Patent Publication Number: US-6220781-B1

Title: Vehicle stopping device

Description:
RELATED APPLICATION 
     The present utility patent application is based upon U.S. Provisional Patent Application Ser. No. 60/103,872, filed on Oct. 13, 1998, and entitled “VEHICLE STOPPING DEVICE”. 
    
    
     TECHNICAL FIELD 
     The present invention relates to law enforcement equipment. More particularly, the present invention relates to non-lethal devices employed by police agencies on a roadway during pursuit to safely and almost instantly stop a fleeing vehicle. 
     BACKGROUND ART 
     As is perhaps well known, there have recently been several notorious chases of fleeing vehicles whose drivers refuse to stop or try to outrun the police. Some of the most famous chases involved armed and dangerous criminals who had virtually nothing to lose by using their vehicle to crash through classic police roadblocks which often resulted in bodily injury and great property damage. 
     The classic police roadblock by which police cars are parked across a roadway results in blockage of all vehicular traffic and thereby often causes congestion of citizen drivers at the roadblock who must either be allowed to pass by movement of police cars or risk physical harm in any subsequent confrontation between the police and the driver of a fleeing vehicle. In other words, classic police roadblocks are non-selective, cause congestion and often result in more injury than they are worth. 
     Accordingly, the prior art reveals attempts to replace classic police roadblocks with a selective and safe means for stopping a fleeing vehicle by puncturing its tires. A preferred device in use today is known as a spike strip and there are several variations, none of which have the advantages of the present invention. One of the earlier known spike strips simply consisted of a narrow length of flat rubber or fabric base containing a multitude of nails oriented in the same direction so that the strip could be coiled for storage in a trunk of a police car, but upon approach of a fleeing vehicle, the coil could be rolled across a roadway in the path of the vehicle whereby the nails would puncture the tires. However, in practice, it soon became apparent that a coil of nails had several inherent problems. First, the nails often snagged upon each other as the coil was unwound and often ensnared itself on other items. Secondly, someone had to physically place the outstretched strip with nails upright in the path of an oncoming vehicle which was usually driven at a very high speed, thereby allowing a few seconds to complete the task. Thirdly, even when initial contact is made between the strip and the fleeing vehicle, it was often seen that solid nails alone did not deflate the tires rapidly enough and the vehicle would continue for several more miles before being disabled. Fourthly, this type of coiled spike strip was non-selective in that any innocent vehicle ahead of the fleeing vehicle on the same roadway would obviously contact the nails and thereby most often result in the entire strip being adhered to the tires and dislodged from the roadway. 
     In the past, various patents have issued relating to devices for the rapid stopping of vehicles. For example, U.S. Pat. No. 4,382,714, issued on May 10, 1983 to W. G. Hutchison, describes a vehicle disabling device in the form of a plurality of spike-like devices adapted to project perpendicular to a road surface to puncture one or more tires of a fleeing vehicle. A plurality of the devices are interconnected for ease in putting in place and removing as well as creating a flailing effect when engaged. 
     U.S. Pat. No. 4,544,303, issued on Oct. 1, 1985 to F. G. Glasmire, describes a protective traffic barrier designed to divert motor vehicle traffic away from an object or roadway. This device employs a base with wedge-shaped projections extending vertically from the base so as to impede the movement of a motor vehicle across the barrier. The shape of the base may be designed to fulfill a particular function including an opening to allow the barrier to fit over an object to be protected. A resilient cover encapsulates the base so as to protect people or animals from contact injury with the wedge-shaped projections. 
     U.S. Pat. No. 5,123,774, issued on Jun. 23, 1992 to J. J. Dubiel, teaches an apparatus for the puncturing of tires. This apparatus employs a plurality of spaced tubular supports which are secured together by a flexible tether line. The respective outer distal tubular support members include a respective outer tether line that is in turn secured to a spike member for projection into the ground surface on opposed sides of a highway structure. Plural pairs of spaced parallel spikes define an acute angle therebetween. 
     U.S. Pat. No. 5,322,385, issued on Jun. 21, 1994 to R. Reisman, describes an anti-vehicle barrier that includes a pad made of a compressible material. An array of upwardly directed hollow metal spikes are distributed throughout the pad so as to puncture the tire of a vehicle which rides over the pad. The spikes may be removable so that upon puncturing the tire, they are removed from the pad and retained by the punctured tire so as to bring about its rapid deflation. When deployed in the pad, the spikes are flush with or are below the top surface of the pad. 
     U.S. Pat. No. 5,328,292, issued on Jul. 12, 1994 to F. R. Williams, teaches a traffic barrier which gives law-enforcement officers an effective traffic barrier which can be easily carried in the trunk of a car and quickly deployed across a roadway. The chain is simply stretched across the roadway at a right angle to the direction of traffic and pulled tight. The traffic barrier chain is designed so that no matter how the chain is placed on the road surface, half of the splines will be facing the direction of traffic flow at an angle of 45 degrees. 
     U.S. Pat. No. 5,498,102, issued on Mar. 12, 1996 to S. Bissell, teaches a tire puncturing spike strip which can be placed on a road surface in front of a moving vehicle. The spike strip is composed of rectangular modular frame units with low height for easy storage in a trunk of a police vehicle. The frame units have interlocking ends which can be quickly assembled in any desired length for placement across a roadway with spikes in a normal down position to allow safe passage of vehicles over the strip. The spikes may be selectively and remotely activated to their up position electromechanically by an operator to target a specific fleeing vehicle. Once the fleeing vehicle crosses over the strip, the spikes may be electromechanically returned to their down position to allow pursuing police cars to safely cross over the strip and apprehend the disabled vehicle. 
     It is an object of the present invention to provide a vehicle stopping device which rapidly brakes the fleeing vehicle. 
     It is another object of the present invention to provide a vehicle stopping device which is capable of selective deployment. 
     It is another object of the present invention to provide a vehicle stopping device which serves to stop both large and small vehicles. 
     It is another object of the present invention to provide a vehicle stopping device which can be folded so as to be easily stored in the trunk of a law enforcement vehicle. 
     It is a further object of the present invention to provide a vehicle stopping device which can be deployed by a single person. 
     It is still another object of the present invention to provide a vehicle stopping device which is easy to use, easy to manufacture and relatively inexpensive. 
     These and other objects and advantages of the present invention will become apparent from a reading of the attached specification and appended claims. 
     SUMMARY OF THE INVENTION 
     The present invention is a vehicle stopping device having a panel of material which has a tactile leading edge. The panel of material has a size which, when unfolded, has a width suitable for extending across a roadway. The panel of material can be suitably folded, when not in use, into a concertina. 
     In the present invention, a split seam extends longitudinally across the panel of material from the leading edge. The split seam extends approximately three quarters of the length of the unfolded length of the panel of material. This split seam splits the panel in half and is located in a middle of the unfolded panel. The panel of material is formed of a light weight material, such as silk. 
     A reinforcement sash is affixed to the panel of material. This reinforcement sash is formed of a strong flexible material, such as KEVLAR (™). One end of the reinforcement sash is attached to the leading edge and extends in parallel relationship to the split seam toward the rearward end of the panel. The reinforcement sash loops around the end of the split seam so as to extend toward the other side of the panel of material. This reinforcement sash then extends toward the leading edge on the opposite side of the split seam. A V-shaped connector serves to connect the reinforcement sash along the leading edge of the panel. 
     The tactile leading edge extends along the leading edge of the panel of material widthwise across the panel. This tactile leading edge is formed on both sides of the split seam. The tactile leading edge includes an adhesive blister formed there across. Barbed pins can also be provided on this tactile leading edge so as to allow for the secure engagement with the tire of a fleeing vehicle. In the preferred embodiment of the present invention, a plurality of adhesive blisters extend in a row across the length of the tactile leading edge. The plurality of barbs are positioned between adjacent adhesive blisters. 
     In use, the panel of material is deployed with the tactile leading edge facing the approaching vehicle. When the vehicle advances, the front tires of the approaching vehicle will contact the tactile leading edge so as to bond the leading edge to the tire. As the vehicle continues, the wheels will rotate so as to wrap the panel of material, and its associated reinforcement sash, around the wheels. When the panel reaches the limits of the split, a tight restricting action will occur on the wheels of the vehicle so as to cause an immediate braking force. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a plan view of the vehicle stopping device in accordance with the teachings of the present invention. 
     FIG. 2 is an end view of the leading edge of the device of FIG.  1 . 
     FIG. 3 is a magnified view of the circled area of FIG. 2 showing the arrangement of barbs and adhesive blisters. 
     FIG. 4 is a side elevational view showing the deployment of the vehicle stopping device onto a roadway. 
     FIG. 5 shows the deployment of the device in relation to an approaching vehicle. 
     FIG. 6 shows the manner in which the vehicle stopping device wraps around the wheel of a large vehicle so as to effect the braking of the vehicle. 
     FIG. 7 illustrates the manner in which the vehicle stopping device wraps around the wheel of a small vehicle and engages the rear wheel of the vehicle so as to effect the stopping of the vehicle. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring to FIG. 1, there is shown at  10  the vehicle stopping device in accordance with the teachings of the present invention. The vehicle stopping device  10  includes a panel of material  12  having a tactile leading edge  14 . A split seam  16  extends longitudinally across the panel  12  for less than the length of the panel  12 . A reinforcement sash  18  extends from the leading edge  14  on one side of the split seam  16 , loops around the end  20  of the split seam  16 , and returns back to the leading edge  14  on the opposite side of split seam  16 . 
     As can be seen in FIG. 1, the panel of material  12  has a rectangular configuration. This panel of material should be of a very light weight fabric, such as silk. The panel  12  can be folded along fold lines  22  and across the split seam  16  so as to reside in a concertina folded arrangement. As such, the panel  12  can be easily stored in the trunk of a law enforcement vehicle. The panel  12  should have an unfolded width that is suitable for extending across a roadway. In the preferred embodiment of the present invention, the unfolded panel will have a width suitable for extending across a single lane. In the preferred embodiment of the present invention, the panel  12  will be approximately eighteen feet long. 
     The tactile leading edge  14  is located at one end of the panel  12 . The tactile leading edge  14  extends from side  24  to side  26  of the panel  12 . The leading edge  14  is located on both sides of the split seam  16 . A V-shaped noticed notch  28  will extend from the leading edge  14  toward the split seam  16 . As will be described hereinafter, the tactile leading edge  14  can include barbed pins extending upwardly therefrom and/or adhesive blisters extending there across. The tactile leading edge  14  will extend widthwise across the panel  12 . 
     The split seam  16 , in the preferred embodiment, will extend approximately three-quarters of the length of the unfolded panel  12 . The split seam  16  will terminate at end  20  inwardly from the rear end  30  of the panel  12 . The split seam  16  is actually split or is weakly held together. The split seam  16  extends longitudinally through the middle of the panel  12 . 
     The reinforcement sash  18  has a particular configuration so as to allow the device  10  to effectively brake a fleeing vehicle. The reinforcement sash  18  should be of a strong flexible material, such as KEVLAR (™). The reinforcement sash  18  should be affixed to the surface of the panel  12 . One end  32  of the reinforcement sash  18  is affixed to the leading edge  14  on one side of the split seam  16 . The reinforcement sash  18  specifically has a V-shaped configuration  34  at the leading edge  14 . The wide end of the V-shaped configuration  34  is affixed to the leading edge  14  such that one leg of the V-shaped configuration is adjacent to the split seam  16  and the opposite leg will be adjacent to the side  26  of panel  12 . Each of the legs of the V-shaped configuration converge together in a central area  36  which extends lengthwise across the panel  12  along one side of the split seam  16 . The reinforcement sash  18  has a looped section  38  which will extend around the end  20  of the split seam  16  so as to emerge on the opposite side of the split seam. It can be seen that the opposite side of the split seam also has the reinforcement sash  18  with a V-shaped section  40 . The V-shaped section  40  has a first leg  42  adjacent to the side  24  of panel  12  and an opposite leg  44  adjacent to the split seam  16 . Each of the legs  42  and  44  are affixed to the leading edge  14 . The legs  42  and  44  converge together to the linear portion  46 . The reinforcement sash  18  should be integrally formed together. 
     FIG. 2 shows the arrangement of the leading edge  14 . As can be seen, the leading edge  14  has a plurality of adhesive blisters  50  extending upwardly from the surface of panel  12 . Barbed pins  52  also extend upwardly from the panel  12  between adjacent pairs of adhesive blisters. It is important to note that, in the present invention, the barbs  52  and the blisters  50  can be arranged in any desired pattern. However, in the preferred embodiment of the present invention, the barbs  52  will be positioned between adjacent pairs of adhesive blisters. 
     FIG. 3 shows the circled area  54  of FIG.  2 . As can be seen, the barbed pin  52  extends upwardly between an adhesive blister  60  and another adhesive blister  62 . When a tire rolls over the leading edge  14 , the barbed pin  52  will engage the tire of the vehicle. Simultaneously, the adhesive blisters  60  and  62  will break open so as to apply a fast-drying adhesive between the panel  12  and the surface of a tire. As such, the present invention provides a two-way manner of connecting the leading edge  14  to the surface of the tire. 
     FIG. 4 shows the manner in which the device  10  can be applied to a surface  70  of a roadway  72 . As can be seen, the panel  12  is unfolded into a flat condition. The leading edge  14  is deployed so as to be facing the approaching vehicle. The panel  12  will stretch flat across the surface  70  of the roadway  72 . 
     FIG. 5 shows a vehicle  76  approaching the device  10  of the present invention. As can be seen, the front wheels  78  and  80  of the vehicle  76  are approaching the leading edge  14  of the panel  12 . As such, the wheels  78  and  80  are in a suitable position for engaging the tactile leading edge  14 . As the vehicle  76  travels onto the leading edge  14 , the barbs  52  and the adhesive blisters  50  will act so as to strongly adhere to the wheels  78  and  80 . The remaining panel  12  will wrap around the wheels of vehicle  76 . 
     As can be seen in FIG. 6, the device  10  is shown as wrapping around the wheel  80  of the vehicle. The opposite side of the panel will wrap around the wheel  78 . As a result, the panel  12 , and its associated reinforcement sash  18 , will be drawn into the vehicle. The vehicle  76 , as illustrated in FIG. 6, is a relatively large vehicle with a long wheelbase. The device  10  will be drawn up under the chassis area. When the system  10  reaches the limits of the split  16 , the reinforcement sash will be drawn tight so as to restrict rotation of the wheels and thus cause an immediate braking force. 
     FIG. 7 shows a smaller vehicle  90  encountering the device  10 . When a smaller vehicle with a shorter wheelbase contacts the device  10 , the leading edge  14  will be drawn around the front wheels in a similar fashion as described hereinbefore. However, the rear wheels  92  will contact the rearward edge  30  of the panel of material  12  before the wrapping effect is fully achieved. As a result, the actual action of the rear wheels  92  will cause the leading edge  14  to cause a braking action on the vehicle. The leading edge will wrap around the front wheel  94  until such time as the wrapping is prevented by contact between the rear wheel  92  and the surface of the panel  12 . As such, the front wheel  94  will be prevented from further rotation. The vehicle will come to an immediate stop. 
     The foregoing disclosure and description of the invention is illustrative and explanatory thereof. Various changes in the details of the illustrated construction may be made within the scope of the appended claims without departing from the true spirit of the invention. The present invention should only be limited by the following claims and their legal equivalents.