U.S. patent application number 11/163111 was filed with the patent office on 2006-01-26 for combination tandem axle wheel chock and trailer tongue stand.
This patent application is currently assigned to BLITZ U.S.A., INC.. Invention is credited to Larry L. Chrisco, Charlie L. Forbis.
Application Number | 20060016645 11/163111 |
Document ID | / |
Family ID | 35598262 |
Filed Date | 2006-01-26 |
United States Patent
Application |
20060016645 |
Kind Code |
A1 |
Chrisco; Larry L. ; et
al. |
January 26, 2006 |
COMBINATION TANDEM AXLE WHEEL CHOCK AND TRAILER TONGUE STAND
Abstract
A pair of wheel chocks (10, 12), configured for placement under
a resting tandem wheel (W) to maintain the wheel (W) at rest and
for alternatively supporting a trailer tongue wheel (Wj), are
disclosed. The wheel chock (10) broadly includes a body (14) that
defines an internal chamber (16) in communication with an open face
(18) presented by the body (14). The body (14) presents a generally
pyramidal shape and includes a pair of oppositely spaced sidewalls
(20,22), a top surface (24) extending between and adjoining the
sidewalls (20,22), and a first wheel supporting surface (26) and
second wheel supporting surface (28) extending between and thereby
enclosing the walls (20,22,24). Each wheel supporting surface (26,
28) includes a arcuate leading edge (60, 62) to complement the
contour of the wheel (W) and enable the chock (10) to be easily
placed under the wheel (W) in an optimal position. The top surface
(24) includes an arcuate depression (32) operable to receive the
trailer tongue wheel (Wj). A substantially hollow tapered
supporting leg (46) projects from arcuate depression (32) for
support. The top surface additionally includes an open rim (36)
which can at least partially receive a supporting leg of another
similar configured wheel chock (12) to enable nesting of the chocks
(10, 12).
Inventors: |
Chrisco; Larry L.;
(Fairland, OK) ; Forbis; Charlie L.; (Quapaw,
OK) |
Correspondence
Address: |
HOVEY WILLIAMS LLP
2405 GRAND BLVD., SUITE 400
KANSAS CITY
MO
64108
US
|
Assignee: |
BLITZ U.S.A., INC.
404 26th Ave., N.W.
Miami
OK
|
Family ID: |
35598262 |
Appl. No.: |
11/163111 |
Filed: |
October 5, 2005 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
10710514 |
Jul 16, 2004 |
|
|
|
11163111 |
Oct 5, 2005 |
|
|
|
Current U.S.
Class: |
188/32 ; 188/36;
188/5 |
Current CPC
Class: |
B60T 3/00 20130101 |
Class at
Publication: |
188/032 ;
188/036; 188/005 |
International
Class: |
B60T 1/14 20060101
B60T001/14 |
Claims
1. A tandem wheel chock for preventing rotation of a pair of tandem
wheels and for alternatively supporting a trailer tongue wheel
above the ground, the chock comprising: a first wheel supporting
surface operable to be at least partially placed under one of the
tandem wheels; a second wheel supporting surface, opposed to the
first wheel supporting surface, the second wheel supporting surface
operable to be at least partially placed under the other one of the
tandem wheels; a pair of sidewalls connecting the first wheel
supporting surface and second wheel supporting surface; a top
surface extending between the sidewalls, said top surface including
a depression operable to support the trailer tongue wheel, said top
surface further including an upwardly protruding ridge extending at
least substantially continuously around the depression and thereby
being configured for restricting movement of the trailer tongue
wheel out of the depression, at least one of the surfaces including
a first open rim; and a first substantially hollow supporting leg
projecting from and being in communication with the first open rim,
the first substantially hollow leg being operable to support the
depression above the ground.
2. The tandem wheel chock of claim 1, the first substantially
hollow supporting leg being tapered such that its cross section is
greatest at the first open rim.
3. The tandem wheel chock of claim 1, the first wheel supporting
surface extending to the top surface, and the second wheel
supporting surface extending to the top surface.
4. The tandem wheel chock of claim 3, the depression being
positioned between the wheel supporting surfaces.
5. The tandem wheel chock of claim 3, the first wheel supporting
surface including a second open rim, and the second wheel
supporting surface including a third open rim.
6. The tandem wheel chock of claim 5; a second substantially hollow
supporting leg projecting from and being in communication with the
second open rim; and a third substantially hollow supporting leg
projecting from and being in communication with the third open
rim.
7. The tandem wheel chock of claim 6, the second substantially
hollow supporting leg being tapered such that its cross section is
greatest at the second open rim, and the third substantially hollow
supporting leg being tapered such that its cross section is
greatest at the third open rim.
8. The tandem wheel chock of claim 1, the first open rim being
positioned on the top surface.
9. The tandem wheel chock of claim 8, the first open rim being
positioned at the bottom of the depression.
10. The tandem wheel chock of claim 1, the depression being
arcuate.
11. A pair of tandem wheel chocks for preventing rotation of a pair
of tandem wheels and for alternatively supporting a trailer tongue
wheel, each of said chocks comprising: a first wheel supporting
surface operable to be at least partially placed under one of the
tandem wheels; a second wheel supporting surface opposed to the
first wheel supporting surface, the second wheel supporting surface
operable to be at least partially placed under the other one of the
tandem wheels; a pair of sidewalls connecting the first wheel
supporting surface and second wheel supporting surface; a top
surface extending between the sidewalls, the top surface operable
to support the trailer tongue wheel; a first endless open rim
positioned on the top surface; and a first substantially hollow
supporting leg projecting from and being in communication with the
first endless open rim to support the chock, wherein the first
substantially hollow supporting leg of one of the chocks can be at
least partially received through the first endless open rim of the
other chock to enable nesting of the pair of chocks.
12. The tandem wheel chocks of claim 11, the first substantially
hollow supporting leg being tapered such that its cross section is
greatest at the first open rim.
13. The tandem wheel chocks of claim 11, the first wheel supporting
surface extending to the top surface, and the second wheel
supporting surface extending to the top surface.
14. The tandem wheel chocks of claim 13, the first wheel supporting
surface including a second open rim, and the second wheel
supporting surface including a third open rim.
15. The tandem wheel chocks of claim 14, the chocks including-- a
second substantially hollow supporting leg projecting from and
being in communication with the second open rim, and a third
substantially hollow supporting leg projecting from and being in
communication with the third open rim.
16. The tandem wheel chocks of claim 15, the second substantially
hollow supporting leg being tapered such that its cross section is
greatest at the second open rim, and the third substantially hollow
supporting leg being tapered such that its cross section is
greatest at the third open rim.
17. The tandem wheel chocks of claim 15, the second substantially
hollow supporting leg of one of the chocks being sized and
dimensioned to be at least partially received through the second
open rim of the other chock, and the third substantially hollow
supporting leg of said one of the chocks being sized and
dimensioned to be at least partially received through the third
open rim of said other chock to enable nesting of the pair of
chocks.
18. The tandem wheel chocks of claim 11, the top surface including
an arcuate depression operable to support the trailer tongue
wheel.
19. The tandem wheel chock of claim 18, the first open rim being
positioned at the base of the arcuate depression.
20. A method of temporarily preventing rotation of a tandem trailer
wheel and of simultaneously supporting a trailer tongue utilizing a
pair of wheel chocks, the method comprising the steps of: (a)
placing one of the chocks under the tandem trailer wheel to prevent
rotation of the wheel; (b) placing the other one of the chocks
under the trailer tongue to support the trailer tongue; and (c)
removing both chocks and nesting the chocks together.
21. The method of claim 20, each chock including at least one leg
and at least one open rim.
22. The method of claim 21, step (c) including the step of
inserting the at least one leg of one of the chocks primarily into
the at least one open rim of the other chock.
23. The method of claim 20, step (a) including the step of
arranging said one of the chocks between fore-and-aft spaced tandem
wheels so that opposed wheel-engaging surfaces are each spaced
adjacent to engage a respective one of the wheels.
24. The method of claim 20, step (b) including the step of placing
the tongue support in a recess of the other one of the chocks.
Description
RELATED APPLICATIONS
[0001] This is a continuation of application Ser. No. 10/710,514
filed Jul. 16, 2004, which is hereby incorporated by reference
herein.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to wheel chocks.
More specifically, the present invention concerns an improved
tandem wheel chock presenting a unique configuration that enables
easier and more effective use and storage of the chock while
allowing the chock to be manufactured in a more cost-efficient
manner from light-weight, durable materials.
[0004] 2. Discussion of Prior Art
[0005] Conventional wheel chocks are known in the art and generally
include a body, typically presenting a triangular configuration,
that is positioned in contact with a rubber tired wheel at rest, to
maintain the wheel at rest within the design limitations of the
chock. It is known in the art to utilize one or more wheel chocks
(e.g., placed under one or both sides of one or more wheels) to
prevent undesired movement of a resting vehicle, such as a fire
fighting vehicle, dump truck, wrecker, recreational vehicle, etc.,
or other wheeled device, such as a camper, utility trailer,
semi-trailer, etc. It will be appreciated that these wheel chocks
can be used while the vehicle is in storage, but are typically used
while the vehicle is onsite during operation, such as fighting a
fire, loading or unloading, camping, etc. In this regard, one or
more wheel chocks are typically transported with the vehicle for
onsite use. Additionally, in many applications, it is desirable to
be able to position the wheel chock(s) in a timely manner in order
to minimize, sometimes critical, time spent placing the chock.
However, it is also desirable to be able to position the wheel
chock(s) in a secure manner so that the vehicle maintains its
operating position without the need for repeated adjustment and
repositioning.
[0006] Prior art wheel chocks are problematic and subject to
several undesirable limitations. For example, with prior art wheel
chocks, in order to position the chock in contact with the majority
of the treads of the rubber tired wheel at rest, the chock must be
physically forced under the wheel to some degree thereby slightly
deforming the tire and/or the chock in order to get a sufficiently
secure engagement between the tire treads and the chock to
desirably prevent the vehicle from any settling movement. The
required physical force is typically accomplished by kicking the
chock under the wheel. Such physical force is undesirably time
consuming, tiresome, and in some cases dangerous. Alternatively,
the prior art chocks can simply be placed under the wheel, without
forcing them into a secure engagement with the majority of the tire
treads, however, this is highly undesirable in most applications as
the heavy vehicle is then subject to movement before the majority
of treads engage the chock to thereby prevent such movement. Such
settling movement can is some cases cooperate with the weight of
the vehicle to cause the chock to catastrophically fail or become
dislodged, potentially enabling the vehicle to roll uncontrollably.
This is particularly problematic on inclined surface
applications.
[0007] Although larger wheel chocks constructed of heavier,
stronger materials can reduce the risks of chock failure, such
configurations compound the problems associated with forcing the
chock under the tire detailed above. Additionally, users are
increasingly desiring compact chocks that can be more easily
transported on the vehicle and/or stored when not in use. All prior
art wheel chocks, including relatively smaller, compact chocks, are
undesirably difficult to transport and/or store particularly when
used in a pair, or plurality of chocks, as is typically desired.
For example, the solid surfaced, closed body configurations are
space consuming and the generally triangular shape, as is
preferred, is not conducive to interengaging a pair of chocks for
transport and/or storage. In order to maintain chocks paired up,
such as to prevent loss of one, some prior art chocks are
interconnected with a chain or the like that also serves as a
handle to facilitate dislodging the chocks from under the wheel
during removal. However, such interconnection does not enable the
chocks to be used independently from one another, for example, on
separate wheels or to support a trailer.
[0008] Furthermore, users are increasingly desiring compact wheel
chocks which are capable of performing multiple tasks. For
instance, as chocks are often used to brace the wheels of an
unhitched trailer, it is often desirable to utilize a first chock
to brace the wheels of the unhitched trailer and a second chock to
support and elevate the unhitched trailer's tongue, such that the
trailer is supported in a level position. Such combination wheel
chocks and trailer tongue supports are known in the art, but suffer
from all of the disadvantages described above.
[0009] Accordingly, there is a need for an improved wheel chock
that enables quicker and easier use, while providing multiple uses
and more efficient transport and storage, without compromising
effective and dependable performance.
SUMMARY OF THE INVENTION
[0010] The present invention provides an improved tandem wheel
chock that does not suffer from the problems and limitations of the
prior art wheel chocks detailed above. The improved wheel chock may
be utilized to brace a wheel or alternatively support a trailer
tongue, and enables easier and more effective use and storage of
the chock while allowing the chock to be manufactured in a more
cost-efficient manner from light-weight, durable materials without
compromising effective and dependable performance.
[0011] A first aspect of the present invention concerns a wheel
chock for preventing rotation of a pair of tandem wheels and for
alternatively supporting a trailer tongue wheel above the ground.
The chock broadly includes a pair of opposed wheel supporting
surfaces, a pair of sidewalls connecting the supporting surfaces,
and a top surface extending between the sidewalls. The top surface
includes an arcuate depression having an open rim. The arcuate
depression is operable to support the trailer tongue wheel. The
chock additionally includes a substantially hollow supporting leg
which projects from the open rim to support the arcuate depression
above the ground.
[0012] A second aspect of the present invention concerns a pair of
tandem wheel chocks for preventing rotation of a pair of tandem
wheels and for alternatively supporting a trailer tongue wheel.
Each chock includes a pair of opposed wheel supporting surfaces
operable to be alternatively placed under one of the wheels, a pair
of sidewalls connecting the wheel supporting surfaces, and a top
surface extending between the sidewalls. The top surface includes
an arcuate depression having an open rim. The arcuate depression is
operable to support the trailer tongue wheel. The chock
additionally includes a substantially hollow supporting leg which
projects from the open rim to support the arcuate depression above
the ground. The substantially hollow supporting leg of one the
chocks may be at least partially received through the open rim of
the other chock to enable nesting of the pair of chocks.
[0013] A third aspect of the present invention includes a chock for
preventing rotation of a wheel. The chock includes a top surface, a
first wheel supporting surface having a first leading edge, and a
second wheel supporting surface, opposed to the first wheel
supporting surface, having a second leading edge. Each edge is
adapted to engage the tire when its respective wheel supporting
surface is placed under the wheel. The leading edge is arcuate so
as to define a mid-section that is recessed relative to the
sidewalls.
[0014] A fourth aspect of the present invention includes a pair of
wheel chocks for preventing rotation of a wheel and for
alternatively supporting a trailer tongue. Each chock includes a
top surface operable to support the trailer tongue, a first wheel
supporting surface having a first leading edge, and a second wheel
supporting surface, opposed to the first wheel supporting surface,
having a second leading edge. Each edge is adapted to engage the
tire when at least a portion of its respective wheel supporting
surface is placed under the wheel. The leading edge is arcuate so
as to define a mid-section that is recessed relative to the
sidewalls. The chock additionally includes an interior chamber,
between the walls and surfaces, and an open face communicating with
the chamber. The area of the open face is greater than the surface
area of the wheel supporting surfaces and top surface so that the
wheel-engaging surfaces and top surface of one of the chocks can be
received through the open face and at least partially within the
interior chamber of the other chock.
[0015] A fifth aspect of the present invention includes a method
for temporarily preventing rotation of a tandem trailer wheel and
for simultaneously supporting a trailer tongue utilizing a pair of
wheel chocks. The method includes the steps of placing one of the
chocks under the tandem trailer wheel to prevent rotation of the
wheel, placing the other one of the chocks under the trailer tongue
to support the trailer tongue, and removing both chocks and nesting
the chocks together.
[0016] In a preferred embodiment, the improved wheel chock presents
a first wheel supporting surface and an opposed, second wheel
supporting surface which are alternatively operable to be at least
partially placed under a wheel, a top surface operable to support a
trailer tongue, and a substantially hollow supporting leg which
projects from and supports the top surface. Additionally, in the
preferred embodiment, the top surface includes an open rim which
may at least partially receive the supporting leg of a second
similar wheel chock to allow the wheel chocks to be substantially
nested together for easy storage and transport.
[0017] Other aspects and advantages of the present invention will
be apparent from the following detailed description of the
preferred embodiments and the accompanying drawing figures.
BRIEF DESCRIPTION OF THE DRAWING FIGURES
[0018] Preferred embodiments of the invention are described in
detail below with reference to the attached drawing figures,
wherein:
[0019] FIG. 1 is a side elevational view of a first wheel chock and
a second wheel chock constructed in accordance with the principles
of a preferred embodiment of the present invention, and shown in
use preventing rotation of a tandem trailer wheel and supporting a
jack wheel of a trailer tongue, respectively;
[0020] FIG. 2 is a perspective view of the first wheel chock
illustrated in FIG. 1;
[0021] FIG. 3 is a side elevational view of the first wheel chock
illustrated in FIGS. 1-2;
[0022] FIG. 4 is a top view of the first wheel chock illustrated in
FIGS. 1-3 shown with the tandem trailer wheel (in phantom) engaging
the complemental arcuate leading edge;
[0023] FIG. 5 is a bottom view of the first wheel chock illustrated
in FIGS. 1-4;
[0024] FIG. 6 is a side elevational view of the first wheel chock
illustrated in FIGS. 1-5, shown with the tandem trailer wheel (in
fragmentary) engaging the wheel-supporting surface;
[0025] FIG. 7 is a longitudinal sectional view of the first wheel
chock illustrated in FIGS. 1-6 shown elevating the trailer tongue
jack wheel;
[0026] FIG. 8 is a longitudinal sectional view of the first wheel
chock illustrated in FIGS. 1-7 shown nested inside the similarly
configured second wheel chock (also shown in section).
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0027] FIG. 1 illustrates a pair of wheel chocks 10 and 12
constructed in accordance with the principles of a preferred
embodiment of the present invention and configured for placement
under a resting wheel W to maintain the wheel W at rest and
alternatively configured for placement under a trailer tongue T to
elevate the trailer tongue T. While the wheel chock 10 is
illustrated in use with a tandem tired wheel W, such as a wheel
found on a tandem wheeled trailer TT, the principles of the present
invention are not limited to use with any particular type of wheel
and are equally applicable to prevent undesired movement of
virtually any wheel--rimmed, tired, or otherwise--as well as any
wheel-like structure.
[0028] Additionally, while the improved wheel chock of the present
invention is particularly well suited for transporting in a
recreational vehicle, such as a camper, or a utility vehicle, such
as a fire fighting vehicle, dump truck, wrecker, for onsite use to
prevent undesired movement of the resting vehicle during operation,
such as camping, fighting a fire, loading or unloading, the
principles of the present invention are not limited to any specific
use or to any specific vehicle. For example, the inventive wheel
chock could be used alone or in combination, placed under one or
both sides of one or more wheels when the vehicle is onsite or in
storage and is not limited to use with tandem wheeled vehicles--or
any particular type thereof--and equally apply to virtually any
wheeled device, such as a powered vehicle, utility trailer,
semi-trailer, etc.
[0029] The wheel chock 12 is illustrated in FIG. 1 supporting and
elevating above the ground the trailer tongue T having a trailer
tongue wheel Wj. The trailer tongue wheel Wj may be a conventional
trailer tongue wheel found on conventional pulled trailers,
commonly referred to as a jack wheel. However, the principals of
the present invention are equally applicable to elevate and support
virtually any type of trailer hitch, trailer tongue, or trailer
tongue wheel, including wheeled and non-wheeled trailer hitches or
tongues. Furthermore, ground, as described herein, is not limited
to traditional earth ground and it may include any supporting
surface, such as a road, a street, an elevated concrete slab, a
garage floor, or any other surface upon which a trailer or wheel
may be supported.
[0030] The wheel chocks 10 and 12 are virtually identical in
configuration. Therefore, only the wheel chock 10 will be described
in detail, with the understanding that the wheel chock 12 is
similarly constructed and configured.
[0031] Turning now to FIGS. 1-6, the wheel chock 10 broadly
includes a body 14 that defines an internal chamber 16 in
communication with an open face 18 presented by the body 14. The
body 14 presents a generally pyramidal configuration and includes a
pair of oppositely spaced sidewalls 20 and 22, a top surface 24
extending between the sidewalls 20, 22, a first wheel supporting
surface 26, and a second wheel supporting surface 28 opposed to the
first wheel supporting surface 26. The first wheel supporting
surface 26 and second wheel supporting surface 28 extend between
the sidewalls 20, 22 and the top surface 24 such that the internal
chamber 16 is defined by the enclosure of the sidewalls 20, 22,
first wheel supporting surface 26, second wheel supporting surface,
28, and top surface 24.
[0032] The wheel chock 10, including the body 14, internal chamber
16, open face 18, sidewalls 20, 22, top surface 24, and surfaces
26, 28 may additionally include the features and functionality
disclosed in Applicant's U.S. application Ser. No. 10/605,556 (the
Chrisco '556 application), entitled "WHEEL CHOCK" and filed on Oct.
8, 2003, which is hereby incorporated by reference herein. Such
features may include, for example, ground engaging sections,
handles, ribs, lips, etc.
[0033] Referring to FIGS. 2, 6 and 7, the sidewalls 20, 22 are
mirror images of one another and each present a generally
triangular configuration. The sidewalls 20, 22 are configured to
extend vertically from the ground to the wheel-supporting surfaces
26, 28 and the top surface 24 to thereby at least in part support
the surfaces 24, 26, 28 above the ground. In this regard, the
sidewalls 20, 22 each present a maximum length dimension in the
horizontal plane adjacent the ground and a maximum height dimension
in the vertical plane perpendicular to the horizontal plane. In the
illustrated body 14, the maximum height dimension is less than the
maximum length dimension. In this regard, each of the illustrated
sidewalls 20, 22 presents a generally arcuate major margin
extending along the wheel supporting surfaces 26, 28 that is
configured to generally complement a section, or arc, of the
circumference of the wheel W as shown in FIG. 6. However, the major
margin need not be arcuate in configuration. Although the sidewalls
could be variously sized and configured to present a wide range of
heights and lengths, as well as various height-to-length ratios,
the sidewalls 20, 22 are preferably configured to present ramps
extending from each side of the top surface 24 to the ground, of
between about thirty-five degrees and not greater than about
forty-five degrees relative to the ground. Additionally, and for
purposes that will be further detailed below, the sidewalls 20, 22
are generally flat where they communicate with the top surface 24.
Preferably, each sidewall 20, 22 includes a flat, central apex 30
wherein the communication with the top surface 24 occurs, as shown
in FIG. 2.
[0034] As previously indicated, the top surface 24 extends between
the central apex 30 of each sidewall 20, 22 and the wheel
supporting surfaces 26, 28. The top surface 24 is preferably square
in configuration to facilitate an even distribution of any weight
supported thereon, such as the trailer tongue T, to the sidewalls
20, 22 and supporting surfaces 26, 28. Additionally, the top
surface includes an arcuate depression 32 which is centrally
positioned on the top surface 24. Referring to FIGS. 2, 4, and 7,
the arcuate depression 32 is sized and dimensioned to securely
receive the trailer tongue wheel Wj in a manner which prevents the
trailer tongue wheel Wj from slipping, sliding, or otherwise being
inadvertently removed from the arcuate depression 32. Furthermore,
the arcuate depression 32 ensures that the weight of the trailer
tongue wheel Wj is evenly distributed to the top surface 24. The
top surface is generally flat with the exception of the arcuate
depression 32, such that portions of the trailer tongue T, such as
a jack stand, may rest on the top surface 24. The top surface 24
may include one or more ridges 34 along the circumference of the
arcuate depression 32 or the top surface 24 to retain the trailer
tongue T or the trailer tongue wheel Wj.
[0035] Referring to FIGS. 2, 4, and 5, the top surface 24
preferably includes a substantially open first rim 36. The first
open rim 36 is positioned on the top surface 24 such that the first
open rim 36 does not inhibit the ability of the top surface 24 to
support and receive the trailer tongue wheel Wj. Preferably, the
first open rim 36 is positioned at the bottom of the arcuate
depression 32, such that the maximum cross section of the first
open rim 36 is less than the maximum cross section of the arcuate
depression 32. However, the first open rim 36 may be positioned
anywhere on the top surface 24, first wheel supporting surface 26,
or second wheel supporting surface 28. Although the illustrated
first open rim 36 is presented having a substantially circular or
curved shape, the open rim 36 may have any shape or form, including
a square shape, a triangular shape, or a non-uniform shape.
[0036] As previously indicated, the wheel-supporting surfaces 26,
28 extend between the top surface 24, and the sidewalls 20, 22.
Particularly, when at least a portion of the first wheel supporting
surface 26 is positioned under the wheel W, the first
wheel-supporting surfaces 26 is configured to engage the tire of
the wheel W to thereby prevent rotation of the wheel W in the
direction toward the wheel chock 10 (see FIG. 1). In a similar
manner, when at least a portion of the second wheel supporting
surface 28 is positioned under a wheel, the second wheel-supporting
surface 28 is configured to engage the tire of the wheel to thereby
prevent rotation of the wheel in the direction toward the wheel
chock 10.
[0037] In more detail, the wheel-supporting surfaces 26, 28 are
generally arcuate, matching the generally arcuate major margin of
each of the sidewalls 20, 22. In this manner, just as with the
major margin of the sidewalls 20, 22 detailed above, the
wheel-supporting surfaces 26, 28 are configured to generally
complement a section, or arc, of the circumference of the wheel W
as shown in FIG. 1. Additionally, the wheel-supporting surfaces 26,
28 may include one or more ribs, bumps, or protrusions to assist
the wheel-supporting surfaces 26, 28 in engaging the wheel.
Exemplary ribs are disclosed in the Chrisco '556 application
previously incorporated herein.
[0038] As shown in FIGS. 2 and 4, the first wheel supporting
surface 26 includes a second open rim 38 and the second wheel
supporting surface 28 includes a third open rim 40. The second open
rim 38 and third open rim 40 are positioned on the surfaces 26, 28
such that the placement of the open rims 38, 40 does not impede the
ability of the surfaces 26, 28 to support the wheel W. Preferably,
the rims 38, 40 are centrally positioned on the surfaces 26, 28
such that each rim 38, 40 has a maximum cross section which is
substantially less than the cross section of the wheel supporting
surfaces, 26, 28. Although the rims 38, 40 are illustrated having a
substantially square shape, the rims 38, 40 may have any shape or
form, including a circular shape, a triangular shape, or a
non-uniform shape. Additionally, each wheel supporting surface 26,
28 may include a plurality of additional open rims, including a
fourth rim 42 and a fifth rim 44, as shown in FIG. 4, wherein each
additional rim 42, 44 is sized, configured, and formed in a manner
similar to the rims 38, 40. Similarly, the rims 36, 38, 40, 42, 44
may be positioned in any combination or configuration on any of the
surfaces 24, 26, 28 such that any one surface 24, 26, 28 may
include zero rims or a plurality of rims.
[0039] The chock 10 additionally includes a first substantially
hollow supporting leg 46. The first leg 46 projects from and is in
communication with the first open rim 36. As shown in FIG. 4, the
open rim 36 is aligned with first leg 46 such that the hollow
portion of the first leg 46 is accessible through the first open
rim 36. The first leg 46 includes a base 48 and the leg 46 is
tapered such that its cross section is greatest where it
communicates with the first open rim 36. The first leg 46 extends
from the open rim 36 to the ground, such that the chock 10 may be
supported by the first leg 46. Additionally, the first leg 46
includes one or more barbs, bumps, protrusions or other ridged
ground-engaging sections to engage the ground and facilitate
anti-skidding of the chock 10, such as those described in the
Chrisco '556 application, previously incorporated herein.
[0040] Furthermore, the first leg 46 is sized and dimensioned such
that the first leg 46 of the chock 10 may be at least partially
received in the open rim of a second, substantially similar chock,
such as the chock 12, as is demonstrated in FIG. 8. Thus, the
cross-section of the first leg 46 at the base 48 is smaller than
both the cross section of the open rim 36 and the cross section of
the hollow interior of the first leg 46 at a point above the base
48. However, as the first leg 46 is tapered, the cross section of
part of the first leg 46 above the base 48 may at some point be
greater than the cross section of the open rim 36 or the cross
section of the hollow interior of the first leg 46, such that the
entire first leg 46 is not entirely received in the open rim of the
second similar chock 12 which enables the leg 46 to be easily
removed from the substantially similar chock 12. The nestability of
the chock 10 is further described below in detail.
[0041] In addition to the first leg 46, the chock 10 includes a
second substantially hollow supporting leg 50 and a third
substantially hollow supporting leg 52 which are sized and
dimensioned in a similar manner to the first leg 46. The second leg
50 projects from and is in communication with the second open rim
38 and the third leg 52 projects from and is in communication with
the third open rim 40. The second leg 50 and third leg 52 each
extend from the second open rim 38 and third open rim 40,
respectively, to the ground such that the chock 10 is additionally
supported by the legs 50, 52. Furthermore, the second leg 50 is
sized and dimensioned such that it may be at least partially
received through the second open rim of the second, substantially
similar chock 12 and the third leg 52 is sized and dimensioned such
that it may be at least partially received through the third open
rim of the second, substantially similar chock 12 (see FIG. 8). The
second leg 50 and third leg 52 are also tapered in a substantially
similar manner to the first leg 46, such that the cross section of
each leg 50, 52 is greatest at the point of communication with the
rims 38, 40. Thus, the second leg 50 and third leg 52 function and
enable nestability in a substantially similar manner to the first
leg 46. Similarly, additional legs, such as a fourth leg 54 and a
fifth leg 56, as shown in FIG. 5, may project from additional rims,
such as the fourth rim 42 and fifth rim 44, in a substantially
similar manner as the second leg 50 and third leg 52.
[0042] For purposes that will subsequently be described, and to a
lesser extent to provide structural strength to the body 14, the
legs 46, 50, 52 are joined beneath the surfaces 26, 28 and top
surface 24 by at least one gusset 58. Preferably, the first leg 46
and second leg 50 are joined by a first gusset 58(a), and the first
leg 46 and third leg 52 are joined by a second gusset 58(b) (see
FIGS. 5, 7, and 8). However, additional gussets may be employed,
such as between any of the legs 46, 50, 52, 54, 56 and the
sidewalls 20, 22, surfaces 26, 28, or top surface 24 for structural
support and for the additional purposes described below.
[0043] The wheel chock 10 is uniquely configured to enable the
chock 10 to be easily placed under the wheel W in an optimal
operating position--i.e., in close adjacent alignment with the
wheel W so that at least a portion of the majority of the
circumferentially extending treads of the rubber tire of the wheel
W engage at least a portion of the chock 10--with a minimal
exertion of force and effort by the user. In this regard, the first
wheel supporting surface 26 presents a first low profile, arcuate
leading tire-engaging edge 60 and the second wheel supporting
surface 28 presents a second low profile, arcuate leading
tire-engaging edge 62. In more detail, and as shown in FIGS. 2, 4
and 6, the wheel supporting surfaces 26, 28 slope away from the top
surface 24 and terminate into and include the opposed leading edges
60, 62. The leading edges 60, 62 are arcuately configured so as to
substantially complement the contour of the tire of the wheel W
when the wheel chock 10 is placed in the operating, or engagement,
position as shown in FIGS. 4 and 6 wherein the leading edges 60, 62
are generally transverse relative to the tire of the wheel W (as
shown in FIG. 4) and in an engaging relationship therewith (as
shown in FIG. 6). It will be appreciated that when the wheel chock
10 is slid under the wheel W into the operating position, the
leading edge 60 or 62 presents the first point of contact on the
wheel chock 10 that engages the tire of the wheel W as shown in
FIG. 6.
[0044] It will be appreciated that most conventional tires present
a generally curved contour. Accordingly, the inventive wheel chock
10 with the arcuate leading edges 60, 62 can be slid under the
wheel W into the engaging relationship without the need to force
the chock 10 under the tire of the wheel W, for example, by kicking
and the like. That is to say, the straight, linear leading edges of
the prior art chocks engage the crown of the tire along a single
tread and therefore must be physically forced further under the
tire in order to achieve the desirable engagement with a majority
of the treads. The arcuate leading edges 60, 62 enable the chock 10
to be placed in the operating position wherein the curvature of the
edge 60 or 62 engages a majority of the treads along the contour of
the tire without the need to physically force the chock 10 further
under the wheel W. In this regard, the illustrated first leading
edge 60 defines a first recessed midsection 64 and the second
leading edge 62 defines a second recessed midsection 66. Each
midsection 64, 66, is recessed relative to the sidewalls 20,22, as
shown in FIGS. 4 and 5. The illustrated leading edges 60, 62
preferably present a low profile so that the tire of the wheel W
engages the edge 60 or 62 and also engages at least a portion of
the wheel supporting surface 26 or 38 at the same time as shown in
FIG. 6.
[0045] These structural features of the chock 10, including the
body 14, sidewalls 20, 22, top surface 24, and wheel supporting
surfaces 26, 28 cooperate to provide the wheel chock 10 a strong
and durable uni-body construction without requiring excess material
thickness. This construction enables the wheel chock 10 to be
formed from relatively light-weight materials that can be
cost-effectively mass produced without compromising the strength
and durability of the chock. For example, the illustrated wheel
chock 10 is formed from injected molded plastic, preferably
polypropylene or polyethylene with the walls having a thickness as
thin as about one-hundred and twenty thousandths of an inch. In
this manner, the illustrated wheel chock 10 is readily
transportable and easy to store. While this uni-body, molded
plastic construction is preferred, it is within the ambit of the
present invention to form the wheel chock 10 from virtually any
material(s), including materials other than plastic, and in
virtually any manner, including constructions other than the
illustrated uni-body configuration.
[0046] In addition to enabling the durable uni-body construction
detailed above, the unique structural features also cooperate to
enable the existence of the open face 16 while maintaining the
structural integrity of the body 14. As shown in FIG. 5, the
illustrated internal chamber 16 is defined between the walls
20,22,24, the surfaces 26, 28, and around the legs 46, 50, 52. The
internal chamber 16 communicates with the open face 18 as shown in
FIG. 8. The open face 18 is defined by the sidewalls 20, 22 and
wheel supporting surfaces 26, 28 and is closed by the ground when
the wheel chock 10 is placed in the operating position. The open
face 18 defines a horizontal cross-sectional area that is greater
than the surface area defined by the wheel-supporting surfaces 26,
28 and top surface 24. In a similar manner, the open rims 36, 38,
40 and the tapered configuration of the hollow centers of the legs
46, 50, 52 enable the open rims 36, 38, 40 to define a greater area
than the area of at least a portion of the legs 46, 50, 52, as
described above. In this manner, the body 14 of the chock 10 can
stackably nest within another similarly configured wheel chock. For
example, as shown in FIG. 8, the illustrated wheel chock 10 is
nestably received through the open face and into the internal
chamber of the second similarly configured wheel chock 12. The
nestability of the wheel chocks 10, 12 enables a compact,
space-efficient storage of the chocks 10, 12 that facilitates ready
portability for transportation of a pair or more of the chocks 10,
12. It will be appreciated that once nested together, similarly
configured components tend to adhere to one another, or "stick"
together, particularly when formed from plastic and even more so if
slightly damp. Accordingly, gussets 58(a), 58(b), on the
illustrated body 14 space the nested wheel chock 10 from the
corresponding surfaces of the second similar wheel chock 12 to
thereby prevent adhesion therebetween and thus facilitate a quick
and easy removal of the chock 10 from the second similar chock 12.
Furthermore, as described above, the legs 46, 50, 52 may include
bumps, ribs, or other protrusions to prevent undesirable adhesion
of the nested chocks 10, 12.
[0047] It is within the ambit of the present invention to utilize
various alternative configurations for the wheel chock 10. For
example, while the chock 10 is described in a tandem configuration
having a pair of wheel supporting surface 26, 28, alternate,
non-tandem, configurations may be utilized, such as a chock with a
single wheel supporting surface or a chock with three or more wheel
supporting surfaces, without departing from the spirit of the
present invention. Additionally, although a top surface operable to
support a trailer tongue is important for some aspects of the
present invention, it is not necessary for all aspects of the
present invention. Similarly, nestability is only important for
some aspects of the invention and therefore the other aspects of
the invention could utilize a configuration not presenting an
internal chamber communicating with an open face. Even where
nestability is important, the open face could be alternatively
configured on a side other than the preferable bottom of the
chock.
[0048] In operation, the wheel chock 10 is placed under the wheel W
so that the first wheel supporting surface 26 or the second wheel
supporting surface 28 is generally transverse to the wheel W as
shown in FIG. 4. The chock 10 is then slid under the wheel W into
the operational engagement position wherein the first leading edge
60, second leading edge 62, and/or wheel supporting surfaces 26, 28
engage the rubber tire of the wheel W as shown in FIG. 6. In this
position, the first leading edge 60 or second leading edge 62
engage the majority of the circumferentially extending treads along
the tire of the wheel W. It will be appreciated that the unique
body 14 of the wheel chock 10 can be positioned in this operating
position without the need for the user to kick the chock 10 into
place. However, if desired, the user can physically force the chock
10 further under the wheel W until the tire engages more of the
first wheel supporting surface 26 or second wheel supporting
surface 28, such as by kicking the chock 10. If desired, a second
chock, such as the chock 12, can be placed in a similar position on
the other side of the wheel W, or one or more additional chocks can
be placed in similar positions under one or more wheels of the
vehicle TT.
[0049] Once in position, the wheel chock 10 substantially prevents
the wheel W from undesired movement toward the chock 10. It will be
appreciated, that in extreme applications (e.g., very heavy
vehicles on steeply sloped ground, etc.), the wheel W may move in
the direction of the chock 10 to some degree. However, the wheel W
will engage the first supporting surface 26 or second supporting
surface 28 causing the wheel W to stop further movement. The
strong, uni-body construction of the chock 10 cooperates with the
form fitting complemental engaging relationship between the wheel W
and the chock 10 to generally prevent the chock 10 from kicking out
from under the wheel W or catastrophically failing.
[0050] Additionally, the chock 10 is alternatively operable to
support the trailer tongue T. Thus, the chock 10 may be utilized to
prevent the wheel W from moving or to support the trailer tongue T.
It will be appreciated that the chock 10 may be utilized to brace
the wheel W and the similar chock 12 may be utilized to
simultaneously support the trailer tongue T. In operation, as shown
in FIG. 7, the chock 10 is first positioned under the trailer
tongue T and then the trailer tongue T is brought to rest on the
top surface 24 of the chock 10. In the situation where the trailer
tongue T includes the trailer tongue wheel Wj, the trailer tongue
wheel Wj is brought to rest within the arcuate depression 32. Thus,
the construction and configuration of the top surface 24 allows the
chock 10 to support the trailer tongue T by supporting the trailer
tongue wheel Wj or any other portion of the trailer tongue T. The
generally pyramidal shaped configuration of the chock 10 provides a
sturdy and reliable base for the trailer tongue T, such that the
chock will not inadvertently slip, slide out, or be otherwise
removed from under the trailer tongue T. Furthermore, the strong,
uni-body construction of the chock 10 generally prevents the chock
10 from deforming or otherwise failing under the potentially heavy
load of the trailer tongue T.
[0051] When the user is done using the wheel chock 10, the user
simply pulls the wheel chock 10 from under the wheel W or removes
the chock 10 from under the trailer tongue T. The wheel chock 10
can then be nested in one or more similar chocks, such as the chock
12, for efficient stowing away in the vehicle for easy
transportation without the threat of the chocks becoming unpaired
or one of them lost. If nested, the chocks 10, 12 are readily
separable for the next use as the gussets 58(a), 58(b) prevent the
chocks 10, 12 from "sticking" together, as described above. Thus,
the pair of chocks 10, 12 may be compactly nested and stored until
they are separated to prevent a wheel from moving or for supporting
a trailer tongue.
[0052] The preferred forms of the invention described above are to
be used as illustration only, and should not be utilized in a
limiting sense in interpreting the scope of the present invention.
Obvious modifications to the exemplary embodiments, as hereinabove
set forth, could be readily made by those skilled in the art
without departing from the spirit of the present invention.
[0053] The inventors hereby state their intent to rely on the
Doctrine of Equivalents to determine and assess the reasonably fair
scope of the present invention as pertains to any apparatus not
materially departing from but outside the literal scope of the
invention as set forth in the following claims.
* * * * *