WO2020044214A1 - Kit for controlling the access of vehicles in surveillance areas - Google Patents

Abstract

The kit (1) for controlling the access of vehicles in surveillance areas comprises: an electronic device (5) for transmitting an identification signal (6) of a vehicle (2); a base platform (8); detection means (18) adapted to detect the transit of the vehicle (2); at least one receiving device (19) adapted to receive the identification signal (6), which is alternatively locatable between a switch- off configuration and a switch- on configuration; a processing and control unit (20); wherein: the receiving device (19) is normally in the switch- off configuration; the processing and control unit (20) is adapted to transmit an activation signal (25) to the receiving device (19), the receiving device (19) switching to the switch-on configuration; the receiving device (19) is adapted to remain temporarily in the switch-on configuration before returning to the switch- off configuration.

Description

KIT FOR CONTROLLING THE ACCESS OF VEHICLES IN SURVEILLANCE AREAS

Technical Field

The present invention relates to a kit for controlling the access of vehicles in surveillance areas.

Background Art

It is well known that vehicle manufacturers are involved in the production of vehicles, for the sale of which they generally rely on dealerships or showrooms. It is not unusual for these dealers to also carry out the activity of mechanical workshop and/or sale of spare parts for those vehicles already sold but still produced by the same manufacturer.

When a dealer receives a vehicle from the manufacturer, it becomes to all intents and purposes the manager of the vehicle, i.e. the manufacturer is not aware of any use of the vehicle made by the dealer in the period of time between the delivery of the vehicle to the dealer and sale to the end customer.

It is also known that dealers can sometimes use vehicles not yet sold for personal purposes without informing the manufacturer.

In particular, it may occur that a certain vehicle leaves the dealer not only at the time of sale, but also in other circumstances, because it is used by the dealer or by third parties on behalf of the dealer for personal purposes.

Think of the case of a luxury and/or sports car dealer; it may occur that the dealer obtains a benefit, including economic, by having these vehicles used by third parties not authorized by the manufacturer.

In fact, the manufacturer has no way of becoming aware of these illegitimate uses.

Hence the need for vehicle manufacturers to be able to control to a greater extent their own vehicles in the possession of dealerships.

Similar requirements are also felt in other areas and, in general, in all circumstances in which it is necessary to control the access, exit and use of vehicles, for example:

to check the entry and exit of vehicles in car parks or public and private areas; to verify the use of vehicles of a company fleet by company employees; to authorize the supply of fuel at filling stations;

to authorize the supply of electricity at electric vehicle charging stations. Description of the Invention

The main aim of the present invention is to provide a kit for controlling the access of vehicles in surveillance areas which enables each vehicle to be univocally identified, to be able to monitor its movements in and out of a surveilled area and to be able to know the exact moment in which such movements occur.

Another object of the present invention is to provide a kit for controlling the access of vehicles in surveilled areas which permits informing the manufacturer in detail and accurately about any movements made by the vehicles provided by it to a car showroom.

Another object of the present invention is to provide a kit for controlling the access of vehicles in surveilled areas which permits reducing the occurrence of misconduct on the part of dealers, discouraging any improper use of vehicles acquired from the manufacturer.

Not the least object of the present invention is to devise a kit for controlling the access of vehicles in surveillance areas which permits, more generally, verifying any access, exit and use of vehicles by the managing body of the surveilled area. Another object of the present invention is to devise a kit for controlling the access of vehicles in surveillance areas that allows overcoming the aforementioned drawbacks of the prior art in the context of a simple, rational, easy, effective to use and affordable solution.

The aforementioned objects are achieved by the present kit for controlling the access of vehicles in surveillance areas having the characteristics of claim 1. Brief Description of the Drawings

Other characteristics and advantages of the present invention will be more evident from the description of several preferred, but not exclusive, embodiments of a kit for controlling the access of vehicles in surveillance areas, illustrated by way of an indicative, but non-limiting example in the accompanying drawings, in which: Figure 1 is an axonometric view from below of a vehicle equipped with the electronic device provided in the kit according to the invention;

Figure 2 is an axonometric view of a first embodiment of the kit according to the invention;

Figure 3 is an exploded view of the kit of figure 2;

Figure 4 is a block diagram illustrating a part of the kit of figure 2;

Figure 5 is an axonometric view of a second embodiment of the kit according to the invention;

Figure 6 is an exploded view of the kit of figure 5;

Figure 7 is a sectional view along the plane VII - VII of Figure 5.

Embodiments of the Invention

With particular reference to these figures, reference numeral 1 globally designates a kit for controlling the access of vehicles in surveilled areas.

In the rest of the present treatise, surveilled area means any environment, both outside and inside a building, for which the entry and exit of vehicles is to be controlled, in the presence or absence of surveillance personnel.

For example, surveilled areas include both car showrooms and courtyards adjacent to car showrooms where the vehicles to be sold are parked.

Alternative embodiments of the present invention cannot however be ruled out wherein by surveilled area is meant, for example:

public and private car parks or areas accessible through an opening and closing gate or barrier, wherein the kit 1 is intended to automatically open the gate or barrier if the vehicle 2 is identified and authorized;

fuel filling stations, wherein the kit 1 is intended to enable fuel dispensing if the vehicle 2 is identified and authorized;

electric vehicle charging stations, wherein the kit 1 is intended to enable the dispensing of electric power if the vehicle 2 is identified and authorized. Furthermore, in the rest of the following treatise, it is deemed that a vehicle 2, once moved, proceeds in the normal direction of travel, i.e. the direction of travel according to which the front tires always precede the rear tires.

The use of the kit 1 cannot however be ruled out in the event of the vehicle 2 proceeding in a different direction of travel, i.e. in reverse. In this sense it is specified that the vehicle 2 preferably consists of a four- wheeled vehicle, with two front wheels 3 and two rear wheels 4.

It cannot however be ruled out that the present invention can also be used with other types of vehicles, such as trucks, buses, non-motorized trailers, motorcycles, bicycles, automatic-guided vehicles (AGVs) or forklift trucks.

The kit 1 comprises at least one electronic device 5.

The electronic device 5 is mounted on the vehicle 2 and is adapted to transmit an identification signal 6 of the vehicle 2.

The identification signal 6 comprises data relating to the vehicle 2, which allow identifying the vehicle 2 in a unique manner.

The manufacturer of the vehicle 2, the operator of the surveilled area or, more generally, any person in charge of access control chooses which data should be comprised in the identification signal 6 according to their needs; such data could be, e.g., the chassis number, the number plate or a specific code for the vehicle

2.

Preferably, the identification signal 6 consists of one or more codes which, within a database, are associated with other vehicle data (e.g. the vehicle chassis number); by reading the identification signal 6 and comparing it with the information in the database, it is possible to univocally identify the vehicle 2. Preferably the electronic device 5 provides for the use of the RFID Radio Frequency Identification technology.

The electronic device 5, e.g., consists of a magnetic coupling tag, which is equipped with a microchip, wherein are contained the data relating to the vehicle 2, and with an antenna.

The antenna receives an electromagnetic signal which, through the principle of induction, is transformed into electrical energy used to power the microchip.

The microchip is thus able to transmit, via radio frequencies, still via the antenna, the identification signal 6.

Alternatively, the electronic device 5 can consist of an electromagnetic coupling tag.

In this case the tag is still provided with a microchip, containing data relating to vehicle 2, and an antenna. Once hit by a radio wave, e.g., of the UHF type better described below, the tag reflects the electromagnetic wave modifying it in a different way depending on the data of the vehicle 2 loaded in the microchip.

In this case, therefore, the identification signal 6 transmitted by the electronic device 5 consists of a reflected electromagnetic wave.

It must be underlined, however, that alternative embodiments of the electronic device 5, both active and passive, cannot be ruled out wherein, for example, the electronic device 5 consists of a transmitter which is powered by its own power source or by the battery of the vehicle and which:

is always active and emits the identification signal 6 continuously or at regular intervals (e.g. Beacon type); or

is normally in standby and emits the identification signal 6 only after it has been properly activated by an ignition signal.

The electronic device 5 is located in a median portion 7 of the vehicle 2.

The median portion 7 is identified as the lower portion of the body of the vehicle 2, delimited by the connection axles of the front wheels 3 and of the rear wheels 4.

In particular, the electronic device 5 is not allocated at the tires.

In figure 1 the electronic device 5 is substantially allocated at the center of the median portion 7, and therefore in a substantially equidistant position both with respect to the axles of the wheels 3, 4 of the vehicle 2 and with respect to the sides of the vehicle, where the doors are normally located.

However, alternative embodiments cannot be ruled out wherein the electronic device 5 is placed in a different point of the median portion 7; for example, the electronic device 5 could be usefully placed in a point of the median portion 7 near the doors of the vehicle 2.

The kit 1 comprises at least one base platform 8, which can be placed on the ground and on which the vehicle 2 can transit.

The platform 8 has a substantially elongated shape along a first direction A.

The vehicle 2 is adapted to cross the platform 8 by moving along a second direction B transversal to the first direction A, so that all the wheels 3, 4 pass on the platform 8. In practice, the platform 8 is intended to be placed along an access opening to the surveilled area which has to be monitored.

If, for example, the surveilled area consists of a building, such as a shed or exhibition hall, then the access opening consists of a door or gate through which the vehicle 2 must pass to enter or exit the building and the platform 8 is preferably located near the door or gate with the direction A parallel to the access opening.

If, on the other hand, the surveilled area consists of a fenced-in courtyard area with an access opening which permits access to and exit from the courtyard area itself, the platform 8 is preferably located near the access opening, with the direction A parallel to it.

The platform 8 comprises a first lateral portion 9, a second lateral portion 10 and a central portion 11 located side by side to each other parallel to the first direction A.

The central portion 11 is interposed between the first lateral portion 9 and the second lateral portion 10.

The platform 8 comprises two terminal ends 12.

The first lateral portion 9, the second lateral portion 10 and the central portion 11 extend between the two terminal ends 12 for the entire length of the platform

8.

The central portion 11 has an upper horizontal surface.

In particular, the central portion 11 is substantially plate-shaped with the upper horizontal surface which is placed at a distance from the ground preferably ranging between a minimum of about one centimeter and a maximum of about 2 centimeters.

Alternative embodiments cannot however be ruled out wherein the central portion 11 has a different conformation and/or wherein its distance from the ground is different.

The first lateral portion 9 and the second lateral portion 10 have an upper surface which is inclined to facilitate the ascent phase and descent phase of the vehicle 2 and, moreover, are such as to connect with the central portion 11.

The platform 8, sectioned along a plane perpendicular to the first direction A, therefore has a substantially trapezoidal shape, so as to facilitate the transit of the vehicle 2 on the platform 8, thereby enabling the wheels 3, 4 to climb onto and descend from it.

In the particular embodiment shown in the figures from 2 to 4, the platform 8 consists of a plurality of members 13 which can be modularly and mutually coupled to one another along the first direction A.

In particular, each member 13 comprises a section of first lateral portion 9, a section of second lateral portion 10 and a section of central portion 11, and has at least one end provided with coupling means 14 which enable its head-to-head joining to an adjacent member 13.

The particular solution of providing members 13 which can be modularly coupled to one another permits changing the length of the entire platform 8 in a particularly simple way, adapting it to the physical characteristics of the surveilled area and, in particular, to the size of the access opening to the same. The following components complete the platform 8:

a base plate 15, substantially horizontal, on which the members 13 are mounted and adapted to guarantee the resting of the platform 8 on the ground. Preferably the base plate 15 consists of metal material, so as to shield the platform 8 and avoid electromagnetic field interference with any wire mesh placed inside the floor of the surveilled area that could cause interference during the transmission of the identification signal 6;

a first covering plate 16 and a second covering plate 17, intended to be mounted on top of the first lateral portion 9 and of the second lateral portion 10 respectively. The covering plates 16, 17 allow, on the one hand, protecting the lateral portions 9, 10 from the wear caused by the transit of the vehicle 2 and, on the other hand, facilitating the ascent and descent of the vehicle 2 on the platform 8, in particular when the vehicle 2 is provided with wheels of reduced diameter (e.g., for forklift trucks) that could become blocked on the platform 8. In the particular embodiment shown in the figures 2-4, the covering plates 16, 17 extend on the entire length of the platform 8 but alternative solutions are also possible wherein, instead, each covering plate 16, 17 consists of a plurality of shorter sections which can be assembled the one to the other similarly to the members 13.

The kit 1 also comprises:

detection means 18, associated with the platform 8 and adapted to detect the transit of the vehicle 2 on top of the platform 8;

at least one receiving device 19 adapted to receive the identification signal 6, which is associated with the platform 8 and is alternatively locatable between a switch-off configuration and a switch-on configuration;

at least one processing and control unit 20, electronically associated with the receiving device 19 and with the detection means 18.

The detection means 18 are adapted to transmit at least one detection signal 21 to the processing and control unit 20 when the transit of the vehicle 2 is detected on top of the platform 8.

The detection means 18 comprise at least one tubular element 35, 36 which is crushable by at least one wheel 3, 4 of the vehicle 2.

The tubular element 35, 36 extends parallel to the first direction A and is positioned at at least one of the first lateral portion 9 and the second lateral portion 10.

Usefully, the ends of the tubular element 35, 36 are capped and/or sealed and the space inside the tubular element 35, 36 is insulated from the outside environment.

Inside the tubular element 35, 36 there is a fluid, which is preferably and very simply air, although the use of another gas or an incompressible liquid cannot be ruled out.

The crushing of the tubular element 35, 36 by the wheels 3, 4 of the vehicle 2 determines the increase in fluid pressure.

The tubular element 35, 36 is then associated with a pressure sensor, not shown in detail in the illustrations, which detects the increase in pressure following the transit of the wheels 3, 4 and transmits the detection signal 21 to the processing and control unit 20.

The detection means 18 preferably comprise two tubular elements 35, 36, of which a first tubular element 35 located at the first lateral portion 9 and a second tubular element 36 located at the second lateral portion 10. The detection means 18 are adapted to also detect the direction of travel of the vehicle 2 transiting on top of the platform 8.

The vehicle 2 crosses the platform 8 by sequentially crushing the tubular elements 35, 36; depending on which tubular element 35, 36 is crushed first, it is possible to infer the direction of travel of the platform 8 by the vehicle 2. Assuming, for example, that the first lateral portion 9 is facing the inside of the surveilled area and that the second lateral portion 10 is facing the outside of the surveilled area, then the vehicle 2 leaving the surveilled area crosses the platform 8 and first intercepts the first lateral portion 9 and subsequently the second lateral portion 10; on the contrary, if the vehicle 2 enters the surveilled area it first intercepts the second lateral portion 10 and then the first lateral portion 9.

Conveniently, the crushing in sequence of the tubular elements 35, 36 allows the direction of travel of the vehicle 2 to be detected.

When the vehicle 2, transiting on the platform 8, compresses in sequence the first tubular element 35 placed at the first lateral portion 9 and then the second tubular element 36 placed at the second lateral portion 10, it can be inferred that the vehicle 2 is leaving the surveilled area.

On the contrary, if the vehicle 2, transiting on the platform 8, compresses in sequence the second tubular element 36 placed at the second lateral portion 10 and then the first tubular element 35 placed at the first lateral portion 9, it can be inferred that the vehicle 2 is entering the surveilled area.

More in detail, the crushing of the tubular elements 35, 36 by the wheels 3, 4 determines a variation of the internal pressure level of the tubular elements themselves, which is detected by the respective pressure sensors and transduced into an electronic signal which constitutes the detection signal 21 sent to the processing and control unit 20.

On the basis of the time lag between the moment in which the detection signal 21 coming from the first tubular element 35 is received and the moment in which the detection signal 21 coming from the second tubular element 36 is received, the processing and control unit 20 recognizes the direction of travel of the vehicle 2. Alternative embodiments cannot however be ruled out wherein the detection means 18 are of a different nature.

For example, the detection means 18 can comprise at least one electro- sensitive strip, with an elongated conformation along the first direction A and associated with at least one of the first lateral portion 9 and the second lateral portion 10. The electro- sensitive strip is adapted to close an electric switch when it is crushed by the vehicle 2, transiting on the platform 8.

When the switch is closed, the detection signal 21 is transmitted to the processing and control unit 20.

Usefully, a plurality of such electro- sensitive strips can be envisaged, e.g. two.

In particular, one of these two electro- sensitive strips can be placed at the first lateral portion 9 and the other can be placed at the second lateral portion 10; depending on which strip is crushed first, it is possible to infer the direction of travel on the platform 8 by the vehicle 2.

An alternative embodiment can e.g. envisage that the detection means 18 comprise at least one electromagnetic sensor which generates a low-frequency magnetic field and detects the variation in the intensity of the magnetic field determined by the presence of the vehicle 2; in particular, the vehicle 2, comprising a large metal mass, determines a variation in the intensity of the electromagnetic field.

Usefully, the electromagnetic sensor detects the variation of the magnetic field when the vehicle 2 crosses the platform 8, sending the detection signal 21 to the processing and control unit 20.

Further alternative embodiments cannot however be ruled out wherein the detection means 18 are of a different type and, e.g., consist of photocells or motion sensors (PIR).

The receiving device 19 is an electrical device adapted to transmit and receive electromagnetic waves and, preferably, consists of an RFID reader.

For example, in the case where the electronic device 5 consists of a magnetic coupling tag, then the receiving device 19 is such as to emit an electromagnetic field which, through the induction process, generates a current that feeds the chip in the antenna of the electronic device 5. This way the chip is activated and transmits a radio wave which is received by the receiving device 19.

This radio wave, specifically in the present treatise, is the identification signal 6. In the case in which, on the other hand, the electronic device 5 consists of an electromagnetic coupling tag, then the receiving device 19 is such as to emit a radio wave, e.g., of the UHF type, which invests the electronic device 5 and is reflected by it again towards the receiving device 19, which reads the reflected electromagnetic wave.

In this case, therefore, the transmission of the identification signal 6 from the electronic device 5 to the receiving device 19 occurs through the reflection of an electromagnetic wave.

A receiving device 19 of the UHF type intercepts the radio waves comprised in a precise radio wave range band, in particular these radio waves have a frequency ranging between 300 MHz and 3000 MHz.

The use of a receiving device 19 of the UHF type has the advantage of having a compact conformation that can be realized in a simple and easy way.

Alternative embodiments of the receiving device 19 cannot however be ruled out.

For example:

in the event of the electronic device 5 consisting of an always active transmitter, which emits the identification signal 6 continuously or at regular intervals, then the receiving device 19 can consist of a receiver unable to transmit signals to the electronic device 5 but only to receive them; or

in the event of the electronic device 5 consisting of a transmitter which is normally in stand-by and emits the identification signal 6 only after being properly activated by an ignition signal, then the receiving device 19 can consist of a transmitter-receiver, which sends the ignition signal to the electronic device 5 (activating the electronic device 5) and receives in response the identification signal 6.

Advantageously, the receiving device 19 is housed in the central portion 11 of the platform 8. For this purpose, in fact, the central portion 11 comprises at least one housing seat 24 for the receiving device 19.

More in detail, the kit 1 comprises a plurality of receiving devices 19 and, in the particular embodiment shown in Figures 1 and 2, the central portion 11 comprises a plurality of housing seats 24, one for each member 13.

Usefully, in the event of the maintenance or replacement of a receiving device 19 being required, it is possible to extract only the member 13 placed at the receiving device 19 which requires maintenance or replacement.

The receiving devices 19 receive the identification signal 6 when the vehicle 2 transits on the central portion 11 ; in this sense the particular conformation of the platform 8 facilitates the reception of the identification signal 6 by the receiving device 19.

As mentioned above, in fact, the upper surface of the central portion 11 is horizontal and the receiving devices 19 are oriented upwards, so when the vehicle 2 transits on the central portion 11 the electronic device 5 is substantially facing the receiving devices 19.

Usefully the receiving devices 19 are distributed along the first direction A, preferably in a position equidistant from each other.

Each receiving device 19 generates its own electromagnetic field and the distance between one receiving device 19 and the other is such as to allow the electromagnetic fields generated by the receiving devices 19 to cover the area of the entire platform 8.

Advantageously, the presence of a plurality of receiving devices 19 ensures a better level of capture of the identification signal 6 and permits exploiting a plurality of electromagnetic fields which together have a lower intensity and size than those which the electromagnetic field generated by a single receiving device would have.

If a single receiving device 19 were envisaged, in fact, it would have to generate a very intense and wide electromagnetic field to provide, on its own, efficient signal capturing for the entire length of the platform 8.

The use of a plurality of receiving devices 19, therefore, makes it possible to reduce the level of electromagnetic pollution. Furthermore, the presence of a plurality of receiving devices 19 can also permit receiving the identification signal 6 in case of the malfunctioning of a receiving device 19, if the electromagnetic fields generated by the receiving devices 19 are expected to overlap each other.

The receiving devices 19 are normally in switch-off configuration and are intended to be accessed by the processing and control unit only when necessary. In particular, the processing and control unit 20 is adapted to transmit at least one activation signal 25 to the receiving devices 19 when it receives the detection signal 21 by the detection means 18, the receiving devices 19 switching from the switch-off configuration to the switch-on configuration.

This activation signal 25 is preferably electronic in nature and, e.g., allows the closure of an electrical circuit which electrically powers the receiving devices 19.

In other words, the switch-off configuration consists e.g. of a condition in which the receiving devices 19 are not electrically powered (and do not therefore generate electromagnetic fields) and the switch-on configuration consists instead of a condition wherein the receiving devices 19 are electrically powered (and therefore generate electromagnetic fields).

Alternatively, the receiving devices 19 are permanently electrically powered but the switch-off configuration consists e.g. of a standby condition, wherein the receiving devices 19 despite being electrically powered do not generate electromagnetic fields, while the switch-on configuration instead consists of an active condition wherein the receiving devices 19 are electrically powered and generate electromagnetic fields.

Alternative embodiments of the present invention cannot however be ruled out wherein the switch-on and switch-off of the receiving devices 19 occur in a different way.

After receiving the activation signal 25 and switching from the switch- off configuration to the switch-on configuration, the receiving devices 19 are adapted to remain temporarily in the switch-on configuration before returning to the switch-off configuration and, until they remain in switch-on configuration, they are adapted to receive the identification signal 6 to transmit it to the processing and control unit 20.

Preferably, the receiving devices 19 remain in switch-on configuration until they have received the identification signal 6.

In other words, the receiving devices 19 switch on when the front wheels 3 transit on the platform 8 (in particular when they have crushed both tubular elements 35, 36 and are therefore about to descend from the platform 8) and switch off shortly after, when the electronic device 5 passes in the proximity of the receiving devices 19 and the identification signal 6 is received.

Alternatively, it is possible to envisage that the receiving devices 19 remain switched on in a timed way, i.e., for a limited and pre-set period of time regardless of whether or not the identification signal 6 is received by the receiving devices 19.

The two switch-off modes described above can also be combined: for example, it is possible to envisage the switch off the receiving devices 19 when the identification signal 6 is received but, if the reception of the identification signal 6 does not take place within the limited and pre-set period of time, then the receiving devices 19 are in any case switched off.

Alternative embodiments cannot however be ruled out wherein the switch from the switch-on configuration to the switch-off configuration occurs in different ways from those described.

Advantageously, keeping the receiving devices 19 in switch-on configuration only temporarily reduces the power consumption of the kit 1, the related operating costs and the levels of electromagnetic pollution.

Conveniently, the processing and control unit 20 comprises at least one dater 26, which is adapted to provide at least one updated temporal data; the updated temporal data consists of date and time.

As shown in Figure 4, the processing and control unit 20 receives the identification signal 6 and transmits at least one output data 27 which comprises the identification signal 6 and the updated temporal data.

As mentioned above, the identification signal 6 univocally identifies the vehicle 2 and, once such signal has been received, the processing and control unit 20 can ascertain which vehicle 2 is transiting on the platform 8, meaning at what time this is happening and also whether it is entering or leaving the surveilled area.

The output data 27 comprises all this information.

If the electronic device 5 is electronically connected to an electronic control and management unit of the vehicle 2, then it is possible to transmit to the processing and control unit 20, through the electronic device 5, also other data and information, such as:

the number of kilometers traveled by the vehicle 2;

the time of use of the engine;

the distance traveled by the vehicle 2 (if the vehicle 2 is provided with a global GPS positioning system);

the driver’s name (if the vehicle 2 is equipped with a driver’s recognition system).

The kit 1 comprises at least one storage unit 28, electronically associated with the processing and control unit 20.

As shown in Figure 4, the processing and control unit 20 transmits the output data 27 to the storage unit 28 which stores the output data 27.

The connection between the processing and control unit 20 and the storage unit 28 is of an electronic nature.

Advantageously, the kit 1 also comprises:

at least one remote server 29, adapted to receive said output data 27; and at least one transmitter 30, electronically associated with at least one of the processing and control unit 20 and the storage unit 28.

As shown in Figure 4, the transmitter 30 transmits the output data 27 to the remote server 29.

The remote server 29 contains the data which can be viewed by the authorized personnel on the basis of pre-established access permits, so that the output data 27 can be easily viewed and referred to by the manufacturer, by the dealer, by the manager of the surveilled area and, more generally, by the personnel in charge of managing the acquired data by means of the kit 1.

Preferably, the output data 27 are transmitted directly by the processing and control unit 20 to the remote server 29 as soon as the identification signal 6 is received, providing that the saving of the output data 27 on the storage unit 28 does not occur or occurs only in case of an emergency.

An emergency case could be the incorrect transmission of the output data 27 directly by the processing and control unit 20 to the remote server 29 due to network problems or a temporary blackout; in this case the saving on the storage unit 28 permits not irreparably losing the output data 27 and transmitting it to the remote server 29 at a later time.

It cannot however be ruled out that the output data 27 can always be stored on the storage unit 28, even when it is correctly transmitted to the remote server 29. Conveniently, the transmitter 30 is configured to transmit the output data 27 to the remote server 29 through an electronic connection which can be of the wireless, ethernet, bluethooth, fiber optic type, via GSM or UMTS networks, or via wired connections.

Furthermore, it is also possible to envisage the transfer of data via a physical storage medium, such as a USB key; in this case the output data 27 is stored on the physical storage medium and physically taken to the remote server 29.

Advantageously, the kit 1 comprises at least one user interface 31, which is electronically connected to the processing and control unit 20 and is adapted to allow the interaction between a user and the processing and control unit 20.

In particular, through the user interface 31 the user can program and configure the processing and control unit 20 and the network parameters, choose the country where the kit 1 is installed and set the operating frequency of the receiving devices 19 and of the electronic device 5, and if necessary refer to the output data 27 stored in the storage unit 28.

The user interface 31, e.g., is a monitor, a keyboard, a touch-screen, a mouse, etc., which allows the user to interact with the processing and control unit 20. Alternative embodiments wherein the user interface 31 has a different nature cannot however be ruled out; for example, it could be a mobile phone with a special software application that allows the user to interact with the processing and control unit 20.

Advantageously, the kit 1 comprises at least one containment means 32, associated with the platform 8, and adapted to contain at least one of the processing and control unit 20, the storage unit 28 and the transmitter 30; preferably, the containment means 32 contains both the processing and control unit 20, the storage unit 28 and the transmitter 30.

The containment means 32, e.g., rests on the ground and is physically associated with the platform 8.

The containment means 32 is adapted to protect the components contained therein.

More in detail, due to the presence of connections of an electrical and electronic nature, the platform 8 and the containment means 32 have IP67 characteristics, which also facilitate the good operation of the kit 1 in the open air and in case of exposure to the weather.

Alternative embodiments cannot however be ruled out wherein the platform 8 and the containment means 32 have different characteristics; in particular, in the case where the kit 1 is positioned in a closed place, the platform 8 and the containment means 32 can have characteristics lower than IP67.

In the particular embodiment shown in Figures 1 and 2, the platform 8 and the containment means 32 are made of metallic material.

Alternative embodiments cannot however be ruled out, wherein the platform 8 and the containment means 32 are made of different material.

The Figures 5 and 6 show a second embodiment of the kit 1, wherein components identical to the first embodiment, as well as components which are different from a structural point of view but similar from a functional point of view, have the same reference numbers as the first embodiment, to the detailed description of which full reference should be made.

The second embodiment differs from the first one mainly because the platform 8 is not divided into members 13 and comprises an extruded shell which monolithically defines, i.e. in a single body piece, the first lateral portion 9, the second lateral portion 10, the central portion 11, the terminal ends 12, the first tubular element 35 and the second tubular element 36.

In particular, the shell is made by means of extrusion of plastic material, rubber or the like along an extrusion direction coinciding with the first direction A. Conveniently, the platform 8 shown in the second embodiment is obtained with a cheaper and easier-to-implement method than the method used to obtain the platform 8 shown in the first embodiment, which instead consists of several members to be assembled together.

In particular, it is emphasized that the first tubular element 35 and the second tubular element 36 are comprised inside the shell, at the lateral portions 9, 10. The first tubular element 35 and the second tubular element 36, in practice, are shaped during the extrusion of the shell, and their ends are capped and/or sealed after the extrusion operation to isolate the internal space thereof with respect to the external environment.

In addition, in this second embodiment the sizes of the platform 8, in particular of the shell, can easily be adapted to the physical requirements of the supervised area in which it is installed.

In fact, since the shell is obtained by extrusion, its length can easily be determined by cutting it transversally to the first direction A according to the space available in the supervised area, without having to adopt particular production technologies.

Conveniently, the material with which the shell is made is flexible, so that it can be easily folded and/or rolled up on itself, reducing its overall dimensions for a more practical transport and an easy application to the ground.

Also in the embodiment of Figures 5 to 7 the presence of a plurality of receiving devices 19 is provided but the housing seat 24 of the same is shaped differently with respect to the embodiment of Figures 2 to 4.

In the second embodiment, in fact, the housing seat 24 consists of a cavity formed in the lower face of the shell.

The housing seat 24 extends longitudinally in the first direction A, along the entire length of the shell; therefore, the housing seat 24 is unique for all the receiving devices 19.

More in detail, the receiving devices 19 are housed internally in a mutually equidistant manner.

In this regard, the platform 8 comprises a plurality of spacer plaques 33 arranged to interpose between one receiving device 19 and the other.

The spacer plaques 33 have a flattened conformation which allows the insertion thereof into the cavity 24, thus performing a function of filling the cavity itself. This way it is possible to reduce the mechanical crushing of the shell following the transit of the vehicle 2 on the platform 8.

Advantageously, the spacer plaques 33 and the receiving devices 19 occupy almost the entire cavity 24.

In particular, as is clearly visible in the cross-section of the platform 8 shown in Figure 7, the cavity 24 comprises a gap 34 which is not occupied by the spacer plaques 33 and by the receiving devices 19.

The gap 34 extends longitudinally in the first direction A for the entire length of the platform 8, defining a channel intended to contain the electrical cables necessary to connect the receiving devices 19 to the processing and control unit 20.

In the particular embodiment illustrated in Figures 5-7, the platform 8 does not show any first covering plate 16 and any second covering plate 17; it is easy to understand, however, that this embodiment can be provided with the covering plates 16, 17 located on top of the first lateral portion 9 and of the second lateral portion 10 to protect the lateral portions 9, 10 from the wear caused by the transit of the vehicle 2 and facilitate the passage of the vehicles 2 provided with wheels of reduced diameter (e.g. for forklift trucks).

The operation of the second embodiment is completely similar to the operation of the kit 1 shown in Figures 2 and 4, in particular as regards the methods of switching between the switch-off configuration and the switch-on configuration of the receiving devices 19 and the transmission of the detection signal 21, of the activation signal 25, of the identification signal 6 and of the output data 27.

In this regard it is emphasized that the components shown in Figure 4 with reference to the first embodiment are also present in the second embodiment.

It has in practice been ascertained that the described invention achieves the intended objects and, in particular, the fact is underlined that the kit according to the invention makes it possible to control the number of times in which a certain vehicle enters and/or leaves the dealers or the annexed courtyard areas.

Furthermore, the kit makes it possible to know when these movements occur, because their exact day and time can be recorded. This way, the manufacturer can check whether or not the entrances and exits of the vehicles are authorized.

In addition, the particular solution of providing a receiving device normally in switch-off configuration permits limiting the energy consumption of the kit according to the invention.

Claims

1) Kit (1) for controlling the access of vehicles in surveillance areas, characterized by the fact that it comprises:

at least one electronic device (5) for transmitting an identification signal (6) of a vehicle (2), said electronic device (5) being mounted on said vehicle (2);

at least one base platform (8), which can be placed on the ground and on which said vehicle (2) can transit;

detection means (18), associated with said platform (8) and adapted to detect the transit of said vehicle (2) on top of said platform (8);

at least one receiving device (19) adapted to receive said identification signal (6), which is associated with said platform (8) and is alternatively locatable between a switch-off configuration and a switch-on configuration; at least one processing and control unit (20), electronically associated with said receiving device (19) and with said detection means (18);

wherein:

said receiving device (19) is normally in said switch-off configuration;

said detection means (18) are adapted to transmit at least one detection signal (21) to said processing and control unit (20) when the transit of said vehicle (2) is detected on top of said platform (8);

said processing and control unit (20) is adapted to transmit at least one activation signal (25) to said receiving device (19) when it receives said detection signal (21), said receiving device (19) switching from said switch- off configuration to said switch-on configuration;

said receiving device (19) is adapted to remain temporarily in said switch- on configuration before returning to said switch-off configuration and, as long as it remains in said switch-on configuration, is adapted to receive said identification signal (6) to transmit it to said processing and control unit (20).

2) Kit (1) according to claim 1, characterized by the fact that said electronic device (5) is located in a median portion (7) of said vehicle (2).

3) Kit (1) according to one or more of the preceding claims, characterized by the fact that said platform (8) has a substantially elongated shape along a first direction (A) and comprises a first lateral portion (9), a second lateral portion (10) and a central portion (11) located side by side to each other parallel to said first direction (A), with said central portion (11) interposed between said lateral portions (9, 10).

4) Kit (1) according to one or more of the preceding claims, characterized by the fact that said platform (8) comprises two terminal ends (12) and said first lateral portion (9), said second lateral portion (10) and said central portion (11) extend between said terminal ends (12) for the entire length of said platform (8).

5) Kit (1) according to one or more of the preceding claims, characterized by the fact that said first lateral portion (9) and said second lateral portion (10) have an upper inclined surface and said central portion (11) has an upper horizontal surface.

6) Kit (1) according to one or more of the preceding claims, characterized by the fact that said central portion (11) comprises at least one housing seat for said receiving device (19).

7) Kit (1) according to one or more of the preceding claims, characterized by the fact that said detection means (18) are adapted to also detect the direction of travel of said vehicle (2) transiting on top of said platform (8).

8) Kit (1) according to one or more of the preceding claims, characterized by the fact that said detection means (18) comprise at least one tubular element (35, 36) which is crushable by at least one wheel of said vehicle (2), extending parallel to said first direction (A) and is positioned at at least one of said first lateral portion (9) and said second lateral portion (10).

9) Kit (1) according to claims 7 and 8, characterized by the fact that said detection means (18) comprise two of said tubular elements (35, 36), of which a first tubular element (35) located at said first lateral portion (9) and a second tubular element (36) located at said second lateral portion (10), the sequential crushing of said tubular elements (35, 36) detecting said direction of travel of said vehicle (2).

10) Kit (1) according to claim 9, characterized by the fact that said platform (8) comprises an extruded shell which monolithically defines said first lateral portion (9), said second lateral portion (10) and said central portion (11), said first tubular element (35) and said second tubular element (36).

11) Kit (1) according to one or more of the preceding claims, characterized by the fact that said processing and control unit (20) comprises at least one dater (26) adapted to provide at least one updated temporal data, said processing and control unit (20) being adapted to provide at least one output data (27), comprising said identification signal (6) and said updated temporal data corresponding to the transit of said vehicle (2).

12) Kit (1) according to claim 11, characterized by the fact that it comprises at least one storage unit (28), electronically associated with said processing and control unit (20), adapted to store said output data (27).

13) Kit (1) according to claims 11 and 12, characterized by the fact that it comprises:

at least one remote server (29) adapted to receive said output data (27); - at least one transmitter (30), electronically associated with at least one of said processing and control unit (20) and said storage unit (28), adapted to transmit said output data (27) to said remote server (29).

14) Kit (1) according to one or more of the preceding claims, characterized by the fact that it comprises at least one containment means (32) associated with said platform (8) and adapted to contain at least one of said processing and control unit (20), said storage unit (28) and said transmitter (30).

15) Kit (1) according to one or more of the preceding claims, characterized by the fact that it comprises at least one user interface (31) electronically connected to said processing and control unit (20).