Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02494898 1993-02-26
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WHEEL CHOCKING SYSTEM FOR ARRESTING
ROAD VEHICLES DURIn'G TRANSPORTATION
CROSS-REFERENCE TO RELATED APPLICATION
This application is a division of Application
Ser. No. 2,131,193, filed FebrL.ary 26, 1993.
TECHNICAL FIELD
The present invention relates to a wheel
to chocking system for arresting :=oad vehicles transported on
flatbeds or other similar transport vehicles. More
particularly, the present inv~sntion relates to a device
having a plurality of chock members detachably secured to
a grating provided on a support surface of the vehicle at
defined locations. The chocl~: comprises an angled face
plate for alignments with a tire of an associated wheel of
the vehicle positioned on the grating, restraining
movement thereof. A load transmitting member transfers
the load applied to the face plate onto the grating and a
2o paddle-shaped restraining member prevents lateral shifting
of the vehicle.
BACKGROUND ART
Various anchoring systems are known for securing
road vehicles transported o:Z flatbed type transport
vehicles to prevent shifting o:E those vehicles during the
transportation. The most common system is to "tie down"
the vehicle using chains conr..ected to steel runners in
the support surface, eg. the floor of a railway
3o flatbed vehicle. A ratchet tool is required in order
to secure these chains taut. In an attempt to resolve
some of the difficulties in the installation of such
anchoring systems, other whee:_ chocking assemblies have
been developed including e.~ those disclosed in
U.S. Patents 4,659,266 and 4,66.3,140. However, although
CA 02494898 1993-02-26
2
these systems can be in stalled more rapidly onto a
rail system provided on the transport surface of
the flatbed, they utilize winch mechanisms and
harnesses which must be fitted over the vehicle
tires to restrain movement of the vehicle.
French Patent Na. FR-A-2 584 664 relates to
a wheel shocking system wherein the wheel of a
vehicle is restrained bar an elevated rod which may
be angulated. The load of the vehicle is
10 transmitted to the floor by vertically extending
arms and this does not provide for effective load
transfer but causes a wedging action. German
Patent DE-A-1 265 771 snows a further chock design
where again effective lead transfer from the tire
15 engaging plate to the floor is not effectively
provided.
Other disadvantages of the wheel shocking
systems in the prior art is that they cannot be
readily adapted to different axle spacing to
20 double-wheel axles, or to very small or large
wheels openings in the vehicle side sheeting
project downwardly close to or below the level of
the top of the tire. Known chock systems can also
become jammed between i:he vehicle tire arid the
25 floor due to vehicle ;shifting during transport
requiring movement of thc~ vehicle prior to removal
of the chock.
DISCLOSURE OF INVENTION
30 Accordingly it i:~ an object of the present
invention to provide a wheel shocking system for
restraining road vehicles transported on flatbed
surfaces of transport vehicles which substantially
overcomes all of the abo~~e-mentioned disadvantages
35 of the prior art.
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Another object of the present invention is
to provide a wheel checking system which further
utilizes at least four chocks associated with at
least four wheels of a vehicle being transported to
5 provide a balance restraint relative to the center
of gravity of the vehicle and eliminate the effects
of extreme lateral forces, induced by longitudinal
forces caused by rocking of the transport vehicle,
and inherent to chockir~g systems of the prior art
10 wherein only the wheel: on one side of a vehicle
are restrained.
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A further object of the present invention
is to provide a wheel chocking system wherein the
chock is provided with an angled face plate
vertically adjustable ~o provide effective chocking
5 restraint for all tire sizes commonly encountered.
An additional object of the present
invention is to prov~.de a wheel chocking system
wherein the chocks are provided with a paddle-shaped
10 member extending laterally to the vehicle tire which
is adjustable verticall~~ to provide lateral restraint
at an appropriate height on the tire of the vehicle
being transported.
15 Still another object of~ the present
invention is to provi3e a wheel chocking system
wherein the chock system does not require restraining
straps or harnesses due to its vertical adjustability
20 and lateral restraint capability.
A further object of the present invention
is to provide a wheel chocking system wherein the
chocks are easy to install at virtually any desired
25 location on a grating disposed on a support surface
of a transport vehicle and which requires no tools
for its installation or removal..
An additional. object of the present
30 invention is to provicle a wheel chocking system
wherein the chocks are constructed of lightweight
material and are easy to manually transport and
store.
35 A further object of the present invention
is to provide a wheel shocking system wherein the
grating provided on the ;support surface is hinged to
provide convenience in cleaning and and snow cr
40 debris removal.
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These and other objects and advantages of the
present invention may be determined by a review and
understanding of the following disclosure.
The present invent:: on relates to a grating
s member for use in combination ~Nith a wheel chocking system
for restraining road vehicles being transported in a
transport vehicle, said tr~~nsport vehicle having a
longitudinal axis and a support surface supporting said
grating member to which a disengageable wheel chock having
to arresting studs, clamping teeth, and hooking fingers may
be secured thereto to permit incremental disengageable
wheel chock adjustability both longitudinally and
laterally, said grating member comprising: an elongated
rectangular deck section hav_.ng a substantially planar
i5 upper support structure formed from connected,
equidistantly spaced, perpendicular first and second sets
of parallel rods defining therebetween rectangular
openings for receiving said disengageable wheel chock,
said first set of parallel rod:; containing upwardly formed
2o portions between each of said :>econd set of parallel rods,
said upwardly formed portions defining a portion of said
upper support structure such that said upper support
structure is substantially free of trip hazards and
further provides lateral eng,~gement surfaces for 'said
2s arresting studs and said clamping teeth to prevent lateral
movement of said disengageabl~ wheel chock relative to
said grating, said first set of parallel rods further
disposed to support said second set of parallel rods
relative said vehicle support surface providing a space to
3o provide said clamping teeth and said hooking fingers an
engagement clearance to engage a portion of said second
set of parallel rods, and said second set of parallel rods
further providing longitudinal engagement surfaces for
said arresting studs to prever..t longitudinal movement of
35 said disengageable wheel chock relative said grating, and
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said deck section being capable of being hingedly secured
in spaced parallel relations:zip relative to additional
deck sections along longitudinal axis of said transport
vehicle and being dimensioned ~o accommodate the wheels of
a vehicle and permitting said ~3isengageable wheel chock to
be secured thereto adjacent s~~id wheels to restrain said
wheels and said transported vehicle from moving
longitudinally relative to said grating member and said
support surface.
to
BRIEF DESCRIPTION OF DRAWINGS
A preferred embodime:Zt of the present invention
will now be described with reference to the accompanying
drawings, including:
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FIGURE 1 is ~3 fragmented plan view showing
the wheel shocking system of the present invention,
- and particularly showing a support surface of the
transport vehicle having grating disposed thereon to
which chocks are secured relative to four sets of
wheels of a ground vehicle being transported;
FIGURE 2 is a side view of the chock of the
wheel shocking system: of the present invention
wherein the chock angle3 face plate is in an extended
position; '
FIGURE 3 is a top view of the chock of the
wheel shocking system cf the present invention shown
in Figure 2;
FIGURE 4 is a bottom view of the chock, of
the wheel shocking sysvem of the present invention
shown in Figure 2;
FIGURES 5A and 5B are side views showing
the chock of the wheel shocking system of the present
invention in an engaged and disengaged state relative
the floor grating, respectively;
FIGURES 6A through 6C are fragmented
sectional views showing the construction and
operation of the engagE~able arresting mechanism of
the chock of the wheel shocking system of the present
invention;
FIGURE 7A is ~, bottom view of the manually
actuated axially rotatable rod of the chock of the
wheel shocking system of the present invention;
FIGURE 7B is a sectional view along section
lines VII-VII of Figure '~A;
FIGURE 7C is an end view of Figure 7A;
FIGURE 8A is a plan view of the cam latch
of the chock of the wheel shocking system of the
present invention;
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FIGURE 8B is << top view of the cam latch of
the chock of the wheel c~hocking system of the present
invention;
FIGURE 9 is a side view of the lifter cam
of the chock of the whee l chocking system of the
present invention;
FIGURE l0A is a side. view of the compressor
disk of the chock of the wheel chocking system of the
10 present invention;
FIGURE lOB is a plan view of Figure 10A;
FIGURE 11A is the front view of the chock
base of the chock of the wheel chocking system of the
15 present invention, showing the construction of the
load transfer wall;
FIGURE 11B is an enlarged fragmented view
showing the relationship between the stud, the
20 cavities, and the support ledge;
FIGURE 12 is a partly fragmented side view
showing the construction of the face plate of the
chock of the wheel choking system of the present
25 invention;
FIGURES 13A and 13B are fragmented views
showing the spring biasing arrangement of the face
plate of the chock of t:he wheel chocking system of
30 the present invention;
FIGURE 14 is a top view showing how the
grating of the wheel checking system of the present
invention is hinged to an outboard member of the
35 support structure;
FIGURE 15 is an end view showing how the
grating of the wheel checking system of the present
invention is hingedly connected to an outboard member
40 of the support structure;
FIGURES 16A, lfiB and 16C are plan, side and
end views of the construction of the grating of the
wheel chocking system of the present invention;
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FIGURE 17 is a sectional view of the
grating hinge connection of the grating of the wheel
chocking system of the present invention;
FIGURES I8 i,~ a fragmented perspective view
5 of the grating hinge connection of the grating of the
wheel chocking system of the present invention to the
support structure;
FIGURE 19 is a plan view of the hinge base
10 strip of the grating o:E the wheel chocking system of
the present invention;
FIGURE 20 i~ a plan view of the hinge
keeper strip of the crating of the wheel chocking
15 system of,the present invention; and
FIGURE 21 i:, a perspective view of the
storage panel for use with the chock of the wheel
chocking system of the present invention.
20 It should be understood that the drawings
are not necessarily to exact scale and that certain
aspects of the embodime:zts are illustrated by graphic
symbols, schematic representations and fragmentary
25 views. Actual embodiments or installations thereof
may differ.
While some mechanical detail, including
other plan and sectional views of the particular
30 e~odiment depicted, may have been omitted, such
detail is not per se part of the present invention
and is considered within the comprehension of those
skilled in the art in light of the present
35 disclosure. The resulting simplified presentation is
believed to be more readable and informative and
readily understandable by those skilled in the art.
It should also be understood, of course, the
40 invention is not limited to the particular embociment
illustrated.
CA 02494898 1993-02-26
MODE FOR CARRYING OUT THE INVENTION
Referring now to the drawings, wherein like
reference characters correspond to like structures
throughout the drawing , and more particularly to
Figure 1, there is shown generally at 10 the wheel
chocking system of the present invention for use in a
transport vehicle. The system comprises a grating ll
formed of transversely welded circular steel rods, as
will be described later, and arranged to form
elongated rectangular <~eck sections 12 which are
hingedly connected to elongated hinge connectors 68
positioned proximate i:he outboard side of the
transport vehicle and parallel to channel members 13,
the elongated hinge connectors 68 being secured to
the transport vehicle de<:k structure. A vehicle (not
shown? having at least two sets of wheels 14 and 14'
2p secured to respective ax=;es 15 and 15' is disposed on
the grating 11, as illustrated in Figure 1, with a
wheel of each axle dis:~osed on corresponding deck
grating sections 12. The chock member 16 of the
present invention is shown removably secured to the
deck grating section 12 adjacent a tire of each of
the four wheels 14 to restrain the vehic)_e on the
deck grating section 12. The chock members 16 can be
positioned in an arrangement as shown in Figure 1 as
a solid line, or as shown at I6' in phantom, or both
sides of the wheels oi= axles 15, or 15', or
additional, combinations as may be required to
restrain vehicles of different weights from
longitudinal and lateral shifting.
Each chock member 16 is provided with a
detachable lock means, as will be described later,
for securing the chock member 16 to engageable
arresting means substanti:311y defined by the openings
13 between the transversely welded rods of the
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grating 11. As herein shown, the chock members 16
are provided, in mirror image pairs, with lateral
restraining means in the form of a paddle-shaped
member 17 located on the leftward or rightward side
5 of the chock member 16, such that the chock members
16 are connected to the grating with the paddle-
shaped members 17 extending inwardly adjacent an
inner side wall portion 14" of the tires of each
wheel. As both sets of wheels, thus are
10 cooperatively restraine3 from lateral displacement
in either direction, lai;eral shifting of the ground
vehicle is prevented.
Referring now t~~ Figures 2 through 5B, the
constructions of the chock member 16 may6 be
IS understood_ The chock member 16 is formed of
plastic material and comprises a base 18 formed
with structural ribs, with the base 18 having rows
of transversely and longitudinally aligned
arresting studs 19 depending therefrom. The studs
20 19 are arranged on opposed sides of a rear base
area 21 in two paralle:L longitudinal rows of the
rear edge 21' of the base 18, as shown in Figures 2
and 4. A transverse row of studs 19 is also
provided along the edge of the rear base areas 21.
25 The pairs of studs 19 fit into the openings 13 of
the grating 11.
A series of clarlping teeth 22 are provided
along the front edge portion of the base 18, with
two or three longitudinal rows on each side. These
30 rows of teeth 22 are aligned transversely and
longitudinally with the rows of arresting studs 19,
as clearly shown in Figure 4. The studs 19 and
teeth 22 are configured to provide in pairs a close
fit within the rectangular openings 13 of the
35 grating 11 to restrain the chock member 16 from
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moving relative to the 3eck sections 12. The teeth
22 are sloped forwardly to extend under the
transverse rods 11' of the grating and to provide
for chock member 16 removal even when trapped by a
tire, as will be described later.
A load transfer wall 23 is formed
integrally with the base 18 in a forward end
thereof and is angled away from the wheel. A face
plate 24 is hingedly ;secured by a hinge pin 25
connected to the forward top end of a load transfer
member 26 and spring biased inwardly by a torsion
spring assembly 28, as will be described later.
The face plate 24 is engageable with the load
transfer wall 23 and can be positioned at three (or
more) distinct positio:zs vertically thereof and
movably retained in the angled plane of the load
transfer wall 23. The ~_ace plate 24 can therefore
be positioned to abut the tire tread of the wheels
14 at a height suitable to the wheel diameter.
Referring now to Figures 6A through lOB,
there will be described the construction and
operation of the detachable locking means
permitting the chock meriber 16 to be attached and
detached from the decking 12. The detachable or
disengage locking means 19 is secured in the rear
portion 21 of the base member 18, as can be more
clearly seen in Figurf~s 6A to 6C. As therein
shown, the detachable locking means 19 is assembled
on an axially rotatable rod 30, better shown in
Figures 7A through 7C. The rod 30 has a manually
actuated lever 31 securE~d to an end thereof, the
lever 31 further having two cam portions 32. The
axially rotatable rod 30 is supported in a circular
bore formed across the rear support members 33
integrally molded within base 18. Each of the
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disengageable attachment members, in the form of a
cam latch 34, are transversely positioned about a
respective cam portion 32. The cam latch 34
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is a flat disc and has. at least two spaced-apart
hooking fingers 35 depending. from a lower edge
thereof and engageable~ with at least one adjacent top
steel rods 11' of the grating 11. The cam latch 34
is hingedly secured b:~ a hinge pin 36 in a top part
thereof , the hinge p:_n 36 being secured to the. rear
support members 33. The cam latch 34 also has a cam
engaging bore 37, as is better shown in Figure 8A,
and through which the cam portion 32 is positioned,
as shown in the operational sequence depicted in
Figures 6A through 6C.
As also shown in Figures 6A through 6C~
Figure 4 and Figure 9, a lifter cam 38 is secured to
the axially rotatable rod 30 and positioned in pairs
on each side of the c~im latches 34. These lifter
cams 38 are provided with a securing bore 3°.
Inwardly projecting keys 40 extend within the bore
and engage channels 41 formed in the rod 30, as shown
in Figures 7A and 7C.T1-:ese cam portions are provided
to lift the rear portion 21 of the chock out of
engagement with the transverse rods 11' provided in
the grating 11, as will be described later.
A compressor ~3isk 42, as shown in Figures
l0A and lOB, may be secured to the rod 30,
substantially mid-lengt~ thereof. The compressor
disk 42 consists of an annular disk having a bore 43
through which the rod a0 extends with keys 44 also
projecting inwardly of the bore 43 for engagement
with the channels 41 provided in the rod 30. A
spring actuating pin 45 extends transversely across
the compressor disk 42 for engaging a torsion spring
46 wound about the rod 30, as shown in Figures 3 and
4, and for a purpose which will be described later.
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When the .chock 16 of the present invention
is engaged with the grating 11, it is positi-oned as
shown in Figure 2 with the manually-actuated lever 31
extending forwardly to cause the hooking fingers 35
to engage with one of t:ze transverse rods 11' . In
this position, the cam portions 32 are in the upper
right quadrant of the cam engaging bore 37, urging
the hooking fingers 35 forwardly as the cam latch 44
pivots on the hinge pin :36 as shown in Fig. 6A. The_
cam 38 is also inactive with the cam lifting edge 38'
being positioned upwardly. If the tire of the wheel
14 is resting against thE~ face plate 24, it applies a
load against the load transfer. member 26 and into
the rear portion 21 of tree chock member 16. with the
studs 19 frictionally engaging the transverse rods
11'. Accordingly, in mast instances, when the chock
member 16 is loaded, it ~~ould be difficult to retract
the chock from frictional engagement with the grating
11. However, with the lifter cam 38, this is easily
accomplished in the follcwing manner.
As shown in Figure 6B, in order to
disengage the chock, thf~ manually-actuated lever 31
is rotated counterclockwise in the direction of arro~~~
47, thereby rotating the rod 30 and the cam portions
32. This causes the cam portions 32 to be displaced
in an arc relative to the center of the rod 30,
toward the rear of the :hock member 16 and induces
the rod 30 to apply prE~ssure against the straight
edge portion 37' of the cam engaging bore 37. causing
the cam latch 34 to rotai_a clockwise about its hinge
pin 36, as shown in Figure 6B. When the lever 31
reaches a substantially vertical position, the
hooking fingers 35 are therefore moved out from under
the transverse rod 11' and aligned within the
openings 13 between the rods 11', as shown in Figure
6B. In this position, the cam lifting edge 38' of
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the cam 38 has been displaced and approaches the
plane defined by the top surface of the transverse
grating 11'. Also, at this location, the spring
actuating pin 45 secured to the compressor disk 42
5 comes in contact with t:he torsion spring 46, as shown
in Figure 3. By further rotation of the lever 31 in
the direction of arrow 48, as shown in Figure 6C, the
cam edge 38' fractionally engages one of the
10 longitudinal rods 11' proximate one or both lateral
sides of the cam latch 34 (hence the desire to
provide pairs of cams 3f? and wedges the rear portion
21 of the chock upwards out of frictional engagement
15 with the grading 11'. It should be noted that as
longitudinal rods 11" have a sine waveform shape, the
cam 38 is able to engage same at about the same
vertical height as tha-: of the transverse rods 11'.
20 The chock member 16 is thus disconnected from the
grating 11 and can be removed.
As soon as thE~ lever is released, it moves
back up to its vertical position, as shown in Figure
25 6B, by the restoring force in the torsion spring 46.
This torsion spring '46 rind compressor disc 42 are not
necessary for the operation of the lever 31, but are
simply added features assisting the operator in
30 properly orienting th~=_ system for installation.
Thus, in the position shown in Figure 6B, the chock
member 16 is now ready to be installed again as the
hooking fingers 35 are aligned with the arresting
35 studs 19. This facilitates the future installation
or storage of the chock member 16, so that the user
need only to position the chock member 16 on the
grating 11 and move the lever 31 clockwise to lock
40 the chock member 16 thereto.
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.~ 4
As shown in Figures 6A through 6C, the
transverse top steel rods 11' o.f the grating, are
straight rodnding transverse to the plane ofr the
wheels of a vehicle positioned on the grating deck
sections, or otherwise expressed, extend transversely
to the long axis of the rectangular deck sections 12.
The upper rods 11' and the lower rods 11" define
therebetween- rectangular openings 13 which receive
the pairs of studs 19 an3 teeth 22 and constitute an
engageable arresting means for the chock member 16.
The hooking fingers 35 of the cam latch 34 have an
arcuate shaped lower edge 35' leading to a recessed
throat section 35", within which the transverse steel
rods 11' are engaged. Note that the longitudinal
dimension of the opening 13 is approximately twice
that of the studs 19, the teeth 22 and the hooking
fingers 35 of the cam latch 34.
Referring again to the arresting studs 19,
the clamping teeth 22 anal the lifter cams 38, it can
be seen how the chock member 16 can be removed from
entrapment between the grating panels 11 and the tire
of a wheel 14 or 14' tY~at has shifted and come to
rest against the chock f,3ce plate 24. The clamping
teeth 22 cannot be disencraged from the rods 11 unless
they move away from the -sire, which is not possible
while the arresting ~:tuds 19 are fractionally
engaged, as noted above. If the lifter cams 38 are
fully rotated, causing tl-~e arresting studs 19 to lift
and disengage from the transverse rods 11', the chock
member 16 can be pulled away from the tire, allowing
the sloped clamping tEaeth 22 to slide out of
engagement with the transverse rods 11' and thereby
freeing the chock from entrapment.
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Referring now to Figures 2, 11A, 11B, 12
and 13, the adjustabi:Lity of the angulated face
plate 24 may be understood. The load tansfer
member 26 is pivotal:_y secured in a rear end
5 thereof about the axially rotatable cam rod 30'.
The load transfer members 26 have a gooseneck shape
and define an angled front end chest portion 49.
The face plate 24 is pivotally connected to a top
end of the chest portion 49 by pivot pin 25. The
10 face plate 24 is provided with a pair of engaging
hook studs 50 spaced a~~art and projecting upwardly
and away from the tire and located near a bottom
edge of the plate 24. Each of these studs 50
engage a respective pair of a series of rectangular
15 cavities 51 provided in the front face 53 of the
load transfer wall 23, as shown in Figure 11. The
bottom edge of the plate 24 also rests on support
ledges 5I' disposed below the cavities 51. The
plate lower edge also has an undercut opening 99 to
20 provide a hand grip. The upward hook of the studs
50 and the support ledgE~s 51', best shown in Figure
11B, provide an important function in the dynamics
of the control of the i:ransported vehicle upon an
impact. When a vehicle is impacted into the chock
25 member 16, it tends to rise and through frictional
contact between the tire and the top of the face
plate 24 cause the face plate 24 to rotate such
that the engagement st~.zds 50 disengage from the
cavities 51. The upward hook instead catches the
30 upper edge of cavity 51, maintaining engagement.
If the impact is sufficiently severe, the vehicle
wheel can rise and then fall causing a downward
load on the face plate through frictional contact
with the tire, in turn severely stressing the studs
35 50 where it is not for i:he support provided by the
ledges 51'.
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As shown in Ficrure 2, when the face plate
24 is at its lowest position 24', it.,is in direct
contact with the load transfer' wall 23 and a large
portion. of the load will be transferred directly to
the base 18 with only a small portion) of the load
going into the gooseneck members 26. When the face
plate -24 is positioned to its highest position in the
top part of the load transfer wall 23, the load is
applied to the face plate 24 is distributed into both
the load transfer gooseneck member 26 with a portion
being distributed as wel.L into the top part of the
load transfer wall 23 and into the base 18 via the
ribs 55. Arcs 52 indicate the displacement and the
three positions of the facie plate 24.
As previously mentioned, the angled face
plate 24 is spring bia:~ed inwardly by a torsion
spring assembly 28. as i7.lustrated in Figures 2, 13A
and 13B. The torsion spring assembly 28 consists of a
torsion spring 60 wound at,out a free end of the pivot
pin 25 outwardly of the paddle-shaped member l7 and
retained captive thereon. The torsion spring 60 has
an end 61 thereof restrained against a portion of the
paddle-shaped member 17 whilst the other end 62 is
restrained against a guide pin 63 which is engaged at
its end 63' with the angled face plate 24. A guide
slot 64 limits the forward displacement of the face
plate 24 in the direction of arrow 27, as shown in
Figure 2. The central bottom edge of the face plate
24 may be further provided with a finger insertion
slot to permit engagement and disengagement of the
face plate with the load t_~ansfer plate.
The paddle-shaped member 17 is formed
integral with a top portion of the gooseneck shaped
member 26, as illustrated more clearly in Figure 3,
and has a smooth lateral rE~straining surface 66 which
projects forwardly of one side of the face plate.
CA 02494898 1993-02-26
_. 17 _
This surface has a curved -end 67 to provide a smooth
surface for contact with the inner side walls of the
tires of the wheels of the vehicle supported on the
grating 11. The paddle 17 could also be secured to
the base independent of the front wall 24 and not be
vertically displaceablea with the adjustable face
plate 23.
As shown in Figures 2, 14 and 15, the
grating 11 is formed by a series of elongated
rectangular grating sections 12 which are closely
spaced to define a narrow joint 65 therebetween and
designed to be applied such that the spacing between
cross bars is continuous throughout the length of the
grating 11. These sections 12 are secured in spaced
parallel relationship on each side of the deck of a
transport vehicle, as illustrated in Figure 1, and
have a predetermined widj:h to accommodate the wheels
of all vehicles supportead thereover and permit the
chock members 16 to be secured to the grating 11
adjacent the wheels throughout the length of the
deck. These grating sections 12 are secured to the
support surface 65' of the transport vehicle by
elongated hinge connectors 68 located on the outboard
side of the transport' vehicle. These hinge
connectors 68 permit the grating section 12 to tilt
upwardly, as shown in Figure 15. to facilitate the
removal of snow or other debris from the support
surface 65' of the transport vehicle. Chain "tie"
down channels 13 may be present on older transport
vehicles and need not be removed to provide proper
space for the grating section 12.
'Another feature of the grating design is
the wave shape bf the lower rods whereby the upper
surface of the wave is at the same elevation as the
upper surface of the upper rods 11", therebw
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providing a trip-free surface for operator safety as
well as continuous supF~ort for the tire treads.
preventing the formation of tread indentation,
otherwise possible over e:~tended transport periods.
As shown in Figures 17 to 20, the elongated
hinge connectors 68 are provided by an elongated
hinge base strip 697 and a hinge keeper strip 70
which is secured thereovE~r by means of fasteners 71
which extend through the support surface 65'. The
grating deck sections 12 are bent at~ their end
portions 72 and have a hinge pin 73 welded therealong
and adjacent the free encs 74 thereof. This hinge
pin 73 is retained captivt~ in the trough portion 70'
of the hinge keeper strip 70. These trough portions
70' are spaced apart alone the strip 69, and each has
a projectin g tongue 70" which is retained captive in
a slot 69' provided in a hinge end portion 69"'of the
hinge base strip 69. Accordingly, the base strip 69
and the hinge keeper strip 70 are assembled together
about the hinge pin 73 of the deck sections and then
secured within the surface 65' by fasteners 71. The
hinge keeper strips 70 can be assembled such that
each half engages the opposite half of the underlying
hinge base strips 69. ensuring continuity in the
spacing of the hinge system and the joints between
grating sections 12 so that chock members 16 can be
applied over the joints. ,~s previously described, in
order to clean debris on the support surface under
the grating 11, the gral=ing section 12 is lifted
upwardly on its hinge pin '~3 from its position of use
as denoted by reference numeral 76 in Figure 17 to
its outwardly hinged position as denoted by reference
numeral 77. Thus, it is easy to clean snow or debris
from under the grating 1._. Also. ice and sno~~:
clinging to the grating c~.n be removed by impacting
the grating sections 12 on the support surface 65.
CA 02494898 1993-02-26
- 19 -
Summarizing t.~e .advantages of the chocking
system of the present invention, by the use of four
light-weight chock members 16 proximate the four
wheels of a vehicle, there is provided balanced
restraint relative to t:he center of gravity of the
vehicle supported- on the grating 11, with the
paddle-shaped members 17 positioned to extend along
the inner side walls of the tires of the wheels 14,
thus eliminating lateral shifting of the vehicle
which is a major problen with chocking systems which
are secured to wheels on a single side of a vehicle.
Any scuff marks that may result, due to vehicle
shifting, are also on i:he inside wall of the tire.
As shown in Figure 1, additional chock members 16 may
be positioned on opposed sides of two or all four
wheels, when securing very heavy vehicles, as
illustrated at 16' . Fi<~ure 1 also illustrates that
vehicles having tandem wheels 14" can still be
secured.
Another very ~.mportant characteristic of
the present invention is the manner in which the
chock member 16 is connected to the grating by simply
placing the chock member 16 in position toward the
tire in close proximity to the tire and simply
rotating a lever 31. To disconnect the chock member
16, when it is loaded b~ .the weight of the vehicle
acting upon the face plates with the studs 19 in tight
frictional contact against the rods 11 of the
decking, it is merely necessary to rotate the lever
in the opposite direction to its vertical position to
disconnect the hooking fingers 35 from the top rods
11' of the decking and then to rotate the lever 31
further to put in motion the lifter cams 38. which
wedge the studs 19 out of ~=heir frictional engagement
in the decking. To reenga~~e the chock member 16, the
CA 02494898 1993-02-26
_ ;7p _
lever 31 is located vertically and it is then merely
necessary for the user- to push the chock into
engagement and rotate the lever 31 in order lock the
chock back to the decking.
An important feature of the combination of
the gooseneck shape in the load transfer member 26,
and the angularity of tr.e load transfer wall 23 anti
face plate 24, as well as its vertical adjustability,
is that the entire assemfly can be fitted against the
tires of a wheel, exten3ing high enough to restrain
the vehicle in place while still clearing the lower
body metal and ground effect projections normal on
many automobiles.
Figure 2 illustrates the characteristics
achieved by the adjustability of the angled face
plate 24. As previously described, it is not
necessary to utilize restraining straps about the
wheels with the chocki:zg system of the present
invention. The grating 11 also provides for a
plurality of transversely aligned securement openings
13 so as to permit 3/4 inch (1.9 cm) incremental
chock adjustability loth longitudinally and
laterally. The chock member 16 of the present
invention is also con:~tructed of a structural
plastics material, making it very lightweight
compared to metal_ Although only four chock members
16 are illustrated in Figure l, as previously
described, it is envisaged that six or eight chock
members 16 may be necessary for heavier vehicles.
The construction and secLrement of the deck grating
11 makes the system easily and readily clearable of
snow and debris. As se.=n in Figure 21, storage
panels 100 for storing t:~e chock member 16 can be
provided. These are stamped substantially flat metal
CA 02494898 1993-02-26
_. 21
plates. Along an upper and lower portion of the panel
100 are positioned upper and lower resilient tangs
102, 104 which slide into orifices 106 generally
found in transport vehicle outboards walls 108:
When the tangs 102, 104 are engaged with
the orifices 10E. the panel 100 can be simply tapped
down into position. Ths resiliency of the tangs 102,
104 retains the panel 100 in place. Removal is a
reversal of this proces:~. As can be seen, 'the panel
100 is further provided with horizontal bars 110. To
store the chock members 16, the studs l9 and teeth 22
are brought into engagement with the horizontal bars
110 with the chock member in a vertical orientation.
Rotation of the lever 37 is thus sufficient, as noted
above, to engage the firgers 35 of the cam latch 34,
Thus, the same action restraining the chock member 16
relative to the grating 11 may be used to restrain,
in storage the chock member 16 relative to the panel
100. removal is an described above, by opposite
rotation of the lever 31 and release of the hooking
fingers 25 of the cam latch 34.
It is within the ambit of the present
invention to cover any o'.her obvious modifications of
the preferred embodiment described herein provided
such modifications fall within the scope of the
appended claims.
