Patent Description:
Wheels chocks are devices that can be positioned immediately next to a wheel of a parked land vehicle so as to act as an obstacle in the event of an unauthorized or accidental departure attempt. This event can happen as a result, for instance, of an error or a miscommunication, or because someone is trying to steal the vehicle. Many other situations exist, including ones where the vehicle movements are caused by other factors, such as trailer creep where the motion of a lift truck entering and exiting the semi-trailer can cause separation between the vehicle and the dock leveler, or gravity acting on the vehicle when parked on a sloping surface, to name just a few. Wheel chocks can also be used to create an obstacle in an arrival direction to prevent an arrival attempt, and some wheel chocks can be designed to work in two opposite directions. Other situations are possible as well.

Various wheel chocks and restraint systems have been suggested over the years. Examples can be found, for instance, in <CIT> and <CIT>. The underside of wheel chocks often includes a plurality of teeth or other kinds of blocking elements engaging corresponding blocking elements or other features provided on ground-anchored base plates over which these wheel chocks can be set.

While many of the existing wheel chocks and restraint systems have been very useful and relatively effective, there is always room for further improvements in this area of technology.

In some aspects, the present invention provides a wheel chock having a longitudinal extension, a wheel chock restraint system, and a method of securing a wheel chock on a base plate as described herein.

According to a broad aspect of the present invention, a wheel chock is provided, comprising a substantially rigid main body configured to engage a wheel tire of a vehicle to prevent movement of a vehicle wheel, the main body having a sloped top wheel-facing side configured to receive in overlay and abutment the wheel tire, the main body having a base comprising an underside with a first plurality of downwardly projecting teeth elements configured to releasably engage a corresponding ground-anchored retention plate having protrusions, such as ribs, ridges or the like, for engagement with the teeth elements and, in use, to resist movement of the wheel chock and vehicle wheel once the teeth are engaged on the retention plate and as the wheel tire applies pressure to the top wheel-facing side of the main body, the main body being further provided with at least one extension member extending from the base and longitudinally from the main body, the at least one extension member being configured, in use, to lie adjacent to at least a portion of a side wall of the wheel tire, the at least one extension member further comprising a second plurality of teeth elements also configured to releasably engage the corresponding ground-anchored retention plate having protrusions for engagement with the teeth elements and to further resist movement of the wheel chock and vehicle wheel.

According to another broad aspect of the present invention, a wheel chock restraint system is provided, comprising a wheel chock as described herein, and a corresponding ground-anchored base plate configured to be disposed under a wheel tire and under the wheel chock, and configured to mechanically engage the teeth elements of the wheel chock.

In some embodiments, the wheel chock further comprises a wheel tire-engaging resilient spacer. In some embodiments, the wheel chock further comprises a wheel tire-engaging bulge, the bulge protruding from an upper portion of the main body and configured to engage a portion of the wheel tire. In some embodiments, the main body is monolithic.

In some embodiments the at least one extension member extends along at least a portion of a side of the main body. In some embodiments, the at least one extension member is formed integrally with the main body. In some embodiments, the at least one extension member is coupled to the main body. In some embodiments, each of the at least one extension member is pivotably coupled to said main body.

In some embodiments, the ground-anchored base plate comprises heating means sufficient to melt snow or ice. In some embodiments, the ground-anchored base plate is configured to be removably anchored to the ground.

In some embodiments, the wheel chock restraint system comprises a plurality of ground-anchored base plates.

In some embodiments, the wheel chock restraint system further comprises spring-assisted means configured to move the wheel chock into and out of engagement position on the ground-anchored base plate. In some embodiments, the spring-assisted means is a retractable arm. In some embodiments, the retractable arm is motorized.

Details on the different aspects of the proposed concept and on various possible combinations of technical characteristics or features will become apparent in light of the following detailed description and the appended figures.

<FIG> is a semi-schematic side view illustrating an example of a wheel chock <NUM> located in front of a wheel <NUM> of a generic land vehicle <NUM>. The wheel chock <NUM> is positioned for preventing the vehicle <NUM> from moving away in the event of an unauthorized or accidental departure attempt. The wheel chock <NUM> creates an obstacle to be removed only at the appropriate moment, for instance by the driver of the vehicle <NUM> or using an automatic positioning arrangement or another kind mechanism, when the vehicle <NUM> is authorized to leave. It is otherwise left in position.

Wheel chocks can also be used to create an obstacle in an arrival direction to prevent an arrival attempt. It should be noted that terms such as "departure attempt" and "moving away" are often used in the interest of brevity, and these terms are not excluding the possibility of using of wheel chocks for preventing vehicles from moving into position in the event of an unauthorized or accidental arrival attempt. Nevertheless, for the sake of uniformity, the generic term "maneuver attempt" will be now used.

The vehicle <NUM> depicted in <FIG> is a semi-trailer and only the rear portion is schematically illustrated. A semi-trailer is designed to be hauled by a truck tractor, but this is only one among a multitude of possibilities. Among other things, the wheel chock <NUM> can be used with other kinds of vehicles, including vehicles that are not semi-trailers and even vehicles completely unrelated to the transport industry. Other variants are possible as well.

In <FIG>, the vehicle <NUM> has a tandem axle arrangement located at the rear of the vehicle <NUM>, and the wheel chock <NUM> is positioned within an intervening space between the wheel <NUM> of the rearmost axle and an adjacent wheel <NUM>' on the other axle that is immediately in front of the wheel <NUM>. These wheels <NUM>, <NUM>' are non-driving wheels in the example. Other configurations and arrangements are possible. Among other things, the wheel chock <NUM> can be positioned elsewhere and does not necessarily need to be placed next to a wheel at the rear of a vehicle. The wheel chock <NUM> can also cooperate with a wheel that is not part of a tandem axle arrangement. Truck tractors with large engines can generate a very considerable torque, and while wheel chocks often work more efficiently with non-driving wheels since driving wheels are more likely to generate an uplifting force when the traction conditions are optimal and then roll over or otherwise overrun a wheel chock in the event of an unauthorized or accidental maneuver attempt, the wheel chock <NUM> can still be used to block a driving wheel if this is found to be appropriate for the intended purpose or for other reasons. Other variants are possible as well.

Many vehicles, like the semi-trailer of the example shown in <FIG>, can have a dual wheel arrangement where two wheels are positioned side-by-side at each end of each axle. In this case, the word "wheel" used in the context of the wheel chock <NUM> refers to the exterior wheel and/or the interior wheel at the end of the corresponding axle, depending on where the wheel chock <NUM> is positioned. Most implementations will have the wheel chock <NUM> facing only the exterior wheel because it is generally easier to access from the side of the vehicle <NUM>. However, the wheel chock <NUM> can also be placed simultaneously in front of the two side-by-side wheels in some situations, or even only in front of the interior wheel in others. The word "wheel", even in a singular form, means either only one of the side-by-side wheels or both side-by-side wheels simultaneously in the context of a dual wheel arrangement. Other configurations and arrangements are possible. Among other things, the wheel chock <NUM> can be used with a wheel that is not part of a dual wheel arrangement. Some wheel arrangements may include more than two juxtaposed wheels at each end of a same axle, and the preceding remark also applies to this situation. Other variants are possible as well.

The wheel chock <NUM> in the example shown in <FIG> is designed to cooperate with a ground-anchored base plate <NUM>. The base plate <NUM> is generally a relatively flat structure anchored to the ground <NUM> that does not create a significant obstruction to movements or to other operations occurring at the location where it is installed. The wheel chock <NUM> and the base plate <NUM> are part of a wheel chock restraint system <NUM>. This wheel chock restraint system <NUM> is designed so that a latching engagement can be established between the wheel chock <NUM> and the base plate <NUM> simply by putting the wheel chock <NUM> at the right place on the base plate <NUM> without having to use removable mechanical fasteners, for instance as bolts or the like. The latching engagement allows the wheel chock <NUM> to be in a wheel-blocking position so as to prevent the vehicle <NUM> from moving in at least one direction. The wheel chock <NUM> prevents the vehicle <NUM> from moving in the direction that corresponds to the longitudinal axis <NUM> in the illustrated example. The base plate <NUM>, among other things, prevents the wheel chock <NUM> from being pushed away over a significant distance in the event of an unauthorized or accidental maneuver attempt. Other configurations and arrangements are possible. Among other things, the base plate <NUM> can be replaced by another feature or even be omitted from the restraint system <NUM> in some implementations. While the wheel chock <NUM> and the base plate <NUM> can be designed to function without using removable mechanical fasteners to hold the wheel chock <NUM> in position, removable mechanical fasteners could nevertheless be employed in some specialized implementations. Other variants are possible as well.

The illustrated wheel chock <NUM> has an overall wheel chock height, an overall wheel chock length, and an overall wheel chock width. The wheel chock height is the vertical dimension that is generally perpendicular to the top surface of the base plate <NUM>. The wheel chock length is the horizontal dimension that is generally parallel to the longitudinal axis <NUM>, and the wheel chock width is the horizontal transversal dimension that is perpendicular to the longitudinal axis <NUM>. The direction of motion may not always be the forward travel direction of the vehicle <NUM> in all situations, and the wheel chock <NUM> can also be positioned and/or configured to prevent it from moving in its rearward travel direction. The terms "front" and "rear" are also contextual. For instance, the front side of the wheel chock <NUM> can be facing the front side of the wheel <NUM> of the vehicle <NUM>.

The vehicle <NUM> in the example of <FIG> is shown as being parked at a loading dock <NUM> and its rear side is adjacent to a wall <NUM> located at a bottom end of the loading dock <NUM>. The rear bumper of the vehicle <NUM> can rest against one or more cushions <NUM> provided on the wall <NUM>, as shown schematically in <FIG>. The wall <NUM> can be part of a commercial building, for instance a warehouse, a distribution center, or the like. Other configurations and arrangements are possible. Among other things, while the term "loading dock" generally refers to areas where freight or other kinds of payload can be loaded or unloaded in vehicles, this term is used herein essentially for the sake of simplicity. Loading docks are not the only locations where wheel chocks can be used. For instance, wheel chocks can be used in parking lots or areas, at truck stops, etc. The term "ground" refers generally to the top surface of the loading dock <NUM> or of any other location where the restraint system <NUM> is provided, whether this location is indoors or outdoors. The ground <NUM> can have a relatively flat and horizontal top surface, as shown, but this top surface can also be slopped and/or irregular on at least a portion thereof. It is not necessarily a paved surface and in the case of an indoor location, it can refer to the floor. The wheel <NUM> of the vehicle <NUM> can rest over the top surface of the base plate <NUM> and/or over the top surface of the ground <NUM> when the vehicle <NUM> is parked or when the wheel <NUM> pushes on the wheel chock <NUM>. For the sake of simplicity, the generic term "ground surface" will be used to cover all possibilities. Other variants are possible as well.

The vehicle <NUM> illustrated in <FIG> includes a cargo compartment <NUM>. Access into the cargo compartment <NUM> can be made, for instance, using a rear door provided on the vehicle <NUM>. This rear door will generally be in registry with a corresponding dock door <NUM> when the vehicle <NUM> is parked at the end of the loading dock <NUM>. The dock door <NUM> allows an opening provided through the wall <NUM> to be selectively closed and opened. The floor <NUM> inside the cargo compartment <NUM> and the floor <NUM> in front of the dock door <NUM> are shown being at the same height or at a similar height. A ramp or dock leveler (not shown) can otherwise be used between both floors <NUM>, <NUM> if the height difference is too important for allowing a person or equipment, such as a lift truck or the like, to load and/or unload the cargo inside the cargo compartment <NUM> of the vehicle <NUM>. Other configurations and arrangements are possible. Among other things, the vehicle <NUM> may not include a rear door and/or it can be designed differently in some implementations. The loading dock <NUM> can also be designed differently. Other variants are possible as well.

The illustrated base plate <NUM> includes a plurality of blocking elements <NUM> which may be ridges, ribs, protrusions or the like and may be transversally disposed thereon. These blocking elements <NUM> can also be seen in <FIG> and <FIG>. <FIG> is an enlarged side view of some of the parts in <FIG>, and <FIG> is a front isometric view illustrating only a wheel chock <NUM> and a base plate <NUM> similar to the ones shown in <FIG>.

The blocking elements <NUM>, also sometimes referred to as teeth or stoppers, can be in the form of transversally disposed rectilinear bars or rods projecting above the top side of corresponding main plate members <NUM>, and each blocking element <NUM> can extend uninterruptedly across the width of the base plate <NUM>, as shown. Each illustrated blocking element <NUM> has two opposite slanted flat surfaces, one at the front and one at the rear. The blocking elements <NUM> are spaced apart from one another along the longitudinal axis <NUM>, for instance regularly spaced individually or in pairs. Other configurations and arrangements are possible. Among other things, each blocking element <NUM> or at least some of them can be designed differently, for instance, be in the form of two or more spaced apart segments instead of extending uninterruptedly across the width of the base plate <NUM>. The lateral surfaces of the blocking elements <NUM> can also be designed completely differently in some implementations. The blocking elements <NUM> can be in the form of holes, for instance holes made through the main plate members <NUM>. Other variants are possible as well.

The blocking elements <NUM> and the main plate members <NUM> can be made of a metallic material, such as aluminum, steel, or alloys thereof. For instance, the main plate members <NUM> can be sturdy flat metal sheets having a rectangular shape, and the blocking elements <NUM> can be rigidly attached to the main plate members <NUM> by welding. Among other things, the main plate members <NUM> can include a plurality of transversally extending slots so that the bottom side of each blocking element <NUM> can be inserted in a corresponding one of these slots and then welded from the underside of the main plate members <NUM> when the base plate <NUM> is manufactured. This method can leave the junctions between the blocking elements <NUM> and the top surface of the main plate members <NUM> substantially free of welding cords. Other configurations and arrangements are possible. Among other things, nonmetallic materials can be used in some implementations. The blocking elements <NUM> can be rigidly attached to the main plate members <NUM> without using slots, for instance be welded from the top side. Other manufacturing methods and processes are also possible, including ones not involving welding. The main plate members <NUM> can have non-rectangular shapes and/or not be in the form of flat sheets in some implementations. Other variants are possible as well.

The base plate <NUM> has an elongated and substantially rectangular overall shape in the illustrated example. It extends linearly along the longitudinal axis <NUM>. The base plate <NUM> can be made much longer than required and this can allow the wheel chock <NUM> to be placed at many different longitudinal positions to accommodate vehicles of different sizes and wheel layouts. Having these numerous possible positions for the wheel chock <NUM> can be very useful to maximize the versatility of the wheel chock restraint system <NUM>. The base plate <NUM> can be manufactured in small sections to be assembled on site, each section corresponding, for instance, to a main plate member <NUM> with a number of blocking elements <NUM> or other features. Such modular design can be convenient for customizing the length of the base plate <NUM> by simply using the corresponding number of sections for each site. Each section can include a plurality of spaced-apart holes around the periphery of the main plate members <NUM> for receiving the fasteners, for instance using bolts or any other kinds of mechanical fasteners to anchor them to the ground <NUM>. The modular design can also decrease manufacturing costs, as well as costs related to storage, transportation, handling, and installation of the base plate <NUM>. Other configurations and arrangements are possible. Among other things, in some implementations, the base plate <NUM> can be designed to only provide a very limited number of possible positions, or even only a single position. Some or even all the sections of the base plate <NUM> can be spaced apart from one another instead of being juxtaposed end to end, and these sections or groups of sections do not necessarily need to be in registry with one another with reference to the longitudinal axis <NUM> to be considered as being part of a same base plate. Manufacturing the base plate <NUM> as a single monolithic element still remains a possible option. The base plate <NUM> can be anchored to the ground <NUM> without using mechanical fasteners such as bolts or the like. Other variants are possible as well.

As shown in <FIG>, the wheel <NUM> can include a rigid rim <NUM> at the center, for instance one made of a metallic material, and a tire <NUM> that is mounted around the rim <NUM>. The rim <NUM> can be bolted or be otherwise removably attached to a rotating element at the end of a corresponding axle of the vehicle <NUM>. The tire <NUM> can be made of a resilient material, for instance a material including rubber or the like, and can be a gas-inflated pneumatic tire filled with a gas under pressure, for instance pressurized air. Other configurations and arrangements are possible. Among other things, some tires can be designed without having a gas-inflated interior, and the wheel <NUM> may not necessarily include a tire or a resilient material in some implementations. For instance, the wheel <NUM> could be made entirely of a rigid material. Other variants are possible as well.

The illustrated tire <NUM> includes two opposite sidewalls <NUM>, one being on the exterior side (<FIG>) and the other on the interior side. It also includes a circumferentially disposed tire tread <NUM>. The tire tread <NUM> is essentially the part of the tire <NUM> engaging the ground surface. Even when the cargo compartment <NUM> is empty, the contact area between the tire tread <NUM> and the ground surface is relatively flat, and the tire tread <NUM> is thus not entirely circular. The size of the contact area, however, can significantly increase during the loading process when the vehicle <NUM> is a semi-trailer or another kind of vehicle that can transport a heavy payload. Pneumatic tires for semi-trailers are often pressurized at a relatively high pressure, for instance, about <NUM> psi (<NUM> kPa), but the size of the contact area may still noticeably increase because semi-trailers are often designed to carry heavy payloads that can be several times the weight of the empty vehicle. For the sake of simplicity, the tire tread <NUM> can be considered to be in an undeformed state when the cargo compartment <NUM> is empty, and <FIG> illustrates the tire tread <NUM> being essentially circular for this reason.

An increase in size of the contact area during the loading process can occur during the loading process, for instance when a payload is loaded into an empty cargo compartment <NUM>. The front end of the wheel chock <NUM> is generally placed relatively close to the tire tread <NUM>, and this could cause this front end to become stuck underneath the wheel <NUM> if the contact area increased to a point where it now overlaps this part of the wheel chock <NUM>. This overlapping can prevent the wheel chock <NUM> from being removed using an automatic positioning arrangement or even by hand. In some situations, if the vehicle <NUM> cannot be backed up just enough to free the wheel chock <NUM>, for instance because the vehicle <NUM> is already at the very end of the loading dock <NUM>, it may be necessary to remove at least some of the payload from the cargo compartment <NUM>. This situation is highly undesirable since it will create delays and additional work, among other things. A resilient spacer (not shown) can be useful to help users keep an optimum distance between the wheel <NUM> and the wheel chock <NUM> when it is set in position over the base plate <NUM>. The resilient spacer can be made, for instance, of rubber or of another flexible material, and can project at an oblique angle at the front of the wheel chock <NUM>. Other configurations and arrangements are possible. Among other things, the spacer can be designed differently in some implementations and it may also be omitted in others. Other variants are possible as well.

The wheel chock <NUM> includes a main body <NUM>. The main body <NUM> is the supporting rigid structure of the wheel chock <NUM>. It includes a reinforced framework having the structural strength to resist the forces applied on the wheel chock <NUM> in the event of an unauthorized or accidental maneuver attempt. It is an assembly of various strong rigid parts, for instance parts made of a metallic material such as aluminum, steel, or alloys thereof, that can be welded or otherwise rigidly attached to form the main body <NUM>. It is often constructed as an open structure to save weight. The main body <NUM> of the illustrated wheel chock <NUM> has a monolithic construction, thus no moving or easily detachable part once it is fully assembled, for improving strength and for minimizing the manufacturing costs. Additional components can be added to the main body <NUM>, if desired and/or required, but in general, a monolithic main body does not require any movable parts to cooperate with the base plate <NUM>. Other configurations and arrangements are possible. Among other things, the main body <NUM> can still have a construction that is not monolithic or entirely monolithic in some implementations. Other materials or combination of materials can be used in the construction of the main body <NUM>. Other variants are possible as well.

In the illustrated example, the main body <NUM> includes two spaced-apart main side members <NUM>. The side members <NUM> are in the form of substantially vertically extending plates that are rigidly connected together using an intervening substructure, which substructure can include a plurality of transversal plate members <NUM>, as shown. The side members <NUM> form the exterior and interior walls of the main body <NUM> of the wheel chock <NUM>. Other configurations and arrangements are possible. Among other things, the main body <NUM> does not necessarily need to be sized and shaped as shown and/or described in all implementations. The various components can also be designed, positioned and/or attached differently. Other variants are possible as well.

As best shown in <FIG> and <FIG>, blocking elements, referred to hereafter as "teeth <NUM>", are provided on the underside of the main body <NUM> of the wheel chock <NUM>. They are designed to cooperate with the blocking elements <NUM> on the base plate <NUM> when the wheel chock <NUM> is set and oriented parallel to the longitudinal axis <NUM>. Each tooth <NUM> can be formed by the surfaces and/or edges of two or more transversally spaced-apart corresponding subparts forming a row in the transversal direction, these subparts being for instance added features and/or remnants between successive cutouts machined along the bottom of each side member <NUM>. Some of the teeth <NUM> can also include and/or be formed by other elements, for instance transversally extending reinforcing flanges or blades <NUM> (<FIG>) spanning between two corresponding subparts within the same row. Other configurations and arrangements are possible. Among other things, the wheel chock <NUM> can be designed differently and at least some of the teeth <NUM> can be formed using added subparts or elements instead of cutouts. The wheel chock <NUM> can include blocking elements that are not teeth in some implementations, and at least some of the blocking elements could even be omitted entirely in others. Other variants are possible as well.

In the illustrated example, the blocking elements <NUM> of the base plate <NUM> include opposite inclined lateral surfaces, and the subparts and/or the other elements of each tooth <NUM> under the wheel chock <NUM> include a slanted surface or edge configured and disposed to engage or fit under a corresponding one of these inclined lateral surfaces, in particular ones that are generally facing downwards when the wheel chock <NUM> is in a wheel-blocking position. At least some of the teeth <NUM> can include sharp edges at their free end in some implementations. These sharp edges can be useful for instance in cold weather conditions when the base plate <NUM> has some ice or snow thereon. The edges can pierce through a layer of ice or packed snow to reach the blocking elements <NUM>. Other configurations and arrangements are possible. Among other things, the blocking elements <NUM> of the base plate <NUM> can be designed without having one or more inclined lateral surface. For instance, the teeth <NUM> could be configured and disposed to extend under a bottom edge of the blocking elements <NUM> so as to resist upward vertical forces. The sharp edges can be omitted in some implementations. Other variants are possible as well.

The longitudinal distance between two successive teeth <NUM> under the wheel chock <NUM> can be subdivided into a fraction of the longitudinal distance between two successive blocking elements <NUM> on the base plate <NUM>. This allows the position of the wheel chock <NUM> on the base plate <NUM> to be adjusted by increments that are smaller than the longitudinal distance between two successive blocking elements <NUM>, thereby providing a greater flexibility in the adjustment of the position of the wheel chock <NUM> with reference to the wheel <NUM>. For instance, the spacing between each tooth <NUM> under the illustrated wheel chock <NUM> corresponds approximately to one third of the spacing between two successive blocking elements <NUM>. Still, the longitudinal distance between two successive teeth <NUM> can be made slightly smaller, for instance about <NUM> or <NUM> smaller. The wheel chock <NUM>, however, is designed so that this narrower tooth spacing does not create any mismatch between the blocking elements <NUM> and the underside of the main body <NUM>. The offset spacing is a feature that can be useful to prioritize the frontmost engagement between a tooth <NUM> and a corresponding blocking element <NUM>, leaving the other adjacent sets slightly away from one another. Among other things, it mitigates the likelihood of inadvertently creating a pivot point at the backmost engagement between a tooth <NUM> and a blocking element <NUM>, which pivot point can increase the risks of tipping when the wheel chock <NUM> is subjected to a significant force during an unauthorized or accidental maneuver attempt. Other configurations and arrangements are possible. Among other things, while having a spacing between successive teeth <NUM> that is a fraction of the spacing between two successive blocking elements <NUM> and/or having a slightly narrower overall spacing for the teeth <NUM> can generally be desirable, it is possible to omit one or even both of these features in some implementations. Other variants are also possible as well.

The wheel chock <NUM> includes a wheel-facing side <NUM>, and this wheel-facing side <NUM> can be greatly recessed so as to provide a tire deformation cavity <NUM>. The tire deformation cavity <NUM> can have a generally curved profile to follow the circular shape of the wheel <NUM>, as shown for instance in <FIG>. The tire deformation cavity <NUM> can also be located immediately below a wheel-engaging bulge <NUM> projecting outwardly towards the front at a top end of the wheel-facing side <NUM>. This wheel-engaging bulge <NUM> can be made integral with the main body <NUM>. It provides the main engagement point, hereafter called the bulge engagement point <NUM>, on which the tire <NUM> of the wheel <NUM> will initially exert its pressing force at the top of the wheel chock <NUM> in the event of an unauthorized or accidental maneuver attempt. The main purpose of the tire deformation cavity <NUM> is to capture as much volume as possible of the tire tread <NUM> below the wheel-engaging bulge <NUM> when the wheel <NUM> is urged forcefully against the wheel chock <NUM>. Other configurations and arrangements are possible. Among other things, the wheel-engaging bulge <NUM> could be replaced by another feature in some implementations. It is also possible to design the wheel chock <NUM> without a bulge or a similar feature, or with a bulge having a completely different configuration or purpose. For instance, the bulge can be used as a base for a horizontal lateral bar that projects transversally on the side of the wheel chock <NUM>. This configuration can be useful when there is not enough space to position an entire wheel chock directly in front of a wheel. Other variants are possible as well.

The illustrated wheel-engaging bulge <NUM> has a non-puncturing shape to prevent the tire <NUM> from being punctured or be otherwise damaged. It can include a smooth and continuous rounded convex surface extending transversally, as shown. When viewed from the side, the wheel-engaging bulge <NUM> has a profile that can include a top surface portion and a bottom surface portion, and the approximate medial line at the boundary between these top and bottom surface portions is approximately where the bulge engagement point <NUM> is located. Other configurations and arrangements are possible. Among other things, other shapes and designs are also possible. For instance, the wheel-engaging bulge <NUM> can be designed differently. Other variants are possible as well.

The front end of the main body <NUM> includes an upper front edge <NUM> extending transversally along a top plate <NUM> (<FIG>). This top plate <NUM> has an upper surface that is configured and disposed to be engaged by the tire tread <NUM> if the wheel <NUM> moves against the wheel chock <NUM> or if the contact area significantly increases in size during the loading process.

The upper front edge <NUM> is relatively deep within the space between the tire tread <NUM> and the ground surface. Other configurations and arrangements are possible. Among other things, the front end of the main body <NUM> can be designed differently in some implementations, including without a top plate <NUM>. Other variants are possible as well.

<FIG> shows that in the illustrated example, the horizontal distance A between the tire tread <NUM> and the bulge engagement point <NUM> is slightly smaller than the horizontal distance B between the tire tread <NUM> and the upper front edge <NUM> of the wheel chock <NUM>. This can be useful because in the event of an unauthorized or accidental maneuver attempt, the wheel <NUM> can then exert a vertical downward force on the wheel chock <NUM> at least just before it contacts the bulge engagement point <NUM>. For instance, the wheel chock <NUM> could have been simply put on a base plate <NUM> on which there is a layer of ice or packed snow preventing them from fully engaging one another. The local weight applied on the top plate <NUM> is only a small fraction of the total weight of the vehicle <NUM> but it is often sufficient to pierce or otherwise break a layer of ice or packed snow. A similar situation can occur when there is sand or small debris of some sort on the base plate <NUM>. Other configurations and arrangements are possible. Among other things, the wheel chock <NUM> can be designed differently in some implementations, including having the horizontal distance B smaller than the horizontal distance A. Other variants are possible as well.

<FIG> further shows the horizontal distance C between the bulge engagement point <NUM> and the location of the frontmost engagement between a blocking element <NUM> and a corresponding one of the teeth <NUM>. It also shows the vertical distance D between the bulge engagement point <NUM> and the ground surface, which is the top surface of the base plate <NUM> in <FIG> since the wheel <NUM> rests on the base plate <NUM>. The horizontal distance E is between the rearmost end of the wheel chock <NUM> engaging the ground surface, and the location of the frontmost engagement between a blocking element <NUM> and a corresponding one of the teeth <NUM>. The horizontal distance F is between the upper front edge <NUM> and the bulge engagement point <NUM>. The vertical distance G is between the upper front edge <NUM> and the ground surface. R is the radius of the wheel <NUM> in an undeformed state.

In general, a wheel chock having a minimum C/D ratio of <NUM>, and a minimum E/D ratio of <NUM> will perform much better. Increasing at least one of these ratios is generally desirable, but this can be very challenging because changing one dimension can affect another ratio and/or other factors or parameter, such as the overall weight, the manufacturing costs, the maximum force it can withstand, etc. For instance, increasing the size of a wheel chock will generally increase the overall weight, and there is almost always a maximum chock weight beyond which the wheel chock <NUM> will be considered too heavy to be handled by most operators. There are also other aspects or goals that those skilled in the art may want to consider when designing a wheel chock, such as a minimum D/R ratio of <NUM> to mitigate the risks of having the wheel <NUM> rolling over the wheel chock <NUM>. On the other hand, simply making the wheel chock taller to improve the D/R ratio can cause the C/D ratio to fall under <NUM>, and this may not be desirable. Designing a relatively small and lightweight wheel chock having a very high rollover resistance and a very high-tipping resistance is often not easy.

It should be noted that the specified ratios and/or factors can be different in some implementations. Other parameters and/or combinations of parameters can be considered. Other variants are possible as well.

If desired, the base plate <NUM> can include a peripheral slanted rim (not shown) to smooth the edges of the base plate <NUM>. The peripheral rim can also be useful to protect the blocking elements <NUM> when snow removal operations or similar tasks are conducted. The peripheral rim can include longitudinal and/or transversal rim portions on each section. These rim portions can be welded or otherwise attached on each main plate member <NUM> during manufacturing and/or during installation. Other configurations and arrangements are possible. Among other things, the peripheral rim can be designed differently in some implementations, and it can also be entirely omitted in others. Other variants are possible as well.

If desired, the base plate <NUM> can be provided with a heating system (not shown) capable of melting ice and snow in cold weather conditions. This heating system can be for instance in the form of a heated mat, or include electrical wires or pipes with a heating fluid provided within a substructure buried in the ground <NUM> right under the base plate <NUM>. Other configurations and arrangements are possible. Among other things, the heating system can be designed differently in some implementations, and can be omitted in others. Other variants are possible as well.

If desired, the wheel chock <NUM> can be connected to an articulated spring-assisted arm in some implementations. Various articulated spring-assisted devices have also been suggested over the years for use with wheel chocks. Examples can be found, for instance, in <CIT>, <CIT>, and <CIT>, as well as in <CIT>. An articulated spring-assisted device often includes, among other things, an arm assembly having a proximal arm, a distal arm, and a springloaded mechanism. Such devices can counterbalance at least part of the weight of a wheel chock connected at their free end, thereby helping an operator in positioning the wheel chock on a base plate. The operator may be, for instance, the driver of the vehicle or someone working at the site. An articulated spring-assisted device may also be designed to bring back the wheel chock automatically towards a storage position when the vehicle is authorized to depart, and the wheel chock is removed from the base plate. Bringing wheel chocks back automatically can be desirable because some operators simply put a standalone wheel chock on the side of its base plate and omit or forget to bring it back by hand to the proper storage position where it will be out of the way of pedestrians and vehicles. Other configurations and arrangements are possible. Among other things, articulated spring-assisted devices can be designed differently in some implementations. They can be omitted in others. Various other handling arrangements are also possible, including a handle provided on the wheel chock itself, carts having wheels, etc. Other variants are possible as well.

<FIG> is a rear isometric view illustrating an example of a wheel chock <NUM> having a longitudinal extension <NUM> in accordance with the proposed concept. This extension <NUM> is provided along the bottom of the wheel chock <NUM> and includes, among other things, a portion <NUM> protruding beyond the front end of the main body <NUM> in a direction that is generally parallel to the longitudinal axis <NUM>. It also includes a base portion <NUM> that is laterally adjacent to the bottom of the main body <NUM>. The protruding portion <NUM> can define a marginally downward angle with reference to its base portion <NUM>, and it can also decrease in height towards the free end thereof, as shown. Most of the parts of the extension <NUM>, if not all of them, are made of a strong rigid material, such as a metallic material. Other configurations and arrangements are possible. Among other things, the protruding portion <NUM> and the base portion <NUM> of the extension <NUM> can be designed differently in some implementations. The extension <NUM> can include one or more nonmetallic materials. While the wheel chock <NUM> in <FIG> and the ones shown in other figures are essentially configured for use on one side (e.g., the left side) of the vehicle <NUM>, the ones for use on the opposite side (e.g., the right side) of the vehicle <NUM> will generally be substantially mirror symmetrical to those illustrated. They are not separately illustrated only for the sake of brevity. Other variants are possible as well.

In use, the wheel chock <NUM> can be positioned so that the protruding portion <NUM> of the extension <NUM> extends along the tire sidewall <NUM> of the corresponding wheel <NUM> over a relatively long distance. This allows the wheel chock <NUM> to engage one or more blocking elements <NUM> located beyond the front end of the main body <NUM>, which is something that was not previously possible because of inherent physical limitations. The presence of the extension <NUM> increases the efficiency of the wheel chock <NUM> by increasing the horizontal distance between the bulge engagement point <NUM> and the location of the frontmost engagement between a blocking element <NUM> and a corresponding one of the teeth <NUM>. This dimension is the equivalent of horizontal distance C in <FIG>.

While moving the frontmost engagement between a blocking element <NUM> and a tooth <NUM> further away from the bulge engagement point <NUM> is a very desirable feature, the extension <NUM> can also be useful for other reasons. Among other things, it can give more flexibility to designers and even allow the main body <NUM> of the wheel chock <NUM> to have a shorter front end without significantly decreasing its efficiency. Having a shorter front end, for instance one that is shorter of the equivalent of one tooth <NUM>, could be a desirable feature in some implementations to mitigate the risks of having the wheel chock <NUM> completely stuck under the tire <NUM> after a significant increase of the vehicle weight. This can be particularly useful for a wheel chock restraint system that includes an arrangement for automatically positioning and removing the wheel chock <NUM> on the base plate <NUM>. With the extension <NUM>, the front end of the main body <NUM> can be made shorter for the sake of simplicity. A shorter front end also keeps the wheel <NUM> on the ground surface, thereby preventing the vertical distance D in <FIG> from decreasing. This vertical distance D decreases slightly when the wheel <NUM> rolls over the top plate <NUM> (<FIG>) since its upper surface is vertically above the ground surface. Even a small decrease can be enough to overcome the wheel chock <NUM> if there is a very intense and powerful maneuver attempt. A shorter front end, however, may prevent the local weight of the vehicle <NUM> to push the wheel chock <NUM> through a layer of ice or packed snow, for instance, but this can be mitigated by using heaters or other systems to melt the ice or snow on the base plate <NUM>. This may also not be necessary in regions where the climate is not prone to the accumulation of ice or snow, or when a wheel chock restraint system is installed indoors. Other configurations and arrangements are possible. Among other things, the front end of the main body <NUM> can be made shorter for other reasons, and an automatic positioning arrangement can be implemented without necessarily having a shorter front end. Other variants are possible as well.

It will be understood that the use of a wheel chock as described herein is particularly advantageous in regions experiencing icy or snowy weather. The front end of the wheel chock <NUM> may be configured to receive at least a portion of the wheel <NUM>, such that the wheel <NUM> exerts a local weight on the wheel chock <NUM>, causing the teeth <NUM> to pierce through the snow or ice. As stated above, this may reduce the effective height of the wheel chock <NUM>. Providing an extension <NUM> increases the force resistance of wheel chock <NUM>. Accordingly, the height of the wheel chock <NUM> used in icy or snowy conditions may be increased without deleteriously affecting its tipping resistance, thus restoring the effective height needed for optimal operation of the wheel chock <NUM>.

<FIG> is a front isometric view of the wheel chock <NUM> in <FIG>, and <FIG> is a side view thereof. As can be seen, the front end of one of the side members <NUM>, namely the one on the exterior side, includes an elongated front section. The exterior side member <NUM> is then significantly longer compared to the interior one of the illustrated wheel chock <NUM>. This elongated front section forms a part of the extension <NUM>. The extension <NUM> also includes a lateral member <NUM> disposed substantially parallel next to the bottom of the exterior side member <NUM>. The lateral member <NUM> can be rigidly attached to the exterior side member <NUM> using an intervening substructure, for instance one including a plurality of transversally extending brackets <NUM> (see also <FIG>) spanning at various spaced apart locations along the extension <NUM>, as shown. At least some of these brackets <NUM> can be subparts of the teeth <NUM>. The illustrated extension <NUM> also includes an elongated horizontally disposed top strip <NUM> covering the top side of the extension <NUM>. Other configurations and arrangements are possible. Among other things, the extension <NUM> can be designed differently in some implementations. In its simplest form, the extension <NUM> can include only a protruding portion <NUM> formed by the elongated front section of the exterior side member <NUM> under which at least one additional tooth <NUM> is provided beyond the upper front edge <NUM>. The extension <NUM> may not necessarily always be at least partially made integral with the main body <NUM> of the wheel chock <NUM>. For instance, it can be a completely independent part or assembly of parts that is affixed to the main body <NUM>, and it can also be implemented as a retrofit kit to be installed on other models of wheel chocks, including older ones. The intervening substructure of the extension <NUM> can be in the form of a longitudinally extending beam having a rectangular cross-section. The parts or groups of parts can be rigidly attached together and/or to the main body <NUM> by welding and/or using mechanical fasteners. The extension <NUM> can be rigidly attached to the main body <NUM> through an intervening element, such as a longitudinally extending beam having a rectangular cross-section. Another one among the numerous possibilities is to create the extension <NUM> using a solid bar that is molded and/or machined into its final shape. The extension <NUM> can be made removable from the main body <NUM>. Other variants are possible as well.

In the example shown in <FIG>, both the front elongated section of the exterior side member <NUM> and the lateral member <NUM> are essentially flat rectilinear upstanding workpieces. They include subparts forming the additional teeth <NUM> provided under the protruding portion <NUM> of the extension <NUM>. These teeth <NUM> continue the pattern of at least some of the teeth <NUM> provided elsewhere on the wheel chock <NUM> and for this reason, they are identified using the same reference numeral. The base portion <NUM> of the illustrated extension <NUM> is provided on the lateral side of the main body <NUM> and extends interruptedly over the entire length thereof. The lateral member <NUM> includes subparts matching the corresponding subparts of each tooth <NUM> along the main body <NUM>. Other configurations and arrangements are possible. Among other things, the extension <NUM> can be designed differently in some implementations. The design and layout of the teeth <NUM> under at least a part of the extension <NUM> can be different from that what is shown and described. The base portion <NUM> of the extension <NUM> can be shorter than the main body <NUM> in some implementations, and the extension <NUM> can even include another portion protruding at the rear end in others. The lateral member <NUM> can be designed differently. Other variants are possible as well.

<FIG> is an enlarged fragmentary view of some of the teeth <NUM> on the wheel chock <NUM> shown in <FIG>. It shows that at least some of the subparts on the lateral member <NUM> can be slightly offset towards the front of the wheel chock <NUM> with reference to the corresponding subparts on a same row. This offset is schematically depicted in <FIG> as the horizontal distance Z. This horizontal distance Z can be for instance about <NUM> in (<NUM>). Only the first three teeth <NUM> at the front that also have subparts under the main body <NUM> are offset in the illustrated example. The subparts of each of these teeth <NUM> are aligned along an axis that is then not entirely perpendicular to the longitudinal axis <NUM>.

This feature allows counterbalancing at least in part the moment of force created when the wheel chock <NUM> and the wheel <NUM> are not centered. Other configurations and arrangements are possible. Among other things, the indicated value of the horizontal distance Z is only an example, and other values are possible. The lateral offset can be done for only some of the teeth <NUM> or for all teeth <NUM>. Still, this lateral offset feature can be entirely omitted in some implementations. Other variants are possible as well.

<FIG> is a front view of the wheel chock <NUM> in <FIG>.

<FIG> is a front isometric view of another example of a wheel chock <NUM> having a longitudinal extension <NUM> in accordance with the proposed concept. As can be seen, the extension <NUM> of this example includes a sturdy hinge <NUM> provided between the base portion <NUM> and its protruding portion <NUM>. The hinge <NUM> can be designed to allow the protruding portion <NUM> to pivot upwards and/or downwards over a few degrees, for instance over <NUM> degrees in both directions with reference to the horizontal or to a medial position. Adjusting the angle of at least a portion of the extension <NUM> can be useful, for instance, where there is a change in the inclination angle of the base plate <NUM> caused by variations of the slope in the ground surface or by a local deformation of the base plate <NUM>. The hinge <NUM> can include a transversally and horizontally disposed pin to pivotally attach the mating ends of the corresponding parts, and these mating ends can be designed to provide the necessary clearance for the pivotal motion. Other configurations and arrangements are possible. Among other things, the hinge <NUM> can be designed differently in some implementations, including without a pin. The hinge <NUM> can also be positioned elsewhere along the extension <NUM> and accordingly, it is not necessarily at the junction between the protruding portion <NUM> and the base portion <NUM>. The hinge <NUM> or an equivalent could even be provided between the main body <NUM> and the extension <NUM>. Still, the extension <NUM> shown in the other examples can be designed to include a hinge <NUM>. Other variants are possible as well.

<FIG> is a side view of the wheel chock <NUM> in <FIG>. It shows the extension <NUM> at a medial position where the bottommost surfaces or edges under the teeth <NUM> are substantially coplanar. The phantom line <NUM> depicts the top surface of the base plate <NUM> (see for instance <FIG>). The last two rearmost teeth of this wheel chock <NUM>, which are identified as at tooth 160A and tooth 160B in <FIG> for the sake of explanation, include a corresponding bottom surface that is configured and disposed to engage the base plate top surface. A similar configuration can be seen in other illustrated examples, and it is thus not specific to the implementation where the hinge <NUM> is present. As can be seen, the bottom surfaces of the teeth 160A, 160B are somewhat parallel to the base plate top surface. They allow a major proportion of the vertical forces to be transferred from the wheel chock <NUM> to a base plate <NUM> during an unauthorized or accidental maneuver attempt. The bottom edge of at least some of the other teeth <NUM> may engage the base plate top surface but in the illustrated example, the surface area engaging the base plate top surface is often smaller. The tip of some of the teeth <NUM> may also be configured and disposed to remain slightly above the base plate top surface. The frontmost tooth 160C of the extension <NUM> can include a larger bottom surface area compared to the other teeth <NUM> under the extension <NUM>, as shown. Other configurations and arrangements are possible. Among other things, the extension <NUM> can be designed differently in some implementations, including without a relatively large bottom surface under one or more among the rearmost teeth of the wheel chock <NUM> and/or under one or more of the frontmost teeth of its extension <NUM>. Other variants are possible as well.

<FIG> are views similar to <FIG> showing the protruding portion <NUM> of the extension <NUM> at examples of limit positions. It is pivoted downwards in <FIG> and upwards in <FIG>. Other configurations and arrangements are possible. Among other things, it is possible to design the hinge <NUM> to pivot only upwards or only downwards with reference to a medial position, and/or without having something limiting the range of angles in at least one angular direction. Other variants are possible as well.

<FIG> is a rear isometric view of another example of a wheel chock <NUM> having a longitudinal extension <NUM> in accordance with the proposed concept. This wheel chock <NUM> is shown being in a latching engagement with an example of a base plate <NUM>. <FIG> and <FIG> are, respectively, a front isometric view and a side view of the wheel chock <NUM> in <FIG>. The base plate <NUM> is also shown in <FIG> and <FIG>. This implementation can be used as a complement for an automatic positioning arrangement, in particular one where the mechanism of the automatic positioning arrangement can already hold the wheel chock <NUM> during an unauthorized or accidental maneuver attempt, but only up to a certain force intensity. The base plate <NUM> and the extension <NUM> can then be provided to further increase its resistance. Teeth <NUM> are only provided under the protruding portion <NUM> of the extension <NUM> to facilitate the handling by the automatic positioning arrangement. It will be understood that in icy or snowy weather conditions, an automatic wheel chock positioning arrangement is most advantageously used in combination with heating elements providing for ready engagement between the wheel chock and a base plate or other blocking means.

In the example shown in <FIG>, teeth <NUM> are only present under the protruding portion <NUM> of the extension <NUM>, and the base plate <NUM> is also narrower compared for instance to the one of the wheel chock <NUM> shown in <FIG>. This wheel chock <NUM> is designed so that only a portion of its exterior side will be placed above the base plate <NUM>, and they extend laterally beyond the side edge of the base plate <NUM>. The bottom longitudinal edge <NUM> (<FIG>) along the interior side member <NUM> can engage the ground surface next to the base plate <NUM>, but on the opposite side of the main body <NUM>, the bottom longitudinal edges of the corresponding parts extend vertically above the top of the blocking elements <NUM>. There are no teeth or other features that can interact with the blocking elements <NUM> located under most of the main body <NUM>, only a plurality of spaced apart transversally extending ribs <NUM> (<FIG>). The bottom edges of these ribs <NUM> engage the top surface of the base plate <NUM> to support the weight, and there is also the rearmost portion of the main body <NUM> that engages the top surface of the base plate <NUM>. These ribs <NUM> and the rearmost portion of the main body <NUM> are designed to be away from the nearby blocking elements <NUM>. Other configurations and arrangements are possible. Among other things, the wheel chock <NUM> illustrated in <FIG> can be designed differently. Other variants are possible as well.

<FIG> is a front isometric view of another example of a wheel chock <NUM> having a longitudinal extension <NUM> in accordance with the proposed concept. As can be seen, this wheel chock <NUM> does not include a bulge. This configuration can be useful where the space is very limited. The space limitation can be the result, for instance, of the presence of a mudguard, an underride guard, an adjacent wheel set, or another feature or structure. Other configurations and arrangements are possible. Among other things, the design of the wheel chock <NUM> shown in <FIG> can be different in some implementations. Other variants are possible as well.

<FIG> is a first front isometric view illustrating another example of a wheel chock <NUM> having a longitudinal extension <NUM> in accordance with the proposed concept. This wheel chock <NUM> is a bidirectional model. Further details on bidirectional wheel chocks can be found, for instance, in <CIT>.

Bidirectional wheel chocks can be useful, among other things, to block vehicles when they can depart and/or arrive in both the forward and rearward travel directions. They have two wheel-facing sides <NUM>, <NUM>', and two bulges <NUM>, <NUM>'. The forward travel direction generally corresponds to the direction shown by the arrow depicting the longitudinal axis <NUM>. The rearward travel direction <NUM> is depicted in <FIG> and in subsequent figures. It is a direction that is generally parallel but diametrically opposite to that of the longitudinal axis <NUM>.

<FIG> are, respectively, a first front isometric view, a second front isometric view and a second rear isometric view of the wheel chock <NUM> in <FIG>. <FIG> are, respectively, a first and a second side view thereof. These figures illustrate the bidirectional wheel chock <NUM> of <FIG> from various viewpoints. <FIG> shows the bidirectional wheel chock <NUM> as viewed from the exterior side, and <FIG> shows the bidirectional wheel chock <NUM> as viewed from the interior side.

The illustrated bidirectional wheel chock <NUM> includes a group of two teeth <NUM>' oriented in the opposite direction compared to the other teeth <NUM> provided under the protruding portion <NUM> of the extension <NUM> and elsewhere under the wheel chock <NUM>. The two teeth <NUM>' of this group are provided under a second protruding portion <NUM>' that is shorter than the first one. These teeth <NUM>' are configured and disposed to create a latching engagement with a corresponding one of the blocking elements <NUM> on the base plate <NUM> when a wheel exerts a force from the corresponding wheel-facing side <NUM>'. Other configurations and arrangements are possible. Among other things, the bidirectional wheel chock <NUM> can be designed differently in some implementations, for instance without a bulge on one or both sides. The teeth under the bidirectional wheel chock <NUM> can also be designed differently. For instance, the wheel chock <NUM> can include opposite sides that are symmetrical or almost symmetrical. Other variants are possible as well.

<FIG> is a semi-schematic view of the wheel chock <NUM> in <FIG>. with an example of a vehicle <NUM> having a swap body configuration. It shows another possible implementation for the wheel chock <NUM>, bidirectional or not. It is thus not limited to the wheel chock <NUM> of the example shown in <FIG>.

A vehicle having a swap body configuration includes essentially two basic parts, namely a chassis 104A and a container 104B that can be selectively detached from the chassis 104A. The chassis 104A is the motorized part, and the container 104B includes the cargo compartment. The two basis parts are shown unconnected in <FIG>, and the wheel chock <NUM> is positioned between them. The container 104B has supporting legs to keep it above the ground surface when detached from the chassis 104A, and the chassis 104A can back up to position its rear frame section directly under the container 104B. Once in position, the container 104B can be attached to the chassis 104A and then carried away once the legs of the container 104B are a stowed position. The chassis 104A is generally designed to cooperate with more than one container 104B, and vice versa. For instance, the chassis 104A can transport the container 104B at a first location, detach from the container 104B once at the first location and move away from it, then pick up another container 104B at a second location, and the container 104B at the first location can be picked up subsequently by another chassis 104A.

The bidirectional wheel chock <NUM> can be used for preventing the chassis 104A from moving away in a departure direction, for instance when parked at the loading dock <NUM> (<FIG>), and also for preventing it from moving into the loading dock <NUM>, for instance, to get under the container 104B standing on its supporting legs as shown in <FIG>, in a rearward travel direction <NUM>. When the chassis 104A is parked at the loading dock <NUM>, the wheel chock <NUM> can prevent it from leaving, with or without the container 104B. The wheel chock <NUM> can also prevent the chassis 104A from moving into the loading dock <NUM> when the container 104B is already present, on its supporting legs, and even when no container 104B is present. Other configurations and arrangements are possible. Among other things, the vehicle <NUM> as illustrated in <FIG> is only an example and a vehicle having a swap body configuration can be designed differently in some implementations. The wheel chock <NUM> for use with a vehicle having a swap body configuration does not necessarily need to be a bidirectional model. Other variants are possible as well.

As can be seen, <FIG> further shows that the wheel chock <NUM>, bidirectional or not, can be in a working position on the base plate <NUM> without necessarily being adjacent to a wheel or to another feature.

<FIG> are schematic top views illustrating examples of configurations. These features can be implemented on a single-sided wheel chock and/or a bidirectional wheel chock. <FIG> also show examples where the wheel <NUM> is part of a dual-wheel arrangement, the right wheel being for instance on the exterior side, and the left wheel being on the interior side. Many other configurations are possible. Still, one or more of the features from each example could be combined with one or more features shown in the other examples, including the examples presented in the preceding figures. Other variants are possible as well.

In <FIG>, the wheel chock <NUM> includes a longitudinal extension <NUM> having an example of a base portion that is longitudinally shorter than the main body.

<FIG> shows a bidirectional wheel chock <NUM> that includes a longitudinal extension <NUM> having two opposite protruding portions, each projecting from a corresponding end on a common base portion. A single-sided wheel chock could also be configured and disposed as shown.

<FIG> shows the bidirectional wheel chock <NUM> of <FIG>, but this wheel chock <NUM> is positioned on the other side of the wheel <NUM> to prevent it from moving in a rearward travel direction <NUM>, for instance if the vehicle attempts to move into a loading dock.

In <FIG>, the wheel chock <NUM> includes two spaced apart extensions <NUM> on the exterior side that are oriented in opposite directions. They thus have a shorter base portion, like in <FIG>.

In <FIG>, the wheel chock <NUM> includes a longitudinal extension <NUM> that is not placed next to one of the lateral sides of the main body.

In <FIG>, the wheel chock <NUM> includes two abutting portions having unequal sizes, one being longer and taller than the other, and the longitudinal extension <NUM> is provided on the lateral side of the larger portion. Having both a large and a small portion on the same wheel chock <NUM> can be useful when there are different kinds of vehicles at a same location and these vehicles have wheels that are widely dissimilar in size.

Claim 1:
A wheel chock (<NUM>) comprising:
a substantially rigid main body (<NUM>) configured to engage a wheel tire (<NUM>) of a vehicle (<NUM>) to prevent movement of a vehicle wheel (<NUM>);
said main body (<NUM>) having a sloped top wheel-facing side (<NUM>) configured to receive in overlay and abutment said wheel tire (<NUM>);
said main body (<NUM>) having a base comprising an underside with a first plurality of downwardly projecting teeth elements (<NUM>) configured to releasably engage a corresponding ground-anchored retention plate (<NUM>) having protrusions, such as ribs, ridges or the like (<NUM>), for engagement with said teeth elements (<NUM>) and, in use, to resist movement of the wheel chock (<NUM>) and vehicle wheel (<NUM>) once said teeth (<NUM>) are engaged on said retention plate (<NUM>) and as the wheel tire (<NUM>) applies pressure to the top wheel-facing side (<NUM>) of the main body (<NUM>);
characterized in that said main body is being further provided with at least one extension member (<NUM>) extending from said base and longitudinally from the main body, the at least one extension member (<NUM>) being configured, in use, to lie adjacent to at least a portion of a side wall of the wheel tire (<NUM>), the at least one extension member (<NUM>) further comprising a second plurality of teeth elements (<NUM>) also configured to releasably engage said corresponding ground-anchored retention plate (<NUM>) having protrusions (<NUM>) for engagement with said teeth elements and to further resist movement of the wheel chock (<NUM>) and vehicle wheel (<NUM>).