Patent Publication Number: US-2022234551-A1

Title: Multi-functional wheel chock

Description:
BACKGROUND OF THE INVENTION 
     The present disclosure relates, in general, to a device used to deliberately obstruct the motion of vehicles and any apparatus that has a wheel or rolling structure that may desirably be prevented from movement. 
     Vehicles, such as cars, trucks, airplanes, military vehicles and trailers, have wheels that roll along a surface upon which they rest, such as pavement, gravel, sand or soil. Such vehicles typically have transmissions, brake systems and/or other mechanical devices that prevent rolling when the vehicle is stopped for a long period. However, it is desirable for vehicles without such mechanisms to be prevented from rolling along the ground, or to reduce the probability of rolling by those with one or more of such mechanisms that may fail. Vehicles with roll-preventing mechanisms sometimes desirably need a backup to such mechanisms, such as on hills or when severe damage or injury would occur upon rolling. A wheel chock is a common device for preventing the rolling of a wheel on a vehicle. 
     Typical wheel chocks are wedge-shaped blocks of material, such as wood, metal or plastic, normally with no moving or movable parts. Wheel chocks essentially occupy space, and their two objectives are (1) to provide a sufficient obstacle to the wheel so that the wheel does not roll past the chock, and (2) to stay under a wheel or other structure that tends to roll in the direction of the chock. That is, under the first objective, the chock should be tall enough that, in position, it requires more force for the wheel to roll over the chock than is applied to the vehicle. Under the second objective the wheel should not “squirt” the chock out of position so that the chock is no longer in place under the wheel in the direction of rolling. 
     SUMMARY OF THE INVENTION 
     Disclosed herein is a device combined with a vehicle wheel resting on a surface. The combination comprises the device, which is defined by multiple links, each of which has opposing sides pivotably mounted to other of the links. The links form a continuous loop including a first span that includes a first group of the links, wherein at least one of the links in the first group is in contact with the surface. The continuous loop includes a second span that includes a second group of the links, wherein at least one of the links in the second group is in contact with the wheel and one of the links of the second span is connected to one of the links of the first span. 
     Some embodiments may have a third span including a third group of the links connected between the first span and the second span. Some embodiments may have a third span including a third group of the links, at least one of the links in the third group is in contact with a second wheel of the vehicle. 
     Disclosed herein is an apparatus configurable to obstruct a wheel on a vehicle. The apparatus comprises at least first, second, third and fourth links connected to form a loop. Each of the links includes a plate, at least one knuckle on a first side of the plate and at least one knuckle on a second, opposite side of the plate. The first link is pivotably connected to the second link in the loop by a first pin extending through the at least one knuckle on the second side of the first link and the at least one knuckle on the first side of the second link. The second link is pivotably connected to the third link in the loop by a second pin extending through the at least one knuckle on the second side of the second link and the at least one knuckle on the first side of the third link. 
     Disclosed herein is a method of obstructing a vehicle wheel that rests on a surface. The method comprises connecting multiple links in series forming a continuous loop, each of the links having opposing sides pivotably mounted to other of the links. The method also comprises forming a first span including a first group of the links and placing at least one of the links in the first group in contact with the surface. The method also comprises forming a second span including a second group of the links and placing at least one of the links in the second group in contact with the wheel. In some embodiments, the method further comprises forming a third span including a third group of the links connected between the first span and the second span. In some embodiments, the method further comprises forming a third span including a third group of the links and disposing at least one of the links in the third group in contact with a second wheel of the vehicle. 
     Disclosed herein is a wheel chock that is a tool primarily used for securing a vehicle, such as a car, truck, airplane, military vehicle and/or trailer (including wheels that support the main weight of the trailer and/or a tongue jack wheel used typically for stationary or slow movement support) from unwanted rolling movement along a surface upon which the vehicle rests, such as pavement, gravel, sand, soil or any other material. The wheel chock can be produced from one or more different materials, including at least plastic, steel, aluminum, ceramic or any suitable composite. A plastic wheel chock may be made by injection molding, optionally with glass or carbon fiber reinforcement for proper strength. Nylon and other polymers may be used. 
     The wheel chock disclosed herein is a multi-functional device made up of several moving parts with several configurations, which affect their positions during use. In the “Wedge” configuration ( FIG. 1 ), a chock may be placed in front of or behind a wheel, and then the wheel may be deliberately driven over the chock to move one or more components of the chock. For example, the chock&#39;s upper span moves horizontally (from the position shown in  FIG. 1 ) relative to the lower span (to the position shown in  FIG. 2 ). After moving, the upper span assumes a concave shape as shown in  FIG. 2 . In this  FIG. 2  “Cradle” configuration, the wheel must roll over a higher portion on both ends of the chock to roll in either direction past the chock. The chock thereby keeps the vehicle secured in place by the weight of the vehicle maintaining the chock&#39;s end obstacles, which resist rolling of the wheel, in place. 
     The “Trailer” configuration ( FIG. 5 ) is for securing tandem axle trailers or any other vehicle with wheels positioned close together as shown. After the chock has been formed in a triangular shape shown in  FIG. 5 , it is placed between the tandem wheels as shown. The chock thus obstructs movement of the vehicle forward as well as backward. 
     In the “Traditional” configuration ( FIG. 6 ), the wheel chock is in a familiar wedge shape, similar to conventional wheel chocks that are formed of a block of plastic or wood. The chock in this configuration may be placed against the front or back of a wheel, with the narrow chock tip between the wheel and the ground. In this configuration, the chock secures the vehicle from rolling past the taller distal end of the chock. 
     In the “Pull Pin Layout” configuration ( FIG. 4 ), the device adds traction to stuck vehicles so they can be driven out of sand, snow, mud or other slippery or unstable terrain. In order to configure the device for additional traction, one may pull out a connecting pin from the chock to un-loop the chock, unroll the series of links of the chock, and place the links under (or in the desired direction of travel of) the stuck tire or tires. Many similarly configured chocks may be strung together as needed to drive the vehicle to stable ground. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side view illustrating an embodiment of the present invention in an operable configuration and in an operable position relative to a wheel. 
         FIG. 2  is a side view illustrating the embodiment of  FIG. 1  after the wheel has rolled up onto the structure and after the upper span has shifted to a different position than shown in  FIG. 1 . 
         FIG. 3  is a view in perspective illustrating an embodiment of the invention over which a vehicle wheel may drive to gain traction. 
         FIG. 3B  is a view in perspective illustrating an embodiment of the present invention in an alternative configuration. 
         FIG. 4  is a view in perspective illustrating an embodiment of the invention in an open configuration to illustrate the components of the device. 
         FIG. 5  is a view in perspective illustrating an embodiment of the invention in an operable position between two wheels. 
         FIG. 6  is a view in perspective illustrating an embodiment of the invention in an operable configuration and in an operable position relative to a wheel. 
         FIG. 7  is a view in perspective illustrating an embodiment of the invention stored relative to a wheel in the manner of a mud flap. 
     
    
    
     In describing the preferred embodiment of the invention which is illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, it is not intended that the invention be limited to the specific term so selected and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar purpose. For example, the word connected or terms similar thereto are often used. They are not limited to direct connection, but include connection through other elements where such connection is recognized as being equivalent by those skilled in the art. 
     DETAILED DESCRIPTION OF THE INVENTION 
     Patent application Ser. No. 63/140,410, filed Jan. 22, 2021, which is the above claimed priority application, is incorporated in this application by reference. 
     The wheel chock  10  shown in  FIGS. 1-3  may be used to prevent the rolling of a wheel on a vehicle or trailer past a desired location. As shown in  FIG. 3 , the chock  10  has multiple links  20 ,  22 ,  23 ,  25 ,  27 ,  29 ,  31 ,  32 ,  33 ,  35 , and  37  that are essentially identical and are pivotably attached to one another in series. Each of the links  20 ,  22 ,  23 ,  25 ,  27 ,  29 ,  31 ,  32 ,  33 ,  35 , and  37  is preferably substantially identical, although some small variations common in mass production may exist. Embodiments are also contemplated in which not all of the links are substantially identical, but vary in ways that result in advantages. For example, in an alternative embodiment, about half of the links may be wider than the other half. Each of the links is preferably metal, such as steel, but could alternatively be aluminum, plastic, fiber-reinforced plastic or another composite, ceramic or any other suitable materials. 
     The link  20  will be described as exemplary of all of the links  22 ,  23 ,  25 ,  27 ,  29 ,  31 ,  32 ,  33 ,  35 , and  37 . Each of the links  22 ,  23 ,  25 ,  27 ,  29 ,  31 ,  32 ,  33 ,  35 , and  37  has the features described for the link  20  unless noted otherwise. The link  20  has a substantially planar plate  21 , which is shown as substantially rectangular in the illustrations but may be other shapes. The plate  21  has a single knuckle  24  rigidly mounted to and protruding from one long side, and a double knuckle  26  rigidly mounted to and protruding from the opposite long side. Each of the knuckles is preferably a body with a cylindrical exterior and an interior void defined by a cylindrical surface that is aligned coaxially with the cylindrical exterior. Such knuckles are similar to the knuckles on door hinges, and the plate  21  is similar to the leaf of a door hinge. The double knuckle  26  may engage a single knuckle  34  of the adjacent link  22 , and in the same manner every double knuckle of every link may engage a single knuckle of an adjacent link. 
     A substantially cylindrical pin  28  may insert through the aligned double knuckle  26  of the link  20  and the single knuckle  34  of the link  22 , thereby connecting the links  20  and  22  in a manner that permits the links  20  and  22  to pivot relative to one another about an axis of the pin  28 . Similar pins may be inserted in the aligned knuckles of every adjacent link, thereby disposing the links of  FIG. 3  in series as shown so that every link may pivot relative to every adjacent, pivotably-mounted link. The pins may be retained therein by friction, such as by the diameter of the interior voids of the double knuckles being the same as the diameter of the outer surface of the pins, thereby creating a friction fit when the pin is driven axially into the opening in the aligned knuckles. Pivoting may be enabled by the diameters of the interior voids of the single knuckles being slightly larger than the diameter of the outer surface of the pins. 
     A removable pin  30  may extend through the single knuckle  24  and the aligned double knuckle of the distal link  32  with a lower amount of friction fit than the pins  28  in order to dispose the chock  10  in the form of a continuous loop as shown in  FIGS. 1-2 and 3B . The removable pin  30  may have a U-shape, as shown in  FIGS. 3 and 3B , for easy grasping by human hands or tools (such as pliers), in order that the pin  30  may be removed by hand when desired. Whenever the pin  30  is completely removed from the knuckles  24  and  26 , the chock  10  may be disposed again in the open, i.e., non-loop, configuration shown in  FIG. 3 . Such a series of links may be placed under (or in front or back of) a wheel to enhance traction on snow, sand, mud or any other low traction surface. The open configuration of links shown in  FIG. 3  can alternatively be rolled into a roughly cylindrical shape for compact storage, thereby taking up less space than a conventional chock of a similar usage size. 
     The chock  10  can thus be formed into a continuous loop, which is defined as a series of pivotably joined links disposed in a closed shape, such as a circle, ellipse or random closed shape, in the manner of a bicycle transmission chain. The chock  10  can then be “un-looped” for storage or other reasons as shown in the illustrations and described herein. When the chock  10  is configured in a continuous loop, it may be arranged in a variety of shapes due to the pivoting connection between adjacent, rigid links. As defined herein, the term “rigid” may be used to describe links, and refers to the lack of distortion (bending, twisting, etc.) of the links when used as described herein. Something that is rigid is not defined as impossible to distort by applying a force, but a rigid body will not distort enough during normal use to make use in one of the embodiments disclosed herein unsafe, impractical or otherwise undesirable. 
     One contemplated shape is a “wedge” shown in  FIG. 1  positioned on top of, and in contact with, the ground surface that the wheel is resting on, and having a “sharp” left (in the orientation of  FIG. 1 ) end  40  that is partially beneath a wheel  100  with some of the links in the span contacting the wheel  100 . Such a configuration in this position may prevent movement of the wheel  100  relative to the chock  10  to the right in the orientation of  FIG. 1 , because it obstructs the movement of the wheel on the ground surface. 
     In another configuration starting with the same  FIG. 1  configuration, the wheel  100  may roll onto the left end (in the orientation of  FIG. 1 ) of the chock  10  at its narrowest region, and then roll further toward the taller right end of the chock  10 . During the movement of the wheel  100  onto the chock  10 , the upper span  12  of links may shift to the right (relative to the lower span  14 ) to the position shown in  FIG. 2 . The chock  10  in  FIG. 2  forms a “cradle” configuration that obstructs rolling of the wheel  100  from the wheel position shown in  FIG. 2  in either direction (to the right and to the left in the  FIG. 2  orientation) due to the higher ends of the chock  10  in this configuration. 
     The shifting of the upper span  12  relative to the lower span  14  occurs when the wheel  100  is rolled onto the left end of the chock  10  in the configuration shown in  FIG. 1 . As the wheel  100  advances to the right, the upper span  12  shifts to the right relative to the lower span  14 . The shifting of the upper span  12  of the chock  10  occurs despite substantial downward weight exerted by the wheel  100  onto the upper span  12  and contact between the upper and lower spans  12  and  14 . Shifting occurs despite these circumstances because the downwardly-facing knuckles on the upper span  12  of the looped configuration chock  10  have an exterior shape that is rounded, as described above and shown in  FIG. 3 . There are similar, upwardly-facing rounded knuckles on the lower span  14  of links that the downwardly-facing knuckles of the upper span  12  rest against. This configuration provides a “shiftable” condition when the links are in the wedge-shape shown in  FIG. 1 , because, as shown in  FIG. 1 , the knuckles of the upper span are essentially on the top of the knuckles of the lower span. 
     When the wheel  100  rolls onto the wedge shape shown in  FIG. 1 , the rounded knuckles of the upper span  12  that are in contact with the knuckles of the lower span  14  readily shift due to the weight and the instability of the upper span  12  in the configuration shown in  FIG. 1 , thereby moving the upper span  12  so the chock  10  achieves the cradle shape shown in  FIG. 2 . Once the upper span  12  is in the position of  FIG. 2 , it is more difficult to move the upper span  12  relative to the lower span  14  back to the position of the wedge shape shown in  FIG. 1 , because the knuckles of the upper span  12  are between the knuckles of the lower span  14  when in the shape shown in  FIG. 2 , which is a stable position, and the weight of the wheel  100  tends to retain them there. 
     Once in the configuration shown in  FIG. 2 , more torque (or another force applied by or to the vehicle) is required to move the wheel  100  over the raised ends of the chock  10  at each end shown in  FIG. 2 . It is difficult for the wheel  100  to move over the raised ends, and it is difficult to shift the upper span  12  of links relative to the lower span  14  to form the wedge shape of  FIG. 1  in order to permit the wheel to simply roll off the chock  10 . Shifting of upper span  12  relative to the lower span  14  to cause movement from the wedge shape to the cradle shape occurs readily as the wheel  100  is driven onto the chock  10 . However, when the weight of a vehicle is on the upper span  12  of links after the upper span  12  has shifted to the cradle configuration, shifting to the left requires more force. Typically, the wedge shape is only attained after the wheel  100  has been deliberately driven over one of the two ends, and the weight of the wheel  100  is off the chock  10 . At this point, this leftward shifting of the upper span  12  may be accomplished by hand. 
     Alternative configurations of the wheel chock are contemplated, and might be useful for wheels of different configurations. For example, the configuration of the chock  110  of  FIG. 5  may be used when two wheels  102  and  104  are placed next to each other, such as with a dual-axle trailer and/or semi-tractor and trailer. The wheel chock  110  in the configuration of  FIG. 5  is in a loop and has a lower span  114  parallel to, and preferably seating against, the ground with left and right upper spans  112 L and  112 R placed with at least some of the links seating against the wheels  102  and  104  so that the wheels cannot roll substantially in either direction (left or right in the orientation of  FIG. 5 ) without being obstructed from significant movement by the wheel chock  110 . In order for significant rolling to take place, one of the wheels  102  or  104  would have to roll up one of the upper spans  112 L or  112 R and over the highest point of the chock  110  for the vehicle to roll more than desired. The general shape of the chock  110  does not typically change from what is shown in  FIG. 5  during use, but some slight bending may occur if a wheel rolls far onto an upper span due to pivoting between links. 
     In  FIGS. 3B and 6 , the chock  210  is in a loop and in still another configuration seated against a wheel  200 . The configuration of the chock  210  of  FIG. 3B  is taller than the configuration of the chock  10  of  FIG. 1 , thereby making it more difficult for the wheel  200  to roll over the chock  210 . 
     In another alternative shown in  FIG. 7 , the chock  310  may be positioned directly behind a wheel  300  on a vehicle (not visible) so that the chock  310  may function as a mud flap. Thus, the chock  310  may be mounted to a vehicle frame to be used as a mud flap, and when needed it may be readily removed from the vehicle. The chock  310  may be mounted by two pins, one of which extends through each of two knuckles, similar to the knuckles  24  and  36  shown in  FIG. 3  on the chock  10 , as well as extending through corresponding knuckles or other structures mounted to the frame of the vehicle to accommodate the attachment. Thus, the chock  310  may be removed from the vehicle by removal of the pins and thus placed under or against the wheel  300  or another wheel in a configuration shown and described herein or any other configuration. Because mud flaps do not typically serve a function when the associated vehicle is at rest or is moving slowly, the invention serves multiple purposes, and may be stored as a mud flap in a convenient location for subsequent use as a wheel chock. Of course, after use in a loop as a wheel chock or unlooped as a traction enhancer, the chock  310  may be re-mounted as a mud flap. 
     This detailed description in connection with the drawings is intended principally as a description of the presently preferred embodiments of the invention, and is not intended to represent the only form in which the present invention may be constructed or utilized. The description sets forth the designs, functions, means, and methods of implementing the invention in connection with the illustrated embodiments. It is to be understood, however, that the same or equivalent functions and features may be accomplished by different embodiments that are also intended to be encompassed within the spirit and scope of the invention and that various modifications may be adopted without departing from the invention or scope of the following claims.