Dock gate with improved impact resistance for rail and posts

Abstract

The current invention relates to a dock gate system comprising: a hinge post comprising a base element suitable to be affixed to a surface, and a first pivoting axis being substantially perpendicular to the height direction of the hinge post; a first rail pivotable about said first pivoting axis the first rail being pivotable between a first substantially horizontal position and a second raised position; and a catcher post comprising a base element suitable to be affixed to a surface, and catch element configured to catch an end of said first rail when in said first position, and prevent displacement of said distal end of said rail in at least a substantially horizontal plane; wherein said first rail comprises a stiffness bar encapsuled by a polymer outer tube, wherein said stiffness bar has an axial tensile strength of at least 100 MPa.

Description

[0001] DOCK GATE WITH IMPROVED IMPACT RESISTANCE FOR RAIL AND POSTS

[0002] FIELD OF THE INVENTION

[0003] The present invention pertains to the technical field of arrangements for obstructing or restricting traffic. More in particular, the present invention relates to gate mechanisms.

[0004] BACKGROUND

[0005] Safety barriers are provided in many different locations. For example a barrier may be provided in a warehouse or on a manufacturing shop floor to prevent unwanted contact between vehicles and people and / or equipment. Another function of a barrier may be providing fall protection, for instance at a loading dock in the absence of a truck. In that case, the barrier must be present at at least two different heights. Through necessity, the barrier should be continuous. However, in places, a gate section (e.g. a dock gate) may be required to allow users and / or vehicles to pass from one side of the barrier to the other.

[0006] A problem with conventional barriers used as a gate is that an inherent weakness is introduced into the barrier, so that the barrier breaks in case of a collision to avoid extensive damage to the vehicle. As a result, a conventional barrier is easily openable and closable, but unsuited as a safety barrier. Safety barriers have a much heavier and stronger construction to resist high impacts, but have as disadvantage that when used as a gate, for instance a dock gate, these barriers are much harder to open and close by a user due to the weight of the safety barrier. This is especially the case when the gate must be able to withstand impacts higher than 10 kJ. A general weaker point of safety barriers is a connection between a post and a rail, wherein the connection is likely to break instead of to withstanding the collision. Another disadvantage of known gates is that the gate can withstand a high impact at a central point of the gate, but cannot withstand the same impact directly on a post of the gate.

[0007] GB2614306A discloses dock gate barrier system comprising two parallel pivotable members, each pivoting about an axis disposed between a first couple of vertical gate elements. The distal end of each pivotable member being retained between a second couple of vertical gate elements. This construction results in a large envelope and increases logistic, production and installation complexity. The dock gate barrier system is heavy to be operated by one person.

[0008] The present invention aims to resolve at least some of the problems and disadvantages mentioned above.

[0009] SUMMARY OF THE INVENTION

[0010] The present invention and embodiments thereof serve to provide a solution to one or more of above-mentioned disadvantages. To this end, the present invention relates to a dock gate system according to claim 1. The dock gate system according to the present invention comprises a hinge post, a catcher post and a first rail interposed between said posts, the first rail being configured to pivot about an axis in said hinge post. The first rail is reinforced with a stiffness bar to withstand high impacts, without having to increase the size and weight of the dock gate system. The dock gate according to the invention lends itself to open and close more easily due to the light weighted first rail of the dock gate system, while the dock gate system can at the same time still withstand high impact from collision of a vehicle.

[0011] Preferred embodiments of the device are shown in any of the claims 2 to 15.

[0012] A traffic barrier system is shown in claim 16.

[0013] DESCRIPTION OF FIGURES

[0014] The following description of the figures of specific embodiments of the invention is merely exemplary in nature and is not intended to limit the present teachings, their application or uses. Throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0015] Figure 1 schematically presents an embodiment of the dock gate system according to the invention.

[0016] Figure 2 presents an exploded view of the first rail and the second rail.

[0017] Figure 3A presents a stiffness bar of a first rail according to an embodiment of the invention. Figure 3B presents a stiffness bar of a first rail according to another embodiment of the invention.

[0018] Figure 4 presents an exploded view of the hinge post.

[0019] Figure 5 presents an exploded view of the catcher post.

[0020] DETAILED DESCRIPTION OF THE INVENTION

[0021] Unless otherwise defined, all terms used in disclosing the invention, including technical and scientific terms, have the meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. By means of further guidance, term definitions are included to better appreciate the teaching of the present invention.

[0022] As used herein, the following terms have the following meanings:

[0023] "A", "an", and "the" as used herein refers to both singular and plural referents unless the context clearly dictates otherwise. By way of example, "a compartment" refers to one or more than one compartment.

[0024] "Comprise", "comprising", and "comprises" and "comprised of" as used herein are synonymous with "include", "including", "includes" or "contain", "containing", "contains" and are inclusive or open-ended terms that specifies the presence of what follows e.g. component and do not exclude or preclude the presence of additional, non-recited components, features, element, members, steps, known in the art or disclosed therein.

[0025] Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequential or chronological order, unless specified. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that the embodiments of the invention described herein are capable of operation in other sequences than described or illustrated herein.

[0026] The recitation of numerical ranges by endpoints includes all numbers and fractions subsumed within that range, as well as the recited endpoints. The expression "% by weight", "weight percent", "%wt" or "wt%", here and throughout the description unless otherwise defined, refers to the relative weight of the respective component based on the overall weight of the formulation.

[0027] Whereas the terms "one or more" or "at least one", such as one or more or at least one member(s) of a group of members, is clear per se, by means of further exemplification, the term encompasses inter alia a reference to any one of said members, or to any two or more of said members, such as, e.g., any >3, >4, >5, >6 or >7 etc. of said members, and up to all said members.

[0028] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to a person skilled in the art from this disclosure, in one or more embodiments. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0029] In a first aspect, the invention relates to dock gate system.

[0030] The dock gate system comprises a hinge post, a first rail and a catcher post. The hinge post comprises a base element suitable to be affixed to a surface, and a first pivoting axis being substantially perpendicular to the height direction of the hinge post. The height direction is a direction perpendicular to the surface on which a base element is affixed. The base element is preferably made of metal. The first rail is pivotable about said first pivoting axis. The first rail is pivotable between a first substantially horizontal position and a second raised position. The catcher post comprises a base element suitable to be affixed to a surface, and a catch element configured to catch the distal end of said first rail when in said first position and prevent displacement of said distal end of said first rail in at least a substantially horizontal plane. The base element of the hinge post and the catcher post are preferably affixed to the same surface. A longitudinal direction is a direction in which the first rail extends.

[0031] In a preferred embodiment said first rail comprises a stiffness bar encapsuled by an outer tube. The outer tube is preferably made in polymer. The stiffness bar has preferably a circular, a rectangular, a squared or a cross-shaped cross-section. Most preferably the stiffness bar has a rectangular cross-section, wherein the height of the cross-section is bigger than the width of the cross section. Preferably the height of the cross-section of the stiffness bar is at least five times the width of said crosssection, more preferably said height is at least seven times said width, even more preferably at least nine times and most preferably at least ten times. This is beneficial to prevent the stiffness bar from sagging due to gravity, while at the same time allowing the stiffness bar to deform in a horizontal plane upon impact. Due to the deformation in the horizontal plane, impact energy is absorbed by the first rail, allowing higher impact.

[0032] The polymer of the outer tube is preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) or polybutylene (PB), and more preferably polypropylene (PP). The outer tube is advantageous for absorbing at least a part of the impact when having a collision. Because the outer tube is made of a polymer, the outer tube can deform elastically and restore its original shape after the collision.

[0033] The stiffness bar has an axial tensile strength of at least 100 MPa. Preferably the stiffness bar has the axial tensile strength of at least 135 MPa, more preferably of at least 170 MPa, more preferably of at least 190 MPa, more preferably of at least 210 MPa, more preferably of at least 230 MPa. The axial tensile strength is measured according to ISO 527-1:2019. An axial tensile strength of at least 100 MPa is advantageous to prevent the stiffness bar from cracking or breaking in the event of deformation due to impact.

[0034] Due to the stiffness bar, the first rail has an impact resistance in a center of the first rail of at least 15 kJ, measured according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021.

[0035] This provides a dock gate system which can, advantageously, receive and distribute the energy resulting from impacts over the whole structure of the said dock gate system. The use of the dock gate system is beneficial because it does not introduce a weak spot in the safety barrier through which a vehicle can drive. Hence the first rail of the dock gate system can thus absorb and dissipate high amounts of energy from a deformation through the stiffness bar, by example the point bending modulus. The stiffness bar provides a light weighted first rail which improves ease of lifting the first rail by a pedestrian.

[0036] In a preferred embodiment the stiffness bar is a polymer reinforced composite. The stiffness bar is preferably a glass fiber reinforced polymer composite. Preferably the glass fibers are pultruded in the stiffness bar. A polymer reinforced composite is advantageous because it has a high axial tensile strength and can allow deformation in a direction perpendicular to the stiffness bar.

[0037] In an embodiment the stiffness bar has a transversal tensile modulus of at most 15 GPa, preferably at most 13 GPa, even more preferably at most 11 GPa, even more preferably at most 9 GPa and most preferably at most 8 GPa. The transversal tensile modulus is measured according to ISO 527-1:2019. A transversal tensile modulus of at most 15 GPa is advantageous to obtain a stiffness bar that improves the stiffness of the first rail, but that still allows the first rail to deform in a horizontal direction on impact, absorbing the energy of the impact.

[0038] In an embodiment the stiffness bar is a full metal bar. The metal bar is for instance a steel bar, an aluminium bar, or another suited metal. A metal bar is advantageous to increase the stiffness of the first rail. A full metal bar is beneficial to withstand very high impacts. A full metal bar has the disadvantage that it will deform very quickly plastically, requiring the replacement of the stiffness bar on impact. A full metal bar has the further disadvantage that it will increase the weight of the first rail.

[0039] In an embodiment the stiffness bar is composed of multiple layers of metal sheets. The metal sheets are preferably mutually slidable. This embodiment has similar advantages as a full metal bar, but it allows the stiffness bar to deform on impact.

[0040] In an embodiment the stiffness bar is a Kevlar bar. A Kevlar bar is beneficial to withstand high impacts and has a lower weight compared to a full metal bar.

[0041] It is clear to the skilled person that other materials than mentioned above are suitable for the stiffness bar.

[0042] In an embodiment, the stiffness bar has the axial tensile strength of at most 350 MPa, preferably of at most 330 MPa, more preferably of at most 310 MPa, more preferably of at most 290 MPa. The axial tensile strength is measured according to ISO 527-1 :2019. An axial tensile strength of at most 350 MPa is sufficient to avoid that the stiffness bar breaks on an impact up to 15 kJ. The impact is tested according to PAS13:2017, UNI / TS 11886-1:2006 or ANSI MH31.2-2021. A higher axial tensile strength would result in over-dimensioning the stiffness bar, which could result in higher weight, costs, ...

[0043] In an embodiment the stiffness bar has a transversal tensile strength of at least 30 MPa. Preferably the stiffness bar has the transversal tensile strength of at least 33 MPa, more preferably of at least 35 MPa, more preferably of at least 37 MPa, more preferably of at least 40 MPa, more preferably of at least 43 MPa, more preferably of at least 45 MPa, more preferably of at least 47 MPa, more preferably of at least 50 MPa. The transversal tensile strength is measured according to ISO 527-1:2019. A transversal tensile strength of at least 30 MPa is beneficial to avoid that the stiffness bar cracks or breaks on impact.

[0044] In an embodiment the stiffness bar has the transversal tensile strength of at most 75 MPa, preferably of at most 73 MPa, more preferably of at most 70 MPa, more preferably of at most 67 MPa, more preferably of at most 65 MPa. The transversal tensile strength is measured according to ISO 527-1 :2019. A higher transversal tensile strength would result in over-dimensioning the stiffness bar.

[0045] In an embodiment the stiffness bar has a rectangular cross-section. Preferably the stiffness bar has a cross-section with a height of at least 30 mm, preferably at least 50 mm, more preferably of at least 70 mm, measured in the height direction. The stiffness bar has a cross-section with a height measured in the height direction of at most 300 mm, preferably of at most 250 mm more preferably of at most 200 mm, more preferably of at most 150 mm, most preferably of at most 100 mm. The width of the cross-section of said stiffness bar, measured perpendicular to a plane which extends in the longitudinal and height direction, is at least 1 mm, preferably at least 3 mm, more preferably at least 5 mm, more preferably at least 7 mm. The width of the cross-section of said stiffness bar is at most 50 mm, preferably at most 40 mm, more preferably at most 30 mm, more preferably at most 20 mm, more preferably at most 10 mm.

[0046] In an embodiment the outer tube of the first rail has a diameter of at least 30 mm, preferably at least 50 mm, more preferably of at least 70 mm. The outer tube has a diameter of at most 300 mm, preferably of at most 250 mm more preferably of at most 200 mm, more preferably of at most 150 mm, more preferably of at most 100 mm.

[0047] In an embodiment the stiffness bar has a point bending modulus of at least 15 GPa, preferably of at least 17 GPa, more preferably of at least 19 GPa, more preferably of at least 21 GPa, more preferably of at least 23 GPa. The stiffness bar has a point bending modulus of at most 35 GPa, preferably of at most 33 GPa, more preferably of at most 31 GPa, more preferably of at most 29 GPa. The point bending modulus is measured according to ISO 178:2019.

[0048] In an embodiment the stiffness bar has an axial bending strength of at least 170 MPa, preferably of at least 190 MPa, more preferably of at least 210 MPa, more preferably of at least 230 MPa. The stiffness bar has an axial bending strength of at most 350 MPa, preferably of at most 330 MPa, more preferably of at most 310 MPa, more preferably of at most 290 MPa. The axial bending strength is measured according to ISO 178:2019.

[0049] In an embodiment the stiffness bar has a transversal bending strength of at least 70 MPa, preferably of at least 35 MPa, more preferably of at least 37 MPa, more preferably of at least 40 MPa, more preferably of at least 43 MPa, more preferably of at least 45 MPa, more preferably of at least 47 MPa, more preferably of at least 50 MPa. The stiffness bar has a transversal bending strength of at most 75 MPa, preferably of at most 73 MPa, more preferably of at most 70 MPa, more preferably of at most 67 MPa, more preferably of at most 65 MPa. The transversal bending strength is measured according to ISO 178:2019.

[0050] In an embodiment the stiffness bar has an axial tensile modulus of at least 17 GPa, preferably of at least 19 GPa, more preferably of at least 21 GPa, more preferably of at least 23 GPa. The stiffness bar has an axial tensile modulus of at most 35 GPa, preferably of at most 33 GPa, more preferably of at most 31 GPa, more preferably of at most 29 GPa. The axial tensile modulus is measured according to ISO 527-4. This is beneficial to allow the stiffness bar to deform in the horizontal direction, while still limiting the amount of deformation because the stiffness bar will not stretch too much.

[0051] In an embodiment the stiffness bar has a transversal tensile modulus of at least 4 GPa, preferably of at least 5 GPa, more preferably of at least 6 GPa. The transversal tensile modulus is measured according to ISO 527-1 :2019. A transversal tensile modulus of at least 4 GPa is beneficial to avoid that the first rail deforms too much in a horizontal plane on impact, which would undermine the function of the stiffness bar.

[0052] In an embodiment the stiffness bar has an axial tear-out strength of at least at least 70 MPa, preferably of at least 90 MPa, more preferably of at least 110 MPa, more preferably of at least 130 MPa, more preferably of at least 150 MPa. The stiffness bar has an axial tear strength of at most 200 MPa, preferably of at most 190 MPa, more preferably of at most 180 MPa, more preferably of at most 170 MPa. The axial tear-out strength is measured according to ISO 527-4:2023. This embodiment is especially applicable in case of a stiffness bar made of polymer reinforced composite. This embodiment guarantees that fibers reinforcing the polymer will not be pulled out of the stiffness bar on impact up to 15 kJ, which would result in cracking or breaking of the stiffness bar, while at the same time not imposing too high requirements for the material. The impact is tested according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021.

[0053] In an embodiment the stiffness bar has a transversal tear-out strength of at least 30 MPa, preferably of at least 50 MPa, more preferably of at least 70 MPa. The stiffness bar has the transversal tear-out strength of at most 100 MPa, preferably of at most 95 MPa, more preferably of at most 90 MPa, more preferably of at most 85 MPa. The transversal tear-out strength is measured according to ISO 527-4:2023. This embodiment is especially applicable in case of a stiffness bar made of polymer reinforced composite. This embodiment guarantees that fibers reinforcing the polymer will not be pulled out of the stiffness bar on impact up to 15 kJ, which would result in cracking or breaking of the stiffness bar, while at the same time not imposing too high requirements for the material. The impact is tested according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021.

[0054] In an embodiment the stiffness bar has an axial interlaminar shear strength of at least 10 MPa, preferably of at least 12 MPa, more preferably of at least 15 MPa, more preferably of at least 17 MPa, more preferably of at least 20 MPa, more preferably of at least 22 MPa, more preferably of at least 25 MPa. The stiffness bar has the axial interlaminar shear strength of at most 50 MPa, preferably of at most 45 MPa, more preferably of at most 40 MPa, more preferably of at most 35 MPa. The axial interlaminar shear strength is measured according to ISO 14130: 1997 / Cor 1 :2003. This embodiment is especially applicable in case of a stiffness bar made of polymer reinforced composite. This embodiment guarantees that the stiffness bar will not delaminate on impact up to 15 kJ, which would result in cracking or breaking of the stiffness bar, while at the same time not imposing too high requirements for the material. The impact is tested according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021.

[0055] In an embodiment, the stiffness bar extends between both ends of said first rail. In this way, at least the first rail is made impervious to outdoor elements while being also substantially flexible, and therefore, shock resistant, while at the same time increasing the rigidity of the first rail to avoid buckling on impact.

[0056] In an embodiment each extremity of the stiffness bar is affixed to reinforcement plates in a longitudinal direction in which the stiffness bar and the reinforcement plates extend. Preferably two reinforcement plates are at either side of the stiffness bar at each extremity of the stiffness bar in order to reinforce connection zones at the extremities of the stiffness bar. For instance the reinforcement plates are used to reinforce the connection of the first rail with the hinge post. This connection is preferably by the use of a first rail axis terminal as described in a later embodiment. For instance the reinforcement plates are used to reinforce the connection of the stiffness bar with a first rail terminal, as described in a later embodiment. Preferably the reinforcement plates are in metal. Hence material tearing of the stiffness bar can be prevented. The reinforcement plates also assist in absorbing deflection on the first rail axis terminal and / or the first rail terminal.

[0057] In an embodiment the first rail comprise a first rail axis terminal at a first extremity, closest to the hinge post, and a first rail terminal at a second extremity, opposite to the first extremity. Preferably said terminals are pipe shaped. The first rail axis terminal is inserted in the outer tube and attached to the outer tube end and the stiffness bar end closest to the hinge post. The first rail comprises the first pivoting axis at the first extremity of the stiffness bar. The first rail terminal is inserted in the outer tube and attached to the outer tube end and the stiffness bar end closest to the catcher post. In order to increase the durability of the system and thus its useful life, at least the first rail axis terminal is made of metal. Preferably all terminals are made of metal. The first rail axis terminal and the first rail terminal are advantageous for attaching the ends of the stiffness bar and the outer tube firmly to each other, while allowing the stiffness bar and the outer tube to deform independently. The first rail axis terminal is also advantageous for attaching the first rail to the hinge post. The first rail terminal is beneficial for receiving a pin in a recess of the first rail, as described in a later embodiment. In an embodiment the stiffness bar comprises at a second extremity of the stiffness bar a slit which extends in the longitudinal direction of the stiffness bar. In combination with a previously described embodiment, wherein reinforcement plates are affixed to the stiffness bar, the slit is also comprised in the reinforcement plates. The outer tube of the first rail is attached to the stiffness bar with a fastening means through the slit. The fastening means is slidable in the slit. The fastening means are for instance a bolt, a screw, a rod, a pin or another suited means. This embodiment is beneficial because the outer tube of the first rail can at first deform elastically without the stiffness bar being involved. Only when the fastening means reach an extremity of the slit and cannot slide any further, the stiffness bar has to deform as well. From that point onwards, the stiffness bar increases the stiffness of the first rail. The first rail can therefore dissipate impact energy over a larger time and hence improve impact resistance of the first rail. This embodiment is especially advantageous for short first rails. Short first rails are in the context of this document less than 3 m. Preferably the slit allows a sliding movement of the fastening means of at least 10 mm, more preferably at least 25 mm, even more preferably at least 30 mm and most preferably at least 50 mm.

[0058] In combination with a later described embodiment, wherein the dock gate system comprises a second rail and wherein the first rail and the second rail are rotatably attached to a common link, the first rail is preferably attached to said common link with said fastening means.

[0059] In an embodiment the first rail comprises a recess at the second extremity. The catcher post comprises a substantially vertically extending pin configured to enter the recess of the first rail. Preferably the recess is comprised in the first rail terminal. In this context said recess of the first rail is at a distal end nearest to the catcher post when said first rail is in the first position. This advantageously prevents that at least the distal end of the first rail moves away from the catching element of said catcher post. In this way keeping the dock gate closed during a collision against the dock gate system, and in particular against the first rail. By preference, said pin is round, more preferably rectangular, most preferably said pin has a beveled top perimeter. In this way the pin can more easily enter the recess at the distal end of the first rail, in this way making the closing of the dock gate system easier. By preference, the pin comprises a substantially horizontally protruding edge at a free end. By preference, the substantially horizontally protruding edge is a bottom part of the beveled top perimeter. The substantially horizontally protruding edge is beneficial to retain the pin in the recess at the distal end of the first rail in case of a collision. Alternatively the pin can be a hook. In combination with a later described embodiment comprising a mortise box, the pin extends from a bottom of the mortise box. In case the pin is a hook, the hook is connected to the closed bottom of the mortise box. The hook is directed to the back side of the mortise box.

[0060] In an embodiment the hinge post and the catcher post each comprise a mortise box. Said mortise box is open on one side and open at the top. Preferably the mortise box is in metal. By preference said metal is an aluminum alloy, more preferably a ferrous alloy, more preferably stainless steel or galvanized steel and most preferably galvanized steel. In this way, the mortise boxes are made substantially more durable. The hinge post and the catching post each comprise a vertical foot for releasably attaching said mortise box to the base element.

[0061] The vertical foot is preferably made of a polymer, more preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) and polybutylene (PB), and most preferably polypropylene (PP). The vertical foot is preferably a hollow profile, more preferably an extruded profile. The vertical foot has preferably a circular, rectangular or square cross-section, more preferably a square cross-section. The vertical foot is beneficial because it allows the mortise box to move relative to the base element on impact of a collision. The vertical foot will bend on impact and return to its original position after the collision. This increases the impact energy the hinge post and the catcher post can withstand.

[0062] The mortise box of the hinge post further comprises the first pivoting axis, inside which mortise box said first rail is configured to pivot about the first pivoting axis. The hinge post and the catching post, each comprise a primary impact member for covering each mortise box and each base element. Said primary impact member is made of polymer, preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) and polybutylene (PB), and most preferably polypropylene (PP).

[0063] In an embodiment spacers centralize the mortise boxes of the hinge post and the catcher post in the primary impact member in a plane perpendicular to the height direction. By preference, each mortise box comprises a plurality of polymer spacers configured to be attached to the surface of each of said mortise boxes and fill at least part of an empty volume left between the outer surface of said mortise box and the primary impact member disposed around it. Most preferably, said polymer spacers are substantially deformable, thus acting as buffer elements between the primary impact member and the mortise box. In this way, the shock resistance of the hinge post and the catcher post is advantageously increased.

[0064] In an embodiment the dock gate system comprises a second rail. The second rail is pivotable about a second pivoting axis at a first extremity of the second rail. The second pivoting axis is connected to the hinge post. The second pivoting axis is above said first pivoting axis wherein both pivoting axes being substantially perpendicular to a height direction. Both pivoting axes being substantially parallel to each other. Both the first rail and the second rail being pivotable between a first substantially horizontal position and a second raised position. The second rail comprises a polymer outer tube and a second rail axis terminal at a side closest to the hinge post. The second rail axis terminal is inserted in the outer tube and attached to the outer tube end closest to the hinge post. The first rail and the second rail are rotatably attached to a common link. The common link is positioned at the second extremities of both rails.

[0065] In an embodiment the outer tubes of the first rail and the second rail comprise retention holes for receiving retention pins for attaching the first rail axis terminal and the second rail axis terminal to the outer tubes. Non-limitative examples of suited retention pins are bolts and screws. The axis terminals are beneficial for easy replacement of the first rail and the second rail in case of damage. Only the retention pins need to be loosened from the hinge post. This is additionally beneficial because the first rail and the second rail can be transported separately and attached on site to the hinge post. Preferably the first rail axis terminal and the second rail axis terminal are received in a mortise box when the first rail and the second rail are in the second position.

[0066] In an embodiment, the second rail, when in the first position, is located between 0.80m and 1.60m from the ground, more preferably between 0.90m and 1.50m, even more preferably between 0.95 and 1.3m, and most preferably between Im and 1.2m. The first rail is positioned preferably between 0.2m and 0.9m in height, more preferably between 0.25m and 0.85m in height, even more preferably between 0.30m and 0.80m, and most preferably between 0.40m and 0.70m. These heights advantageously permit arresting most type of vehicles used in industrial sites and in particular logistic sites. The height is measured to a center line of the first rail and second rail. Preferably an opening between the ground and the first rail has a vertical dimension of at most 0.5m and an opening between the first rail and the second rail has a vertical dimension of at most 0.5m when the first rail and the second rail are in the first position. This is beneficial to be compliant with standard ISO 14122-3:2016 when the dock gate system is closed.

[0067] In an embodiment the base element comprises a bottom plate suitable to be affixed to a surface and hollow connection profile. Said hollow connection profile is perpendicular connected to said bottom plate. The vertical foot is placed inside the hollow connection profile and connected to the hollow connection profile. The hollow connection profile is placed inside the primary impact member.

[0068] In a further embodiment the hinge post and the catcher post comprise at least one inner impact member. The at least one inner impact member is a hollow profile made from a polymer, preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) and polybutylene (PB), and most preferably polypropylene (PP). The at least one inner impact member extends substantially perpendicular to the bottom plate. The at least one inner impact member is below the mortise box in the height direction. The at least one inner impact member is placed inside the hollow connection profile and the vertical foot inside the at least one inner impact member. The at least one inner impact member has a longer length than the hollow connection profile. The length is measured perpendicularly from the bottom plate. The primary impact member and the at least one inner impact member are connected to the connection profile by use of the connecting members. Non-limiting examples of connecting members are screws, bolts, bolts and nuts, rivets, wedges, ...

[0069] This embodiment is beneficial because now not only the first rail, but also the hinge post and the catcher post can withstand a direct collision with high impact up to at least 3 kJ. The impact is tested according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021. With direct collision is meant that the collision is directly with the hinge post or catcher post and not centrally on the first rail. Due to the connecting members, the primary impact member will not slide over the at least one inner impact member, forcing the primary impact member to absorb its part of the impact energy and avoiding that the impact energy is mainly absorbed by the at least one inner impact member, resulting in a failure of the at least one inner impact member. Because the at least one inner impact member is below the mortise box and has thus a shorter length than the primary impact member, the primary impact member will deform elastically first and only when the primary impact member is bent sufficiently and touches the at least one inner impact member, the at least one inner impact member will start deforming elastically and absorbing energy. The hinge post or catcher post becomes gradually stiffer when deforming elastically. The placement of the at least one inner impact member inside the connection profile is especially advantageous to avoid that the connection profile cuts at the inside of the primary impact member, resulting in structural damage to the hinge post or catcher post and finally in failure of it. While bending, the primary impact member will touch mainly the at least one inner impact member and not or only in a limited way the connection profile.

[0070] In an embodiment the at least one inner impact member has a diameter of at most 175 mm, preferably at most 172 mm, more preferably at most 169 mm. The at least one inner impact member has a diameter of at least 150 mm. Preferably an amount of the at least one inner impact member is one.

[0071] In a further embodiment the hinge post and catcher post comprises at least one outer impact member. The at least one outer impact member is a hollow profile made from a polymer, preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) and polybutylene (PB), and most preferably polypropylene (PP). The at least one outer impact member extends substantially perpendicular to the bottom plate. The at least one outer impact member has a shorter length than the length measured between the mortise box and the bottom plate and a longer length than the at least one inner impact member. The length is measured perpendicularly from the bottom plate. The at least one outer impact member is placed inside the primary impact member and outside the hollow connection profile.

[0072] This embodiment is especially advantageous when having a very high impact energy directly on the hinge post or the catcher post of for instance more than 10 kJ, preferably even up to at least 15kJ. The impact is tested according to PAS13:2017, UNI / TS 11886-1 :2006 or ANSI MH31.2-2021. For such an impact, it is necessary to have a hinge post or a catcher post that is strong, but can still deform elastically to absorb the energy of the impact. Simply strengthening the primary object member would reduce the possibility to deform elastically and the ability to absorb the impact energy, increasing the risk on damage to the hinge post or catcher post and failure of it. The at least one outer impact member is beneficial because the primary impact member can still deform elastically easily and absorb energy due to the shorter length of the at least one outer impact member, but it will not break because it is more quickly supported by the at least one outer impact member than by the at least one inner impact member due the absence of the connection profile between the primary impact member and the at least one outer impact member.

[0073] In an embodiment the at least one outer impact member is a series of subsequent outer impact members. Every subsequent outer impact member is placed inside a previous outer impact member. Every subsequent outer impact member has a shorter length than the previous outer impact member. The length is measured perpendicularly from the bottom plate.

[0074] This embodiment has the same advantages as described before. This embodiment is additionally beneficial because the stiffness of the hinge post or catcher post is increasing towards the bottom plate, causing an elastic deformation of the hinge post or catcher post that is spread along the length of said post and reduces the elastic deformation near the base member. Because the elastic deformation is spread along the length of the hinge post or catcher post, the total displacement of said post in the direction of the impact is more limited compared to a situation where the elastic deformation is mainly concentrated in a single zone of said post, increasing the safety behind the hinge post or catcher post. Changing the thickness of subsequent outer impact members gives more flexibility to spread the elastic deformation of the hinge post or catcher post along its length.

[0075] In an embodiment the at least one outer impact member has a diameter of at least 200 mm, preferably at least 210 mm, more preferably at least 220 mm. The at least one outer impact member has a diameter of at most 270 mm, preferably at most 260 mm and more preferably at most 255 mm. Preferably an amount of the at least one outer impact member is two. In the case of two outer impact members, the two outer impact members have preferably a difference in diameter of at least 15 mm, more preferably at least 20 mm, even more preferably at least 25 mm.

[0076] In an embodiment a top of the hinge post and the catcher post is equipped with a resiliently deformable "U"-shaped bumper element. Said bumper element is made of an elastomer. Non-limitative examples of suitable materials are thermoplastic polyurethane and rubber, preferably synthetic rubber such as styrene-butadiene rubber (SBR) and styrene-ethylene-butylene-styrene (SEBS). Said bumper element further reduced the impact of at least the second rail against the top portion of the mortise box of the hinge post when said rails reach the second position. This prevents premature degradation of the rails, and any other elements of the hinge post. Said bumper is further beneficial for avoiding injuries when a hand of a person is caught between said bumper and one of the rails. The bumper will deform, avoiding that the hand will be crushed.

[0077] In an embodiment the first and the second pivoting axis are incorporated in the mortise box. Both pivoting axis are substantially perpendicular to the height direction of the hinge post. Both pivoting axis are substantially parallel to each other. The second pivoting axis is offset relative to the first pivoting axis in a direction opposite to the catching post. The amount of said offset on the horizontal plane is by preference at least half the combined height or diameter of the first and second rails. This advantageously permits raising both rails to a substantially vertical second position. In this way, when the gate is open, the full width between the hinge post and the catching post is made available for passage, thus reducing the risk of collisions between the first rail and anything or anyone passing through said open gate.

[0078] In a further embodiment the mortise box of the hinge post is reinforced at the position of the first pivoting axis. The reinforcement is for instance a local thickening of the mortise box or the application of reinforcement plates on the mortise box. The reinforcement plates are preferably metal plates, more preferably steel plates. The reinforcement is beneficial to prevent tearing out of the first pivoting axis upon impact. This is especially advantageous for the first pivoting axis, because the first pivoting axis is closer to an edge of the mortise box.

[0079] In an embodiment the primary impact member of the hinge post and / or the catcher post is tube shaped with a U-shaped slot with an open side to the top of the hinge post and / or catcher post. The slot is suited to receive the first rail and if applicable the second rail.

[0080] In an embodiment the primary impact member has a outer diameter of at least 150 mm and at most 400 mm, preferably at least 200 mm and at most 350 mm, more preferably at least 250 mm and at most 300 mm. Preferably the primary impact member has a tube wall thickness of at least 10 mm, preferably said wall thickness is at least 11 mm, more preferably at least 12 mm, more preferably at least 13 mm. Said wall thickness is at most 30 mm, preferably said wall thickness is at most 25 mm, more preferably at most 20 mm.

[0081] In an embodiment , the first rail, the hinge post and the catcher post have an impact resistance of at least 15 kJ, measured according to PAS13:2017, UNI / TS 11886- 1 :2006 or ANSI MH31.2-2021. The impact is respectively in a center of the first rail, directly on the hinge post at a height corresponding to a height of the first rail or directly on the catcher post at a height corresponding to a height of the first rail. The height is preferably at least 450 mm and at most 600 mm, more preferably at least 470 mm and at most 580 mm, even more preferably at least 490 mm and at most 560 mm and most preferably 520 mm. The hinge post and catcher post comprise a primary impact member. The primary impact member is as described in a previous embodiment. The primary impact member has a outer diameter of at least 150 mm and at most 400 mm, preferably at least 200 mm and at most 350 mm, more preferably at least 250 mm and at most 300 mm. It is clear that this embodiment can be advantageously combined with previously described embodiments concerning the primary impact member, the at least one outer impact member and the at least one inner impact member.

[0082] In an embodiment the mortise box is secured to the primary impact member by a flange. Preferably the mortise box of both the hinge post and the catcher post are secured to the primary impact member of respectively the hinge post and the catcher post. The flange is positioned at an outer circumference of the primary impact member at an opposite side of an opening in the primary impact member wherein the first rail is received in the longitudinal direction. The flange is attached to the mortise box through the primary impact member. Preferably the flange fits the outer circumference.

[0083] The flange is advantageous to prevent the mortise box being pulled out of the primary impact member on impact.

[0084] In an embodiment an open side of the mortise box of the hinge post is partially covered by the primary impact member. Said partially covered open side is at a bottom of the mortise box. Said partially covered open side is at most a sixth of a height of the open side of the mortise box, measured in the height direction. More preferably said partially covered part is at most a seventh of said height, more preferably at most an eighth. Preferably a part under the U-shaped recess of the primary impact member covers said partially covered open side of the mortise box. "Under" is defined in the height direction. As the mortise box is partially covered by the primary impact member, the mortise box is locked in the primary impact member. Thus the mortise box can be prevented to be torn out of the primary impact member during collision. In an embodiment the mortise box of the catcher post comprises a spacer below the closed bottom of the mortise box. The spacer is touching the primary impact member at an inside. Preferably said spacer is positioned to support the primary impact member under the U-shaped recess in the primary impact member. The spacer is beneficial to prevent the mortise box being torn out of the primary impact member during collision.

[0085] In an embodiment the base element is protected by a base cover. The base cover is made from a compressible material. A first example is a high-density foam with a density of at least 80 kg / m3and at most 95 kg / m3. A non-limitative example of a suitable material for a high-density foam is ethylene-vinyl-acetate (EVA). A second example is rubber, more preferably synthetic rubber. Non-limitative examples of suitable materials for synthetic rubbers are styrene-butadiene rubbers (SBR) and styrene-ethylenebutylene-styrene (SEBS). Preferably the rubber material has a shore A hardness of at least 60 and most preferable 85. A third example is a polypropylene material. Preferably the polypropylene material comprises an impact modifier. The polypropylene material has preferably a shore A hardness of at least 60 and preferably at most 70.

[0086] In an embodiment the dock gate system comprises two first rails and two hinge posts and a common catcher post or two first rails and two catcher posts and a common hinge post. The first two rails are in line with each other. The common catcher post or the common hinge post is located in the middle between the two first rails. It is clear that the first rails, the hinge posts and the catcher posts are as described in one of the previously described embodiments. It is also clear that a common hinge post comprises two first pivoting axes and that a common catcher post comprises two catch elements. The two first pivoting axes or the two catch elements are preferably placed back to back in the common hinge post or the common catcher post respectively. It is clear to the skilled person that embodiments previously described for the hinge post or catcher post are mutatis mutandis applicable to a common hinge post or common catcher post.

[0087] This embodiment is advantageous for installing two dock gates next to each other, while saving floor space.

[0088] In a further embodiment the common hinge post or the common catcher post comprises two mortise boxes. The two mortise boxes are as described in a previous embodiment. The two mortise boxes of the common hinge post or the common catcher post are secured to the primary impact member by a flange. The flange is positioned at an outer circumference of the primary impact member between opposite openings in the primary impact member wherein the two first rails are received in the longitudinal direction. The two flanges are attached to the mortise boxes through the primary impact member. Preferably the flanges fit the outer circumference. Preferably the two mortise boxes are integrated in one element. Alternatively the two mortise boxes are connected to each other, so that both mortise boxes are secured to the primary impact member by the two flanges.

[0089] In a second aspect the invention relates to a traffic barrier system.

[0090] The traffic barrier system comprises a first rail, and a first and a second impact absorbing post. The first and the second impact absorbing post comprises a base element, suitable to be affixed to a surface, and a connector, suitable to firmly attach the first rail to said both impact absorbing posts. The first rail is positioned between the first and the second impact absorbing post. The first rail is firmly attached to the first and the second impact absorbing post via the connectors. The first rail extends in a substantially horizontal manner.

[0091] The first impact absorbing post and the second impact absorbing post are preferably made of polymer, more preferably a polyolefin, such as polyethylene (PE), polypropylene (PP) and polybutylene (PB), and most preferably polypropylene (PP).

[0092] The first rail comprises a stiffness bar encapsuled by a polymer outer tube, wherein said stiffness bar has an axial tensile strength of at least 100 MPa. Preferably the stiffness bar has the axial tensile strength of at least 135 MPa, more preferably of at least 170 MPa, more preferably of at least 190 MPa, more preferably of at least 210 MPa, more preferably of at least 230 MPa.

[0093] In an embodiment the traffic barrier system comprises a second rail. The second rail is firmly attached to the first and second impact absorbing post via a connector comprised on each of said both impact absorbing posts.

[0094] It is clear to the skilled person that embodiments applicable for the first rail of the dock gate system are equally applicable to the first rail of a traffic barrier system. Mutatis mutandis are the embodiments applicable for the second rail of the dock gate system also applicable to the second rail of a traffic barrier system. Mutatis mutandis are the embodiments concerning the inner impact member and the outer impact member of the dock gate system also applicable for the first and the second impact absorbing post of the traffic barrier system.

[0095] The invention is further described by the following non-limiting examples which further illustrate the invention, and are not intended to, nor should they be interpreted to, limit the scope of the invention.

[0096] DESCRIPTION OF FIGURES

[0097] Figure 1 schematically presents an embodiment of the dock gate system according to the invention.

[0098] An embodiment of the dock gate system (1) according to the invention comprising a first rail (4) under a second rail (5), both rails being rotatably attached by means of cylindrical pins (12, see FIG. 2) to a common link (9). The figure shows the hinge post (2) comprising a first pivoting axis (6, see FIG. 4) and a second pivoting axis (7, see FIG. 4) above said first axis (6), the first rail (4) being pivotable about said first pivoting axis (6) and the second rail (5) being pivotable about said second pivoting axis (7). The first and second rails (4, 5) are shown entering a mortise box of the catcher post (3). The hinge post (2) and the catcher post (3) comprise both a base element (8, see FIG.4 and 5) and a base cover (33). The base cover (33) keeps a primary impact member (22) in place to a surface and a flange (26) secures a mortise box (23, see FIG. 4 and 5) not to be torn out of the primary impact member (22) at an impact of a vehicle on the dock gate system (1). On top of the primary impact member (22) a U-shaped bumper element (25) covers an opening between the mortise box (23) and the primary impact member (22).

[0099] Figure 2 presents an exploded view of the first rail and the second rail.

[0100] Figure 2 shows the first rail (4) under the second rail (5), both rails being rotatably attached by means of cylindrical pins (12), which are connection parts, to a common link (9). The first rail (4) and the second rail (5) are shown comprising a polymer outer tube (18). The first rail (4) further comprises a glass fiber reinforced plastic stiffness bar (13) located inside said outer tube (18), the stiffness bar (13) extending between both ends of said first rail (4) and connecting to a first rail terminal (14) and a first rail axis terminal (19, shown in Fig. 4) inserted into and attached to the ends of said outer tube (18) of the first rail (4). The second rail (5) is also shown comprising a polymer outer tube (18), which outer tube (18) is shown comprising second rail terminal retention pin holes (17). The stiffness bar (13) has at each extremity at two sides of the stiffness bar (13) metal reinforcement plates (10). At an extremity at the common link (9) the reinforcement plates (10, see FIG 3A) and the stiffness bar (13) comprises a slit (11 see FIG 3A). The outer pipe (18) of the first rail (4) is also shown comprising first rail terminal retention pin holes (15) for retaining the first rail axis terminal (19, see FIG 4). A recess (20) is comprised in the first rail terminal (14) on a bottom side, hidden on Figure 2.

[0101] Figure 3A presents a stiffness bar of a first rail according to an embodiment of the invention.

[0102] The stiffness bar (13) comprises metal reinforcement plates (10) at each extremity of said bar. The reinforcement plates (10) and the stiffness bar (13) at an extremity at the first rail axis terminal (19, see FIG 4) comprise first rail terminal retention pin holes (15) for retaining the first rail axis terminal (19, see FIG 4). The reinforcement plates (10) and the stiffness bar (13) at an extremity at the common link (9, see FIG 2) comprises a slit (11) instead of retention pin holes (15).

[0103] Figure 3B presents a stiffness bar of a first rail according to another embodiment of the invention.

[0104] The stiffness bar (13) comprises metal reinforcement plates (10) at each extremity of said bar. The reinforcement plates (10) and the stiffness bar (13) comprise first rail terminal retention pin holes (15). The main difference with the first rail of Figure 3A is the absence of the slit (11).

[0105] Figure 4 presents an exploded view of the hinge post.

[0106] The figure shows a primary impact member (22) to be slid over the internal elements of the hinge post (2), said primary impact member (22) comprising a "U"-shaped bumper element (25). Said internal elements of the hinge post (2) comprise a mortise box (23) disposed upon a base element (8), connected via a vertical foot (31). The base element (8) comprises of a base plate (21) and a hollow connection profile (24). Said mortise box (23) comprising the first and second pivoting axis (6, 7) to which the first rail axis terminal (19) and the second rail axis terminal (16), respectively, are pivotably connected. The mortise box (23) is closed with a cover plate (34). The cover plate (34) is placed between the first rail axis terminal (19) and the second rail axis terminal (16). The base element (8) is protected by a base cover (33). The mortise box (23) further comprises a plurality of spacers (27) for aiding in supporting the outer post tube (22). A flange (26) is connected to the mortise box (23) to secure the mortise box (23) in the primary impact member (22) upon collision. The hinge post (2) comprises a vertical foot (31) for releasably attaching the mortise box (23) with a mortise box foot (28) to the base element (8) by the vertical foot (31). Optionally a gas spring (29) are connected to the first rail (4), which can aid in a rotatable move of the first and second rail (6, 7) from and to the first and second position. The hinge post (2) comprises an outer impact member (35). The outer impact member (35) extends substantially perpendicular to the base plate (21). The outer impact member (35) is placed inside the primary impact member (22) and outside the hollow connection profile (24). Between the outer impact member (35) and the hollow connection profile (24) is a spacer (36), made of extruded rubber. The primary impact member (22), the outer impact member (35) the spacer (36) and the vertical foot (31) are all connected to the hollow connection profile (24) with the use of bolts (37), nuts (38) and washers (39).

[0107] Figure 5 presents an exploded view of the catcher post.

[0108] The catcher post (3) primary impact member (22) is slid over the internal elements of the catcher post (3). Said primary impact member (22) comprising a "U"-shaped bumper element (25). Said internal elements of the catcher post (3) comprise a mortise box (23) disposed upon a base element (8). The base element (8) comprises a base plate (21) and a hollow connection profile (24). Said mortise box (23) further comprises a pin (30) at the inside of the mortise box (23), the pin (30) is configured to fit a complementary recess (20, see FIG 2) under the first rail (4). The catcher post (3) comprises a vertical foot (31) for releasably attaching the mortise box (23) with a mortise box foot (28) to the base element (8) by the vertical foot (31). The base element (8) is protected by a base cover (33). The mortise box (23) further comprises a plurality of spacers (27) for aiding in supporting the outer post tube (22). A flange (26) is connected to the mortise box (23) and a spacer for the primary impact member (32) are to secure the mortise box (23) in the primary impact member (22) upon collision. The hinge post (2) comprises an outer impact member (35). The outer impact member (35) extends substantially perpendicular to the base plate (21). The outer impact member (35) is placed inside the primary impact member (22) and outside the hollow connection profile (24). Between the outer impact member (35) and the hollow connection profile (24) is a spacer (36), made of extruded rubber. The primary impact member (22), the outer impact member (35) the spacer (36) and the vertical foot (31) are all connected to the hollow connection profile (24) with the use of bolts (37), nuts (38) and washers (39). The present invention is in no way limited to the embodiments described in the examples and / or shown in the figures. On the contrary, methods according to the present invention may be realized in many different ways without departing from the scope of the invention.

[0109] List of numbered items:

[0110] 1 dock gate system

[0111] 2 hinge post

[0112] 3 catcher post

[0113] 4 first rail

[0114] 5 second rail

[0115] 6 first axis

[0116] 7 second axis

[0117] 8 base element

[0118] 9 common link

[0119] 10 reinforcement plate

[0120] 11 slit

[0121] 12 cylindrical pins

[0122] 13 stiffness bar

[0123] 14 first rail terminal

[0124] 15 first rail terminal retention pin holes

[0125] 16 second rail axis terminal

[0126] 17 second rail terminal retention pin holes

[0127] 18 rail outer tube

[0128] 19 first rail axis terminal

[0129] 20 recess of first rail

[0130] 21 base plate

[0131] 22 primary impact member

[0132] 23 mortise box

[0133] 24 hollow connection profile

[0134] 25 "U"-shaped bumper element

[0135] 26 flange

[0136] 27 spacer of mortise box

[0137] 28 mortise box foot

[0138] 29 gas spring

[0139] 30 pin

[0140] 31 vertical foot 32 spacer primary impact member

[0141] 33 base cover

[0142] 34 cover plate

[0143] 35 outer impact member 36 spacer

[0144] 37 bolt

[0145] 38 nut

[0146] 39 washer

Claims

CLAIMS1. A dock gate system comprising: a hinge post comprising a base element suitable to be affixed to a surface, and a first pivoting axis being substantially perpendicular to the height direction of the hinge post; a first rail pivotable about said first pivoting axis, the first rail being pivotable between a first substantially horizontal position and a second raised position; and a catcher post comprising a base element suitable to be affixed to a surface, and a catch element configured to catch the distal end of said first rail when in said first position, and to prevent displacement of said distal end of said rail in at least a substantially horizontal plane; characterized in, that said first rail comprises a stiffness bar encapsuled by a polymer outer tube, wherein said stiffness bar has an axial tensile strength of at least 100 MPa.

2. Dock gate system according to claim 1, characterized in, that the hinge post and the catching post, each comprising a mortise box open on one side and open at the top, the hinge post and the catching post each comprising a vertical foot for releasably attaching said mortise box to the base element, the vertical foot being made of polymer, the mortise box of the hinge post further comprising the first pivoting axis, inside which mortise box said first rail is configured to pivot about the first pivoting axis, wherein the hinge post and the catching post, each comprise a primary impact member for covering each mortise box and each base element, said primary impact member being made of polymer.

3. Dock gate system according to claim 2, characterized in, that the base element comprises a bottom plate suitable to be affixed to a surface and hollow connection profile, wherein said hollow connection profile is perpendicularly connected to said bottom plate, wherein the vertical foot is placed inside the hollow connection profile and connected to the hollow connection profile and wherein the hollow connection profile is placed inside the primary impact member.

4. Dock gate system according to claim 3, characterized in, that the hinge post and the catcher post comprise at least one inner impact member, wherein the at least one inner impact member is a hollow profile made from a polymer, wherein the at least one inner impact member extends substantially perpendicular to the bottom plate, wherein the at least one innerimpact member is below the mortise box in the height direction, wherein the at least one inner impact member is placed inside the hollow connection profile and the vertical foot inside the at least one inner impact member, wherein the at least one inner impact member has a longer length than the hollow connection profile.

5. Dock gate system according to claim 4, wherein the hinge post and the catcher post comprise at least one outer impact member, wherein the at least one outer impact member is a hollow profile made from a polymer, wherein the at least one outer impact member extends substantially perpendicular to the bottom plate, wherein the at least one outer impact member has a shorter length than the length measured between the mortise box and the bottom plate and a longer length than the at least one inner impact member, wherein the length is measured perpendicularly from the bottom plate and wherein the at least one outer impact member is placed inside the primary impact member and outside the hollow connection profile.

6. Dock gate system according to claim 5, wherein the at least one outer impact member is a series of subsequent outer impact members, wherein every subsequent outer impact member is placed inside a previous outer impact member and wherein every subsequent outer impact member has a shorter length than the previous outer impact member.

7. Dock gate system according to any of the previous claims 2-6, characterized in, that the mortise box is secured to the primary impact member by a flange, wherein the flange is positioned at an outer circumference of the primary impact member at an opposite side of an opening in the primary impact member wherein the first rail is received in the longitudinal direction.

8. Dock gate system according to any of the previous claims 2-7, characterized in, that an open side of the mortise box of the hinge post is partially covered by the primary impact member.

9. Dock gate system according to any of the previous claims 2-8, characterized in, that the mortise box of the catcher post comprises a spacer below the closed bottom of the mortise box, wherein the spacer is touching the primary impact member at an inside.

10. Dock gate system according to any of the previous claims 1-9, characterized in, that each extremity of the stiffness bar is affixed to reinforcement plates in a longitudinal direction in which the stiffness bar and the reinforcement plates extend.

11. Dock gate system according to any of the previous claims 1-10, characterized in, that the first rail comprises a first rail axis terminal at a first extremity, closest to the hinge post, and a first rail terminal at a second extremity, opposite to the first extremity, wherein the first rail axis terminal is inserted in the outer tube and attached to the outer tube end and the stiffness bar end closest to the hinge post, wherein the first rail comprises the first pivoting axis at a first extremity of the stiffness bar, and wherein the first rail terminal is inserted in the outer tube and attached to the outer tube end and the stiffness bar end closest to the catcher post.

12. Dock gate system according to any of the previous claims 1-11, characterized in, that the dock gate system comprises a second rail, wherein the second rail is pivotable about a second pivoting axis at a first extremity of the second rail, wherein the second pivoting axis is connected to the hinge post, wherein the second pivoting axis is above said first pivoting axis, wherein both pivoting axes being substantially perpendicular to a height direction, both pivoting axes being substantially parallel to each other, both the first rail and the second rail being pivotable between a first substantially horizontal position and a second raised position, wherein the second rail comprises a polymer outer tube and a second rail axis terminal at a side closest to the hinge post, wherein the second rail axis terminal is inserted in the outer tube of the second rail and attached to the outer tube end closest to the hinge post, wherein the first rail and the second rail are rotatably attached to a common link.

13. Dock gate system according to any of the previous claims 1-12, characterized in, that a second extremity of the stiffness bar comprises a slit which extends in the longitudinal direction of the stiffness bar, wherein the outer tube of the first rail is attached to the stiffness bar with a fastening means through the slit, and wherein the fastening means is slidable in the slit.

14. Dock gate system according to any of the previous claims 1-13, characterized in, that the first rail comprises a recess at the second extremity, wherein the catcher post comprising a substantially vertically extending pin configured to enter the recess of the first rail.

15. Dock gate system according to any of the previous claims 1-14, characterized in, that a top of the hinge post and the catcher post is equipped with a resiliently deformable "U"-shaped bumper element.

16. Dock gate system according to any of the previous claims 1-1, characterized in, that the first rail, the hinge post and the catcher post have an impact resistance of at least 15 kJ, measured according to PAS13:2017, UNI / TS 11886-1:2006 or ANSI MH31.2-2021, wherein the impact is respectively in a center of the first rail, directly on the hinge post at a height corresponding to a height of the first rail or directly on the catcher post at a height corresponding to a height of the first rail, wherein the primary impact member has an outer diameter of at least 150 mm and at most 400 mm.

17. Dock gate system according to any of the previous claims 1-1, characterized in, that the dock gate system comprises two first rails, two hinge posts and a common catcher post or two first rails, two catcher posts and a common hinge post, wherein the first two rails are in line with each other and wherein the common catcher post or the common hinge post is located in the middle between the two first rails.

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