U.S. patent application number 13/646319 was filed with the patent office on 2013-02-14 for wheel chock system.
The applicant listed for this patent is Jonathan Andersen, Eric Bublitz, Timothy Cotton, John A. Kish, Kurt Lessard, Timothy Muhl, Kyle E. Nelson, Pamala Pietrangelo, Reinhard E. Sander, Matt Sveum, Benjamin Wieberdink. Invention is credited to Jonathan Andersen, Eric Bublitz, Timothy Cotton, John A. Kish, Kurt Lessard, Timothy Muhl, Kyle E. Nelson, Pamala Pietrangelo, Reinhard E. Sander, Matt Sveum, Benjamin Wieberdink.
Application Number | 20130037356 13/646319 |
Document ID | / |
Family ID | 39876842 |
Filed Date | 2013-02-14 |
United States Patent
Application |
20130037356 |
Kind Code |
A1 |
Andersen; Jonathan ; et
al. |
February 14, 2013 |
WHEEL CHOCK SYSTEM
Abstract
Vehicle restraint systems are disclosed herein. An example
vehicle restraint system includes a base to be positioned adjacent
a loading dock and a wheel chock to be positioned on the base. An
actuator is coupled to the base and moves the base relative to a
wall of the loading dock in a linear direction between a release
position and a holding position when the wheel chock is coupled to
the base. In the release position, the wheel chock disengages from
a wheel of a vehicle positioned at the loading dock. In the holding
position, the wheel chock frictionally engages the wheel of the
vehicle to restrict movement of the wheel away from the loading
dock.
Inventors: |
Andersen; Jonathan; (Racine,
WI) ; Bublitz; Eric; (Franklin, WI) ; Cotton;
Timothy; (Milwaukee, WI) ; Kish; John A.;
(Grafton, WI) ; Lessard; Kurt; (S. Milwaukee,
WI) ; Muhl; Timothy; (Slinger, WI) ; Nelson;
Kyle E.; (Cedarburg, WI) ; Pietrangelo; Pamala;
(Oak Creek, WI) ; Sander; Reinhard E.; (Wauwatosa,
WI) ; Sveum; Matt; (Wauwatosa, WI) ;
Wieberdink; Benjamin; (Cedar Grove, WI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Andersen; Jonathan
Bublitz; Eric
Cotton; Timothy
Kish; John A.
Lessard; Kurt
Muhl; Timothy
Nelson; Kyle E.
Pietrangelo; Pamala
Sander; Reinhard E.
Sveum; Matt
Wieberdink; Benjamin |
Racine
Franklin
Milwaukee
Grafton
S. Milwaukee
Slinger
Cedarburg
Oak Creek
Wauwatosa
Wauwatosa
Cedar Grove |
WI
WI
WI
WI
WI
WI
WI
WI
WI
WI
WI |
US
US
US
US
US
US
US
US
US
US
US |
|
|
Family ID: |
39876842 |
Appl. No.: |
13/646319 |
Filed: |
October 5, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11828039 |
Jul 25, 2007 |
8307956 |
|
|
13646319 |
|
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|
Current U.S.
Class: |
188/32 |
Current CPC
Class: |
B60T 3/00 20130101; B65G
69/005 20130101 |
Class at
Publication: |
188/32 |
International
Class: |
B60T 3/00 20060101
B60T003/00 |
Claims
1. A wheel restraint system comprising: a base to be positioned
adjacent a loading dock; a wheel chock to be positioned on the
base; and an actuator coupled to the base, the actuator to move the
base relative to a wall of the loading dock in a linear direction
between a release position and a holding position when the wheel
chock is coupled to the base, wherein in the release position the
wheel chock is to disengage from a wheel of a vehicle positioned at
the loading dock, and in the holding position the wheel chock is to
frictionally engage the wheel of the vehicle to restrict movement
of the wheel away from the loading dock.
2. A wheel restraint system of claim 1, wherein the base is to
slide relative to a driveway of the loading dock when the actuator
moves the base between the release position and the holding
position.
3. A wheel chock of claim 1, wherein in the holding position, the
actuator imparts a force to the base in a direction toward the wall
of the loading dock and opposite from a force imparted by a wheel
of a vehicle to the wheel chock.
4. A wheel restraint system of claim 1, wherein each of the wheel
chock and the base includes an engagement surface with at least one
protruding tooth.
5. A wheel restraint system of claim 4, wherein in the holding
position, the actuator and the wheel impart opposing forces to the
tooth of the wheel chock.
6. A wheel restraint system of claim 5, wherein in the release
position, the tooth of the base is to disengage the tooth of the
wheel chock to enable the wheel chock to be moved away from the
base, and in the holding position the tooth of the base is to move
into locking engagement with the tooth of the wheel chock to
prevent disengagement between the wheel chock and the base.
7. A wheel restraint system of claim 5, wherein each tooth of the
base and the wheel chock includes an angled surface and a
substantially vertical surface defining a shoulder.
8. A wheel restraint system of claim 7, wherein in the holding
position, a shoulder of the tooth of the wheel chock frictionally
engages a shoulder of the tooth of the base to lock a position of
the wheel chock relative to the base.
9. A wheel restraint system of claim 1, wherein the wheel chock and
the base include a plurality of teeth that frictionally engage when
the actuator moves the base in the holding position relative to the
wheel chock to prevent disengagement between the wheel chock and
the base.
10. A wheel restraint system comprising: an anchor mountable to a
loading dock; a base; a wheel chock to engage the base, the base to
position the wheel chock between a holding position and a release
position such that in the holding position the wheel chock is to
obstruct a wheel of a vehicle at the loading dock and in the
release position the wheel chock is to clear of the wheel and
disengage the base; a tooth protruding from at least one of the
wheel chock and the base, the tooth to help maintain engagement
between the wheel chock and the base when the wheel chock is in the
holding position; and an actuator coupling the base to the anchor,
the actuator to slidably move the base between the holding position
and the release position such that the actuator is to slide the
base toward a wall of the loading dock in the holding position to
urge the wheel chock into engagement with the wheel.
11. The wheel restraint system of claim 10, wherein the actuator is
a hydraulic cylinder.
12. The wheel restraint system of claim 10, wherein in the holding
position, the actuator pulls the base and the wheel chock toward
the wall of the loading dock and into frictional engagement with
the wheel of the vehicle.
13. The wheel restraint system of claim 12, wherein the actuator
provides a continuous pulling force toward the wall of the loading
dock when the wheel chock is in the holding position.
14. The wheel restraint system of claim 10, wherein the wheel chock
is lifted away from the base when the base is in the release
position.
15. The wheel restraint system of claim 14, wherein the wheel chock
is manually lifted away from the base.
16. The wheel restraint system of claim 14, wherein the actuator is
to push the base away from the wall of the loading dock to move the
base from the holding position to the release position.
17. The wheel restraint system of claim 14, wherein a piston of the
actuator is operatively coupled to an edge of the base via a
pin.
18. A wheel restraint system comprising: means for retaining a
wheel of a vehicle at a loading dock; means for positioning the
means for retaining relative to the wheel of the vehicle at the
loading dock, the means for positioning to receive the means for
retaining; and means for slidably moving the means for positioning
between a release position to cause the means for retaining to
frictionally disengage from the wheel of the vehicle and a holding
position to cause the means for retaining to frictionally engage
the wheel of the vehicle to prevent the wheel from moving away from
a loading dock.
19. The wheel restraint system of claim 18, further comprising
means for frictionally interlocking the means for retaining and the
means for positioning.
20. The wheel restraint system of claim 18, further comprising
means for coupling the means for slidably moving and the means for
positioning.
21. A method of restraining a vehicle at a loading dock, the method
comprising: providing a base at a loading dock to receive a wheel
chock; and sliding the base relative to a wheel of the vehicle
between a release position and a holding position when the wheel
chock is coupled to the base such that in the release position the
wheel chock is to disengage the wheel and in the holding position
the wheel chock is to frictionally engage the wheel.
22. A method of claim 21, wherein sliding the base to the holding
position comprises pulling the base and the wheel chock coupled
thereto toward the wheel of the vehicle.
23. A method of claim 21, sliding the base to the release position
comprises pushing the base and the wheel chock coupled thereto away
from the wheel of the vehicle.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This patent is a continuation of U.S. patent application
Ser. No. 11/828,039, filed Jul. 25, 2007, entitled "Wheel Chock
System," which is hereby incorporated herein by reference in its
entirety.
FIELD OF THE DISCLOSURE
[0002] The present disclosure generally pertains to restraining a
vehicle at a loading dock and more specifically to a wheel chock
system.
BACKGROUND OF RELATED ART
[0003] When a truck, trailer or some other vehicle is parked at a
loading dock, often some sort of vehicle restraint is used to keep
the truck from inadvertently moving away from an elevated platform
of the dock. This allows a forklift truck to safely drive between
the dock platform and the truck for the purpose of loading or
unloading the cargo inside the truck.
[0004] There are a variety of vehicle restraints available that can
be installed at a loading dock for engaging the truck's RIG (Rear
Impact Guard), also known as an ICC bar. An ICC bar is a beam that
extends horizontally across the rear of a truck, just below the
truck bed. Its primary purpose is to prevent an automobile from
under-riding the truck in a rear-end collision. However, not all
trucks have an ICC bar that can be readily engaged by an ICC-style
restraint. Moreover, ICC bars are not prevalent outside the United
States, so in those cases a wheel restraint can be used for
blocking one or more of the truck's wheels.
[0005] Perhaps the most common wheel restraint is simply a wheel
chock that wedges between the driveway and the underside of the
wheel. However, wheel chocks often slip out of position on
driveways that are slippery due to oil, rain, ice, sand, gravel or
dirt. Moreover, wheel chocks usually are loose items that do not
permanently attach to the loading dock area, so they often get
misplaced.
[0006] One solution to these problems is disclosed in U.S. Pat. No.
7,032,720, which shows a wheel chock that is coupled to the loading
dock by way of an articulated arm. To help prevent the chock from
slipping out of its wheel-blocking position, the chock can be
placed in mating engagement upon a serrated base plate that is
anchored to the driveway. Although such a system can be effective,
it does have some drawbacks.
[0007] First, a counterweight spring on the arm tends to prevent
the wheel chock from resting its full weight upon the base plate.
Second, the length to which the arm must extend to reach the wheel
can adversely affect the angular relationship (about a vertical
axis) between the mating surfaces of the chock and base plate.
Third, although the '720 device includes a sensor for detecting the
presence of a wheel, the sensor does not indicate whether the chock
is fully engaged with the serrations of the base plate. And fourth,
dirt, ice and other contaminants could hinder the engagement
between the chock and the base plate, thus reducing the
effectiveness of the chock.
[0008] Consequently, a need exists for a wheel chock system that
overcomes the limitations and drawbacks of current systems.
SUMMARY
[0009] In some embodiments, a wheel chock for restraining a vehicle
at a loading dock is supported by a spring loaded articulated arm,
wherein the spring force can be released.
[0010] In some embodiments, a wheel chock is supported by an
articulated arm that includes a pivotal joint where the arm
connects to the chock, wherein the joint permits the chock to
rotate relative to the arm about a vertical axis.
[0011] In some embodiments, a wheel chock includes a sensor that
detects whether the chock is fully engaged with a lower support
surface.
[0012] In some embodiments, a manually manipulated wheel chock is
coupled to a hydraulic cylinder that can forcibly draw the chock
against a vehicle's wheel.
[0013] In some embodiments, a wheel chock can be manually placed
upon a mating base plate, and a hydraulic cylinder can move the
plate to force the chock against a vehicle's wheel.
[0014] In some embodiments, a set of hooks or latches selectively
engage and release a wheel chock from a lower support surface that
is anchored to the ground.
In some embodiments, a manually operated wheel chock includes a
cleaning system that inhibits debris, ice and other contaminants
from accumulating on a surface upon which the chock is placed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a perspective view a wheel restraint in a holding
position.
[0016] FIG. 2 is a perspective view of the wheel restraint of FIG.
1 but showing the restraint in a release position.
[0017] FIG. 3 is a perspective view of a wheel chock being lowered
upon a mating base.
[0018] FIG. 4 is an end view looking toward the dock face and
showing a wheel chock being lowered upon a base.
[0019] FIG. 5 is a perspective view similar to FIG. 1 but showing
another embodiment.
[0020] FIG. 6 is a side view of a wheel chock in a release
position.
[0021] FIG. 7 is a side view similar to FIG. 6 but showing the
chock in a holding position.
[0022] FIG. 8 is an end view similar to FIG. 4 but showing another
embodiment.
[0023] FIG. 9 is a side view similar to FIG. 7 but showing the
wheel chock of FIG. 8.
[0024] FIG. 10 is a top view of a cleaning system for the base of a
wheel restraint system.
[0025] FIG. 11 is a top view similar to FIG. 10 but showing a brush
sweeping across the base.
[0026] FIG. 12 is a top view similar to FIGS. 10 and 11 but showing
the wheel restraint system in a holding position.
[0027] FIG. 13 is a top view similar to FIG. 10 but showing an
alternate embodiment of a cleaning system.
[0028] FIG. 14 is a top view similar to FIG. 13 but showing yet
another embodiment.
[0029] FIG. 15 is a top view similar to FIG. 14 but showing the
wheel restraint system in a holding position.
DETAILED DESCRIPTION
[0030] FIGS. 1 and 2 show a wheel restraint system 10 for
restraining at least one wheel 12 of a vehicle 14 at a loading dock
16. Restraint 10 is shown in a holding position in FIG. 1 and is
shown in a release position in FIG. 2. In the holding position,
restraint 10 helps hold vehicle 14 adjacent to a dock face 18 so
that cargo can be safely conveyed on and off of vehicle 14. In some
cases, a conventional dock leveler 20 can be used to facilitate the
loading and unloading operations. An upper section of vehicle 14 is
shown in phantom lines to more clearly show the subject
invention.
[0031] Wheel restraint 10 includes a wheel chock 22 that may, for
example, rest upon a base 24 (lower support surface) when restraint
10 is in the holding position of FIG. 1. To limit the wheel chock's
horizontal movement (particularly in a forward direction away from
dock face 18) base 24 and/or chock 22 may include an interlocking
feature such as a tooth 26 or 28 that engages a mating feature in
the opposing surface, as shown in FIGS. 3 and 4. The various
shapes, sizes, quantities and positions of tooth 26 and 28 are too
numerous to mention, and it will be appreciated by those of
ordinary skill in the art that the number of possible designs is
unlimited.
[0032] To assist the repositioning of chock 22 between the holding
and release positions, an elevated articulated arm 30 couples chock
22 to an anchor 32 that is attached to dock 16. Various joints of
arm 30, anchor 32 and/or chock 22 enable chock 22 to be moved in
three-dimensional space. To ensure that chock 22 can rest flat upon
base 24, a joint 34 coupling arm 30 to chock 22, as shown in FIG.
4, permits chock 22 to rotate about a substantially horizontal axis
36 that is substantially parallel to dock face 18. To ensure the
horizontal footprint of chock 22 can lie square to base 24
regardless of the chock's distance from dock face 18, joint 34 also
allows chock 22 to rotate about a second axis 38 that is
perpendicular to or at least traverses an imaginary horizontal
plane 40. Joint 34 could be any multi-axis joint including, but not
limited to, a universal ball joint.
[0033] To further assist the manual repositioning of chock 22, a
spring 42 coupled to arm 30 helps offset the weight of chock 22 and
arm 30. Counteracting the weight of arm 30 and chock 22 can be
helpful while positioning chock 22; however, counteracting that
weight is not always desired. The weight of arm 30 and chock 22,
for instance, can actually be useful in holding chock 22 solidly
against base 24. Thus, a spring release device 44 might be added so
that spring 42 can be selectively stressed (FIG. 2) and released
(FIG. 1). In the relaxed position of FIG. 1, the stress in spring
42 is reduced but does not necessarily have to be reduced to zero.
In some examples, device 44 is a lever that can be toggled over
center by rotating the lever about a pivot point 46. To limit the
rotation of the lever, an end stop 48 on device 44 engages arm
30.
[0034] When chock 22 is in the holding position of FIG. 1, a sensor
50 mounted to chock 22 can be used determine whether chock 22 is
actually fully engaged with base 24. Sensor 50 can be any device
that can provide a signal 52 in response to proper engagement
between chock 22 and base 24. Examples of sensor 50 include, but
are not limited to, a proximity switch (e.g., Hall effect sensor),
electromechanical switch, photoelectric eye, etc. Signal 52 can be
transmitted via wires through arm 30 or can be transmitted
wirelessly to control one or more signal lights 54.
[0035] FIG. 5 shows another example wherein a hydraulic cylinder 56
(hydraulic arm) replaces articulated arm 30. By controlling or
stopping the flow of hydraulic fluid using conventional techniques,
cylinder 56 can help hold wheel chock 22 at its holding position,
as shown in FIG. 5. An anchor 58 with a pivotal joint 60 allows
repositioning of cylinder 56 and chock 22. Similar to spring 42 of
wheel restraint 10, a spring 62 can be used to help offset the
weight of cylinder 56 and chock 22.
[0036] FIGS. 6 and 7 show a wheel chock 64 and a sliding base 66
with an alternate tooth design. This wheel restraint system
includes a linear actuator 68 (e.g., a hydraulic cylinder, lead
screw, etc.) that is held in place by an anchor 70 fixed to the
loading dock. Actuator 68 can draw chock 64 tightly up against
wheel 12 by pulling base 66 towards dock face 18, as indicated by
arrow 72. To release wheel 12, actuator 68 extends to push base 66
and chock 64 away from dock face 18. Once chock 64 is no longer
tightly up against wheel 12, chock 64 can be manually lifted from
base 66. The mechanism for maintaining the chock in position shown
in FIGS. 6 and 7 could be used with a manual chock, or one
connected to a mechanism for facilitating chock placement such as
that shown in FIGS. 1 and 2. The same holds true for the remaining
examples or concepts described herein.
[0037] FIGS. 8 and 9 show a wheel chock 72 resting upon a
stationary base 74. To limit the chock's movement away from dock
face 18, one or more hooks or latches 76 are pivotally connected to
chock 72 or base 74. For the illustrated example, a hinge 78
connects each latch 76 to base 74 such that selected latches 76 can
be pivoted upward to limit the movement of chock 72. Although it is
generally more important to limit the chock's movement away from
dock face 18, latches 76 and their mounting configuration to base
74 or chock 72 could be such that latches 76 restrict the chock's
movement in other directions as well.
[0038] FIGS. 10, 11 and 12 show a wheel chock system 80 that
includes a cleaning system 82 for inhibiting contaminants, such as
dirt and ice, from accumulating on a base 84. To prevent ice from
accumulating, a heating element 86, such as electrical resistive
wire or some other heat-generating source, is installed in
proximity (i.e., in heat exchange relationship) with base 84.
[0039] A brush 88 mounted to a movable arm 90 can be used to sweep
dirt from base 84. One end 92 of arm 90 is pivotally coupled to an
anchor 94. An opposite end 96 of arm 90 provides a cam surface 98
against which wheel 12 can push so that as a vehicle backs into the
loading dock, the engagement of wheel 12 against cam surface 98
forces brush 88 to sweep across base 84. When the vehicle departs,
a spring 100 can be used to pull arm 90 back to its position of
FIG. 10. Alternatively, arm 90 could be power actuated. A linearly
movable brush is also well within the scope of the invention.
[0040] FIG. 13 shows an alternative cleaning system 102 that
includes one or more nozzles 104 that discharges a fluid 106 (e.g.,
air, water or an ice-thawing liquid) to clear contaminants from a
base 108 or some other lower support surface. Fluid discharge can
be triggered manually, or it can be triggered automatically in
response to a timer or a sensor responsive to a vehicle or the
presence of a contaminant.
[0041] FIGS. 14 and 15 show a cleaning system 110 wherein one or
more covers 112 help shelter unused portions of base 108. For the
illustrated example, covers 112 are moved manually by simply
lifting the covers on or off of base 108. Alternatively, covers 112
can be hinged to base 108 so that covers 112 can be pivoted on and
off.
[0042] Although the invention is described with respect to various
examples, modifications thereto will be apparent to those of
ordinary skill in the art. Many of the wheel restraint features
disclosed herein are interchangeable among the various examples.
The scope of the invention, therefore, is to be determined by
reference to the following claims:
* * * * *