System for locking a vehicle in front of an unloading area

Abstract

The invention relates to a system (1) for locking a vehicle (C) in front of an unloading area (ZD), the system comprising a guide rail (2), a carriage (3) translatably mounted on the rail, a device (4) for driving the carriage on the rail between a holding position and an operating position closer to the unloading area than the holding position, a wedge (6) mounted on the carriage and a control unit (12), the control unit (12) being arranged, in response to receiving a vehicle unloading authorisation instruction, to control the drive device (4) to authorise, control or drive a movement of the carriage (3) towards the operating position; and, in response to receiving an instruction to return the carriage to the holding position, to control the drive device (4) to drive a movement of the carriage (3) towards the holding position.

Description

Description Title of the invention: SYSTEM FOR BLOCKING A VEHICLE IN FRONT OF AN UNLOADING ZONE

[0001] The invention relates to the field of unloading products from a truck and a receiving pit or hopper. More specifically, the invention relates to the field of safety of unloading areas into a pit or hopper.

[0002] When unloading a truck into a receiving pit or hopper, the truck driver reverses his truck to position the truck's trailer in front of the pit or hopper. During this reversing maneuver, the driver is blind and cannot detect the presence of a person in his path.

[0003] However, it is imperative to guarantee the safety of users and in particular to prevent any risk of crushing a pedestrian between the truck and the unloading area, during a truck reversing maneuver. To this end, it was considered to surround the truck reversing area with walls defining a corridor and to prohibit pedestrian access to this corridor. However, it remains possible that a user could break this rule and enter the corridor before or during the truck reversing maneuver. This solution is therefore not satisfactory.

[0004] Additionally, many unloading areas lack this type of lane, with trucks backing up into open areas.

[0005] Finally, there may be a risk that the driver may misjudge the distance to the pit and back up too far, causing the trailer to fall into the pit.

[0006] The invention is therefore placed in this context, and thus aims to resolve the various problems identified by proposing a system for automatically blocking a vehicle in front of an unloading area which makes it possible to immobilize the truck before any reversing maneuver.

[0007] For these purposes, the invention relates to a system for blocking a vehicle in front of an unloading area, the system comprising a guide rail extending in front of the unloading area, a carriage mounted so as to be able to move in translation on the guide rail, a first device for driving the carriage in translation on the rail and capable of causing the carriage to move between a waiting position and a cleared position located closer to the unloading area than the waiting position, a wedge mounted on the carriage in a direction transverse to the guide rail, and a control unit capable of controlling the first drive device to cause the carriage to move on the rail.

[0008] The invention is characterized in that: a. the control unit is capable of receiving an instruction to authorize unloading of a vehicle and is arranged to, in response to the reception of said authorization instruction, control the first drive device to authorize, control or cause a movement of the trolley on the rail towards the cleared position; b. the control unit is capable of receiving an instruction to return to the waiting position and is arranged to, in response to the reception of said recall instruction, control the first drive device for driving a movement of the carriage on the rail to the waiting position.

[0009] The invention thus proposes to equip a reversing area for a truck towards an unloading area with a guide rail on which a trolley can move, equipped with a wedge extending from the trolley towards the reversing area of ​​the truck. This wedge extends, for example, at an upstream end of the trolley, i.e. towards the waiting position of the trolley. Thus, in the present invention, when the truck arrives at this unloading area, the trolley is in its waiting position, so that a rear wheel of the truck's trailer abuts against the wedge. The first drive device then prevents any movement of the trolley, so that the truck is unable to reverse beyond the waiting position, towards the unloading area. It is thus possible for an operator or an automatic detection system to check whether an obstacle, and in particular a pedestrian, is present in the reversing area.

[0010] If an obstacle is not detected in the reversing area, a control instruction, triggered manually or automatically, then unlocks the first drive device so that the truck can be pushed by the truck, via the force exerted by the rear wheel on the chock, until it reaches a clear position, at the unloading area. The truck is then immobilized again to prevent the truck from reversing further and to signal to the driver that it has reached the unloading area. Alternatively, if an obstacle is not detected in the reversing area, the control instruction can trigger a reversal, via the first drive device, of the truck towards a clear area in which the rear wheel no longer exerts force on the chock. The chock can then be removed, automatically or manually, which allows the truck to reverse beyond the clear area, towards the unloading area.In all cases, once the unloading operation is complete and the truck has left the reversing area, the trolley is returned to its waiting position and immobilized again on the rail.

[0011] Advantageously, the control unit is arranged to, when the carriage has returned to the waiting position following receipt of the recall instruction, control the first drive device to lock the carriage on the rail in said waiting position. In other words, the carriage is immobilized in the waiting position by the first drive system, which thus prevents any movement of the carriage on the rail. Provision may be made for the locking of the carriage to be carried out directly by the motor of the first drive device or for the first drive device to comprise a locking member intended to cooperate with a complementary locking member, for example provided on the guide rail at the waiting position.

[0012] In the invention, the guide rail may be supported by a frame forming a ground support plane, defining the reversing area on which a truck can circulate, which thus moves along the rail. The guide rail may be a substantially horizontal rectilinear part, for example of circular or rectangular or H-shaped section, and extending at a distance from the frame by being fixed thereto by means of feet, it being understood that other forms of the guide rail can be envisaged without departing from the scope of the present invention.

[0013] Advantageously, the carriage may be mounted to slide on the guide rail, the carriage being for example equipped with one or more guide members, such as rollers or pads, arranged to slide or roll on one or more surfaces, lateral, upper and / or lower, of the guide rail. For example, the guide members may be arranged at a slide of the carriage slidably engaged on the guide rail. According to another exemplary embodiment of the invention, the carriage may comprise a guide sleeve slidably engaged on the guide rail.

[0014] In the invention, the wedge may be a rigid part, for example substantially cylindrical, the part being provided with an active part intended to come into contact with the tread of a wheel of the vehicle to be immobilized. The wedge may be provided, at its end located on the side of the reversing area, with a strut.

[0015] In one embodiment of the invention, the wedge is arranged to adopt a locking configuration during the entire movement of the carriage on the rail. Where appropriate, the control unit is arranged to, in response to receiving said authorization instruction, control the first drive device to authorize movement of the carriage on the rail towards the released position under a force exerted by the wheel of the vehicle and to, when the carriage has reached said released position, control the first drive device to lock the carriage on the rail in said released position.

[0016] In this embodiment, the chock can be fixedly mounted on the carriage. The carriage is thus driven towards the cleared position under the force exerted by the rear wheel of the truck which is moving backward onto the chock. Once the cleared position is reached, the carriage is immobilized on the rail, so as to prevent the truck from moving backward any further, which prevents the risk of the truck falling into an unloading pit. It should be noted that in this embodiment, the length of the rail, separating the waiting position from the cleared position, therefore defines the maximum distance that the truck can move backward.

[0017] Advantageously, the locking of the carriage in the released position can be achieved by the control unit by directly controlling the motor of the first drive device. In the case where the first drive device comprises a cylinder, the control unit can for example block the solenoid valve of the cylinder. Alternatively, it can be provided that the first drive device comprises a locking member, such as a locking finger, intended to cooperate with a complementary locking member, such as an orifice provided on the guide rail at the released position.

[0018] Advantageously, the control unit is arranged to, in response to receiving said authorization instruction, control the first drive device to control the movement of the carriage on the rail towards the cleared position under a force exerted by the wheel of the vehicle, until the carriage reaches said cleared position. In this example, the first drive device is controlled by the control unit to oppose the movement of the trolley on the rail towards the clear position without however preventing it completely. The first drive device thus brakes the movement of the trolley, and therefore the reversal of the truck, until the trolley reaches the clear position in which it is completely immobilized.

[0019] Advantageously, the system comprises an obstacle detector capable of detecting the presence of an obstacle between the trolley and the unloading zone and the control unit is arranged to, in response to the detection of an obstacle by the obstacle detector, control the first drive device to immobilize the trolley on the rail.

[0020] The obstacle detector may, for example, comprise a transmitting photoelectric cell arranged at the unloading area, and a receiving photoelectric cell arranged on one end of the truck. The photoelectric cells make it possible to define a safeguard zone between them and the unloading area, and are thus capable of detecting the presence of a pedestrian entering the safeguard zone, to stop the truck from reversing if necessary. Alternatively, the obstacle detector may comprise a radar, mounted or not on the truck.

[0021] In another embodiment of the invention, the wedge is mounted to be movable in translation on the carriage in a direction transverse to the guide rail, and the system comprises a second device for driving the wedge in translation and capable of causing the wedge to move on the carriage between a blocking configuration and a retracted configuration, the control unit being capable of controlling the second drive device to cause the wedge to move on the carriage towards one or other of the blocking and retracted configurations. Where appropriate, the control unit is arranged to: a. in response to receiving said authorization instruction, control the first drive device to cause the carriage to move on the rail towards the released position and the second drive device to cause the wedge to move on the carriage towards the retracted configuration; b.in response to receiving said recall instruction, controlling the first drive device to cause the carriage to move on the rail to the standby position and the second drive device to cause the wedge on the carriage to move to the locking configuration.

[0022] In the invention, the term "blocking configuration of the wedge" means a configuration in which it extends on one side of the guide rail, namely the side from which the reversing area extends, so that its active part of this wedge is positioned to come into contact with the tread of a wheel of the truck to be immobilized. The term "wedge removal configuration" also means a configuration of the wedge in which its active part no longer opposes movement of the wheel, the wedge extending for example, partially or totally, on another side of the guide rail.

[0023] In this embodiment, the wedge is slidably mounted on the carriage, the wedge and its direction of translation relative to the carriage extending in a direction substantially perpendicular to a longitudinal extension direction of the guide rail. In its locking configuration, the chock is deployed towards the reversing area so that a rear wheel of the truck's trailer can come into contact with the chock. Conversely, the chock can be retracted or retracted, so as to release the rear wheel and allow the truck to reverse. In this context, when the rear wheel of the truck is resting on the chock in its locking configuration, this wheel then exerts particularly significant pressure on the chock, which can cause the chock to jam. In order to prevent the second drive device from exerting too great an effort to release the chock, the control unit first releases the truck by controlling the first drive device to advance it towards the released position, then the second drive device to retract the chock. The truck can then reverse towards the unloading area.It will be noted that in this embodiment, the length of the rail, separating the waiting position from the cleared position, is shorter than the maximum reversing distance of the truck.

[0024] Advantageously, the control unit is arranged to, when the carriage has returned to the waiting position following receipt of the recall instruction, control the second drive device to lock the wedge in said locking configuration. In other words, when the carriage is in the waiting position, the wedge is immobilized in its locking configuration by the second drive system, which thus prevents any movement of the wedge. It may be provided that the locking of the wedge is carried out directly by the motor of the second drive device or that the second drive device comprises a locking member intended to cooperate with a complementary locking member, for example provided on the carriage, at a location corresponding to the locking configuration.

[0025] Advantageously, the wedge may be mounted to slide on the carriage, the carriage and / or the wedge being, for example, equipped with one or more guide members, such as rollers or pads, arranged to slide or roll on one or more surfaces, lateral, upper or lower, of the wedge, respectively of the carriage. For example, the guide members may be arranged at the level of a slide of the carriage in which the wedge is slidably engaged. According to another exemplary embodiment of the invention, the carriage may comprise a guide sleeve in which the wedge is slidably engaged. Provision may be made for the second drive device to comprise a pneumatic, hydraulic or electric cylinder or, alternatively, an electric motor connected to a transmission element such as a belt, a rack or a chain.

[0026] In one embodiment, the system comprises a system for detecting the presence of a vehicle at the waiting position of the trolley and said detection system is arranged to transmit to the control unit said unloading authorization instruction and / or said recall instruction as a function of a detection of the presence of a vehicle at the waiting position of the trolley. Where appropriate, the detection system may comprise a calculation unit arranged to detect the arrival of a vehicle and / or the departure of a vehicle, from one or more detections of the presence of a vehicle at the waiting position of the truck, to issue said unloading authorization instruction following the detection of the arrival of a vehicle and to issue said recall instruction following the detection of the departure of a vehicle. Preferably, the issue of said unloading authorization instruction will be conditional on the detection of the presence of a vehicle at the waiting position of the truck and the absence of detection of an obstacle between the truck and the unloading zone.

[0027] For example, the detection system may comprise a vehicle presence detector at the waiting position of the trolley and said calculation unit may be arranged to count the number of detections made by said detector in order to determine the arrival of a vehicle and / or the departure of a vehicle. Alternatively, the detection system may comprise a vehicle presence detector at the waiting position of the trolley as well as another vehicle presence detector upstream or downstream of the waiting position, and said calculation unit may be arranged to determine the arrival of a vehicle and / or the departure of a vehicle from a sequence of detections made by said detectors.

[0028] The detection system may, for example, include a magnetic induction loop installed in the frame forming the reversing area, at the level of the waiting position of the trolley. Alternatively, the detection system may include a pair of transmitting and receiving photoelectric cells arranged on either side of the waiting position.

[0029] In an alternative or cumulative embodiment of the invention, the system comprises a manual interface for transmitting said unloading authorization instruction and / or said recall instruction to the control unit. In this example, it is necessary for an operator to note the presence of a vehicle at the waiting position of the truck and the absence of an obstacle between the truck and the unloading area in order to be able to transmit the authorization instruction. The manual interface may be a push button or a touch interface.

[0030] In an alternative or cumulative embodiment of the invention, the system comprises a system for detecting pressure exerted on the hold, said detection system being arranged to transmit to the control unit said unloading authorization instruction as a function of a detection and to transmit to the control system, as a function of said detection, pressure exerted on the hold. For example, the pressure detection system may be arranged to detect excess pressure generated on the first drive system, for example on a hydraulic circuit of a cylinder of the first drive system, said excess pressure indicating that pressure is exerted on the hold. Alternatively, the pressure detection system may be arranged to directly detect pressure exerted on the hold.

[0031] Advantageously, the system comprises a detector capable of detecting whether the carriage is in the released position and / or a detector capable of detecting whether the carriage is in the position waiting.

[0032] For example, the carriage may comprise one or two end-of-travel sensors, provided at a downstream or upstream end of the carriage, the guide rail being provided with one or two switching elements provided at a position corresponding to the cleared position or the waiting position, in particular at one end of the guide rail. The or each switching element is capable of causing switching of one of the end-of-travel sensors when this end-of-travel sensor is positioned in line with this switching element. For example, the or each end-of-travel sensor may comprise a magnetic field sensor and the or each switching element may comprise a magnet. Alternatively, the or each end-of-travel sensor may comprise an inductive sensor and the or each switching element may comprise a metal shim.

[0033] Advantageously, the system comprises a warning device, luminous and / or audible, the control unit being arranged to control the warning device according to said unloading authorization instruction and / or said recall instruction. In particular, it may be provided that the control unit triggers the emission of a warning signal by the warning device when the trolley moves to the clear position, when the hold moves to the setback configuration or following the detection of an obstacle between the trolley and the unloading zone.

[0034] In an exemplary embodiment of the invention, the first drive device comprises a jack connected on the one hand to the carriage and on the other hand to a fixed base arranged at or upstream of the waiting position. If necessary, the carriage may comprise a damping device mounted downstream of the connection of the jack of the first drive device to the carriage. Advantageously, the damping device may comprise a spring extending between a fixing member of the carriage to which the jack is connected and a stop fixed relative to the fixing member. For example, said fixed stop may be arranged at the end of a rod extending from the fixing member and on which the spring is wound. This damping device thus makes it possible to absorb the shock of a truck hitting the wedge of the carriage when it is moving back towards the unloading area.

[0035] It may be provided that the cylinder of the first drive device is an electric, hydraulic or pneumatic cylinder.

[0036] In another embodiment of the invention, the guide rail may comprise a rack arranged along the guide rail, and the first drive device is arranged to drive a pinion meshed with said rack. Alternatively, the guide rail may comprise a transmission chain, for example rigid, extending along the guide rail and connected to the first drive device.

[0037] Advantageously, the carriage may include an elastically deformable stopper mounted at an upstream end of the carriage, in particular at the right of the wedge.

[0038] Advantageously, the trolley may include a light device mounted on the level of an upstream end of the trolley.

[0039] The present invention is now described using examples which are purely illustrative and in no way limitative of the scope of the invention, and from the appended drawings, drawings in which the various figures represent:

[0040] [Fig. 1] represents, schematically and partially, a perspective view of a system for blocking a vehicle in front of a loading area according to one embodiment of the invention;

[0041] [Fig. 2] represents, schematically and partially, a top view of the blocking system of [Fig. 1] during a stage of its operation;

[0042] [Fig. 3] represents, schematically and partially, a top view of the blocking system of [Fig. 1] during another stage of its operation;

[0043] [Fig. 4] represents, schematically and partially, a top view of the blocking system of [Fig. 1] during another stage of its operation;

[0044] [Fig. 5] represents, schematically and partially, a top view of the blocking system of [Fig. 1] during another stage of its operation;

[0045] [Fig. 6] represents, schematically and partially, a top view of a blocking system according to another embodiment, during a stage of its operation;

[0046] [Fig. 7] represents, schematically and partially, a top view of the blocking system of [Fig. 6] during another stage of its operation;

[0047] [Fig. 8] represents, schematically and partially, a top view of the blocking system of [Fig. 6] during another stage of its operation; and

[0048] [Fig. 9] represents, schematically and partially, a top view of the blocking system of [Fig. 6] during another stage of its operation.

[0049] In the following description, elements that are identical, by structure or function, appearing in different figures retain, unless otherwise specified, the same references. In addition, the terms "upstream" and "downstream" must be interpreted in the context of the orientation of the unloading area and the reversing area as they have been represented, corresponding to the orientation of the movements of a truck relative to the unloading area, the truck reversing from upstream to downstream to position its trailer towards the unloading area.

[0050] [Fig. 1] describes a perspective and partial view of a blocking system 1 for a vehicle, such as a truck, in front of an unloading area (not shown) according to one embodiment of the invention.

[0051] The blocking system 1 comprises a guide rail 2, supported by a frame B defining a reversing area ZR on which the truck circulates, as well as a trolley 3 mounted mobile in translation on the rail 2. In [Fig. 1], the vehicle intended to be immobilized must circulate to the left of the system 1 while reversing according to the arrow X, so as to position its trailer at the level of the unloading zone (indicated by the reference ZD).

[0052] In the example described, the guide rail 2 extends at a distance from the frame B and is fixed thereto at the by means of bases screwed into the frame. The guide rail 2 comprises a horizontal rectilinear part extending along an X axis and having an H-shaped section along its entire length.

[0053] The guide rail 2 also comprises a metal stopper 21, mounted on the rectilinear part at the downstream end 2av of the rail 2, on the side of the unloading zone ZD.

[0054] The carriage 3 is slidably mounted on the guide rail 2. For this purpose, the carriage 3 comprises a guide part 31, of U-shaped section, mounted on the rail 2 and provided with rollers in contact with the upper surface of the horizontal rectilinear part of the rail 2. As a variant, it may be possible to replace or supplement the rollers with pads, arranged to slide or roll on one or more surfaces, lateral, upper and / or lower, of the guide rail 2, or to replace the guide part 31 and its rollers with a guide sleeve slidably engaged on the guide rail 2.

[0055] In order to be able to move the carriage 3, the carriage 3 is equipped with a first device 4 for driving the carriage 3 in translation on the rail 2 along the X axis.

[0056] The first drive device 4 comprises a hydraulic cylinder 41 whose rod is connected to the carriage 3, at a fixing member 32 fixed to the part 31 and whose cylinder is connected to a fixed base 22 arranged at an upstream end 2am of the rail 2, opposite the unloading zone ZD. The hydraulic unit controlling the extension of the rod of the cylinder 41 is arranged inside the carriage 3. The deployment of the rod of the cylinder 41 thus makes it possible to move the carriage 3 towards the downstream end 2av while the folding of the rod makes it possible to bring the carriage 3 back towards the upstream end 2am.

[0057] Alternatively, it may be provided that the jack 41 of the first drive device 3 is an electric or pneumatic jack, or even to replace the jack 41 with a rack or chain transmission system.

[0058] The carriage 3 is equipped with a damping device 5 comprising a spring 51 wound around a rod extending between the fixing member 32 and a stop arranged at the end of this rod.

[0059] The carriage 3 also supports a wedge 6 which can move transversely to the X axis, along a Y axis, between a retracted configuration (as shown in [Fig. 1]) and a blocking configuration, in which it extends towards the retraction area ZR.

[0060] For these purposes, the carriage 3 comprises a sheath in which a rigid cylindrical part 61 of the wedge 6 is slidably mounted. This part 61 defines an active part of the wedge 6 intended to come into contact with the tread of a vehicle intended to be immobilized. The wedge 6 further comprises a strut 62, provided at the end of the part 61 on the side of the reversing area ZR. This strut 62 bears on the frame B and in particular makes it possible to prevent rotation of the wedge 6 and of the entire carriage 3 under the force exerted by the wheel of a stationary vehicle, which could cause deterioration of the system 1.

[0061] It will be possible to provide for adding to the sheath of the wedge 6 rolling rollers or pads, arranged to slide or roll on one or more surfaces, lateral, upper or lower, of part 61.

[0062] In order to be able to automatically move the wedge 6 from its retracted configuration to its locking configuration, or vice versa, the carriage 3 is equipped with a second device 7 for driving the wedge 6 in translation along the Y axis. In the example described, the second driving device 7 also comprises a hydraulic cylinder 71. It may be possible to replace the cylinder 71 with a pneumatic or electric cylinder or with a belt, rack or chain system.

[0063] The carriage 3 comprises an end-of-travel sensor 8, of the inductive sensor type, provided at a downstream end of the carriage 3

[0064] Finally, the carriage 3 comprises an elastically deformable stopper 91 and a light device 92, each mounted at an upstream end of the carriage. It will be noted that the carriage 3 is surmounted by a cover (not shown).

[0065] In connection with [Fig. 2] to [Fig. 5], we will now describe a mode of operation of the system 1. In the configuration of [Fig. 2], the carriage 3 is arranged on the rail 2 at a waiting position, the wedge 6 is in its blocking configuration.

[0066] In order to complete the description of the system 1 of [Fig. 1], the system 1 also comprises a system 10 for detecting the presence of a vehicle at the waiting position. In the example described, the system 10 comprises a magnetic induction loop 10 installed in the frame B forming the reversing area ZR, at the waiting position of the trolley 3. It will be noted that this magnetic induction loop may be supplemented or replaced by a pair of transmitting and receiving photoelectric cells arranged on either side of the waiting position, or by a system for detecting pressure exerted on the wedge 6.

[0067] The system 1 also comprises an obstacle detector 11 capable of detecting the presence of an obstacle between the trolley 3 and the unloading zone ZD, such as a radar 11, mounted or not on the trolley 3. The radar 11 may be supplemented or replaced by a pair of transmitting / receiving photoelectric cells arranged at the unloading zone and on one end of the trolley.

[0068] The system 1 also comprises a control unit 12, mounted or not on the carriage 3, and capable of controlling, directly or indirectly, the first drive device 4 to cause a movement of the carriage 3 on the rail 2 and the second drive device 7 to cause a movement of the wedge 6 on the carriage 3 towards one or other of the blocking and withdrawal configurations.

[0069] More precisely, in the configuration of [Fig. 2], the unit 12 controls on the one hand the first drive system 4 to lock the carriage 3 on the rail 2 in the waiting position and on the other hand by the second drive device 7 to lock the wedge 6 in the blocking configuration. In the example described, the locking of the carriage 3 and the wedge 6 is carried out by the blocking, via the unit 12, of a solenoid valve of the hydraulic unit(s) driving the jacks 41 and 71. It may be provided that one and / or the other of these locks are carried out by means of dedicated locking equipment, controlled by the control unit 12.

[0070] As illustrated in [Fig. 2] and [Fig. 3], when a truck C reverses into the reversing area ZR, the rear wheel of the trailer of truck C comes into abutment against the wedge 6, the truck then being blocked in its maneuver. It will be noted that truck C can then cause a relaxation of the cylinder 41 of the first drive system 4, damped by the damping device 5, or even first come into contact with the stopper 91 of the truck.

[0071] The presence or arrival of the truck C at the waiting position is detected by the detection system 10. In the case where no obstacle is detected by the obstacle detector 11 between the truck 3 and the unloading area, and only in this case, the detection system 10 issues an unloading authorization instruction to the control unit 12. In the opposite case where an obstacle is detected by the obstacle detector 11, no instruction is issued to the control unit, so that the wedge 6 always opposes the reversing of the truck C into the reversing area ZR.

[0072] As illustrated in [Fig. 4], upon receipt of this unloading authorization instruction, the unit 12 controls the first drive device 4 to cause the carriage 3 to move on the rail 2 downstream, towards the unloading zone ZR.

[0073] The carriage 3 then reaches a position in which the inductive sensor 8 is opposite the metal stopper 21 arranged at the downstream end 2av of the rail 2. This stopper 21 thus causes the sensor 8 to switch, which transmits a signal to the control unit 12, indicating to it that the carriage 3 has reached a so-called cleared position. In this position, the rear wheel of the truck C, previously resting on the chock 6, no longer exerts any pressure on this chock 6.

[0074] The unit 12 then controls the second drive device 7 to cause the wedge 6 on the trolley 3 to move towards the setback configuration. The reversing area ZR is then cleared and the truck can resume its reversing maneuver towards the unloading area ZR, beyond the trolley 3 in its cleared position, in order to then carry out an unloading operation in the unloading area ZD.

[0075] It will be noted that the unit 12 will be able to control the light device 12 in order to emit, upon detection of the presence or arrival of the truck C at the waiting position, a light signal ordering the stopping of the truck C, for example in red; then, at the end of the movement of the wedge 6 towards the retracted configuration, a light signal indicating authorization to reverse, for example in green. The light device 12 may also be supplemented or replaced by a warning device, light and / or sound, external to the truck 3.

[0076] As shown in [Fig. 5], once the unloading operation is completed, truck C can leave and leave the unloading area ZD.

[0077] Truck C then returns to the detection system 10 which then detects the presence or departure of truck C and in response issues a recall instruction to position waiting for unit 12.

[0078] In response to this recall instruction, the unit 12 controls the first drive device 4 to return the carriage 3 to the waiting position by fully retracting the rod of the cylinder 41. Once the carriage 3 has returned to the waiting position, the unit 12 controls the first drive device 4 to lock the carriage 3 in this waiting position.

[0079] The unit 12 then controls the second drive device 7 to cause the wedge 6 on the carriage to move towards the locking configuration and locks the wedge 6 in this locking configuration. The entire system 1 is again in the configuration of [Fig. 2],

[0080] It will be noted that all or part of the different detection systems 10 and 11 which have been described may be replaced or supplemented by a manual interface, such as a push button, actuated by an operator to transmit to the control unit 12 the unloading authorization instruction and / or the recall instruction.

[0081] In connection with [Fig. 6] to [Fig. 9], another embodiment of a locking system 100 according to the invention will be described. In this example, the system 100 is in all respects similar to the system 1 of [Fig. 1], with the exception of the wedge 6 which is fixedly mounted on the carriage 3 in a locking configuration, the carriage 3 thus being devoid of a second drive system, and the length of the rail 2 which extends over the entirety of the recoil area ZR.

[0082] The configuration of [Fig. 6] is similar to that of [Fig. 2], Unit 12 controls the first drive system 4 to lock the trolley 3 on the rail 2 in the waiting position. And, as illustrated in [Fig. 7], when a truck C reverses into the reversing area ZR, the rear wheel of the trailer of truck C abuts against the wedge 6, the truck then being blocked in its maneuver.

[0083] The presence or arrival of the truck C at the waiting position is detected by the detection system 10. In the case where no obstacle is detected by the obstacle detector 11 between the truck 3 and the unloading area, and only in this case, the detection system 10 issues an unloading authorization instruction to the control unit 12.

[0084] Upon receipt of this authorization instruction, the unit 12 controls the light device 12 to emit a light signal indicating to the truck C the authorization to reverse, for example in green. At the same time, the unit 12 unlocks the trolley 3 by controlling the first drive device 4 to authorize movement of the trolley 3 on the rail 2 towards the unloading zone ZD.

[0085] Truck C can then continue its reversing maneuver towards the unloading zone ZD. Trolley 3 is then driven towards the downstream end 2av of rail 2 under the force exerted by the rear wheel of truck C which is reversing onto the hold.

[0086] In order to control the reversing speed of truck C, unit 12 controls first drive device 4 to oppose the movement of trolley 3 on rail 2 towards the end downstream 2av, without however preventing it completely. The first drive device 4 thus slows down the movement of the trolley 3, and therefore the reversing of the truck C.

[0087] Throughout the movement of the trolley 3, if the obstacle detector 11 detects the presence of an obstacle between the trolley 3 and the unloading zone ZR, it transmits an emergency stop instruction to the control unit 12 which, in response, controls the first drive device 4 to immobilize the trolley 3 on the rail 2.

[0088] As illustrated in [Fig. 8], the carriage 3 then reaches a position in which the inductive sensor 8 is opposite the metal stopper 21 arranged at the downstream end 2av of the rail 2. This stopper 21 thus causes the sensor 8 to switch, which transmits a signal to the control unit 12, indicating to it that the carriage 3 has reached a so-called clear position.

[0089] Unit 12 then controls the first drive device 4 again to lock the trolley 3 on the rail 2 in said cleared position, in order to prevent the truck C from reversing further and to signal to the driver that he has reached the unloading zone ZD.

[0090] Similar to [Fig. 5] and as shown in [Fig. 9], once the unloading operation is completed, truck C can move on and leave the unloading area ZD.

[0091] Truck C then returns to the detection system 10 which then detects the presence or departure of truck C and in response issues an instruction to recall the unit 12 to the waiting position.

[0092] In response to this recall instruction, the unit 12 controls the first drive device 4 to return the carriage 3 to the waiting position by fully retracting the rod of the cylinder 41. Once the carriage 3 has returned to the waiting position, the unit 12 controls the first drive device 4 to lock the carriage 3 in this waiting position. The entire system 1 is again in the configuration of [Fig. 6].

[0093] The above description makes it possible to understand that, thanks to the invention and in particular thanks to a blocking system provided upstream of an unloading zone and equipped with a mobile trolley on a rail, provided with a wedge and able to be locked on the rail, it is possible to immobilize a truck reversing towards the unloading zone in order to be able to carry out, manually or automatically, checks for the presence of an obstacle between the truck and the unloading zone. In the case where no obstacle is identified, the trolley and / or the wedge can be unlocked to allow the truck to continue its reversing maneuver without risk.

[0094] In any event, the invention cannot be limited to the embodiments specifically described in this document, and extends in particular to all equivalent means and to any technically effective combination of these means.

Claims

Claims

1. System (1) for blocking a vehicle (C) in front of an unloading zone (ZD), the system comprising a guide rail (2) extending in front of the unloading zone, a carriage (3) mounted so as to be movable in translation on the guide rail, a first drive device (4) for driving the carriage in translation on the rail and capable of causing the carriage to move between a waiting position and a cleared position located closer to the unloading zone than the waiting position, a wedge (6) mounted on the carriage in a direction (Y) transverse to the guide rail, and a control unit (12) capable of controlling the first drive device (4) to cause the carriage to move on the rail (2), characterized in that: a.the control unit (12) is capable of receiving an instruction to authorize unloading of a vehicle and is arranged to, in response to the reception of said authorization instruction, control the first drive device (4) to authorize, control or cause a movement of the trolley (3) on the rail (2) towards the cleared position; b. the control unit (12) is capable of receiving an instruction to return to the waiting position and is arranged to, in response to the reception of said recall instruction, control the first drive device (4) to cause a movement of the trolley (3) on the rail (2) towards the waiting position.

2. Locking system (1) according to the preceding claim, wherein the wedge (6) is arranged to adopt a locking configuration during the entire movement of the carriage (3) on the rail (2) and wherein the control unit (12) is arranged to, in response to the reception of said authorization instruction, control the first drive device (4) to authorize a movement of the carriage (3) on the rail (2) towards the released position under a force exerted by the wheel of the vehicle (C) and to, when the carriage (3) has reached said released position, control the first drive device (4) to lock the carriage (3) on the rail (2) in said released position.

3. A locking system (1) according to the preceding claim, wherein the control unit (12) is arranged to, in response to receiving said authorization instruction, control the first drive device (4) to control the movement of the carriage (3) on the rail (2) towards the released position under a force exerted by the vehicle wheel (C), until the carriage (3) reaches said released position.

4. Blocking system (1) according to one of claims 2 or 3, characterized in that it comprises an obstacle detector (11) capable of detecting the presence of an obstacle between the trolley and the unloading zone (ZD) and in that the control unit (12) is arranged to, in response to the detection of an obstacle by the obstacle detector (11), control the first drive device (4) to immobilize the carriage (3) on the rail (2).

5. Locking system (1) according to claim 1, characterized in that the wedge (6) is mounted movable in translation on the carriage (3) in a direction transverse (Y) to the guide rail, in that it comprises a second drive device (7) in translation of the wedge (6) and capable of causing a movement of the wedge (6) on the carriage (3) between a locking configuration and a retracted configuration, in that the control unit (12) is capable of controlling the second drive device (7) to cause a movement of the wedge (6) on the carriage (3) towards one or other of the locking and retracted configurations; and in that the control unit (12) is arranged to: a.in response to receiving said authorization instruction, controlling the first drive device (4) to cause the carriage (3) to move on the rail (2) to the released position and the second drive device (7) to cause the wedge (6) on the carriage (3) to move to the retracted configuration; b. in response to receiving said recall instruction, controlling the first drive device (4) to cause the carriage (3) to move on the rail (2) to the standby position and the second drive device (7) to cause the wedge (6) on the carriage (3) to move to the blocking configuration.

6. Blocking system (1) according to one of the preceding claims, characterized in that it comprises a system (10) for detecting the presence of a vehicle (C) at the waiting position of the trolley (3) and in that said detection system (10) is arranged to transmit to the control unit (12) said unloading authorization instruction and / or said recall instruction as a function of a detection of the presence of a vehicle (C) at the waiting position of the trolley (3).

7. Blocking system (1) according to one of the preceding claims, characterized in that it comprises a manual interface for transmitting to the control unit (12) said unloading authorization instruction and / or said recall instruction.

8. Locking system (1) according to one of the preceding claims, characterized in that it comprises a detector (8) capable of detecting whether the carriage (3) is in the released position and / or a detector (8) capable of detecting whether the carriage (3) is in the waiting position.

9. Locking system (1) according to one of the preceding claims, in which the first drive device (4) comprises a jack (41) connected on the one hand to the carriage (3) and on the other hand to a fixed base (22) arranged at or upstream of the waiting position, and in that the carriage (3) comprises a damping device (5) mounted downstream of the connection of the jack (41) of the first drive device (4) to the carriage (3).

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