Wheel immobilization device

A wheel immobilization device for preventing unintended movement of a wheel of a mobile object of a type having a wheel includes a rope body that includes a first end and a second end opposite the first end and that has an elongate, pliable, and flexible configuration, the rope body having a plurality of strands twisted together between the first and second ends. The immobilization includes a tail portion situated at the first end of the rope body, the tail portion having a linear configuration and a leader end. The immobilization device includes a retaining portion opposite the tail portion and situated at a second end of the rope body, the retaining portion including a loop that defines a head opening configured and operable to receive the tail portion therethrough.

BACKGROUND OF THE INVENTION

This invention relates generally to wheel stabilization and immobilization devices and, more particularly, to a wheel immobilization device that wraps around a wheel of a vehicle and is retained thereabout until intentionally removed. For sake of clarity, the wheel immobilization device described herein may also be referred to as “wheel chocks” or “rope chocks.”

Traditional wheel chocks are wedges of sturdy material placed closely against a vehicle's wheels to prevent accidental movement. Chocks are placed for safety in addition to setting the brakes. Chocks are an added safety measure in case the brakes fail or if the gear shift gets knocked out of gear. Typically, wheel chocks are configured as wedges constructed from blocks of wood or metal.

Although presumably effective for their intended purposes, the existing chock devices are limited to stopping a vehicle's movement in a single direction. Specifically, a wedge may be placed behind or in front of a tire but usually not both and definitely not in every direction. In other words, a typical wheel chock configuration may be ineffective in situations where the vehicle it is associated with changes its location or orientation—as is sometimes the case with small and medium sized aircraft parked outside during periods of high wind, e.g. during a storm, hurricane, tornado, or the like. For instance, if a plane is turned 90 degrees, a wheel chock wedged behind a tire will no longer be able to prevent rolling of the vehicle and damage caused thereby. This invention is also very useful vehicles, planes, shop equipment (for instance a rolling toolbox) and thy: like that castor wheels, i.e. wheels capable of turning 360 degrees.

Therefore, it would be desirable to have a wheel immobilization device (i.e. a wheel chock device) that includes a rope body that has an elongate and pliable configuration, a retaining portion situated at a first end of the rope body, and a second end opposite the first end that is operably configured for receipt through the retaining portion such that the wheel mobilization may be wrapped around a wheel of a vehicle for immobilizing movement of said wheel.

SUMMARY OF THE INVENTION

A wheel immobilization device for preventing unintended movement of a wheel of a mobile object of a type having a wheel includes a rope body that includes a first end and a second end opposite the first end and that has an elongate, pliable, and flexible configuration, the rope body having a plurality of strands twisted together between the first and second ends. The immobilization includes a tail portion situated at the first end of the rope body, the tail portion having a linear configuration and a leader end. The immobilization device includes a retaining portion opposite the tail portion and situated at a second end of the rope body, the retaining portion including a loop that defines a head opening configured and operable to receive the tail portion therethrough.

Important aspects of the invention will be described in detail below but may be summarized as follows:Quick and easy application (compared to traditional chocks)For small to mid-sized Aircraft, vehicles and equipmentEasy storage and handlingWill not damage aircraft/vehicle interiors or exteriors as wood or heavy rubber chocks often doNo rattling while transporting on ground or aloftImpact-Absorbing, Lightweight polypropyleneWeather & Abrasion ResistantResistant to fuels, oils, and common chemicalsLightweight & easy to UseHigh-Visibility yellow with red endsRope retaining device (end fitting) made of durable nylon or polyurethane

Therefore, a general object of this invention is to provide a wheel immobilization device that includes a rope body that may be wrapped around a wheel of a vehicle for immobilizing movement of said wheel.

Another object of this invention is to provide a wheel immobilization device, as aforesaid, that is positioned to prevent movement of a vehicle wheel even if the vehicle and wheel becomes turned after the chock is positioned.

Still another object of this invention is to provide a wheel immobilization device, as aforesaid, that includes a rope body that includes a retainer for securing the rope body in a configuration surrounding a tire.

Yet another object of this invention is to provide a wheel immobilization device, as aforesaid, that may sold in multiple sizes so as to be effective on vehicles and sizes of tire/wheel combinations.

DESCRIPTION OF THE PREFERRED EMBODIMENT

A wheel immobilization device according to a preferred embodiment of the present invention will now be described with reference toFIG. 1ato 7bof the accompanying drawings. The wheel immobilization device10includes a rope body20, retaining portion40, and a tail portion30operable to extend though the retaining portion40.

The wheel mobilization device10includes a rope body20having a configuration that allows it to be wrapped around the wheel of a vehicle—such as a wheel of an airplane, automobile, sport utility vehicle (SUV), golf cart, or any mobile vehicle of a type having a wheel/tire combination. More particularly, the rope body20has an elongate configuration that is pliable and flexible. As with any rope, the rope body20is linear when laid straight but may is pliable to manually wrap around a wheel12. The rope body20may be constructed and marketed in various lengths and diameters so as to secure vehicles of different sizes. Preferably, the present invention may be marketed in diameters of ¼ inch to 3 inches. For ease of description, the rope body20is represented as having a first end22and a second end24opposite the first end22.

Preferably, the rope body20may be constructed of polypropylene although natural fibers such as cotton or linen may be suitable or synthetic fibers such as nylon, polyester, polyethylene, Ara ids, and acrylics may also be suitable. Polypropylene is preferred because of its resistance to most common chemicals, is resistant to rot, and to ultraviolet light. Further, the rope body20may be constructed according to a process and materials that includes a plurality of fibers twisted together so as to form a plurality of twisted yarns, the plurality of twisted yarns being braided together so as to form a plurality of braided strands, and then the plurality of the braided strands being braided together so as to form the rope body20.

Further, the wheel immobilization device10includes a tail portion30and a retaining portion40, both of which continue the elongate configuration of the rope body20. More particularly, the tail portion30is connected to the first end22of the rope body20. In fact, the tail portion30may have a unitary construction with the rope body20and may continue the linear configuration and cross-sectional diameter of the rope body20when laid in a straight configuration. Importantly, the tail portion30may include a leader end32having a diameter that is smaller than a diameter of the remainder of the tail portion30and having a tubular configuration—both of which enhance passage of the tail portion30through the retaining portion40as explained below. Further, the bare end may use a heat shrink construction that prevents the rope from unraveling.

Similarly, the retaining portion40is coupled to the second end24of the rope body20. In fact, the retaining portion40may have a unitary construction with the rope body20and may continue the linear configuration and cross-sectional diameter of the rope body20when laid in a straight configuration. The retaining portion40includes a tubular head section42and a flange configured as a loop44. The loop44has a circular configuration and defines a head opening46of larger diameter than a diameter of the tail portion30. In other words, the head open is large enough to receive first the leader end32first and then tail portion30therethrough. The loop44is configured to receive and retain the tail portion30—such as when wound around a wheel of a plane or automobile.

As shown in the drawings, the leader end32of the tail portion30has a configuration that is non-deformable. Similarly, at least the loop44and head opening46of the retaining portion40are constructed of a non-deformable material, the head opening46being larger than a diameter of the leader end32for receipt thereof without deformity of either.

In still another aspect, portions of the rope body20may include indicia suitable for identification. More particularly, the tail portion30may include a tail color indicia and the retaining portion40may include a retainer color indicia that is different than said tail color indicia (illustrated with a difference in cross-hatching inFIG. 1). For instance, the rope body20may be yellow while the retaining portion and tail portion30may be red so that manipulation and visual perception of the immobilization device10is enhanced. Other color combinations, of course, are possible.

In another embodiment, the ends of the rope body20may be fastened together in a quick-connect attachment (FIGS. 5bto 7b). Specifically, in this embodiment, the loop44is omitted from retaining portion40and may be replaced by a flange50such as a collar, disc, pin, button, male fastener, or the like. Similarly, the free end of the tail portion30coupled to the rope body20may include a receiver fastener52configured to selectively receive or otherwise mate with the flange50in a quick connect friction-fit attachment. The receiver fastener52may be a sleeve, clamp, carabineer, or the like. In use, the flange50and receiver fastener52may be quickly coupled or mated together simply be touching or twisting them together after wrapping the rope body20around a tire of a vehicle to be made stationary.

A related embodiment of a immobilization device20is shown inFIGS. 3aand 3b, and is substantially similar to the embodiment first described except as noted below. Specifically, both opposed ends of the rope body20may include an end cap60, Again, the retaining portion40does not include a loop44. More particularly, the wheel immobilization device10may include multiple rope portions64terminated by and separated by end caps60and coupled at respective right angles by elbow fittings62. As shown, the multiple rope portions64are references to specific sections of the rope body20generally. It will be understood that this embodiment may be particularly suited for forming a rectangular configuration for surrounding a vehicle having tandem wheel/tire configuration, as is common with larger airplanes.

FIG. 1bshows the preferred usage of the immobilization device10according to present invention. Namely, the pliable rope body shown inFIG. 1amay be wrapped 360 degrees around a tire and the tail portion30inserted through the loop44of the retaining portion.