pivotable to and from a substantially horizontal release configuration, as illustrated in Figure 4, and an inclined locking configuration as illustrated in Figure 5.
  • the plate 15 is pivoted to and from the release configuration and the locking configuration by the plate actuating ram 17.
  • a wheel of a trailer is free to move over the plate 15 onto and off the carriage however once the plate is in an inclined locking configuration, a wheel on the carriage will be retained on the carriage until such time as the plate is returned to the release configuration.
  • a contact sensor 19 (also referred to as a locking sensor 19) is formed integrally with the wheel backstop so that when a wheel (not shown) comes into contact with the wheel backstop, the plate actuating ram 17 is operated to transition the plate from the release configuration shown in Figure 4 to the locking configuration shown in Figure 5.
  • a release mechanism is provided to return the plate from the locking configuration to the release configuration once the loading and unloading of a trailer is complete and it is safe to release the trailer.
  • a controller (not shown), is provided to control the operation of the actuating ram 7 and the wheel chocking member, more specifically the plate actuating ram 17 that determines the position of the plate 15.
  • the controller is in communication with the contact sensor 19 to detect when a wheel has been moved onto the carriage and when to begin a loading bay docking operation including locking the wheel in place on the carriage and thereafter moving the carriage and the trailer along the track until the trailer is in engagement with the loading bay.
  • FIG. 6 there is shown a perspective view of a loading bay docking system according to the present invention with the other components of the loading bay docking system including a pair of side dock seals 21 , 23, each of which is mounted in a track 25, 27 respectively, one on either side of a loading bay door 29.
  • a head dock seal 31 is provided above and connected to the side dock seals 21 , 23 at their uppermost ends, bridging the gap between the two side dock seals.
  • the side dock seals 21 , 23 and the head dock seal 31 are mounted for reciprocal movement upwards and downwards relative to the door 29.
  • the side dock seals 21 , 23 are supported on a pair of vertically oriented dock seal positioning rams 33, 35 respectively.
  • the dock seal positioning rams 33, 35 are slidably mounted in a positioning ram track 34, 36 respectively.
  • the pair of side dock seals 21 , 23 are each pivotally mounted intermediate their ends about a horizontal axis 22, 24 respectively. In this way, the side dock seals are able to rotate about the horizontal axes to adjust to the angle of an incoming trailer.
  • the horizontal axes 22, 24 are shown in the exterior of the tracks 25, 27 for illustrative purposes only however it will be understood that the axes may not extend to the exterior of the tracks 25, 27 but rather may be internal the tracks 25, 27 as the dock seal is moveable upwards and downwards in the tracks 25, 27.
  • a proximity sensor (not shown) is provided to determine the proximity of a trailer to the loading bay. This proximity sensor can be mounted internal the dock seals however it is preferred if the proximity sensor is mounted external the dock seal.
  • An optical sensor (not shown) is mounted on the building adjacent to the dock seals to detect the proximity of a trailer (not shown) as it approaches the loading bay.
  • a height sensor 37 comprising an outrigger arm 39(a), a roller wheel 40(a) and a contact sensor 41 are provided above the head dock seal in a position likely to come into contact with the roof of an oncoming trailer.
  • Another outrigger arm 39(b) and roller wheel 40(b) are also provided spaced apart laterally across the loading bay from the first outrigger arm 39(a) and first roller wheel 40(a).
  • the first outrigger arm 39(a) is separated into two sections by a hinge joint (not shown). The portion of the outrigger arm most distal from the door is able to pivot upwards and downwards by a limited amount about that hinge joint relative to the portion of the outrigger arm proximal to the door.
  • a series of reset sensors 43, 45 are provided to detect when a trailer has left the loading bay.
  • a series of safety sensors 47 are provided surrounding the loading bay to detect if any object comes in between the trailer and the loading bay as the trailer is being reversed towards the loading bay. If an object is detected, the actuating ram is immediately stopped. There is further provided a wheel guide 49 on the ground adjacent the end of the elongate track 3 remote from the loading bay to guide the trailer onto the carriage 5. Finally, a traffic light system 51 of warning instruction lights is provided for the driver to indicate when it is safe for them to move off, when their trailer is correctly engaged, when they need to apply their brakes (if at all) and the like. In the embodiment shown, only one track and carriage and associated equipment is shown for simplicity. It will be understood that preferably, there will be a track and carriage corresponding to each side dock seal of the loading bay. In other words, preferably there will be two tracks and two carriages, spaced apart laterally from each other.
  • FIG. 7 there is shown a plan, cross-sectional view of the mounting arrangement for the side dock seals.
  • the side dock seal 23 is mounted in the track 27 using a series of rollers 53 and is mounted about a pivot point 24.
  • An inner folded frame 55 moves up and down on the rollers 53 and an internal box section frame 57 is allowed to swivel about the pivot point 24.
  • the dock seal is fixed to the external wall of the building by a folded steel section 59 which acts as a support for the rollers 53. This allows the side dock seal 23 to move up and down with the trailer 100 and also to swivel in and out to make even contact with the back of the trailer.
  • FIGs 8(a) to 8(e) inclusive there is shown a plurality of side views of the loading bay docking system according to the invention in operation.
  • a trailer indicated generally by the reference numeral 100, approaches the loading bay docking system according to the invention.
  • the operator of the vehicle will have already opened the rear doors (not shown) of the trailer 100.
  • the truck and trailer 100 back into the loading bay as normal, when the traffic lights 51 are turned green.
  • the wheel guides 49 at both sides of the machine assist the driver in locating the trailer 100 in the correct position.
  • the back wheels 102 of the trailer back up onto the wheel rest plate 9 as shown in Figure 8(b).
  • the wheels will hit the spring loaded wheel backstops 1 1 on the carriage 5.
  • the trailer 100 is positioned approximately 0.80 metres from the loading bay.
  • the contact with the wheel backstop activates a contact sensor 19 which turns the traffic lights 51 to red and indicates to the driver to stop. This also turns on the flashing beacon 104 to indicate that the machine is now in operation and to stand clear.
  • the plate actuating rams 17 under the carriage 5 extend which raise the plate locking mechanism 15 and locks both back wheels 102 of the trailer and the trailer in position, as shown in Figure 8(c).
  • the two vertically oriented rams 33, 35 coupled to the side dock seals 21 , 23 retract which lowers the side dock seals 21 , 23 and the head dock seal 31 until the wheel 40(a) on the outrigger arm touches the top of the trailer 100, as illustrated in Figure 8(c).
  • the outermost section of the outrigger arm 39(a) distal from the door will pivot about the hinge joint until the contact switch 41 is closed.
  • the contact switch 41 is closed, this indicates that the wheel 40(a) and preferably the wheel 40(b) are resting on the roof of the trailer and the dock seals do not have to be lowered any further.
  • the wheels 40(a) and 40(b) will be free to rotate as the truck reverses into the loading bay, thereby avoiding damage to the roof of the trailer.
  • the two horizontal actuating rams 7 under the carriage 5 now extend and this will move the trailer back into the loading bay towards the loading bay door.
  • the carriages 5 are mounted on skates 61 (shown in Figures 4 and 5) which carry the weight of the trailer and allow the carriage 5 to move freely.
  • Each skate 61 has a load capacity of 4000kg.
  • the skates 61 roll on two steel sections which together form the elongate track 3 which run substantially the full length of the subterranean apparatus. This will support the load and allow the skates 61 to run smoothly.
  • the two back wheels 102 on the trailer 100 are locked on the carriages 5 but the other wheels are free to roll.
  • the horizontal actuating rams 7 continue to guide the trailer 100 into the loading bay until the trailer 100 compresses the side dock seals 21 , 23 and the head dock seal 31 by the required amount (as illustrated in Figure 8(d)). At this point, the trailer 100 activates a proximity sensor and this stops the power pack 63 from operating the actuating rams 7 further. The trailer 100 is now positioned correctly in the loading bay. The two vertically- oriented seal positioning rams 33, 35 coupled to the dock seals 21 , 23 retract fully (as illustrated in Figure 8(d) which will allow the side dock seals 21 , 23 and head dock seal 31 to float up and down freely with the trailer.
  • the pressure of the trailer against the foam dock seals in co-operation with the outrigger arms 39(a), 39(b) and the wheels 40(a) and 40(b) will keep the seal in position.
  • the photo eyes/safety sensors 47 located in front of the loading bay will provide added safety. If a person walks in between the trailer 100 and the loading bay when the trailer is moving towards the building, the power pack 63 will stop and prevent the trailer 100 from hitting the person.
  • the trailer 100 is now locked in position in the loading bay. This system 1 will also prevent the driver from driving away prematurely from the loading bay.
  • the sectional loading bay door 29 is now opened, the dock leveller is engaged and the trailer 100 can now be loaded and unloaded.
  • the dock leveller When the loading/unloading is complete, the dock leveller is disengaged and the door 29 is closed. The operator then presses a button (operator actuated switch) 65 on the control panel 67 beside the door 29. This will cause the system to extend the two vertically-oriented dock seal positioning rams 33, 35 on the dock seal 21 , 23 until they meet the end of the tracks 34, 36. As the dock seals 21 , 23, 31 had previously been moveable upwards and downwards with the trailer and held in a fixed relationship with the trailer through friction, this will prevent the dock seals 21 , 23 from dropping suddenly when the trailer 100 pulls away.
  • the two locking plate actuating rams 17 retract which remove the locking plates 15 from in front of the two back wheels 102 of the trailer 100 and the traffic light 51 turns to green once more. This tells the driver of the trailer vehicle that it is now safe to drive away from the loading bay.
  • the flashing beacon 104 turns on again to indicate that the loading bay docking system 1 is in operation.
  • This button 65 is interlocked with the door and the dock leveller which means that it will only operate when the dock leveller is in the parked position and the door is closed.
  • the controller may be provided in this control panel 67 if desired.
  • a motor could be provided to operate the plate.
  • a motor and a suitable gearing mechanism could be used instead of the actuating ram.
  • the rams could be pneumatic however hydraulic rams are seen as preferred.
  • the rams, in particular the actuating ram are preferably double acting rams however a pair of oppositely oriented rams or indeed a ram and a spring could be provided instead of double acting rams.
  • the controller could be a remote control panel operated by hand by a site manager or other individual. However, automatic operation is deemed advantageous.
  • seal positioning rams 33, 35 there has been provided a pair of seal positioning rams 33, 35. There could, if desired, only be one seal positioning ram instead of two. Also, in the embodiments shown, the seal positioning rams 33, 35 are supporting the side dock seals from below and an arrangement where there is one or more seal positioning rams or other mechanism located above the dock seals 21 , 23, 31 to move the dock seals upwards and downwards is also readily envisaged. It is envisaged that the flexibility of the side dock seals 21 , 23 to move in a reciprocating fashion upwards and downwards on the tracks 25, 27 could be provided in alternative ways other than on a free-floating dock seal positioning ram.
  • the side dock seals instead of being mounted fixedly on their tracks and held rigidly in position, could alternatively be mounted on springs to allow limited vertical movement in the tracks and this would go some way to alleviate the problem of wear and tear caused by movement of the trailer up and down during loading and unloading.
  • the terms "comprise, comprises, comprised and comprising” and the terms “include, includes, included and including” are all deemed totally interchangeable and should be afforded the widest possible interpretation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Loading Or Unloading Of Vehicles (AREA)

Abstract

La présente invention concerne un système d'accostage (1) pour quai de chargement permettant à des remorques (100) d'accoster une porte (29) de quai de chargement. Ledit système d'accostage comprend une piste allongée (3), un chariot (5) monté sur la piste et pouvant se déplacer vers l'avant et vers l'arrière le long de la piste, un vérin (7) d'actionnement de chariot permettant de déplacer le chariot le long de la piste et un dispositif de commande. Le chariot comprend une plaque de support (9) de roue destinée à recevoir une roue (102), une butée arrière (11) de roue et un élément cale (13) de roue. L'élément cale de roue est actionnable pour bloquer une roue sur le chariot ou la libérer du chariot. Le dispositif de commande actionne à la fois le vérin d'actionnement de chariot et l'élément cale de roue. Ledit système comporte également une paire d'éléments d'étanchéité latéraux (21, 23). Ces éléments sont montés de manière pivotante autour d'un axe horizontal entre leurs extrémités et/ou montés de manière coulissante pour permettre le mouvement ascendant et descendant par rapport à la porte de quai de chargement. Ce système est plus sûr, plus durable, plus efficace et nécessite moins de maintenance.
EP14704575.1A 2013-02-13 2014-02-13 Système d'accostage pour quai de chargement Withdrawn EP2956391A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IE20130046A IE86424B1 (en) 2013-02-13 2013-02-13 An automatic docking system for trailers
PCT/EP2014/052845 WO2014125040A1 (fr) 2013-02-13 2014-02-13 Système d'accostage pour quai de chargement

Publications (1)

Publication Number Publication Date
EP2956391A1 true EP2956391A1 (fr) 2015-12-23

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EP14704575.1A Withdrawn EP2956391A1 (fr) 2013-02-13 2014-02-13 Système d'accostage pour quai de chargement

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EP (1) EP2956391A1 (fr)
IE (1) IE86424B1 (fr)
WO (1) WO2014125040A1 (fr)

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Also Published As

Publication number Publication date
IE20130046A1 (en) 2014-08-13
IE86424B1 (en) 2014-08-13
WO2014125040A1 (fr) 2014-08-21

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