Patent Publication Number: US-2005115775-A1

Title: Vehicle restraint system

Description:
FIELD OF THE DISCLOSURE  
      This disclosure relates to the shipment of wheeled vehicles and more particularly to a system to restrain movement of the vehicles.  
     BACKGROUND  
      Transportation or shipment of vehicles such as sport utility vehicles (SUVs), from one place to another is common. Typically the vehicles are shipped by railroad, truck or other carrier. The carrier usually includes a support surface (such as a railroad car floor) on which the vehicle rests.  
      In order to restrain movement of the vehicle in the carrier, a chock or wheel block may be positioned adjacent each of the vehicle&#39;s wheels so as to minimize the movement of the vehicle relative to the carrier. The movement can occur due to collisions, bumps, etc. One such chock system is shown in U.S. Pat. No. 5,302,063, issued Apr. 12, 1994, the disclosure of which is incorporated herein by reference. In some circumstances, the support surface or flooring for the carrier is a grate-like system to which the chock is mounted. U.S. Pat. No. 5,302,063 discloses such a flooring system.  
      In the event the carrier is bumped, the vehicle may rise upwardly and the wheel may “jump over” the chock. If that occurs, the vehicle may not be restrained during the remainder of the shipment.  
      In addition to the chock restraint systems, there are tie-down and strap restraint systems where a strap or similar system is fitted over the vehicle tire and affixed to the carrier floor so as to restrain movement of the wheel and thus the vehicle relative to the carrier floor. Usually the strap is secured at both the front and back of the tire. (See U.S. Pat. Nos. 4,659,266 and 4,668,140 discussed in U.S. Pat. No. 5,302,063 cited above). Moreover, the tie down systems may form a rigid connection between the vehicle and the carrier. These systems are complete in and of themselves and do not supplement existing chock systems particularly when mounted to a grate-like floor.  
      However, in some circumstances where there is only a chock, the vehicle may not be properly restrained and may “jump over” the chock.  
      It is the object of this invention to provide a supplemental system which cooperates with the chock to more fully, but flexibly, restrain the movement of the vehicle. These and other objects will become apparent from the following description and appended claims.  
     SUMMARY  
      There is provided a supplemental strap-tie down restraint and strap take-up mechanism for use with existing chock and grate-like carrier floor systems to restrain vehicle movement.  
      The supplemental system includes a strap that can be anchored at one end to an existing chock either at the front or the back of a tire, be positioned on and over the vehicle tire and be secured at the other end to a rotatable hinge-like take-up mechanism that is mounted to the grate-like floor at the other of the front or back of the tire.  
      Thus, if the carrier is bumped, the wheel and thus the vehicle can move, but with the system disclosed herein, the movement is flexibly restrained and the “jump-over” problem is minimized.  
    
    
     BRIEF DESCRIPTION OF THE DRAWING  
       FIG. 1  is a perspective style view of a railroad carrier loaded with vehicles for shipment;  
       FIG. 2  is a view of a vehicle front tire with the chock, strap-restraint, take-up mechanism and grate-like flooring;  
       FIG. 3  is a view of the vehicle chock in place and mounted to the grate-like floor;  
       FIG. 4  is a view of the take-up mechanism mounted to the grate-like floor;  
       FIG. 5  is a view showing the strap and an anchor or retainer end plate; and  
       FIG. 6  is a perspective view of an assembled take-up mechanism;  
       FIG. 7  is an exploded and perspective view of the parts of the take-up mechanism. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT  
      Referring to  FIGS. 1 and 2 , a railroad car or carrier  10  is shown carrying a plurality of vehicles such as  12 . Each of the vehicles includes four wheels such as indicated by numeral  14  and each of the wheels has mounted thereon a circular tire such as  16 .  
      A chock assembly or wheel blocking assembly such as  18  (as described in U.S. Pat. No. 5,302,036) is provided at the front of the tire. A strap assembly  20  is provided that fits on and over the tire and extends to the tire back. A take-up system  22  generally, for the strap, grips the grate-like floor or support surface  24  at the rear of the tire. The chock assembly  18  and the grate surface  24  are commercially available. The strap and take-up mechanism are a supplemental assembly to be used with the chock and grate-like floor to restrain vehicle movement.  
      Referring now to  FIG. 3 , the chock assembly  18  is shown secured to the grate-like floor  24 . Chock assembly  18  includes a base  25  and a central hinged plate  26  generally that includes an elongated  5 -sided opening  28 . A five-sided retainer or anchor plate  38  having a complementary shape to the opening  28  is secured to the strap  20  at one end. The anchor is then fitted into the opening  28  and rotated 90° so as to anchor the strap  20  to the chock.  
      Referring to  FIG. 5 , the strap  20  is shown, one end  30  is to be secured in the chock and the other end  32  is the take-up end. The strap can be a single member extending over the tire or can include a tire engaging net-like section  33 . The net-like section includes an elliptically shaped portion  34  which is constructed to fit about and engage the sides of the tire and a transverse loop portion  36  which is arranged to engage the top of the tire and is secured to the sides of the elliptical portion  34 .  
      The chock anchor  38  is elongated and five-sided and has a complementary shape to the chock opening  28  so as to fit therein. The anchor includes slots  40  and  42  through which the strap is fitted, looped and sewn together as shown in  FIG. 5 . Using this construction, the anchor plate  38  can be fitted into and rotated in the chock opening  28  and one end of the strap is thus secured to the opening.  
      The tire strap&#39;s net section can be fitted over the top of the tire so that the elliptical portion  34  may engage either side of the tire. The loop  36  rests the top of the tire.  
      Take-up end  32  is fitted into the take-up mechanism  22  generally which is intended to wind the take-up end  32  and to cause the entire strap assembly to snuggly engage the tire. Thus, if the vehicle experiences any bumping or jostling and if the vehicle tire rises, it is restrained and returns into engagement with the carrier floor and the chock. In other words, the take-up mechanism and strap provide some give or flexibility and still restrains the vehicle.  
      Referring now to  FIG. 6 , the take-up mechanism  22  is shown and includes a pair of legs or hinge plates  46  and  48 . Each of the plates include grate grasping claws  50  and  52  along the bottom edge of the plate. At the top of the plates there are cylindrical hinge pin receiving elements such as  54  and  56  associated with plate  48  and elements  58  and  60  associated with plate  46 . Each of the plates, such as  46 , includes spring retaining grooves such as  62  and  64  and a large central cutout  66  for receiving the strap. An elongated, cylindrical, hollow and slotted hinge pin  67  is provided and fits in the hinge-like elements  54 ,  56 ,  58  and  60 . The pin  67  is held in place relative to the legs  46  and  48  by a pair of coiled springs  68  and  70 . The springs retain the hinge pin in position within the hinge elements  54 ,  56 ,  58  and  60  as shown in  FIG. 6 .  
      The spring  70  includes legs  72  and  74 . Leg  72  fits into the groove  64 , about the edge of the plate. The leg  74  fits into the groove  75  adjacent the element  60  on plate  46 . The spring  68  fits about the end of the hinge pin and has legs  76  and  78 . The leg  76  fits in groove  62  and the leg  78  fits in a similar groove on plate  46  and about the edge of the plate. It is noted that both legs  72  and  78  are elongated and act to position the pin in the hinge elements. The hinge pin  67  is thus held within the hinge-like elements but can rotate therein and is positioned relative to the elements by the springs  68  and  70 .  
      A winding mechanism  80  generally includes a pair of spaced and elongated rods  82  and  84  which extend through the hinge pin  67  and to which are secured to cross-shaped handles  86  and  88 . It is noted that the space between rods  82  and  84  is aligned with slots  67 A and  67 B in the hinge pin.  
      Thus, the strap end  32  is fitted through the slots  67 A and  67 B and between the rods  82  and  84 . One of the handles  86  or  88  is then rotated so as to rotate the hinge pin and wind the strap end  32  thereabout. When the winding is terminated, usually when the strap is snug, the rods  82  and  84  and one of the handles  86  or  88  is slid in one direction or the other toward the edges of the leg plates. Since the handles are cross-shaped, a handle leg such as  88 A can fit between the plates  46  and  48  and thus, when the hinge pin is turned the handle can engage the leg and prevent rotation of the handle and hinge pin and loosening of the strap.  
      It is appreciated that the claws  50  and  52  grasp the grate  24  and thus hold the take-up mechanism to the floor. But the take-up mechanism can exhibit some give or flexibility. The assembled restraint system is seen in  FIG. 2  where the chock  18  is shown. The strap system is positioned over the tire and the take-up mechanism is in place.  
      Numerous changes and modifications can be made to the embodiment disclosed here without departing from the spirit and scope of the invention.