Low profile safety barrier

Abstract

A visual signaling system comprises at least one signaling element, at least one ground-anchored base configured to receive the at least one signaling element, and actuation means operatively coupled to the at least one signaling element for raising and lowering the signaling element from a resting substantially horizontal position to a raised and deployed position for providing a visual signal. Each base is configured to allow a rolling passage of a vehicle thereon.

Description

LOW PROFILE SAFETY BARRIERTECHNICAL FIELD

[0001] The invention relates to safety signaling systems, and more particularly to deployable safety signaling systems such as signaling systems for loading docks.BACKGROUND

[0002] Loading docks are inherently hazardous areas involving the movement of heavy equipment, vehicles, goods and personnel. Maintaining safe working conditions around a loading dock includes preventing accidental and / or unauthorized movement of heavy vehicles such as trucks.

[0003] US Patent 5,964,059 discloses a safety pole for loading docks that may be used to signal to a driver that the truck should not move. EP 1167253 discloses a signaling system for loading docks comprising light indicators in the ground. Other publications, such as US 1 ,532,865 and DE 1932423, provide road signals usable on a variety of roadways, including public streets.

[0004] A driver at a loading dock may be easily distracted by the activity surrounding their vehicle. Furthermore, the driver may mis-hear an oral instruction due to the inevitable noise at the loading dock. In such a situation, the prior art signaling devices and systems may be missed or ignored, causing a potentially unsafe situation such as the truck’s departure while loading personnel are still working to load the truck.

[0005] Accordingly, there is a need for improved signaling systems including at loading docks.SUMMARY

[0006] According to a broad aspect, a visual signaling system comprises at least one signaling element, at least one ground-anchored base comprising actuation means operatively coupled to the at least one signaling element for moving the at least one signaling element between a resting position and a deployed position for providing a visual signal, and each base is configured to allow a rolling passage of a vehiclethereon. In embodiments, the base plate is configured to receive the signaling element therein.

[0007] In embodiments, the at least one signaling element is configured, when in the deployed position, to occupy at least a portion of a vehicle driver’s or a pedestrian’s forward field of vision.

[0008] In embodiments, the at least one signaling element is configured, in the deployed position, to extend substantially horizontally across the portion of the driver’s forward field of vision.

[0009] In embodiments, the signaling element is a signaling post.

[0010] In embodiments, each base defines one or more open channels configured to receive the signaling element therein.

[0011] In embodiments, the one or more open channels are drainable.

[0012] In embodiments, the at least one signaling element comprises at least one reflective element.

[0013] In embodiments, the at least one signaling element comprises one or more lights electrically connected to a power source.

[0014] In embodiments, the at least one signaling element is configured to uncouple from the actuation means in response to a force being exerted on the at least one signaling element, the force exceeding a predetermined threshold.

[0015] In embodiments, the first end of the at least one signaling element is operatively coupled to a first portion of a fuse assembly, the actuation means is operatively coupled to a second portion of the fuse assembly, the first portion and the second portion being configured to be detachably secured to each other and to detach from each other in response to the force being exerted on the at least one signaling element.

[0016] In embodiments, the system further comprises safety sensing means comprising at least one of: an impact sensor configured for detecting a force being exerted on the signaling element; and a proximity sensor configured to detect thevehicle’s proximity to the signaling system; the safety sensing means being operatively connected to alert means for providing one or more of an audible and a visual signal in response to the force or the proximity being detected.

[0017] In embodiments, one or more of the at least one signaling element is substantially L-shaped.

[0018] In embodiments, the substantially L-shaped signaling element comprises a longitudinal portion comprising the first end, and a transversal portion extending from the second end; and the base is configured to receive the longitudinal portion and the transversal portion in the one or more open channels.

[0019] In embodiments, the actuation means comprise one of an electric actuator, a pneumatic actuator and a hydraulic actuator.

[0020] In embodiments, the electric actuator comprises an electric motor operatively coupled to the at least one signaling element for pivoting the first end thereof about a pivot axis.

[0021] In embodiments, the system further comprises a resistance mechanism operatively coupled to the at least one signaling element for resisting movement by the at least one signaling element.

[0022] In embodiments, the resistance mechanism comprises a cam.

[0023] In embodiments, the system further comprises a heating element for heating at least one of the ground-anchored base and the signaling element.

[0024] In embodiments, the ground-anchored base further comprises one or more protective skirts, each of the one or more protective skirts defining an angled surface with respect to the ground.

[0025] In embodiments, the one or more protective skirts comprise one or more of made of steel, concrete and a polymer.

[0026] In embodiments, the system further comprises one or more loading dock sensors; a controller operatively coupled to the actuation means and to the one or more loading dock sensors, the controller being configured, in response to receiving anindication from the one or more loading dock sensors, for at least one of causing the actuation means to raise the at least one signaling element, maintaining the at least one signaling element in the deployed position, and causing the lowering of the at least one signaling element.

[0027] In embodiments, the system further comprises a releasable retention mechanism for maintaining the at least one signaling element in the deployed position, and wherein the controller is further configured to cause a release of the retention mechanism.

[0028] In embodiments, the retention mechanism is a ratchet mechanism.

[0029] In embodiments, the one or more loading dock sensors comprises a door sensor operatively coupled to a loading dock door for determining a closing thereof, and wherein the controller is configured, in response to receiving an indication from the door sensor corresponding to the loading dock door being closed, to cause the lowering of the at least one signaling element.

[0030] In embodiments, the one or more loading dock sensors comprises a sensor for determining a deployment of a wheel chock.

[0031] In embodiments, the vehicle is a snow clearing vehicle.

[0032] In embodiments, the system is for use at a loading dock driveway approach at a position in front of a parked vehicle. In embodiments, the use comprises signaling at least one of a safe arrival and a safe departure of a vehicle.

[0033] In embodiments, the system is for use for intersection traffic management. In embodiments, the traffic is at least one of pedestrian and vehicle traffic.

[0034] In embodiments, the system is for use for directing warehouse traffic.

[0035] In embodiments, the system further comprises sound-emitting means configured to emit a sound during at least one of a raising and a lowering of the signaling element.BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 is a loading dock signaling system according to an embodiment.

[0037] Figure 2 is the signaling system of Figure 1 in a deployed position.

[0038] Figure 3 is the signaling system of Figure 1 in a resting position.

[0039] Figure 4 is a cross-section of the base of the signaling system of Figure 1 .

[0040] Figure 5 is a detail of the actuation means of the signaling system ofFigure 1.

[0041] Figures 6A and 6B are an exemplary magnet fuse system for the signaling system of Figure 1 .

[0042] Figure 7 is another exemplary fuse system for the signaling system of Figure 1.

[0043] Figures 8A and 8B show the compression of a cylinder in the fuse system of Figure 7.

[0044] Figure 9 is an exemplary cam resistance means for the signaling system of Figure 1.

[0045] Figure 10 is an exemplary ratchet resistance mechanism for the signaling system of Figure 1 .

[0046] Figure 11 is a loading dock signaling system according to an embodiment.

[0047] Figure 12 is a schematic representation of a driver’s view of the signaling system of Figure 11

[0048] Figure 13 is a loading dock signaling system according to an embodiment comprising two signaling elements.

[0049] Figure 14 shows the signaling system of Figure 13 in a deployed position.DETAILED DESCRIPTION

[0050] In the context of the present disclosure, systems and devices described as having a signaling element include systems and devices having two or more signaling elements, and the singular does not exclude the plural unless explicitly stated so.

[0051] In the context of the present disclosure, the term “loading dock” includes areas adjacent to a loading dock proper such as, but not limited to, driveway approaches, walkways adjacent to a parked vehicle, personnel access points, and other features.

[0052] The term “signaling element” is used throughout the present disclosure to refer to a visible object which may be raised, such as but not limited to pivoted, to be visible to a driver. The signaling element may be an elongate object. For example, it may be tubular, flat, V-shaped, L-shaped, convex, or otherwise have a curve thereto. The signaling element may be formed integrally, or comprise more than one interconnected component. For example, the signaling element may be modular.

[0053] While the present disclosure generally describes the use of a signaling system at or in proximity to a loading dock, it is understood that the principles disclosed herein are applicable for signaling in any appropriate environment and / or location where vehicular and / or pedestrian traffic may occur. For example, the systems disclosed herein may be used to direct and / or manage traffic in warehouses and / or at intersections. The system disclosed herein may be used to signal to a vehicle driver (e.g. a truck driver), for example whether departure and / or backing up is authorized. The system may also be used to signal conditions to other road and / or loading dock users, such as but not limited to loading personnel, forklift operators and maintenance personnel. For example, the system may be installed adjacent to a loading dock door and / or in a warehouse for providing visual signals to forklift operators. In a non-limiting aspect, a signaling system according to the present disclosure may be installed proximate to an intersection of pedestrian and vehicular or equipment traffic. This may be, for example, in a warehouse, on a public roadway and / or an airport having passenger foot traffic on the tarmac. The signaling system may be installed such that the resting position is substantially vertical, and the deployed position is diagonal or substantially horizontal. The signaling system may deploy into the equipment or vehicle traffic to signal a pedestrian’s presence, or into the pedestrian flow to warn of ongoingvehicle or equipment traffic. In some embodiments, the signaling system may be configured to deploy by gravity alone in case of a mechanical or electric failure, thus acting as a failsafe mechanism.

[0054] The systems according to the present disclosure may be used to provide signals corresponding to one or more conditions and / or situations and / or instructions. For example, the systems may provide signals corresponding to loading conditions, situation at a loading dock, for example personnel presence or door opening, and instructions including but not limited to allowance or forbiddance of vehicle departure, vehicle back-up, and others.

[0055] Referring to Figure 1 , a signaling system 100 comprises a base 110 and a signaling element 120 deployable therefrom. The base 110 may be anchored to the ground using acceptable anchoring and / or fixation methods, for example by bolts, teeth, concrete, and any other suitable anchoring method. The base 110 in Figure 1 may be anchored such that it protrudes above the ground. The base may be configured to be at least partially integrated to the ground, and / or entirely buried therein such that a top of the base is substantially flush with the ground level. The base 110 may be displaceable to account for the length of a truck 151 to be loaded at a loading dock 150. For example, the base 110 may be placed in front of a truck 151 after the truck 151 is parked at the loading dock 150, and the system 100 may then be raised to signal the loading condition to the truck driver. After the truck departs, or before, the base may be moved or carried away. The moveable base may comprise electrical, pneumatic or hydraulic connection means for connecting a corresponding actuator to a supply line or an electric mains for operation of the signaling system 100. In other embodiments, the signaling system may comprise one or more batteries electrically connected to an electric motor for actuating one or more components of the signaling system 100.

[0056] In Figure 1 , the signaling system 100 is shown used at a loading dock 150. The signaling system 100 is configured to be raised in front of a truck 151 such that it is visible to the driver to indicate that departure or movement of the truck 151 is unsafe or forbidden. The system may be configured to be raised to define an angle between 10 degrees and 90 degrees with respect to the ground, or between 10 and 170 degrees with respect to a resting position. It is understood that the signaling system 100 is configured to be visible to a user, such as a driver and / or loading dock personnel, whendeployed, and suitable deployment angles will be apparent. Accordingly, the signaling system is placed at a distance from the loading dock 150 slightly exceeding the length of a standard tractor-trailer. It is understood that a loading dock 150 may comprise more than one signaling system 100, for example in order to accommodate trucks 151 of varying lengths. Accordingly, a plurality of signaling systems 100 may be placed at predetermined distances from the loading dock 151 according to standard or common truck lengths in a jurisdiction where the signaling system 100 is used.

[0057] Referring now to Figure 2, the signaling system 100 is in use, the signaling element 120 having been deployed from the base 110 in front of the truck 151. A driver (not shown) would see the signaling element 120 in their field of vision when looking in a generally forward direction, and will be thus made aware that departure is unauthorized. This is accomplished without the driver needing to seek a traffic signal, such as a traffic light, situated elsewhere in the loading dock area, and without requiring a confirmation by other personnel operating in the loading dock area.

[0058] Referring now to Figure 3, the signaling element (not shown) is in a resting position in the base 110. The signaling element is received in the base 110 such that the truck 151 may drive over the base 110 when the signaling system 100 is not in use.

[0059] Figure 4 shown a cross-section of the base 110, the base 110 having sloped edges 111 , which may be protective skirts and comprise materials including but not limited to metal, such as steel, concrete, and one or more polymers. The base 110 defines an open channel 112 which receives the signaling element 120 when the signaling system 100 is not in use. The embodiment shown in Figure 4 is exemplary only. Accordingly, the signaling element may be shaped differently, for example by having different cross-sections, being substantially flat, or comprise additional elements such as, but not limited to lights, high-visibility bands, reflective elements extending over a portion of the signaling element, reflective coatings, a top surface configured to substantially cap the open channel, and others. The base 110 may not define an open channel but be otherwise configured to receive the signaling element 120, for example by having a slight recess to accommodate a flat or convex signaling element 120. The open channel 112 may be configured to allow draining of water or other fluid present therein. In some embodiments, the open channel 112 may have an open end and be inclined to direct water, for example rainwater or meltwater, towards the open end. Inother embodiments, for example where the base 110 is integrated to the ground and accordingly the bottom of the open channel 112 is belowground level, the open channel 112 may define one or more openings for directing fluids to one or more drainage means such as conduits or channels (not shown).

[0060] Referring now to Figure 5, the signaling system 100 comprises a motor 130 operatively connected to the signaling element 120 through a coupler 131. In the illustrated embodiment, the signaling element 120 is secured to a signaling element housing 132 which is operatively connected to the motor 130 and is configured to pivot about a pivot axis 133 when actuated by the motor, thereby causing the signaling element 120 to pivot about its end secured to the signaling element housing 132 and raising the opposite end in front of the truck. A pillow block unit 134 is operatively coupled to the signaling element housing 132 and to the motor 130 for guiding the pivoting motion, however it is understood that other means of guiding, limiting or facilitating the rotation of the signaling element housing 132 about the pivot axis 133 are within the scope of the present disclosure, including but not limited to ball bearing units, grommets, and others. In general the motor transmits rotational motion to the signaling element 120 via a driveshaft 135, however it is understood that other methods of actuating the signaling element 120 are within the scope of the present disclosure, including but not limited to pneumatic, hydraulic, electric, mechanical, and others.

[0061] Not shown in Figure 5, the signaling system 100 may comprise one or more means of actuation assistance, for example for reducing the effort required by the motor to raise and / or lower the signaling element 120. For example, the base may comprise one or more springs, including but not limited to torsion and / or pressure springs, configured to raise the signaling element 120, and the motor may be configured to actuate the signaling element 120 downwardly to the resting position. Other implementations are possible.

[0062] Referring to Figure 6, an exemplary fuse assembly for a signaling system is presented. The signaling system 100 is configured to allow a truck, or another vehicle to drive over the base 110 when the signaling element 120 is received therein. It is understood that the base 110 may also be driven over unintentionally when the signaling element 120 is deployed. This could damage the signaling system 100, as well as the vehicle.

[0063] Accordingly, a fuse assembly 140 for operatively coupling the signaling element 120 to the motor 130 comprises a first portion 141 and a second portion 142, each portion operatively coupled to one of the signaling element 120 and the and the driveshaft 135, the driveshaft 135 being driven by the motor 130 to rotate the signaling element 120. It is understood that the portion of the fuse assembly 140 coupled to the driveshaft 135 may be coupled thereto directly, for example by attachment vis screws, brackets, welding, or other acceptable securement methods, or indirectly by being coupled to one or more components coupled to the driveshaft 135.

[0064] In an embodiment, the fuse assembly 140 comprises two or more magnets, each of the first portion 141 and the second portion 142 comprising at least one magnet configured to magnetically attach to at least one magnet on the corresponding other portion. In the illustrated embodiment, two cylindrical magnets 141 a and 142a are configured to magnetically engage with one another to couple the signaling element 120 to the driveshaft 135. If a force is exerted on the signaling element 120 by a vehicle exceeding the magnetic force exerted by the magnets 141 a and 142a, the signaling element 120 will uncouple from the driveshaft 135. Optionally, a sleeve 143 may be provided on either magnet 141a and 142a to align the magnets in an axial direction.

[0065] Other fuse assemblies are possible. Referring to Figures 7 and 8, the signaling element 120 may be configured to receive a resilient insert, for example a rubber cylinder 144 secured or coupled to the driveshaft 135. Exerting a force on the signaling element 120 will cause the cylinder 144 to yield at first. A continued or increased force may force the signaling element 120 off of the insert or, alternatively, the cylinder may be configured to detach from the driveshaft 135 according to the same principle. In the embodiment shown in Figures 7 and 8, the cylinder 144 is secured or operatively connected to the driveshaft 135, or to another component secured thereto, by means of a flathead screw 145. Tightening of the screw 145 causes a slight radial expansion of the cylinder 144, as shown in Figures 8A and 8B, thereby causing the cylinder 144 to adhere to an inner wall 120a of the signaling element 120. It is understood that the strength and resilience of the attachment of the signaling element 120 may accordingly be modulated by changing the tightening of the screw 145.

[0066] In other embodiments, fuse assemblies may comprise ball-and socket arrangements and / or breakable elements, such as but not limited to pins, configured toprovide the sole structural connection between the driveshaft 135 and the signaling element 120.

[0067] Not shown in Figures 1 to 8, one or more sensors such as an impact sensor for detecting a force exerted on the signaling element 120 may be provided. For example, when a truck 151 accidentally departs from a loading dock 150 when the system 100 is deployed, the body of the truck 151 will come into contact with the signaling element 120 and exert a force thereon in the departure direction. Sensors may be configured to detect the exerted force and provide one or more indications corresponding to a contact between the truck 151 and the signaling element 120. These indications may include, but are not limited to, audible signals, such as an alarm, visual signals, such as a red or stop light, or a flashing light, or combinations thereof. The sensors may also be operatively coupled to other elements of the loading dock 150 such as a loading gate, a dock leveler, personnel doors and others. For example, detection by the one or more sensors of a force being exerted on the signaling element 120 may cause the loading gate to close or deploy signaling at the loading gate indicating an unsafe condition due to the truck having moved. The system may comprise one or more proximity sensors for detecting the proximity of a vehicle and / or personnel thereto and for delivering an alarm or an alert.

[0068] Optionally, the one or more sensors may be coupled to a fuse assembly, when present, to cause an uncoupling thereof.

[0069] The signaling system 100 may comprise alert and / or other sound emitting means, including but not limited to a buzzer, for audibly signaling that the system 100 is in use, for example during the raising of the signaling element 120, during a lowering of the signaling element 120, or during both. The buzzer may be configured to operate in other circumstances as well.

[0070] Referring now to Figure 9, the signaling system 100 may comprise braking, retention and / or resistance means for supporting the signaling element 120 in a deployed position or slowing its deployment. The resistance means are generally coupled to the driveshaft 135 but may be coupled to other components of the signaling system 100 insofar as they provide resistance to a raising or a lowering of the signaling element 120.

[0071] In the embodiment illustrated in Figure 9, the resistance means comprise a cam 160 coupled to the driveshaft 135 and configured to engage a rubber band 161 when the signaling element 120 approaches its deployed position. The rubber band 161 provides resistance to a lowering of the signaling element 120 by resisting the corresponding movement of the cam 160. Such resistance means may cooperate synergistically with a motor brake (not shown) to improve the stability of the signaling element 120 when deployed, as well as reduce part wear and energy consumption by the motor brake due to the mechanical effort of maintaining the signaling element 120 in a deployed position. In some embodiments, the rubber band 161 may be provided on a movable support (not shown), or be placed over a raisable pin, and be thereby pushed towards the cam. In some embodiments, such engagements may be provided as failsafe mechanisms configured to maintain the cam and the rubber band engaged even in the case of a power failure, which would result in a failure of the motor brake. In the illustrated embodiment, an additional mechanical stopper 162 blocks the cam from rotating beyond a predetermined point when the signaling element 120 is being raised. Accordingly, the resistance mechanism may provide resistance to both overdeployment of the signaling element 120 and its accidental lowering.

[0072] Referring now to Figure 10, a retention mechanism comprises a ratchet 170 generally having a gear 171 , a pawl 172 engaging the gear 171 to block the rotation thereof in a direction corresponding to the lowering of the signaling element 120, and a spring 173 biasing the pawl to the blocking position. As above, the resistance mechanism is coupled to the driveshaft 135 for resisting rotation thereof in one direction. The resistance mechanism 170 comprises means to release the pawl and allow the signaling element 120 to be lowered (not shown). For example, an actuator, such as pneumatic, solenoid, magnetic, manual and / or other can be provided to move the pawl to a releasing position, freeing the gear 171.

[0073] Referring now to Figure 11 , a signaling system 200 generally comprises the components and elements described for the signaling system 100, however the signaling system 200 is configured to have a generally L-shaped signaling element 220 received in a corresponding base 210 extending longitudinally and transversally with respect to the departure direction of a truck 151. While the signaling element 120 described above is configured to occupy a portion of the driver’s field of vision diagonally, the signaling element 220 is configured to extend over a portion of thedriver’s field of vision substantially horizontally. Advantageously, use of the signaling element 220 allows the signaling system 200 to occupy a larger proportion of the driver’s field of vision at a substantially constant height, thereby providing a more visible warning that departure is forbidden. As shown in Figure 12, a signaling element 220 may span horizontally a driver’s entire field of vision by occupying all or most of a windshield’s width.

[0074] Referring now to Figures 13 and 14, exemplary signaling systems employing a plurality of high-visibility signaling elements are presented. Activities at loading docks often require drivers to pay attention to many areas, including several blind spots at once. In such circumstances, a driver may instinctively cause the forward or backward movement of the truck 151 while completing a blind spot or rear view check, whether by habit, out of routine, or due to an inadvertent loss of focus.

[0075] Referring to Figure 13, a signaling system 1300 comprises two signaling elements 1301 and 1302, configured to form a general V-shape when deployed in front of a truck 151. The base for the signaling system 1300 is omitted for ease of visualisation, however it is understood that the signaling system 1300 is integrated into a base which may define open channels or be otherwise configured to receive the signaling elements. The base is configured to be ground-anchored or at least partially integrated into the ground to allow a vehicle to drive over the base. Each signaling element 1301 and 1302 is coupled to a driveshaft 1303a or 1303b. The driveshafts 1303a and 1303b are mechanically connected by means of gears 1304 such that actuation of one of the driveshafts 1303a or 1303b will cause the other driveshaft to move as well.

[0076] It is understood that each driveshaft 1303a and 1303b, or just one of them, may be coupled to a motor. In the embodiment illustrated in Figure 13, a tensioning assembly comprises a spring 1310, an actuator 1311 , and a cable 1312 extending between the spring, the actuator 1311 and one of the signaling elements 1303a and 1303b for causing a rotation thereof. The actuator 1311 increases tension in the cable 1312 and, in response to the increased tension, the driveshaft to which the cable 1312 is operatively connected will rotate to raise both signaling elements 1301 and 1302. Optionally, a wedge member 1313 may be connected between the cable 1312 and the spring 1310 for engaging a corresponding protrusion or member connected to thedriveshafts 1303a and 1303b. When the cable 1312 is tensioned, the wedge member 1313 moves forward in the direction of the actuator and pushes the protrusion 1314 upwards. In some embodiments, the protrusion may be connected to a pivoting assembly on which the driveshafts 1303a and 1303b are mounted. When the protrusion is pushed upwards, the assembly and the driveshafts 1303a and 1303b pivot backwards, bringing the signaling elements 1301 and 1302 closer to the windshield, thereby increasing the signaling elements’ visibility.

[0077] Figure 14 shows the signaling system 1300 in a deployed position. The signaling elements 1301 and 1302 are deployed from the base 1350 form a V-shape in front of the truck 151. It is understood that other arrangements are possible. For example, signaling systems according to the principles disclosed herein may comprise a plurality of signaling elements configured to be visible from two or three different directions. For example, two signaling elements forming a general V-shape may be deployed such that one signaling element may be visible through a truck’s windshield, while a second signaling element may be visible through one of the truck’s side windows. Alternatively, the signaling elements may be raised independently, without necessarily forming a V-shape.

[0078] Referring now to Figure 15, a signaling system 1500 may comprise additional elements to increase the visibility of the signaling element 1520 when it is deployed from the base 1510. In the depicted embodiment, the system 1500 comprises a flag element 1521 secured to the signaling element 1520 and configured to be rotated about the signaling element 1520. In a resting position, the flag 1521 is substantially parallel to the ground and received within the base 1510. When the motor or another actuation means 1530 raises the signaling element 1520, the flag 1521 rotates about a longitudinal axis of the signaling element to become substantially perpendicular to the ground as the signaling element 1520 is raised. A blocking element 1522 prevents the flag 1521 from being completely perpendicular to the ground, thereby guiding the flag 1521 towards the resting position when the flag contacts the base 1510 during a lowering of the signaling element 1520. The flag 1521 is depicted as a plate, however it is understood that other shapes and sizes of the flag 1521 are possible without departing from the present teachings.

[0079] The systems described above may be integrated with other components of a loading dock to deliver at least partially automated safety systems. For example, the signaling systems may be operatively connected to controllers, themselves operatively connected to sensing and / or processing means for detecting loading dock conditions, such as the presence of personnel, the opening or closing of doors and / or barriers, the deployment and / or presence of wheel chocks for blocking the truck, the weight of the truck or of goods to be loaded and / or unloaded therefrom, weather conditions, loading dock temperature, and others. For example, the system may be configured to prevent the lowering of the signaling element, even manually, unless a loading dock door sensor reports that the door is closed and accordingly injury to personnel due to accidental departure is unlikely. In other embodiments, the system may be configured to lower the signaling element once a wheel chock is detected as having been removed from the wheels of the truck, or returned to a resting position.

[0080] The embodiments described above are intended to be exemplary only. The scope of the invention is therefore intended to be limited solely by the appended claims.

Claims

CLAIMS1 . A visual signaling system, comprising: at least one signaling element; at least one ground-anchored base comprising actuation means operatively coupled to said at least one signaling element for moving said at least one signaling element between a resting position and a deployed position for providing a visual signal; wherein each base is configured to allow a rolling passage of a vehicle thereon.

2. The signaling system according to claim 1 , wherein the at least one signaling element is configured, when in the deployed position, to occupy at least a portion of a vehicle driver’s or a pedestrian’s forward field of vision.

3. The signaling system according to claim 2, wherein the at least one signaling element is configured, in the deployed position, to extend substantially horizontally across the portion of the driver’s forward field of vision.

4. The signaling system according to claim 1 , wherein the signaling element is a signaling post.

5. The signaling system according to claim 1 , wherein each base defines one or more open channels configured to receive the signaling element therein.

6. The signaling system according to claim 5, wherein the one or more open channels are drainable.

7. The signaling system according to claim 1 , wherein the at least one signaling element comprises at least one reflective element.

8. The signaling system according to claim 1 , wherein the at least one signaling element comprises one or more lights electrically connected to a power source.

9. The signaling system according to claim 1 , wherein the at least one signaling element is configured to uncouple from the actuation means in response to a force being exerted on the at least one signaling element, the force exceeding a predetermined threshold.

10. The signaling system according to claim 9, wherein a first end of the at least one signaling element is operatively coupled to a first portion of a fuse assembly, the actuation means is operatively coupled to a second portion of the fuse assembly, the first portion and the second portion being configured to be detachably secured to each other and to detach from each other in response to the force being exerted on the at least one signaling element.

11. The signaling system according to claim 1 , further comprising safety sensing means comprising at least one of: an impact sensor configured for detecting a force being exerted on the signaling element; and a proximity sensor configured to detect the vehicle’s proximity to the signaling system; the safety sensing means being operatively connected to alert means for providing one or more of an audible and a visual signal in response to the force or the proximity being detected.

12. The signaling system according to claim 1 , wherein one or more of the at least one signaling element is substantially L-shaped.

13. The signaling system according to claim 12, wherein: the substantially L-shaped signaling element comprises a longitudinal portion comprising a first end, and a transversal portion extending from a second end; and the base is configured to receive the longitudinal portion and the transversal portion in the one or more open channels.

14. The signaling system according to claim 1 , wherein the actuation means comprise one of an electric actuator, a pneumatic actuator and a hydraulic actuator.

15. The signaling system according to claim 14, wherein the electric actuator comprises an electric motor operatively coupled to the at least one signaling element for pivoting a first end thereof about a pivot axis.

16. The signaling system according to claim 1 , further comprising a resistance mechanism operatively coupled to the at least one signaling element for resisting movement by the at least one signaling element.

17. The signaling system according to claim 16, wherein the resistance mechanism comprises a cam.

18. The signaling system according to claim 1 , further comprising a heating element for heating at least one of the ground-anchored base and the signaling element.

19. The signaling system according to claim 1 , wherein the ground-anchored base further comprises one or more protective skirts, each of the one or more protective skirts defining an angled surface with respect to the ground.

20. The signaling system according to claim 19, wherein the one or more protective skirts comprise one or more of made of steel, concrete and a polymer.21 . The signaling system according to claim 1 , further comprising: one or more loading dock sensors; a controller operatively coupled to the actuation means and to the one or more loading dock sensors, the controller being configured, in response to receiving an indication from the one or more loading dock sensors, for at least one of: causing the actuation means to raise the at least one signaling element; maintaining the at least one signaling element in the deployed position; and causing the lowering of the at least one signaling element.

22. The signaling system according to claim 21 , further comprising a releasable retention mechanism for maintaining the at least one signaling element in the deployed position, and wherein the controller is further configured to cause a release of the retention mechanism.

23. The signaling system according to claim 22, wherein the retention mechanism is a ratchet mechanism.

24. The signaling system according to claim 21 , wherein the one or more loading dock sensors comprises a door sensor operatively coupled to a loading dock door for determining a closing thereof, and wherein the controller is configured, in response to receiving an indication from the door sensor corresponding to the loading dock door being closed, to cause the lowering of the at least one signaling element.

25. The signaling system according to claim 21 , wherein the one or more loading dock sensors comprises a sensor for determining a deployment of a wheel chock.

26. The signaling system according to claim 1 , wherein the vehicle is a snow clearing vehicle.

27. The signaling system according to claim 1 for use at a loading dock driveway approach at a position in front of a parked vehicle.

28. The signaling system according to claim 27, wherein the use comprises signaling at least one of a safe arrival and a safe departure of a vehicle.

29. The signaling system according to claim 1 , for use for intersection traffic management.

30. The signaling system according to claim 29, wherein the traffic is at least one of pedestrian and vehicle traffic.

31. The signaling system according to claim 1 for use for directing warehouse traffic.

32. The signaling system according to claim 1 , further comprising sound-emitting means configured to emit a sound during at least one of a raising and a lowering of the signaling element.

33. The signaling system according to claim 1 , wherein the at least one ground- anchored base is configured to receive the at least one signaling element therein.

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