Patent Abstract:
The present invention is adapted to immobilize a vehicle by utilizing a pair of selectively interconnected chocks that are placed fore and aft of a tire. The chocks are preferably used to secure aircraft from unauthorized motion in airport parking areas.

Full Description:
This application claims priority to U.S. Provisional Patent Application Ser. No. 60/431,187, filed Dec. 4, 2002, entitled “Aircraft Wheel Immobilizer,” which is incorporated herein in its entirety. 

   FIELD OF THE INVENTION 
   The present invention relates to devices for selective interconnection to a tire of a vehicle, and more specifically to light-weight chocks used to prevent theft and unauthorized movement of aircraft. 
   BACKGROUND OF THE INVENTION 
   Wheel immobilization devices are employed in a variety of situations, most commonly being the wheel chock. Wheel chocks provide an easy and inexpensive way to ensure that a vehicle will remain at rest if a parking brake should fail. Often chocks will have a triangular or rectangular cross section, the former being the preferred shape because it approximates the shape of a tire and thus provides a greater assurance of immobility. Wheel chocks are frequently used to restrain large trucks, mobile support equipment, or in the case of the present invention, aircraft. 
   It is common practice at most airports to provide chocks and/or tie-down means at aircraft parking and staging areas to prevent aircraft from rolling due to uneven pavement surfaces or wind impingements. More specifically, chocks prevent horizontal motion, while tie-downs generally prevent vertical motion, for example lift generated by high ground winds. Thus, chocks and tie downs provide sufficient immobilization for small aircraft. Larger aircraft generally do not require tie downs since ground winds have a reduced effect thereon, due to their increased weight. Tie-downs also may be capable of providing sufficient rolling impedance for smaller aircraft if chocks are not available. 
   After the Sep. 11, 2001 terrorist attacks on the United States, it became painfully evident that America&#39;s aircraft and airports are in need of greater security measures. One area that requires more security are airports that serve private pilots and business jets. Even though security has been increased as a result of the terrorist attacks, there are still gaping holes that may allow a terrorist with the proper skills to steal an aircraft and reek havoc. Moreover, many small airports are not completely surrounded by fences or walls, and door locks of many small planes are notoriously easy to circumvent. A would-be terrorist could easily gain access to the aircraft parking area, remove the chocks and tie-down chains, gain access to an aircraft, “hot-wire” the ignition, and take off. Since many single engine aircraft are light weight and have low wing loading, a runway take off may not be necessary, such that a taxiway would suffice to enable the aircraft to become airborne. Thus, an aircraft could be in the air before ground or tower controllers realize that the aircraft had been stolen. Even though one small single-engine aircraft may not do much damage, many coordinated aircraft would do great damage to a building, sports venue, or other structure. 
   An aircraft may be locked via the tie-down means. Chain or cable tie-downs, which interconnect wing attachment points to the ground, may be integrated with locks in order to prevent unauthorized movement of an aircraft. Unfortunately, many of these types of tie-downs are prone to rust and are easily cut. Alternatively, the attachment hardware on the aircraft could be removed. Finally, many small airports employ rope tie-downs which provide no protection against theft. 
   Propeller locks are another means of preventing unauthorized use of an aircraft. However, propeller locks may be undesirable to employ because generally they are heavy, cumbersome, difficult to install and remove, and are apt to damage the propeller during installation and removal. In addition, propeller locks only prevent movement of the propeller, the wheels of an aircraft utilizing such a lock may be moved, wherein the aircraft may be stolen. Finally, propeller locks are useless in conjunction with jet aircraft. 
   The foregoing is mainly concerned small private aircraft, but theft can foreseeably occur with respect to larger aircraft or other types of vehicles, although the sophistication of a thief or terrorist may necessarily be greater. Theft of business or jumbo jets may foreseeably occur, which are capable of causing great damage. Finally, as was the case in the Oklahoma City bombing, trucks have been used in the past as weapons of terror. 
   Thus, there is a long felt need in the field of wheel immobilization to provide an apparatus that is capable of locking interconnection with a vehicle to prevent theft while ensuring vehicle immobility. More specifically, it has been an urgent need to provide a means to secure parked aircraft so that they do not become potential terrorist weapons. The following disclosure describes a locking chock that is adapted to immobilize an aircraft by selectively interconnecting with a tire thereon. 
   SUMMARY OF THE INVENTION 
   It is one aspect of the present invention to provide an apparatus that not only prevents a vehicle from moving, but also is capable of being locked to prevent unauthorized removal thereof. More specifically, in one embodiment of the present invention, a two piece chock system is provided such that one piece is adapted to be inserted in front of an aircraft&#39;s tire, while the other is adapted to be interconnected behind. The two pieces are designed for simplistic adjustment, wherein the device may be used for various tire diameters. Once properly placed on the tire, the two interconnected pieces are locked together and preferably tethered to the aircraft to prevent a would-be thief from simply lifting the wheel out of the chock. 
   It is another aspect of the present invention to provide an apparatus that is cost effective to manufacture, and utilizes common materials. Due to the heightened risk of terrorism, it is envisioned that locking devices as described herein will be encouraged or lawfully required by statute to be used in the near future. Therefore, to make any transition as cost effective as possible, one embodiment of the present invention is designed to be manufactured from common materials. Preferably, the chocks are constructed of aluminum, steel, or any other rigid materials known in the art. Alternatively, the chock may be constructed with formed composite, durable plastic, or polycarbonate materials. By using common materials and machining techniques, the chock halves will also be easy to maintain or repair if damaged. 
   It is yet another aspect of the present invention to provide an apparatus that is simplistic to use. A locking chock that is difficult to install will inevitably not be employed with great frequency, unless mandated by law. Therefore, in one embodiment of the present invention the locking halves of the chock are light-weight and may be installed by a single person. To ensure an aircraft is properly secured at the termination of a flight, chocks are often carried onboard in the event the airport is not equipped with extra chocks. Heavy chocks will decrease the effective payload of an aircraft, which may be a detriment when flying a smaller aircraft. Light chocks, however, are easy to manipulate into interconnection with a tire, thereby eliminating excuses of tired pilots related to the installation of the device. Moreover, one-person installation is important in the event of a solo flight where no ground personnel are available to aid in securing an aircraft. 
   It is still yet another aspect of the present invention to provide an apparatus that is adapted for many sizes of aircraft. As previously mentioned, any size of aircraft is capable of being stolen, therefore various sized and shaped locking chocks are required. In one embodiment of the present invention, inclined surfaces are integrated into a chock, wherein it is capable of wedging between the aircraft&#39;s tire and the ground. A second, similarly designed chock will then wedged between the tire and the ground opposite of the first and be secured thereto. By interconnecting the two chock halves in a telescoping manner, a plurality of tire diameters are accommodated. The aforementioned inclined surfaces may also be adapted to contract and expand to accommodate a plurality of tire widths. An embodiment employing one or both of these adjustment means will allow airports to have extra sets of chocks to accommodate various types of wheels of incoming aircraft. 
   It is yet another aspect of the present invention to provide a chock that prevents disengagement by vertical wheel displacement. Some un-chained chocks may be forcibly disengaged from an aircraft by lifting the wheel and sliding the chock away. This method of disengagement is most readily seen in the context of light aircraft, wherein very little upward force is required to provide sufficient clearance for an un-chained chock to be removed. Therefore, one embodiment of the present invention is equipped with vertical extensions that maintain interconnection to the tire when it is displaced vertically. Preferably, curved fenders are provided that conform with a substantial portion of a tire&#39;s contour to prevent vertical disengagement. In one embodiment of the present invention, the fenders are hingedly interconnected to the main body of the chock and are capable of folding into the chock body when not in use to facilitate storage. 
   It is another aspect of the present invention to provide a chock that is adapted to interconnect to an aircraft employing multi-wheel landing gear. Some aircraft employ landing gear with a plurality of wheels interconnected in close proximity via an axle. One embodiment of the present invention is adapted to immobilize at least one of the plurality of wheels, thereby preventing movement or theft of the aircraft. 
   It is yet another aspect of the present invention to provide a chock that is capable of frictional or separable interconnection with a parking surface in order to mitigate vehicle motion. In one embodiment of the present invention, the bottom surface of the chock is equipped with a non-skid material. Preferably, rubber soles or abrasive material, as sometimes used on stairways, may be interconnected to the bottom surface of a chock to create a friction-based bond with the parking area. An embodiment with fenders, as described above, may also employ small deformable protrusions that are adapted to interface between the tire and the parking surface, thereby more securably restraining the wheel and providing added impedance to movement. Alternatively, the chock may be constructed with apertures which are capable of receiving ground tie-down means or spikes. Further, one embodiment of the present invention includes a stationary portion of the chock that is interconnected to the parking area, wherein another, mobile portion, is capable of selective interconnection to the stationary portion when a wheel is in place, thereby completely immobilizing the vehicle. 
   It is still yet another aspect of the present invention to provide an apparatus that is adapted to be employed on other vehicles besides aircraft. Although the foregoing has mostly been concerned locking chocks capable of being used with aircraft, one skilled in the art will appreciate that other vehicles may employ the present invention. Trucks may more easily be used as terrorist tools than aircraft. Thus, it is imperative that ground vehicles are also secured against such a threat. Also, when being ferried on an ocean going vessel, across undulating waters, it is desirable to chock the wheels of any type of motor vehicle to prevent motion. Thus, the employment of a chock that secures an automobile during any kind of transport is a benefit. 
   Thus, it is one aspect of the present invention to provide a vehicle immobilization apparatus comprising: 
   a forward chock comprising a left channel, a right channel, and a tire contact surface, interconnected to said left channel and said right channel; 
   a rear chock comprising a left channel, a right channel, and a tire contact surface, interconnected to said left channel and said right channel; 
   wherein a tire of the vehicle is substantially immobilized when said left channel of said forward chock is selectively interconnected to said left channel of said rear chock, said right channel of said forward chock is selectively interconnected to said right channel of said rear chock, and said tire contact surface of said forward chock and said tire contact surface of said rear chock are engaged on the tire; and 
   a locking means interconnected to at least one of said left channel of said forward chock, said left channel of said rear chock, said right channel of said forward chock, and said right channel of said rear chock, which restrains said forward chock with respect to said rear chock when they are selectively interconnected, thus preventing removal of said apparatus. 
   The Summary of the Invention is neither intended nor should it be construed as being representative of the full extent and scope of the present invention. The present invention is set forth in various levels of detail in the Summary of the Invention as well as in the attached drawings and the Detailed Description of the Invention and no limitation as to the scope of the present invention is intended by either the inclusion or non-inclusion of elements, components, etc. in this Summary of the Invention. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and together with the general description of the invention given above and the detailed description of the drawings given below, serve to explain the principles of these embodiments. 
       FIG. 1  is a front elevation view of one embodiment of the present invention, wherein only one side of the selectively interconnecting chock halves are locked and chained; 
       FIG. 2  is a left elevation view of the embodiment of the present invention shown in  FIG. 1 ; 
       FIG. 3  is a detail view of the embodiment of the present invention shown in  FIG.2 ; wherein the interconnected chocks are shown; 
       FIG. 4  is a top plan view of a first chock half of the present invention shown in  FIG. 1 ; 
       FIG. 5  is a front elevation view of the first chock half of the present invention shown in  FIG. 4 ; 
       FIG. 6  is a top plan view of a second chock half of the present invention shown in  FIG. 1 ; 
       FIG. 7  is a front elevation view of the second chock half of the present invention shown in  FIG. 6 ; 
       FIG. 8  is a front elevation view of another embodiment of the present invention, wherein a single telescoping “C” channel is employed to selectively interconnect the chock halves; and wherein a locking means is omitted for clarity; 
       FIG. 9  is a right elevation view of the embodiment of the present invention shown in  FIG. 8 ; 
       FIG. 10  is a front elevation view of yet another embodiment of the present invention, wherein the chock halves incorporate vertical extensions and thus are not necessarily required to use tethering means; 
       FIG. 11  is a front elevation view of still yet another embodiment of the present invention, wherein the chock halves incorporate fenders, and thus are not necessarily required to use tethering means; and 
       FIG. 12  is a front elevation of another embodiment of the present invention, wherein the chock halves incorporate fenders that capable of rotation in order to facilitate storage, and wherein one fender and the locking means are omitted for clarity. 
   

   It should be understood that the drawings are not necessarily to scale. In certain instances, details which are not necessary for an understanding of the invention or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the invention is not necessarily limited to the particular embodiments illustrated herein. 
   To assist in the understanding of the present invention the following list of components and associated numbering found in the drawings is provided herein: 
   
     
       
             
             
             
           
         
             
                 
                 
             
             
                 
               # 
               Component 
             
             
                 
                 
             
           
           
             
                 
               10 
               Locking Chock 
             
             
                 
               20 
               Forward Chock 
             
             
                 
               30 
               Rear Chock 
             
             
                 
               34 
               Ramp 
             
             
                 
               35 
               Inverted Ramp 
             
             
                 
               36 
               Large Diameter Tire 
             
             
                 
               38 
               Small Diameter Tire 
             
             
                 
               40 
               Wheel hub 
             
             
                 
               41 
               Channel apertures 
             
             
                 
               42 
               Lock 
             
             
                 
               46 
               Chain 
             
             
                 
               50 
               Strut 
             
             
                 
               55 
               Side locking “C” Channel 
             
             
                 
               57 
               Plate 
             
             
                 
               60 
               Vertical extensions 
             
             
                 
               64 
               Handle 
             
             
                 
               66 
               Fender 
             
             
                 
               67 
               Rod 
             
             
                 
               68 
               Back rest 
             
             
                 
               74 
               Axle 
             
             
                 
                 
             
           
        
       
     
   
   DETAILED DESCRIPTION 
   Referring now to  FIGS. 1 through 12 , a locking chock of the present invention is shown herein. More specifically, a wheel immobilization device  10  that is commonly employed on aircraft, is shown that consists of at least a forward chock  20 , a rear chock  30 , a lock  42 , and a flexible securing mechanism, such as a chain  46 . Once the aircraft is parked, a pilot or airport ground personnel, slide the forward chock  20  of the chock in front of a tire  36  on the aircraft. Next, the rear chock  30  is slid behind the tire  36  and selectively interconnected to the forward chock  20 . 
   Referring now to  FIGS. 1 through 7 , one embodiment of the present invention is shown herein. More specifically, a locking chock  10  that includes a forward chock  20  and a rear chock  30  that are adapted for selective interconnection is shown. Preferably, the half chocks  20  and  30  each include two opposing “C” channels interconnected by a ramp  34  that is adapted to interface with an aircraft tire  36 . The ramp  34  is adapted to fit the contour of the tire  36  such that it will be prevented from rolling. In addition, the ramp  34  is designed to fit different sized tires to prohibit movement. For example, a ramp  34  may be fashioned to restrain a 17 inch diameter tire  36  or a 13 inch diameter tire  38  that yields sufficient immobility in both situations. Furthermore, the ramp  34  is approximately the same width W as the tire to which it is adapted to be used. However, one skilled in the art will appreciate that the ramp  34  may be made adjustable in order to accommodate a plurality of tire widths. For example, the ramp may be made of at least two halves that are operably interconnected and thus adjustable. 
   Referring now to  FIGS. 3-7 , the “C” channels (hereinafter “channels”) of the locking chock is further described herein. The channels are designed to selectively interconnect by a telescoping connection. In one embodiment, the forward chock  20  has an overall height of H o , which is such that there is no interference between the chock and an aircraft&#39;s wheel hub  40  or any protruding aircraft mechanisms. The forward chock  20  has a inner-channel height of H m , which is substantially the same as the rear channel&#39;s  30  overall height. Therefore, the channel employed on one chock half is capable of a sliding, telescoping, interconnection with the channel on the other chock half. The channels are also equipped with a plurality of apertures  41  and/or slots that are adapted to receive a lock  42 . The forward  20  and rear  30  chocks of the locking chock  10  may be constructed from any rigid material, preferably aluminum, stainless steel, or a graphite impregnated composite. 
   Referring now to  FIGS. 8 and 9 , another embodiment of the present invention is shown herein. This embodiment preferably employs a forward chock  20  and a rear chock  30 . Each of the chocks  20  &amp;  30  generally include triangularly shaped chocks that are also equipped with at least one “C” channel  55 . The channels  55  are designed to selectively interconnect when the forward  20  and the rear  30  chock halves are selectively interconnected. A plate  57  interconnected to at least one chock will prevent a would-be thief from removing the apparatus by simply sliding the chock  10  transverse to the tire. Preferably, a chain  46  is interconnected to the plate  57  side of the chock  10  that is adapted to wrap around an aircraft strut  50  and interfacing with a lock  42  that is selectively interconnected to apertures in the locking channels  55 . 
   Referring now to  FIG. 10 , yet another embodiment of the present invention is shown, wherein the chock  10  is adapted to be used without a chain. The aforementioned chocks are preferably used in conjunction with a chain or other flexible securing means. However, it is often undesirable to use chains around aircraft. For example, most smaller planes employ exposed brakes and shocks that may be damaged if impacted by chains as the chock  10  is engaged and removed. One way to ensure aircraft security and prevent adverse effects of chains is to add vertical extensions  60  onto the forward  20  and rear  30  chocks. In one embodiment, the vertical extensions  60  employ inverted ramps  35  that abut against the tire  36  to prevent one from lifting the tire  36  out of a locked chock  10 . To accommodate larger diameter tires, the extensions  60  may incorporate an adjustment means, such as a telescoping mechanism. In addition, the forward  20  and rear  30  chock halves, in one embodiment, are equipped with handles  64  to aid in installation and removal of the apparatus. Finally, one skilled in the art will appreciate that an additional “C” channel may be added near the top of this embodiment to further secure the apparatus. Alternatively, a chain may be added to interconnect the upper halves together if chain damage is not a concern. 
   Referring now to  FIGS. 11-12 , still yet another embodiment of the present invention is shown herein. Similar to the embodiment described in  FIG. 10 , this embodiment does not require a tethering means, such as a chain. The chock  10  employs fenders  66  interconnected to the forward  20  and the rear  30  chock halves. The fenders  66  are capable of fitting around a substantial portion of the tire  36 , thereby preventing disengagement by simply lifting the tire  36  out of the chock  10 . In addition, the fenders  66  may be equipped with side walls  68  that prevent a would-be thief from tipping the chock  10  on it&#39;s side and slipping the tire  36  out from the top portion of the chock  10  and the fenders  66 . Alternatively, a chain may be added to tether the chock  10  to the aircraft  50  if chain damage is not a concern or if the aircraft  50  employs wheel covers. In another similar embodiment, the forward  20  and the rear  30  chock halves are equipped with handles or other transportation aids to facilitate installation and removal of the apparatus. In still yet another related embodiment, the fenders  66  are capable of selective interconnection to the chock halves  20  &amp;  30 . Removable fenders  66  will facilitate transportation and installation. In addition, one skilled in the art will appreciate that fenders  66 , either fixed or detachable, may easily be adapted to be used with a plurality of tire  36  diameters. 
   Referring now to  FIG. 12 , another embodiment of the present invention equipped with foldable fenders  66  to facilitate storage is shown herein. In order to decrease the vertical profile of the chock  10  the fenders  66  may be hingedly interconnected to the chock halves  20  &amp;  30 . Preferably, the fenders  66  are interconnected to a rod  67  that span between the channels of the respective chock halves  20  &amp;  30 . To deploy for use, the fenders  66  are rotated around the rods  67  until they contact back rests  68  that are interconnected to the chock halves  20  &amp;  30  between the respective channels. When not in use, the fenders  66  may be folded down within their respective chocks to decease the vertical profile of the entire assembly. The folded chock  10  will thus be adapted to more easily fit into a storage case or bag. 
   As mentioned above, some aircraft require a plurality of tires  36 , connected via an axle  74 , in order to accommodate larger payloads. One embodiment of the present invention employs a chock  10  equipped with a shortened channel that provides sufficient clearance from the axle  74 . Alternatively, a chock  10  may be constructed that is adapted to encompass the plurality of tires  36 . 
   Referring back now to  FIGS. 1-12 , the installation procedure of the locking chock  10  is described herein. Once an aircraft, or other wheeled vehicle is in the desired parking location, the forward chock  20  is wedged between the tire  36  of the aircraft and the parking surface. Next, the rear portion  30  is wedged behind the tire  36  and selectively interconnected with the forward chock  20 . Although, as described herein, the rear chock  30  slides into the forward chock  20 , one skilled in the art will appreciate that due to the symmetry of the chocks  20  and  30 , the “forward” and “rear” portions may be interchanged. The extent of the telescoping interconnection between the forward  20  and the rear  30  chocks will be dictated by the diameter of the tire  36 . Apertures  41  in the chock portions  20  &amp;  30  are then aligned. Finally a lock  42  is used to securely interconnect the two portions  20  &amp;  30  via the apertures  41 . Preferably, the chocks  20  &amp;  30  are equipped with at least two aperture patterns so that two locks are used for added security. In addition, one skilled in the art will appreciate that a locking mechanism may be integrated into the chock, which would prevent lock misplacement. Moreover, an integrated lock may be protected from theft attempts or damage within a portion of the chock. For example, automobile immobilization means such as the Denver Boot isolate and protect the locking means to prevent damage from disgruntled car owners. In one embodiment, a plastic encased chain  46  is used to tie the lock to the aircraft, or other vehicle, to prevent forceful disengagements of the locking chock  10  by lifting the tire out of the chock  10 . By adding a flexible securing means, the chock  10  will still be interconnected to the aircraft after the tire is lifted from the chock. Thus, taxiing would be difficult or impossible while dragging the still-attached chock  10 , for example. In a related embodiment of the invention, the flexible securing means includes at least two flexible straps or cables that are adapted to selectively interconnect to the landing gear of the aircraft. The straps also employ a plurality of apertures that are designed for selective locking interconnection to attachment locations on the chock, thereby providing a snug fit between the chock and the tire. The straps are preferably constructed of vulcanized rubber, or alternatively employ stiffening members, such as steel belts that make them difficult to cut. 
   Removal of a locking chock  10  would simply entail disengagement of the lock  42 , removal of the chain  46 , and separation of the forward  20  and the rear  30  chocks. The chock  10  is easily stowed in the aircraft, or alternatively left in a designated area at the airport for others to use. 
   While various embodiment of the present invention have been described in detail, it is apparent that modifications and alterations of those embodiments will occur to those skilled in the art. However, it is to be expressly understood that such modifications and alterations are within the scope and spirit of the present invention, as set forth in the following claims.

Technology Classification (CPC): 1