Note: Descriptions are shown in the official language in which they were submitted.
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TIRE CHOCK
TECHNICAL FIELD
The present invention relates generally to wheel or tire chocks for
recreational
vehicles and trailers. More specifically, the present application relates to
wheel or tire
chocks that are lockable in an engaged position to prevent theft, and chocks
that have an
improved linkage and engagement position.
BACKGROUND OF THE INVENTION
Tire chocks are used to prevent a vehicle or trailer at rest from
inadvertently rolling or
moving. Tire chocks function by retarding the movement of the wheel, such that
the wheel is
effectively locked in place. One of the problems with current tire chocks is
that they are
susceptible to being stolen, as the tire chock can be removed by any person
possessing an
appropriately-sized wrench. Another problem with existing tire chocks is that
the linkage
assembly in the components is complicated and expensive to manufacture.
As such, there is a need for an improved tire chock that addresses one or more
problems of the prior art. Accordingly, embodiments of the present invention
are hereby
submitted.
BRIEF SUMMARY
In one embodiment, a tire chock may comprise an at least partially threaded
rod; a
first trunnion having an aperture therethrough that receives the rod; first
and second locking
members, one locking member being rotatably fixed relative to the rod, the
other locking
member being rotatably fixed relative to the first trunnion.
In a second embodiment, a tire chock may alternatively comprise an at least
partially
threaded rod; an upper trunnion rotatably attached to the rod; a lower
trunnion threadedly
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attached to the rod, the lower trunnion translating axially relative to the
rod upon rotation of
the rod relative to the lower trunnion; a pair of linkage arms, the pair of
linkage arms forming
an X-shape, each linkage arm being connected to the lower trunnion by a drive
arm and
being connected to the upper trunnion by a support arm, wherein, as the rod is
rotated relative
to the lower trunnion, the linkage arms expand or contract.
BRIEF SUMMARY OF THE DRAWINGS
FIG. 1 is a perspective view of an embodiment of a tire chock in an expanded
or
engaged position.
FIG. 2 is a side view of the tire chock of FIG. 1 in an expanded position.
FIG. 3 is a side view of the tire chock of FIG. 1 in a collapsed position.
FIG. 4 is a perspective view of the tire chock of FIG. 1 in a collapsed
position.
FIG. 5 is a side elevational view of the tire chock of FIG. 1.
FIG. 6 is a second perspective view of the tire chock of FIG. 1.
FIG. 7 is bottom view of the tire chock of FIG. 1.
FIG. 8 is an end view of the tire chock of FIG. 1.
FIG. 9 is a perspective view of a second embodiment of a tire chock.
FIG. 10 is a top plan view of the tire chock of FIG. 9.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
A preferred embodiment of a tire chock, generally identified by reference
numeral 10,
is illustrated in FIGS. 1-8. Tire chock 10 may comprise a longitudinally
extending threaded
bar or rod 20; a lower trunnion 22; an upper trunnion 24; one or more locking
members or
washers 28, 30; upper nut 32; handle 34; linkage arms 40, 42, 60, 62; a
plurality of linkage
supports 44, 46, 48, 50, 64, 66, 68, 70; and tire contact pads 80.
As illustrated in FIG. 1, an at least partially threaded rod 20 may extend
through tire
chock 10. Lower trunnion 22 may be threadedly connected to threaded rod 20
such that as
the threaded rod 20 is rotated relative to lower trunnion 22, the trunnion 22
translates axially
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relative to the threaded rod 20. Tire chock 10 may additionally comprise upper
trunnion 24
that is rotatably connected to the threaded bar 20. Upper trunnion 24 may
overlie a non-
threaded portion of the threaded bar 20 or may not comprise threads, such that
as the
threaded rod 20 rotates relative to upper trunnion 24, the upper trunnion 24
does not translate
relative to the threaded rod 20. Upper trunnion 24 may be associated with
washer 26 to
provide spacing between threaded portion of threaded bar 20 and non-threaded
portion of
threaded bar 20. As illustrated in FIG. 1, handle 34 may be attached to upper
trunnion 24.
Handle 34 may have portion 34d that includes an aperture therethrough, such
that threaded
bar 20 extends through handle portion 34d. As illustrated in FIG. 1, handle
portion 34d may
be located adjacent to an upper surface of trunnion 24 on one side, and
locking member 28
on the other side.
Tire chock 10 may further comprise at least two locking members, such as
washers or
disks 28, 30. Washers 28, 30 may have apertures therethrough that receive
threaded rod 20.
In one embodiment, lower washer 28 may be fixed relative to upper trunnion 24
and handle
portion 34d. Any manner known in the art for fixing washer 28 relative to
trunnion 24 and
handle 34 may be used. For example, washer 28 may be glued or welded to handle
34 or
trunnion 24, or may be formed monolithically with handle 34 or trunnion 24.
One or more spacer washers 29 may also be located between lower washer 28 and
upper washer 30. Upper washer 30 may be fixed relative to threaded rod 20 and
upper nut
32. Similarly to washer 28, any manner known in the art for fixing washer 30
relative to nut
32 or threaded rod 20 may be used. For example, washer 30 may be glued or
welded to nut
32 or threaded rod 20, or may be formed monolithically with nut 32 or threaded
rod 20. In
such a configuration, nut 32, upper washer 30, and threaded rod 20 are all in
a fixed
relationship relative to each other, such that as a user rotates nut 32, upper
washer 30 and
threaded rod 20 also rotate. Washer 28 would not rotate relative to nut 32,
upper washer 30,
and threaded rod 20.
As illustrated in FIGS. 1 and 8, lower washer 28 and upper washer 30 may
comprise a
plurality of apertures 36, 38 therethrough. Since lower washer 28 may be fixed
relative to
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upper trunnion 24 and handle 34; and upper washer 30 may be fixed relative to
threaded rod
20 and nut 32, tire chock 10 is able to be locked in any position by aligning
aperture 36 in
lower washer 28 with aperture 38 in upper washer 30 and inserting a lock or
pin through both
apertures 36, 38. After the shaft of a lock or the like is inserted through
apertures 36, 38, the
threaded rod 20 is unable to be rotated relative to lower washer 28, handle
34, and thus upper
trunnion 24. In use, a user may position the chock 10 between two tires 94,
expand chock 10
by actuation/rotation of nut 32 by wrench or similar tool into a desired
position, as illustrated
in FIG. 2. The user may then align apertures 36, 38 and insert a lock
therethrough. As the
chock 10 may be frictionally secured between the respective tires 94, and the
nut 32 is unable
to be rotated to collapse the chock 10, the chock 10 may be locked in place
until the lock is
removed.
A second embodiment of chock I 10 having a locking mechanism is illustrated in
FIGS. 9-10. Chock I 10 may comprise threaded rod 120; lower translating
trunnion 122;
upper trunnion 124; lower locking member 128; upper locking member 130; nut
132; handle
134; a pair of lower driver arms 140 rotatably connected on one end to
trunnion 122 and
rotatably connected on the other end to tire contact pads 180; and upper
support arms 142
rotatably connected on one end to upper trunnion 124 and rotatably connected
on the other
end to tire contact pads 180. Lower trunnion 122 may be threadedly connected
to threaded
rod 120 such that trunnion 122 translates axially relative to the rod 120 when
the rod 120 is
rotated relative to trunnion 122. The axial translation of trunnion 122 causes
the chock I 10
to expand or contract.
As illustrated in FIGS. 9-10, lower locking member 128 and upper locking
member
130 may comprise a plurality of apertures 136, 138 therethrough. Since lower
locking
member 128 may be fixed relative to upper trunnion 124 and handle 134; and
upper washer
130 may be fixed relative to threaded rod 120 and nut 132, tire chock 110 is
able to be locked
in any position by aligning aperture 136 in lower locking member 128 with
aperture 138 in
upper locking member 130 and inserting a lock or pin through both apertures
136, 138. After
the shaft of a lock or the like is inserted through apertures 136, 138, the
threaded rod 120 is
unable to be rotated relative to lower locking member 128, handle 134, and
thus upper
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trunnion 124. In use, a user may position the chock 110 between two tires 94,
and expand
chock 110 by actuation/rotation of nut 132 by wrench or similar tool into a
desired position.
The user may then align apertures 136, 138 and insert a lock therethrough. As
the chock 110
may be frictionally secured between the respective tires, and the nut 132 is
unable to be
rotated to collapse the chock 110, the chock 110 may be locked in place until
the lock is
removed.
In another aspect of an improved tire chock, as illustrated in FIGS. 1-8, a
tire chock
may comprise threaded rod 20; lower trunnion 22 that threadedly receives
threaded rod 20
and which translates relative to thread rod 20 upon rotation of threaded rod
20 relative to
trunnion 22; and upper trunnion 24 that is rotatable relative to threaded rod
20 but does not
translate when threaded rod 20 is rotated relative to upper trunnion 24. Chock
10 may
further comprise linkage arms 40, 42, 60, 62. Each linkage arm end may be
attached at an
end thereof to a tire engaging pad 80.
As illustrated in the Figures, linkage arms 40 and 42 may be located on one
side of
the threaded rod 20, and linkage arms 60 and 62 may similarly configured as
linkage arms 40
and 42 yet located on a side opposite from linkage arms 40 and 42. Linkage
arms 40 and 42
may be rotatably connected at a center point by a rivet 92. Linkage arm 40 may
also be
connected on one end to a left lower tire contact pad 80 and connected on the
opposite end to
a right upper contact pad 80. Linkage arm 42 may be similarly connected on one
end to left
upper tire contact pad 80 and connected on the opposite end to right lower
tire contact pad
80. In such a formation, linkage arms 40 and 42 form an "X" shape.
As illustrated in FIGS. 1 and 2, linkage arm 40 may be rotatably connected on
its
lower portion to mobile trunnion 22 via a drive arm 48 extending from a bolt
or other
connector 96 associated with mobile trunnion 22 to a rivet 90 located between
center point
rivet 92 and tire pad connecting bolt 84. Similarly, linkage arm 42 may be
connected on its
lower portion to mobile trunnion 22 via drive arm 50 extending from a bolt or
other
connector 96 associated with mobile trunnion 22 to a rivet 90 located between
center point
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rivet 92 and tire pad connecting bolt 84. The drive arm connections to both
the mobile
trunnion 22 and to the linkage arms 40, 42 may be rotatable.
To aid in stabilizing linkage arms 40 and 42, each arm 40, 42 may also be
connected
on its upper portion to upper stationary trunnion 24. As illustrated, linkage
arm 40 may be
connected to upper trunnion 24 via support arm 46 extending from a bolt or
other connector
96 associated with upper trunnion 24 to a rivet 90 located between center
point rivet 92 and
tire pad connecting bolt 84. Similarly, linkage arm 42 may be connected to
upper trunnion
24 via support arm 44 extending from a bolt or other connector 96 associated
with upper
trunnion 24 to a rivet 90 located between center point rivet 92 and tire pad
connecting bolt
84.
Linkage arms 60 and 62, drive arms 68, 70, and support arms 64, 66 may be
attached
in a similar manner on the opposite side of threaded bar 20 and trunnions 22,
24, forming a
mirror image of linkage arms 40, 42, drive arms 48, 50, and support arms 44,
46, as
described below.
Linkage arms 60 and 62 may be rotatably connected at a center point by a rivet
92.
Linkage arm 60 may also be connected on one end to a left lower tire contact
pad 80 and
connected on the opposite end to a right upper contact pad 80. Linkage arm 62
may be
similarly connected on one end to left upper tire contact pad 80 and connected
on the
opposite end to right lower tire contact pad 80. In such a formation, linkage
arms 40 and 42
form an "X" shape.
As illustrated in FIGS. 1 and 2, linkage arm 60 may be rotatably connected on
its
lower portion to mobile trunnion 22 via a drive arm 68 extending from a bolt
or other
connector 96 associated with mobile trunnion 22 to a rivet 90 located between
center point
rivet 92 and tire pad connecting bolt 84. Similarly, linkage arm 62 may be
connected on its
lower portion to mobile trunnion 22 via drive arm 70 extending from a bolt or
other
connector 96 associated with mobile trunnion 22 to a rivet 90 located between
center point
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rivet 92 and tire pad connecting bolt 84. The drive arm connections to both
the mobile
trunnion 22 and to the linkage arms 60, 62 may be rotatable.
To aid in stabilizing linkage arms 60 and 62, each arm 60, 62 may also be
connected
on its upper portion to upper stationary trunnion 24. As illustrated, linkage
arm 60 may be
connected to upper trunnion 24 via support arm 66 extending from a bolt or
other connector
96 associated with upper trunnion 24 to a rivet 90 located between center
point rivet 92 and
tire pad connecting bolt 84. Similarly, linkage arm 62 may be connected to
upper trunnion
24 via support arm 64 extending from a bolt or other connector 96 associated
with upper
trunnion 24 to a rivet 901ocated between center point rivet 92 and tire pad
connecting bolt
84.
As illustrated in FIGS. 1-8, the ends of linkage arms 40, 42, 60, 62 may be
connected
to tire contact pads 80. In the embodiment illustrated in FIGS. 1-8, linkage
arms 40 and 60
may be connected to the left lower contact pad 80 and the right upper contact
pad 80.
Similarly, linkage arms 42 and 62 may be connected to the right lower contact
pad 80 and
left upper contact pad 80.
Tire contact pads 80 may each include two mounting flanges 82 that include an
aperture (not numbered) that receive bolts or other fasteners 84. To connect
the respective
tire contact pad 80 to chock 10, the apertures in mounting flanges 82 are
aligned with
corresponding apertures in the respective linkage arms 40, 60 or 42, 62 and
the bolt or
fastener 84 is inserted through each aperture. A nut or other fastener may be
used to secure
the bolt 84 in place. When attached to chock 10, the tire contact pads may be
rotatable
relative to the associated linkage arms 40, 60 or 42, 62.
It is contemplated that the chock 10 as illustrated in FIGS. 1-8 may 1 3/8
inches wide
when the chock is in its contracted position. As the chock 10 expands, linkage
arms 40, 42,
60, 62 rotate about their center points 92, such that the lower portions of
the linkage arms 40,
42, 60, 62 rotate outward and upward, and the upper portions of the linkage
arms 40, 42, 60,
62 rotate outward and downward. In other words, the "X" shapes formed by the
linkage
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arms 40, 42, and 60, 62 goes from taller and narrower to shorter and wider. As
tire contact
pads 80 may be rotatably connected to the linkage arms 40, 42, 60, 62, the
tire pads 80 rotate
to the ideal tire contact position and may accommodate different sizes of
tires 94.
The foregoing disclosure is illustrative of the present invention and is not
to be
construed as limiting thereof. Although one or more embodiments of the
invention have
been described, persons of ordinary skill in the art will readily appreciate
that numerous
modifications could be made without departing from the scope and spirit of the
disclosed
invention. As such, it should be understood that all such modifications are
intended to be
included within the scope of this invention. The written description and
drawings illustrate
the present invention and are not to be construed as limited to the specific
embodiments
disclosed.
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