Note: Descriptions are shown in the official language in which they were submitted.
CA 02638368 2014-02-21
Wheel Chock With Restraint
Background of the Invention
[0002] The invention relates to a wheel chock, used for example in helping
to hold an automobile
in position in a railroad car during transportation of the automobile by train
(in transit). The
invention also relates to a wall mount for a wheel chock, and to a system that
includes both
the wall mount and the wheel chock.
[0003] US Patents Nos. 5,312,213 and 5,302,063 disclose a wheel chock
system for such
an application. The system resists fore-and-aft vehicle movement with angled
ramps, and also
resists lateral vehicle movement, but does not prevent upward movement of the
vehicle.
Thus, when a significant fore-and-aft impact force is applied, for example
when two railroad
cars are being coupled, the automobiles can ride up over the ramps, causing
damage.
Summary of Invention
[0004] In one aspect of the present invention there is provided a wheel
chock for
restraining movement of a vehicle tire on a supporting grating during transit,
the wheel chock
comprising: a base to be locked to the grating during transit; a strap
connected with the base
and extensible around the vehicle tire to help restrain movement of the tire
on the grating; and
a retractor for retracting the strap and for taking up slack that forms in the
strap during transit.
[0005] In a second aspect of the present invention there is provided a
wheel chock for
restraining movement of a vehicle tire on a supporting grating during transit,
the wheel chock
having first and second sides and having an end for engaging the vehicle tire,
the wheel
chock comprising: a base; a grate lock mechanism for locking the base to the
grating; a ramp
at the base end for engagement with a circumference of a vehicle tire; a
lateral restraint on the
base and selectively engageable with either side of the vehicle tire; and a
manually
engageable actuator for actuating the grate lock mechanism, the actuator being
accessible
from both the first and second sides of the wheel chock.
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[0006] In a third aspect of the present invention there is provided an
apparatus for
restraining movement of a vehicle tire on a supporting grating during transit,
the apparatus
comprising: a wheel chock having a base to be locked to the grating during
transit; the wheel
chock also having a strap connected with the base and extensible around the
vehicle tire to
help restrain movement of the tire on the grating, and a retractor for
retracting the strap and
for taking up slack that forms in the strap during transit; and the apparatus
further comprising
a wall mount for supporting the wheel chock on a wall, the wall mount
including portions for
engaging the wall and portions for supporting the wheel chock.
[0007] In a fourth aspect of the present invention there is provided an
apparatus for
restraining movement of a vehicle tire on a supporting grating during transit,
including a
wheel chock having first and second sides and comprising: a base; a gate lock
mechanism
for locking the base to the grating; a ramp on the base for engagement with a
circumference
of a vehicle tire; a lateral restraint on the base and selectively engageable
with either side of a
vehicle tire; a manually engageable actuator for actuating the grate lock
mechanism, the
actuator being accessible from both the first and second sides of the wheel
chock; a strap
connected with the base and extensible around the vehicle tire to help
restrain movement of
the tire on the gating; and a retractor for retracting the strap and for
taking up slack that
forms in the strap during transit.
[0008] In a fifth aspect of the present invention there is provided a wheel
chock for
restraining movement of a vehicle tire on a supporting grating during transit,
the wheel chock
comprising: a base to be locked to the grating during transit; a strap
connected with the base
and extensible around the vehicle tire to help restrain movement of the tire
on the grating; a
retractor for retracting the strap and for taking up slack that forms in the
strap during transit;
and a strap to tire locking feature to resist lateral movement of the strap
off the tire.
Brief Description of the Drawings
[0009] Features of the invention will become apparent to one of ordinary
skill in the art
upon reading the following specification, together with the accompanying
drawings, in
which:
FIG. 1 is a schematic top plan illustration of a vehicle on a grating secured
by a
plurality of wheel chocks of the present invention;
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FIG. 2 is a front perspective view of a wheel chock that is a first embodiment
of
the present invention, shown in position restraining a vehicle wheel on a
grating;
FIG. 3 is a rear perspective view similar to FIG. 2;
FIG. 4 is an exploded perspective view of the wheel chock of FIG. 2;
FIG. 5 is a perspective view of the wheel chock of FIG. 2 shown without its
housing;
FIG. 6 is another perspective view similar to FIG. 5;
FIGS. 7-11 are side sectional views of the wheel chock of FIG. 2, showing
steps
in the process of mounting the wheel chock on the grating;
FIG. 12 is bottom rear perspective view of the wheel chock of FIG. 2;
FIG. 13 is an exploded perspective view of a wheel chock that is a second
embodiment of the invention;
FIG. 14 is a perspective view of the wheel chock of FIG. 13 shown without its
housing;
FIG. 15 is a side sectional view of the wheel chock of FIG. 13, showing a
first
step in the process of mounting the wheel chock on the grating;
FIG. 15A is an enlarged sectional view of a portion of the wheel chock of FIG.
13;
FIGS. 16 and 17 are side sectional views of the wheel chock of FIG. 13,
showing
additional steps in the process of mounting the wheel chock on the grating;
FIG. 18 is a perspective view of a bottom cover that forms part of the wheel
chock of FIG. 13;
FIGS. 19 and 20 show steps in assembling a front tooth portion of the wheel
chock of FIG. 13;
FIG. 21 illustrates a slidable grip that forms part of the wheel chock of FIG.
13;
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FIG. 22 illustrates another embodiment of a wheel chock grip;
FIGS. 23-25 are schematic views showing steps in the process of locating a
grip
on a restraint portion of the wheel chock;
FIG. 26 is a perspective view illustrating a wall plate for supporting a wheel
chock, when not in use, on a wall; and
FIG. 27 is a perspective view illustrating a wall plate supporting the wheel
chock.
Detailed Description
[00010] The present invention relates to a wheel chock and a system including
a wheel
chock. The invention is applicable to wheel chocks of varying different
constructions. As
representative of the invention, Fig. 1 illustrates the use of one or more
wheel chocks 10 in
positioning of a vehicle 12, for example a car, on a grating 14 of a railroad
car 16. The
grating 14 has longitudinally extending wires 18 and transversely extending
cross wires 20
that together define a plurality of square openings 22 in the grating. The
front of the car 12 is
to the left as viewed in Fig. 1. Four wheel chocks 10 of the present invention
are shown
holding the car 12 in place on the gating 14, one at each wheel of the car.
The two front
chocks 10 are positioned adjacent to the front tires to resist movement of the
vehicle 12
relative to the grating 14, as described below; the two rear chocks are
positioned adjacent to
the rear tires to resist movement of the vehicle relative to the grating, as
described below.
[00011] The chock 10 (Figs. 4-7) has a front end designated generally by the
arrow 30
(Fig. 7) and a back end designated generally by the arrow 32. The front end 30
(as that term
is used herein) is the end that goes up against the vehicle tire 34 (Figs. 2
and 3) (whether the
chock is at a front tire or a rear tire). For reference, the drawings also
show a front to back
axis 36 of the chock 10.
[00012] The chock 10 includes a base 40. The base 40 includes first and second
cleats 42
that extend front to back, and an end plate 46 that joins the back ends of the
cleats.
[00013] Each cleat 42 has a main body portion 48 from which extend a set of
front teeth
50. The front teeth 50 extend downwardly and forwardly adjacent the front end
of the base
40. Each front tooth 50 has a generally parallelogram-shaped configuration.
The front teeth
50 are separated at their upper ends by a straight edge 52 (Fig. 4) of the
main body portion 48
of the cleat.
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[00014] In the illustrated embodiment, each set of front teeth 50 includes two
teeth spaced
apart in a front to back direction by a distance selected so that the two
teeth fit within one
opening 22 of the grating 14. More or fewer teeth 50 can be provided, and at
different
locations; for example, several side by side pairs of teeth can be provided on
each side of the
chock 10.
[00015] The first and second cleats 42 are spaced apart laterally by a
distance that is
selected so that, when the chock 10 is engaged with the grating 14, the two
cleats are just on
the outsides of parallel longitudinal wires 18 of the grating. As a result,
the front teeth 50 help
to resist lateral movement of the chock 10 on the grating 14, as well as fore
and aft movement
of the chock on the grating.
[00016] A ramp 54 is fixed to the base 40 at the front end of the base. The
ramp 54 extends
between and interconnects the front ends of the cleats 42. The ramp 54 extends
at an angle so
as to be locatable under a tire 34 of a vehicle to be transported. The ramp 54
may be part of
the base 40 if desired.
[00017] The chock 10 also includes a lateral restraint 56 adjacent the base.
The lateral
restraint 56 may, as shown in the illustrated embodiment, be slidably mounted
on the ramp 54
for movement between opposite sides of the ramp and thus between opposite
sides of the
chock. This helps enable the chock 10a to be used on any one of the four tires
of the vehicle
12, for example as shown in Fig. 1. The lateral restraint may alternatively be
mounted on the
base 40.
[00018] A plurality of grate locks 60 are supported on the base 40 for pivotal
movement
relative to the base. The grate locks 60 are pivotally mounted on the main
body portions 48 of
the cleats 42, just inside the cleats. Each grate lock 60 has two rearwardly
extending hooks 62
spaced apart in a front to back direction by a distance selected so that both
hooks can fit
within one opening 22 of the grating 14. In the illustrated embodiment, two
grate locks 60 are
shown; more than two grate locks could be used, for example two or three per
side.
[00019] The grate locks 60 are movable between a first or unlocked position,
for example
as shown in Figs. 7-9, in which the hooks 62 of each grate lock do not extend
under a cross-
wire 20 of the grating 14; and a second or locked position, for example as
shown in Fig. 10,
in which one of the two hooks of each grate lock extends rearward under a
cross-wire of the
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grating to help to lock the chock 10 to the grating. Each grate lock 60 is
biased into the
unlocked position by a spring or other means for example as shown at 64.
[00020] A retractor 70 is supported on the base 40. The retractor 70 includes
a retractor
frame 72. The frame 72 supports a spool 74 on which a strap 76 is wound. The
spool 74 is
rotatable in opposite strap retraction and strap withdrawal directions 78 and
80. The spool 74
is biased for rotation in the strap retraction direction 78 by a spring shown
schematically at 81
that acts always on the spool and that thus acts always on the strap. A first
end 82 of the strap
76 is secured to the spool 74.
[00021] The strap 76 extends upward from the spool 74, through a strap guide
84
extending from the top of the ramp 54. A second or terminal end 86 of the
strap 76 includes a
hook 88 that is adapted to be hooked around a cross-wire 20 of the grating 14,
as described
below. A cover 89 may be provided for the chock 10, through which the strap 76
extends.
[00022] The retractor 70 includes a pivotally mounted lever 90. The lever 90
includes a
locking pawl 92 above the pivot point of the lever, and an engageable
actuating portion 94
below the pivot point. The lever 90 is movable between a first or unlocked
position, for
example as shown in Fig. 7, in which the locking pawl 92 does not engage
ratchet teeth 96 on
the spool 74 to block rotation of the spool in the strap withdrawal direction
80; and a second
or locked position, for example as shown in Fig. 10, in which the locking pawl
engages the
ratchet teeth on the spool to block rotation of the spool in the strap
withdrawal direction. The
lever 90 may be biased into the locking position by a spring or other means
(not shown). The
retractor 70 may also include other items (not shown) such as a clutch, for
example, and the
lever 90 may be positionable by the clutch and/or by the amount of strap 76
that is wound on
the spool 74 at any given time, for example. In any event, the strap is always
under tension
because the spool 74 is always biased for rotation in the retraction direction
78 by the
retractor spring 81, whether or not the locking pawl is engaged.
[00023] A shaft 100 is supported on the base 40 for rotation relative to the
base about a
shaft axis 102. The shaft axis 102 extends generally perpendicular to the
front-to-back axis 36
of the base 40.
[00024] First and second paddles 104 are mounted at the ends of the shaft 100.
The
paddles 104 are either foot operated or hand operated. Each paddle 104 has a
generally L-
shaped configuration including a first or red arm 106 and a second or green
arm 108 at 90
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from the first arm. The arms 106 and 108 are color-coded to show at a glance
the locked or
unlocked condition of the chock 10, as described below. The shaft 100 is
rotatable through a
90 range of motion about the shaft axis 102 so that one or the other of the
arms 106 and 108
is upright. Because there is a paddle 104 on either end of the shaft 100, and
because the
lateral restraint 56 can be positioned at either side, the chock 10 can be
used on any one of the
four tires of the vehicle 12, for example as shown in Fig. 1.
[00025] A plurality of cams are fixedly mounted on the shaft 100 for rotation
with the
shaft. The cams thus are actuatable (rotatable or pivotable) upon turning of
the paddles 104.
[00026] Specifically, a center cam or retractor cam 110 is mounted on the
shaft 100
adjacent the actuating portion 94 of the retractor lever 90. The retractor cam
110 has a
projecting lobe 112. The retractor cam 110 is pivotable as described below
between a first
position, for example as shown in Fig. 7, in which the locking pawl 92 of the
retractor lever
90 does not block rotation of the spool 74 in the strap withdrawal direction
80; and a second
position, for example as shown in Fig. 10, in which the cam 110 cooperates
with the locking
pawl to block rotation of the spool in the strap withdrawal direction.
[00027] In addition, a pair of side cams 114 are mounted on the shaft 100
adjacent the
grate locks 60. Each side cam 114 has a flat spot 116. The side cams 114 are
pivotable as
described below between a first position, for example as shown in Fig. 7, in
which the side
cams do not cause the grate locks 60 to move into their engaged position, and
a second
position, for example as shown in Fig. 10, in which the side cams cause the
grate locks to
move into their engaged position with the grating 14. A spring (not shown)
biases the grate
locks into their unlocked position.
[00028] Fig. 7 illustrates the chock 10 in the unlocked position, disposed
above the grating
14 and ready to be moved down into engagement with the grating. The red arms
106 of the
paddles 104 are up, showing that the grate locks 60 are in their unlocked
position. The strap
76 is wound on the spool 74, which is rotatable in the strap withdrawal
direction 78. The
pawl 92 of the retractor lever 90 is out of engagement with the ratchet teeth
96 of the spool
74.
[00029] A position of the chock 10 on the grating 14 is then selected so that
the ramp 54 is
under the tire, while the lateral restraint 56, when slid fully sideways on
the chock (Fig. 3), is
on the sidewall of the tire. Fig. 8 illustrates movement of the front end of
the chock 10 into
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such a position in engagement with the grating 14. The front teeth 50 engage a
cross wire 20
of the grating 14. Specifically, at least one front tooth 50 on each side of
the chock 10 slides
forward and under the cross wire 20 to help to position and lock the front end
of the chock
onto the grating 14.
[00030] The back end of the chock 10 is then moved down into engagement with
the
grating 14, as shown in Fig. 9. Specifically, the back end of the base 40 is
pivoted down onto
the grating 14. The positioning of the grate locks 60 on the base 40 is such
that the hooks 62
of the grate locks extend into openings 22 of the grating. Because the grate
locks 60 are in
their unlocked position, the hooks 62 do not extend under any cross-wires 20
of the grating
14. The condition of the retractor 70 has not changed.
[00031] Next, the operator extends the strap 76 of the retractor 70 over the
associated
vehicle tire 34, as shown in Figs. 2 and 3. The operator can grasp the
terminal end 86 of the
strap 76 and pull it out far enough to extend over the vehicle tire 34. The
operator engages the
hook 88 with the grating 14 on the side of the tire 34 opposite the chock 10.
When the strap
76 is thereafter released, the spool 74 rotates in the strap retraction
direction 78, and slack in
the strap is taken up by the retractor 70.
[00032] Next, the chock 10 is locked to the grating 14, as shown in Fig. 10.
The operator
turns the paddles 104 by 90 (in a counter-clockwise direction as viewed in
Fig 10). As a
result, the shaft 100 turns in that same direction, carrying with it the
retractor cam 110 and
the side cams 114. The green arms 108 of the paddles 104 move to the up
position, indicating
a locked condition of the chock 10.
[00033] When the side cams 114 turn, they pivot from the position shown in
Figs. 7-9 to
the position shown in Fig. 10. The flat 116 on each side cam 114 engages the
associated grate
lock 60 and causes the grate lock to pivot to the engaged, or locked, position
shown in Fig.
10. In this position, the hooks 62 on the grate locks 60 extend rearward
beneath the cross-
wire 20 of the grating 14, thus helping to position and lock the back end of
the chock 10 to
the grating.
[00034] At the same time, the retractor cam 110 turns to a position as shown
in Fig. 10. In
this position, the retractor cam 110 can not hold the pawl 92 of the retractor
lever 90 out of
engagement with the ratchet teeth 96 of the spool 74.
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[00035] When this operation is completed, the pawl 92 of the retractor lever
90 is in
engagement with the ratchet teeth 96, blocking rotation of the spool in the
strap withdrawal
direction 80. As a result, the strap 76 is held tight around the vehicle tire
34. If the strap 76
elongates slightly or the vehicle shifts during transport, the strap will
continue to be held
tightly around the vehicle tire 34 since the retractor spring 81 will, by
design, continue to take
up any slack that is created during transit. Because the first end 82 of the
strap 76 is locked
to the grating 14 at a location behind and close to the tire 34 (at the
retractor 70), and the
second end 86 of the strap is locked to the grating at a location in front of
and close to the tire
(at the terminal end 86), the strap holds the tire down on the grating. The
chock 20 including
the strap 76 thus minimizes vertical movement of the vehicle 12 and possible
riding of the
vehicle up over the chocks during transit, that is, during movement of the
railroad car. In
addition, the strap 76 helps to resist forward or backward movement of the
tire 34 along the
grating 14. As a result, the vehicle 12 is held to the grating 14 in a
significantly more secure
manner than it would be if the retractor 70 and strap 76 were not provided.
[00036] The chock 10 can then be unlocked and removed from the grating 14, as
shown in
Fig. 11, by reversing the movement of the paddle 104. This movement of the
paddle 104 also
has the effect of releasing the spool 74 for rotation in the strap withdrawal
direction 80. The
operator can extend the strap 76 from the spool 74 by a small amount
sufficient to release the
hook 86 from the grating 14. The operator can then allow the strap 76 to
retract onto the
spool 74. The strap 76 can be released in this manner, at any time, no matter
how much force
the vehicle tire 34 is placing on the ramp 54 of the chock 10, for example.
The chock 10 thus
provides "fail safe" un-latching or disengagement of the strap 76.
[00037] It should be understood that other changes and modifications are
possible that fall
within the scope of the invention. For example, without limitation, the chock
could have a
different design for the front teeth; could have a different design for the
grate locks; and/or
could have a different structure and operation for the locking and unlocking
mechanism. In
all such cases, the device could fall within the scope of the present
invention.
[00038] As another example, the wheel chock with which the retractor and strap
are
associated could be similar to or identical to those shown in US Patents Nos.
5,312,213 and
5,302,063, or to products made under those patents by its owner. Thus, as
shown in Fig. 28, a
marked-up copy of Fig. 5A of US Patent No. 5,302,063, the chock 12 includes a
retractor 100
of the type described above with reference to Figs. 1-12. The retractor 100 is
suitably
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mounted, in a manner not shown, on the base of the chock 12. The retractor 100
includes a
strap or length of strap 102 that extends from a spool and that can be
extended around a
vehicle tire which the wheel chock engages, in a manner as described above, to
help secure
the vehicle.
[00039] Figs. 13-25 illustrate a wheel chock 10a that is another embodiment of
the
invention. Many parts of the wheel chock 10a are similar or identical, in
function and/or
structure, to corresponding parts of the wheel chock 10, and thus are given
the same reference
numerals with the suffix "a" added to distinguish them. Parts of the wheel
chock 10a that are
not specifically described herein can be assumed to be similar in function to
the
corresponding parts of the wheel chock 10.
[00040] In the wheel chock 10a, the front teeth are not formed as one piece
with the cleats.
Rather, each side rail (or cleat) 42 (Fig. 19) has a main body portion 48 on
which is mounted
a tooth assembly 120. The tooth assembly 120 in the illustrated embodiment
includes three
separate metal pieces 122, 124 and 126 (Figs. 19 & 20) that are welded
together in a
generally U-shaped configuration to form the tooth assembly 120. The three
piece assembly
120 can be easier to manufacture than stamping and bending a one-piece unit,
although that is
a possibility for the invention also. Tabs (or other projecting portions) and
notches (or other
recesses) on the several pieces 122-126 may be used to position them relative
to each other
prior to their being welded together into one unit. This unit 120 is then
fitted into a recess or
notch 128 in the side rail main body portion 48 and is welded to the side rail
42.
[00041] In the illustrated embodiment, each side piece of each tooth assembly
120
includes at least two, and preferably three or more, teeth 50a, spaced apart
in a front to back
direction by a distance selected so that two sets of teeth fit within one
opening 22 of the
grating 14 to resist forward movement of the chock 10a. More or fewer teeth
50a can be
provided, and at different locations. In addition, on each tooth assembly 120
the front teeth
50a are arranged in several side by side pairs, so as to fit more closely
within the grating
openings and resist pivoting movement of the front end portion of the chock
10a about a
vertical axis.
[00042] Each front tooth 50a extends downwardly and forwardly adjacent the
front end of
the base 40. Each front tooth 50a has a generally parallelogram-shaped
configuration. The
front teeth 50a are separated at their upper ends by a straight edge 52a of
the tooth assembly
120, and, as illustrated, include no arcuate portions or edges.
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[00043] In the wheel chock 10a, the grate locks 60a are also different, in
number and
configuration, from the grate locks of the wheel chock 10 shown in Figs. 1-12.
Specifically,
the wheel chock 10a has a base 40 that includes, as a support member for the
grate locks 60a,
an upper cross bar 130. The upper cross bar 130 extends laterally across the
base between the
first and second side rails 42. The upper cross bar 130 (Fig. 15) has a
circular cross-sectional
configuration with a longitudinal central axis 132.
[00044] In the illustrated embodiment, four grate locks 60a are included, two
on each side
of the chock 10a. More or fewer grate locks 60a can be provided. Each grate
lock 60a has an
upper end portion 134 through which the upper cross bar 130 extends. The upper
cross bar
130 supports the grate locks 60a for pivotal movement relative to the base 40
about the
longitudinal central axis 132 of the upper cross bar 130.
[00045] Each grate lock 60a has a lower end portion 136 with two rearwardly
extending
hooks 62a spaced apart in a front to back direction by half the distance
between adjacent
cross wires 20 of the grating 14. Each grate lock 60a also includes a central
cam opening 138
defined by a cam surface 140.
[00046] The wheel chock 10a also includes a lower cross bar, or shaft, 100a.
The shaft
100a extends laterally across the base 40 between the first and second side
rails 42 and is
supported on the side rails 42 for rotational movement relative to the base 40
about a
longitudinal central axis 144 of the shaft.
[00047] The grate locks 60a are movable, as described below, upon rotation of
the shaft
100a, between a first or unlocked position as shown in Figs. 15 and 16, in
which the hooks
62a of the grate locks do not extend under a cross-wire 20 of the grating 14;
and a second or
locked position as shown in Fig. 17, in which one hook 62a of each grate lock
extends under
a cross-wire of the grating to lock the wheel chock 10a to the grating to
resist rearward and
upward movement of the wheel chock.
[00048] The shaft 100a extends through the central cam openings 138 of all the
grate locks
60a. A plurality of grate locking cams 146 are fixedly mounted on the shaft
100a for rotation
with the shaft. The cams 146 are located in the cam openings 138 of the grate
locks 60a; in
the illustrated embodiment, there is one cam associated with each side's pair
of grate locks.
The cams 146 have external camming surfaces 148 that are in engagement with
the internal
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cam surfaces 140 of the grate locks 60a, and that are configured to cause the
grate locks to
pivot in an over center manner when the cams rotate, as described below.
[00049] A cam holder 150 is associated with each cam 146. The cam holders 150
help to
hold the cams 146 in either the locked or unlocked position, 90 degrees apart,
to prevent
vibration or other forces from unintentionally rotating the shaft 100a and the
cams. In the
illustrated embodiment, the cam holders 150 are leaf springs. Each leaf spring
has two V-
shaped ridges 152 that ride on the cams 146. The engagement of the leaf spring
ridges 152
with the cams 146 holds the cams in the locked and unlocked positions against
vibration.
The engagement of the leaf spring ridges 152 with the cams 146 can be overcome
by foot
force on the pedals but not by vibration or other unintentional means
encountered in normal
use.
[00050] The shaft 100a also supports two paddles 104 for rotation with the
shaft and thus
with the cams 146. The two paddles 104 are mounted at the opposite ends of the
shaft 100a.
The paddles 104 are on the sides of the chock 10a so as to be engageable by a
foot or hand of
an operator on either side of the wheel chock.
[00051] Each paddle 104 has a generally 90 L-shaped configuration including a
first or
red arm 106 and a second or green arm 108 at 90 from the first arm. The arms
106 and 108
are color-coded to show at a glance, as described below in detail, the locked
or unlocked
condition of the chock 10a.
[00052] The shaft 100a is rotatable through a 90 range of motion about its
axis 144 so that
one or the other of the arms 106 and 108 is upright. Because there is a paddle
104 on either
end of the shaft 100a, and because the lateral restraint 56 can be positioned
at either side, the
chock 10a can be used on any one of the four tires of the vehicle 12, for
example as shown in
Fig. 1.
[00053] The chock 10a also includes a strap to tire locking feature 180 to
resist lateral
movement (sliding) of the strap 76 off the crown of the tire. The structure
and operation of
the locking feature 180 are discussed below in detail, after the following
description of the
operation of the wheel chock.
[00054] Operation of the wheel chock 10a is similar to, but not identical to,
operation of
the wheel chock 10. Fig. 15 illustrates the wheel chock 10a in the unlocked
position,
disposed above the grating 14 and ready to be moved down into engagement with
the grating.
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The red arms 106 of the paddles 104 (seen in Figs. 13 ands 14) are up, showing
that the grate
locks 60a are in their unlocked position. The strap 76 is wound on the spool
74.
[00055] A position of the chock 10a on the grating 14 is selected so that the
ramp 54 is
under the tire to be blocked, while the lateral restraint 56, when slid fully
sideways into the
proper position on the chock (Fig. 3), is on the interior sidewall of the
tire. The front end of
the chock 10a is moved into such a position, in engagement with the grating
14, so that the
front teeth 50a of the chock 10a engage a cross wire 20 of the grating 14.
Specifically, at
least two front teeth 50a on each side of the chock 10a slide forward and
under the cross wire
20 to help to position and lock the front end of the chock onto the grating
14.
[00056] The back end of the chock 10a is then moved down into engagement with
the
grating 14, as shown in Fig. 16. Specifically, the back end of the base 40 is
pivoted down
onto the grating 14. The positioning of the grate locks 60a on the base 40 is
such that the
hooks 62a of the grate locks extend into openings 22 of the grating. Because
the grate locks
60a are in their unlocked position, the hooks 62a do not extend under any
cross-wires 20 of
the grating 14.
[00057] Then, the paddle 104 can be rotated by about 45 degrees, so that the
peaks of the
cams 146 fall between the ridges 152 on the leaf springs 150. The grate locks
60a pivot
enough so that their tips engage under the grating 14, enough to keep the back
end of the
wheel chock 10a from lifting off the grating under force applied by the strap
when it is being
extended around the tire. The engagement of the leaf springs 150 with the cams
146 is strong
enough to hold the shaft 100a and the parts connected therewith in this
intermediate position.
[00058] Next, the operator extends the strap 76 of the retractor 70 over the
associated
vehicle tire 34, as shown in Figs. 2 and 3. The operator can grasp the
terminal end 86 of the
strap 76 and pull it out far enough to extend over the vehicle tire 34. The
operator engages
the hook 88 with the grating 14 on the side of the tire 34 opposite the chock
10a. When the
strap 76 is thereafter released, slack in the strap is taken up by the
retractor 70. The strap to
tire locking feature 180 may be set, as described below.
[00059] Next, the chock 10a is locked to the grating 14, as shown in Fig. 17.
The operator
turns the paddles 104 by the remaining 450 (in a clockwise direction as viewed
in Fig. 17).
As a result, the shaft 100a turns in that same direction, carrying with it the
grate locking cams
146.
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CA 02638368 2013-06-17
[00060] When the grate locking cams 146 turn, they rotate from the position
shown in Fig
16. to the position shown in Fig. 17. As this movement occurs, the camming
surfaces 148 on
the cams 146 engage the cam surfaces 140 on the grate locks 60a, and cause the
grate locks to
pivot in an over center manner to the engaged, or locked, position shown in
Fig. 17. In this
position, the hooks 62a on the grate locks 60a extend rearward beneath the
cross-wire 20 of
the grating 14, thus positioning and firmly locking the back end of the chock
10a to the
grating. The leaf spring 150 helps to hold the parts in this position.
[00061] The camming surfaces 148 on the cams 146 are in abutting engagement
with the
cam surfaces 140 on the grate locks 62a, at all times. As a result, there is
positive
engagement and rotation of the grate locks 62a in both directions, from
unlocked to locked,
and from locked to unlocked, upon cam rotation. The mechanism does not need to
rely on
springs to rotate the grate locks 60a from the locked position back to the
unlocked position.
[00062] When the wheel chock 10a is locked, the green arms 108 of the paddles
104 move
to the up position, indicating a locked condition of the chock 10a. The color
coding of the
arms of the paddles 104 can be used by the operator to determine visually
whether the wheel
chocks are locked or unlocked.
[00063] The chock 10a includes a handle 160 for carrying and positioning the
chock. The
handle 160 is mounted on the outside of the cover 89. A first end of the
handle 160 is
secured to the cover 89, and/or to the underlying structure of the chock 10a,
at a location 161.
An opposite second end of the handle 160 is secured to the cover 89, and/or to
the underlying
structure of the chock 10a, at a location 163.
[00064] The chock 10a also includes a bottom plate or bottom cover 170 (Figs.
15 and 18).
The bottom plate 170 is mounted to the chock 10a to cover the bottom of the
chock. The
bottom plate 170 is configured to cover substantially all of the underside of
the chock I Oa,
except for cutouts for the grate locks 60a. The bottom plate 170 may be made
from plastic.
[00065] The bottom plate 170 may be held on the chock 10a by any suitable
means. For
example, the front portion of the bottom plate 170 may be held on by the front
tooth assembly
120, and the back portion of the bottom plate may be held on by screws or
other fasteners.
The bottom plate 170, like the cover, helps to protect the components of the
chock 10a from
impacts, and from the entry of debris and other material, such as water or
moisture. The
cutouts for the grate locks 60a allow for drainage of water from the chock
10a.
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[00066] As noted above, the chock 10a may optionally include a strap to tire
locking
feature 180, to resist lateral (sliding) movement of the strap off the crown
178 (Fig. 25) of the
tire 34. The locking feature 180 can take various different forms; two such
forms are
illustrated herein.
[00067] In the embodiment shown in Fig. 21 and 25, the locking feature 180
includes a
grip or slider 182 on the strap 76. The slider 182 is slidable along the
length of the strap 76.
The slider 182 has one or more engagement features on its side facing the tire
tread. The
engagement features may be ribs 184 as shown, or may be dots or other
features.
[00068] In use, the operator positions the slider 182 (Fig. 25) at the crown
(high point and
centered laterally) 178 of the tire, prior to allowing the retractor 70 to
lock. Then, when the
retractor is locked, the engagement features 184 on the slider 182 engage the
tire tread. This
engagement prevents the slider 182 from sliding laterally off the tire.
Because the slider 182
is mounted on the strap 76, the strap is also prevented from sliding laterally
off the tire.
[00069] In the embodiment shown in Figs. 22-24, the locking feature 180 is
formed
directly on the strap 76 and is movable with the strap. For example, the
locking feature may
be a grip 190 formed by deposition of a plastic material, such as Plastisol,
on the side surface
of the strap that contacts the tire tread. The grip 190 could be formed as
dots of material 192,
similar to those found on some gloves or shoes.
[00070] The spacing of the dots 192 on the strap 76 can be random or in a
pattern. It is
only necessary for a few of the dots 192 to fall into grooves in the tire
tread, in order for the
grip 190 to satisfactorily engage the tire tread and prevent lateral movement
of the strap
across the tire.
[00071] The length of the grip 190 along the strap 76 is selected to provide
satisfactory
grip for both the smallest tire to be secured and the largest tire to be
secured. One method of
determining the length and location of the grip 190 is as follows.
[00072] The location of the beginning of the grip 190 (i.e., the end closer to
the hook 88)
can be determined by extending the strap 76 around the smallest tire (Fig. 23)
and hooking
the hook into the grating 14. The grip 190 can start a small distance 194, for
example four
inches, from the crown 178 of the tire. This sets the beginning point for the
grip 190.
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CA 02638368 2013-06-17
[00073] Then, the strap 76 can be extended around the largest tire to be
secured (Fig. 24).
A point of the grip 190 is then marked at a small distance 196, for example
four inches, past
the tire crown 178 (in a direction toward the chock 10a). This sets the ending
point of the
grip 190. Thus for any tire the grip 190 will cover the crown and at least
four inches out in
each direction.
[00074] As noted above, the invention also relates to a wall mount for a wheel
chock, and
to a system or apparatus that includes one ore more wall mounts and one or
more wheel
chocks. Figs. 26 and 27 illustrate one example of a wall mount 200 that can be
used with a
wheel chock 10 or 10a of the present invention. The wall mount 200 is shown
alone in Fig.
26, and in Fig. 27 is shown supporting, as one example, the wheel chock 10a.
The wall
mount 200 may be made from either plastic or metal.
[00075] The wall mount 200 includes a base wall 202 that is adapted to lie
against a
vertical wall surface 204. The base wall 202 includes an upper end portion 206
and a lower
end portion 208. The wall mount 200 may be secured to the wall 204 with
suitable fasteners
(not shown) through the base wall 202, or in any other suitable manner.
[00076] The wall mount 200 includes two additional flanges 210 that project
from the
upper end portion 206 of the base wall 202 in a direction perpendicular to the
supporting wall
surface 204. Each support flange 210 includes a slot 212 having a first
portion 214 extending
parallel to the plane of the base wall 202 and a second portion 216 extending
at an angle in
toward the base wall 202. The spacing between the support flanges 210 is
selected to be
substantially the same as the spacing between the projecting ends of the shaft
100a of the
wheel chock 10a, just inboard of the paddles 104 and outboard of the side
rails 42.
[00077] The wall mount 200 includes two other flanges 220 that project from
the lower
end portion 208 of the base wall 202 in a direction away from the supporting
wall surface
204. The flanges 220 have upper edges 221. A hook mounting flange 222 extends
across the
width of the wall mount lower end portion 208, between the lower end portions
223 of the
flanges 220. The lateral spacing between the flanges 220 is selected to be
substantially the
same as the spacing between the tooth assemblies 120 of the wheel chock 10a.
The height of
the flanges 220, off the base wall 202, is selected to be greater than the
distance by which the
tooth assemblies 120 of the wheel chock project from the bottom cover 170.
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[00078] In use, the wall mount 200 is fixed in a vertical or generally
vertical orientation.
The wheel chock 10a (or 10) is lifted into position on the wall mount 200, for
example by use
of the handle 160. The projecting ends of the shaft 100a of the wheel chock
10a, just inboard
of the paddles 104 and outboard of the side rails 42, are placed in the
vertical portions 214 of
the slots 212 in the support flanges 210 on the upper end portion 206 of the
base wall 202.
The wheel chock 10a is moved or allowed to slide downward so that the shaft
100a moves
into, and to the lower ends of, the angled portions 216 of the slots 212. The
bottom cover 170
of the wheel chock 10a engages and rests on the edges 221 of the flanges 220.
[00079] In this position, the weight of the wheel chock 10a resists upward
movement of
the wheel chock on the wall mount 200. The support flanges 210 of the wall
mount 200
resist lateral movement of the upper portion of the wheel chock 10a. The tooth
assemblies
120 lie adjacent to the flanges 220 to further resist lateral movement of the
wheel chock 10a.
As a result, the wheel chock 10a is securely positioned on the wall mount 200
and thus on the
wall surface 204. In addition, the flanges 220 hold the tooth assemblies 120
of the wheel
chock off the wall surface 204, thus preventing damage to the teeth 50a.
[00080] The hook mounting flange 222 of the wall mount 200 can be used to
secure a
hook 88 of the wheel chock 10a, as shown in Fig. 27. This feature can be
especially useful if
the wheel chock strap 76 includes a grip or slider that prevents all the strap
from retracting
into the retractor. In such a case, engaging the hook 88 with the hook
mounting flange 222
can prevent the hook from swinging around during transport when the wheel
chock 10a is not
in use.
[00081] This application discloses various embodiments of wheel chocks, having
various
different features. A wheel chock in accordance with the invention may include
one feature
or any combination of the features.
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