Abstract:
A self-tightening wheel chock is disclosed for vehicles, such as light aircraft, that can be easily installed and easily removed. The wheel chock can be affixed to a wheel of the vehicle for retention thereof, is weather resistant and lightweight, and will provide a simple, yet reliable, system for protecting parked vehicles such as light aircraft from buffeting by wind or backwash.

Description:
FIELD OF THE INVENTION 
   This invention generally relates to a wheel chock for aircraft, and, more particularly, to a self-tightening wheel chock device that will maintain intimate contact with retained aircraft wheels while the aircraft is parked. 
   DESCRIPTION OF THE BACKGROUND ART 
   Wheel chocks are blocks or other impediments that are used against one or more wheels of a parked vehicle to restrict unwanted movement of the vehicle. In a typical scenario, wheel chocks are used to restrain movement of small aircraft when parked. Since small aircraft are typically rather light weight and often do not have parking brake systems, when parked, such aircraft are especially susceptible to wind gusts and to the buffeting of winds created by other propeller or turboprop aircraft or by jet airplanes. 
   Prior art wheel chocks have attempted to solve these problems. For example, Design Patents: D385,526, D387,323, D410,887, D415,463, and D409,554 feature wedge shaped block designs, while other wheel chock systems have used wire-ropes or other securing devices attached to the chocks, such as disclosed in U.S. Pat. No. 6,467,586, U.S. patent application Publication No. US2001/0040073A1, and U.S. patent application Publication No. US2002/0005321A1. However, the buffeting of parked light aircraft by strong gusts of wind or by the backwash of propellers/turboprops/jet airplanes often can dislodge traditional wedge shaped chocks. Additionally, several of the designs mentioned above can be cumbersome and difficult to install. 
   Accordingly, it can be seen that a need exists for a wheel chock device for vehicles that addresses the foregoing and other related and unrelated problems in the art. 
   SUMMARY OF THE INVENTION 
   A self-tightening wheel chock device is provided for vehicles such as light aircraft and is generally adapted to be easily installed and removed from either the nose wheel or the wing wheels. The wheel chock will maintain intimate contact with a retained aircraft wheel while the plane is being buffeted by wind or backwash. The wheel chock further is weather resistant and lightweight to provide a simple and efficient, yet reliable, system for protecting parked aircraft from unwanted movement resulting from buffeting of the aircraft by wind, prop or jet wash, etc. 
   One embodiment of the wheel chock includes a first, slotted housing, a second, pegged housing, a leading brace and a trailing brace for securing a tire of the vehicle. The leading brace is connected to the pegged housing and the trailing brace is connected to the slotted housing with the leading and trailing braces further being connected to each other by a tension element. The tension element causes the slotted housing and the pegged housing to be moved from a compression or engaging position with a peg received in the slot of the slotted housing to an extended or disengaging position with the peg positioned exteriorly of the slot. 
   Another embodiment of the wheel chock includes pull ropes to engage and disengage a latch element. The latch element pivots about a pivot pin to be inserted into a slot and is held against a latch stop for retention thereof. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a side elevational view of a first embodiment of the wheel chock of the present invention in the engaged position. 
       FIG. 2  is a plan view of the wheel chock in the engaged position. 
       FIG. 3  is a plan view of the coupled slotted and pegged housings in a compressed mode. 
       FIG. 4  is a plan view of the coupled slotted and pegged housings in a non-engaged, ready position. 
       FIG. 5  is a cross-sectional view of the coupled slotted and pegged housings and tension element. 
       FIG. 6  is an end view of an example tension mount for anchoring the tension element. 
       FIG. 7  is a side elevational view of an alternate embodiment of the wheel chock in the engaged position. 
       FIG. 8  is a plan view of the wheel chock of the embodiment of  FIG. 7  in the ready position. 
       FIG. 9  is an end view of an optional wedge element that can be positioned over the stop braces for extended wheel retention. 
       FIG. 10  is a side elevation view of an alternate embodiment of the wheel chock in the engaged position. 
       FIG. 11  is a plan view of the wheel chock of the alternate embodiment of  FIG. 10  in the ready position. 
       FIG. 12  is a view of a rigid chock placement arm. 
       FIG. 13  is a cross-sectional view of an alternate embodiment of the wheel chock with pull ropes to engage and disengage the wheel chock. 
       FIGS. 14 and 15  are end views of example tension mounts for anchoring the tension elements of the embodiment of FIG.  13 . 
       FIG. 16  is a plan view of the wheel chock of the alternate embodiment of  FIG. 13  in the ready position 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring now to the drawings in which like numerals indicate like parts throughout the several views,  FIGS. 1 and 2  disclose in a first embodiment a wheel chock  10  in an engaged position around a wheel  15  of an aircraft (not shown). The wheel chock  10  is shown assembled with a first, slotted housing  40  coupled to a second, pegged housing  50 . With additional reference to  FIGS. 3-5 , which illustrate further detail of the locking sub-assembly  20  for securing the wheel chock  10  shown in  FIGS. 1 and 2 , the locking sub-assembly  20  generally includes the slotted housing  40  and pegged housing  50 , slidingly coupled together under the biasing influence of a tension element  21 . The tension element  21  is retained at its opposite ends within the housings with tension mounts  22 . Each tension mount  22  generally is fixedly held within the sealed ends of the slotted housing  40  and pegged housing  50 . 
   The tension element  21  typically utilizes a mechanism or substance that will allow repeated linear expansion and contraction, such as being a band or strip formed from an elastic material, such as rubber or similar material, a tension spring, or can include a pneumatic cylinder, or other mechanically operable system or device for drawing or securing the slotted and pegged housings together. For example, as shown in the embodiment of  FIG. 5 , the tension element  21  passes through a tensioner hole  24  formed in each of the tension mounts  22  (FIG.  6 ), which are positioned at the ends of the slotted and pegged housings, and are knotted or otherwise fastened to secure them to the tension mounts. Additionally, any other suitable securing method can be utilized depending upon the material used to form the tension element  21 ; especially if the tension element is comprised of a spring or other resilient, elastic element as described above. 
   As shown in  FIG. 2 , the wheel chock  10  includes a leading elbow  30 , a leading stop brace  31 , a leading end cap  32 , a T-extension  33 , a trailing stop brace  35 , and a trailing end cap  36 . The leading stop brace  31  functions to secure the leading surface of the wheel  15 , while the trailing stop brace  35  functions to brace the wheel&#39;s trailing edge. In order to facilitate the placement of the wheel chock  10  under the wheels, the T-extension  33  further can include an extension section or member  37  having an extension end cap  38 . The extension member  37  provides additional length to help increase the reach or spacing between the leading and trailing stop braces of the wheel chock  10  to assist the application of the wheel chock  10  to larger and/or difficult to reach wheels. As shown in  FIGS. 1 and 2 , an extension pull  39  further generally is provided extending from the extension end cap  38 . The extension pull  39  can include a rope, cord, band or other flexible or rigid member adapted to be grasped by the user to extend wheel chock  10  and to facilitate release and removal of the wheel chock from an airplane wheel by placing the wheel chock  10  in its extended, release mode or nonengaging position to release its grip on the wheel  15 . Alternatively, as shown in  FIG. 12 , a rigid placement/removal arm  1239  with handle  1229  could be used in place of the extension pull  39  and can provide an additional extension to facilitate release and removal of the wheel chock from an airplane wheel by placing the wheel chock  10  in its nonengaged position to release its grip on the wheel  15  or to facilitate placement of the wheel chock  10  in its engaged position to apply grip to the wheel  15 . 
     FIGS. 3-5  provide a detailed view of slotted housing  40  and pegged housing  50 . Slotted housing  40  generally comprises an outer housing or end wall  41 , an outer sleeve  42  having a slotted wall  43  with an anti-rotation slot  44  being cut longitudinally in the outer sleeve  42  and a retention surface  46  formed at the distal end/edge of the outer sleeve  42  as shown in  FIGS. 1 and 2 . The outer housing  41 , as shown more clearly in  FIGS. 3-5 , is generally affixed to the closed or proximal end of the outer sleeve  42  in a known manner, such as through bonding, compression fitting, or other suitable adhesion method for affixing the outer housing  41  to the slotted outer sleeve  42 . 
   As further shown in  FIGS. 1-5 , the pegged housing  50  includes an inner sleeve  51  having a side wall  52 , and an end wall/member  53  attached to the leading elbow  30 . The pegged housing also includes an anti-rotation pin  54  mounted at an intermediate point along side wall  52 . Analogous to the slotted housing  40 , as described above, the inner sleeve  51  is adhered to the end wall  53  in any manner, such as by bonding, compression fitting, or any other suitable attaching method. 
     FIG. 3  further shows the slotted housing  40  and pegged housing  50  in a compressed, engaged mode. In this position, the anti-rotation pin or peg  54  of pegged housing  50  is moved fully along the length of the anti-rotation slot  44  and is lodged at the closed end of slot  44  to place the wheel chock  10  in a secure, engaged position. 
     FIG. 4  shows the wheel chock  10  in its non-engaged, released or ready position. Here, the anti-rotation pin  54  has been removed from anti-rotation slot  44  by movement of the slotted housing  40  relative to the pegged housing  50  in directions opposite each other. Once the anti-rotation pin  54  has cleared the end of the anti-rotation slot  44 , the inner sleeve  51  of the pegged housing  50  is rotated so as to move the anti-rotation pin out of alignment with the slot  44  and into a position to thereafter engage and become held by retention surface  46  to thus lock the pegged and slotted housings in an extended, ready configuration. 
   In operation and as shown with reference to  FIGS. 1-5 , either the slotted housing  40  or the pegged housing  50 , or both, is/are pulled in an opposite direction to the other to move the anti-rotation pin  54  beyond the length of the anti-rotation slot  44 . The pegged and/or slotted housings of the wheel chock  10  is/are then rotated in such a manner to lodge the anti-rotation pin  54  against the retention surface  46  of the outer sleeve  42  of the slotted housing  40 . The engagement of the pin  54  against the retention surface  46  retains the wheel chock  10  in an extended, non-engaging position or ready mode until use. The wheel chock is then placed about the wheel of the aircraft, with its leading and tailing stop braces  31  and  35  positioned in front of and behind the wheel as shown in  FIGS. 1 and 2 . Thereafter, the uncoupled components are released by rotating inner sleeve  51 , which carries the anti-rotation pin  54  back into alignment with the anti-rotation slot  44  to enable the compressive force applied between the outer sleeve  42  and the inner sleeve  51  by the tension element  21  to urge or pull the two housings together and into engagement with the airplane wheel  15  (FIG.  1 ). The re-alignment can occur in either direction as long as the rotation ends with the anti-rotation pin  54  coming into alignment with the anti-rotation slot  44 . To further provide ease of use, the extension pull  39  or rigid placement/removal arm  1239  can be used to pull or urge the slotted housing  40  away from the pegged housing  50  as needed to release the airplane wheel  15 . As the aircraft is subsequently subjected to buffeting by winds and jet/prop wash, the engagement of the wheel will urge the wheel chock against the ground to resist shifting or other movement of the aircraft wheel. 
     FIGS. 7 and 8  show an alternative embodiment of the wheel chock  100  for a wheel  115 . As shown in  FIGS. 7 and 8 , wheel chock  100  includes many of the same or similar elements as wheel chock  10 , including a leading elbow  130 , a leading stop brace  131 , a leading end cap  132 , a trailing stop brace  135 , and a trailing end cap  136 . However, the wheel chock  100  includes a trailing elbow  134  in place of the T-extension  33  of the wheel chock  10 . The trailing elbow  134  generally is coupled to the trailing stop brace  135  and is affixed to a slotted connector outer sleeve  141 .  FIGS. 7 and 8  show a locking sub-assembly  120  that generally includes a slotted housing  140  and a pegged housing  150 , slidingly coupled together under the biasing influence of a tension element (not shown). The slotted housing  140  includes an end cap attached to trailing elbow  134  of the trailing stop brace  135  and/or outer sleeve  142  having a slotted wall  143 . Pegged housing  150  includes an inner sleeve  151  having a side wall  152  and an end wall/member  153  attached to leading elbow  131 . The pegged housing  150  also includes an anti-rotation pin  154  mounted at an intermediate point along side wall  152 . 
   As an additional safety precaution, wheel chock  10  wheel chock  100 , or wheel chock  210  also can be augmented through the positioning of a wedge-shaped blocker  11  over the leading stop brace and trailing stop brace. As shown in a detailed view in  FIG. 9 , the wedge-shaped blocker assembly generally is a substantially triangularly or wedge shaped block that includes a hole  12 , which permits attachment to either the leading stop brace or trailing stop brace. Other shapes or configurations also can be used. The coupled wedge blocker will augment retention of the aircraft wheel  15  by increasing the surface contact area between the tire and the ground. 
   In an alternate embodiment, a release mechanism is provided for engaging or disengaging the wheel chock. As shown in  FIGS. 13-15 , the release mechanism replaces the pin-slot design detailed above with a pivoting tension element. 
     FIG. 13  shows a wheel chock  210  with a tension element  221  attached to a latch mechanism  260  by a stud, rivet, pin, bolt, or similar attachment mechanism  268 . The latch mechanism  260  includes a latch element  267  that can be inserted into a latch slot  262  formed in an inner sleeve  251  and can further be inserted into a latch opening  263  formed in outer sleeve  242 . The latch mechanism  260  can pivot about a pivot pin  261  to move the latch element  267  into an extended position projecting into the latch slot  262  and/or the latch opening  263 . When in its extended position, the latch element  267  of the latch mechanism  260  is held against a latch stop  266  formed toward the end of the inner sleeve  251  under the influence of a pulling forces exerted thereon by the tension element  221 . Additionally, in the extended position, the outer sleeve  242  is held in position by engagement of the latch element  267  within the latch opening  263 . 
   In order to operate the release mechanism of the present embodiment, the latch mechanism  260  is rotated about the pivot pin  261  by pulling either an inner sleeve pull  264  or an outer sleeve pull  265 . The rotation of the pivot pin  261  pivots the latch element  267  downward to release the latch element from the latch opening  263 . Once released, the wheel chock  210  is free to constrict or retract into engagement with the wheel to secure the wheel. 
   In an engaged position about a wheel, the tension element  221  generally has one end attached to the latch mechanism  260 , while the other end is threaded through an outer sleeve header  222  and held in place with an anchor  270 . Although the outer sleeve header  222  can provide any number of additional holes through which the outer sleeve pull  265  can be threaded and/or secured, as shown in  FIGS. 13 and 14 , the outer sleeve header  222  generally includes two holes  272 ,  273 , one hole  272  providing a guide for the outer sleeve pull  265 , which is threaded therethrough, while the other hole  273  receives an end of the outer sleeve pull  265  therethrough, which end is secured with an anchor  269  that will bear against the outer sleeve header as shown in FIG.  13 . The inner sleeve pull  264  and the outer sleeve pull  265  are shown in  FIG. 13  attached to the latch mechanism  260  by attachment mechanism  274 , but could be held in position by any securing method. 
   As shown in  FIG. 15 , the inner sleeve  251  generally includes an inner sleeve header  271 . The inner sleeve header  271  can include any number of holes as necessary for guidance or retention of the pulls  264 / 265  therein, but here is shown for illustration with only one hole  275  to secure the inner sleeve pull  264 . The wheel chock  210  can be removed from the engaged position by pulling either the inner sleeve pull  264  or the outer sleeve pull  265 , or both, in a direction opposite the other or each other. The inner sleeve pull  264  or the outer sleeve pull  265  can constitute any form of pull capable of engaging and/or disengaging the wheel chock  210 ; including a rope, band, bar, extension handle, or the like. 
     FIG. 16  shows the alternate embodiment of  FIGS. 13-15  in plan view and in the ready position. Wheel chock  210  is shown around wheel  215  and includes inner sleeve  251  and outer sleeve  242 . The outer sleeve  242  is shown attached to a trailing stop brace  235  through trailing connector  234  and the inner sleeve  251  is shown attached to a leading stop brace  231  through a leading connector  230 . The trailing stop brace  235  can end with a connection to a trailing end cap  236  and the leading stop brace  231  can end with a connection to a leading end cap  232 . The inner sleeve pull  264  extends out of the inner sleeve  251  and the outer sleeve pull  265  extends out of the outer sleeve  242 . 
   The embodiment described in  FIGS. 13-16  can be used in any of the above described orientations as an option to the pin/slot design. Either design will function equally well to enable the wheel chock to be placed or removed for securing a wheel. 
   In the embodiments described above, the wheel chock components generally are constructed of a rigid, durable material, such as plastic, aluminum or other, similar material that is both lightweight and resistant to corrosion. Such versatility will permit the wheel chock to be lightweight to provide an ease of use feature to the pilot or user and yet provide a secure and reliable means of maintaining and stabilizing parked vehicles such as light aircraft from buffeting or movement due to wind or the backwash from other aircraft. 
   The wheel chocks as described could include a number of additional features or modifications to the above described features. For example, in lieu of permanently affixing the outer sleeve and inner sleeve, respectively, to their end walls, these connections could be made removable for replacement of the tension element if necessary, such as for repair, replacement, cleaning, to accommodate storage of the wheel chock in a small compartment, and/or for any other reason. Additionally, the wheel chocks provided could be used in any vehicle where wheel retention was desired. 
   The terms leading and trailing have been used throughout this disclosure for consistency, but are not intended to restrict the wheel chock to a specific use or orientation, for example, the leading edge could be used against the side of the wheel facing the rear of the aircraft. 
   The foregoing description of various embodiments has been presented for the purposes of illustration and description and is not intended to be exhaustive or limited to the precise form disclosed. Many modifications and variations are possible in light of the above teaching, without departing from the spirit and scope of the invention as set forth in the following claims.