U.S. patent application number 14/158387 was filed with the patent office on 2014-07-17 for vehicle tire deflation device.
The applicant listed for this patent is Richard W. Block, Douglas A. Doty, Gary L. Uthe, James P. Wersching. Invention is credited to Richard W. Block, Douglas A. Doty, Gary L. Uthe, James P. Wersching.
Application Number | 20140199118 14/158387 |
Document ID | / |
Family ID | 51165251 |
Filed Date | 2014-07-17 |
United States Patent
Application |
20140199118 |
Kind Code |
A1 |
Wersching; James P. ; et
al. |
July 17, 2014 |
VEHICLE TIRE DEFLATION DEVICE
Abstract
A vehicle tire deflation device includes a housing structure, a
core structure, a plurality of spikes, a first end cap and a second
end cap. The housing structure includes a first end and a second
end. The core structure resides within the housing structure. The
plurality of spikes is maintained by the core structure and
positioned in a predetermined orientation. The predetermined
orientation positions the spikes to penetrate a tire when a vehicle
travels over the vehicle tire deflation device. Each end cap
selectively attaches to the respective ends of the housing
structure. Each end cap defines an opening and comprises an outer
wall. Each of the openings communicates with the interior of the
device so as to permit air to pass from the interior to the
exterior of the device. Methods of using a vehicle tire deflation
device are also described.
Inventors: |
Wersching; James P.;
(Cincinnati, OH) ; Uthe; Gary L.; (Fort Wright,
KY) ; Block; Richard W.; (Cincinnati, OH) ;
Doty; Douglas A.; (Madison, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Wersching; James P.
Uthe; Gary L.
Block; Richard W.
Doty; Douglas A. |
Cincinnati
Fort Wright
Cincinnati
Madison |
OH
KY
OH
IN |
US
US
US
US |
|
|
Family ID: |
51165251 |
Appl. No.: |
14/158387 |
Filed: |
January 17, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61753656 |
Jan 17, 2013 |
|
|
|
Current U.S.
Class: |
404/6 ;
404/72 |
Current CPC
Class: |
E01F 13/12 20130101 |
Class at
Publication: |
404/6 ;
404/72 |
International
Class: |
E01F 13/12 20060101
E01F013/12 |
Claims
1. A vehicle tire deflation device comprising: a housing structure
comprising a first end and a second end; a core structure residing
within the housing structure; a plurality of spikes maintained by
the core structure and positioned in a predetermined orientation,
such that the predetermined orientation positions the spikes to
penetrate a tire when a vehicle travels over the vehicle tire
deflation device; and a first end cap and a second end cap, wherein
each end cap selectively attaches to the respective ends of the
housing structure and each end cap defines an opening and comprises
an outer wall, wherein each of the openings communicates with the
interior of the device so as to permit air to pass from the
interior to the exterior of the device, wherein the outer wall of
each end cap comprises a plurality of grip members.
2. The vehicle tire deflation device according to claim 1, wherein
each of the housing structure, core structure, and end caps is
formed from a collapsible material, such that the collapsible
material is sufficiently malleable such that each of the housing
structure, core structure and end caps are configured to collapse
as a vehicle travels over the vehicle tire deflation device.
3. The vehicle tire deflation device according to claim 2, wherein
the collapsible material used to form the housing structure and the
end caps is the same.
4. The vehicle tire deflation device according to claim 1, wherein
the plurality of grip members are configured to contact a road
surface.
5. The vehicle tire deflation device according to claim 1, wherein
the plurality of grip members are evenly distributed along the
outer wall of each end cap.
6. The vehicle tire deflation device according to claim 1, wherein
the housing structure comprises a first panel, a second panel and a
third panel.
7. The vehicle tire deflation device according to claim 6, wherein
one or more of the first panel, the second panel and the third
panel comprises a warning indicia.
8. The vehicle tire deflation device according to claim 6, wherein
the predetermined orientation comprises having the spikes arranged
along the planes forming the first panel, the second panel and the
third panel, such that a portion of the spikes have an angular
positioning relative to another portion of the spikes.
9. The vehicle tire deflation device according to claim 1 having a
triangular configuration.
10. A vehicle disabling system comprising two or more vehicle tire
deflation devices of claim 1.
11. The vehicle disabling system of claim 10, wherein the two or
more vehicle tire deflation devices being adjoined to one another
along a common axis.
12. A vehicle tire deflation device comprising: a housing structure
comprising a first end and a second end; a core structure residing
within the housing structure; a plurality of spikes maintained by
the core structure and positioned in a predetermined orientation,
such that the predetermined orientation positions the spikes to
penetrate a tire when a vehicle travels over the vehicle tire
deflation device; and a first end cap and a second end cap, wherein
each end cap selectively attaches to the respective ends of the
housing structure and each end cap defines an opening and comprises
an outer wall, wherein each of the openings communicates with the
interior of the device so as to permit air to pass from the
interior to the exterior of the device; wherein each of the housing
structure, core structure, and end caps is formed from a
collapsible material, such that the collapsible material is
sufficiently malleable such that each of the housing structure,
core structure and end caps are configured to collapse as a vehicle
travels over the vehicle tire deflation device.
13. The vehicle tire deflation device according to claim 12,
wherein the collapsible material used to form the housing structure
and the end caps is the same.
14. The vehicle tire deflation device according to claim 12, where
each of the openings is configured to facilitate the expulsion of
air upon impact with a vehicle to assist in the collapsibility of
the vehicle tire deflation device.
15. A method of using a vehicle tire deflation device, the method
comprising: deploying a vehicle tire deflation device onto a road,
the vehicle tire deflation device comprising: a housing structure
comprising a first end and a second end; a core structure residing
within the housing structure; a plurality of spikes maintained by
the core structure and positioned in a predetermined orientation,
such that the predetermined orientation positions the spikes to
penetrate a tire when a vehicle travels over the vehicle tire
deflation device; and a first end cap and a second end cap, wherein
each end cap selectively attaches to the respective ends of the
housing structure and each end cap defines an opening and comprises
an outer wall, wherein each of the openings communicates with the
interior of the device so as to permit air to pass from the
interior to the exterior of the device; wherein each of the housing
structure, core structure, and end caps is formed from a
collapsible material, such that the collapsible material is
sufficiently malleable such that each of the housing structure,
core structure and end caps are configured to collapse as a vehicle
travels over the vehicle tire deflation device; contacting a tire
of a desired vehicle with the vehicle tire deflation device;
puncturing the tire of the desired vehicle; and stopping the
desired vehicle.
16. The method according to claim 15, wherein the collapsible
material used to form the housing structure and the end caps is the
same.
17. The method according to claim 15, wherein the outer wall of
each end cap comprises a plurality of grip members configured to
contact the surface of the road.
18. The method according to claim 17, wherein the plurality of grip
members substantially prevent the vehicle tire deflation device
from moving when contacted by the tire of the desired vehicle.
19. The method according to claim 15, wherein a plurality of
vehicle tire deflation devices are deployed.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application claims the priority benefit of U.S.
Provisional Patent Application Ser. No. 61/753,656, "Vehicle Tire
Deflation Device," filed Jan. 17, 2013, which is hereby expressly
incorporated by reference herein in its entirety.
TECHNICAL FIELD
[0002] The present disclosure generally relates to vehicle tire
deflation devices, particularly to such devices employed by law
enforcement to deflate the tires of a vehicle.
BACKGROUND
[0003] Conventional tire deflation devices are used by law
enforcement to prevent or end vehicle chases. Once deployed on road
surfaces, a device which comes into contact with a vehicle's tires
can deploy spikes, thereby deflating the tires. However, it has
been observed that such conventional devices may fail to properly
deploy such spikes due to insufficient collapse of the device or
movement of device when contacted by the targeted vehicle.
Accordingly, it is desirable to provide improved vehicle tire
deflation devices.
SUMMARY
[0004] In accordance with one example, a vehicle tire deflation
device includes a housing structure, a core structure, a plurality
of spikes, a first end cap and a second end cap. The housing
structure includes a first end and a second end. The core structure
resides within the housing structure. The plurality of spikes is
maintained by the core structure and positioned in a predetermined
orientation. The predetermined orientation positions the spikes to
penetrate a tire when a vehicle travels over the vehicle tire
deflation device. Each end cap selectively attaches to the
respective ends of the housing structure. Each end cap defines an
opening and comprises an outer wall. Each of the openings
communicates with the interior of the device so as to permit air to
pass from the interior to the exterior of the device. The outer
wall of each end cap comprises a plurality of grip members.
[0005] In accordance with one example, a vehicle tire deflation
device includes a housing structure, a core structure, a plurality
of spikes, a first end cap and a second end cap. The housing
structure includes a first end and a second end. The core structure
resides within the housing structure. The plurality of spikes is
maintained by the core structure and positioned in a predetermined
orientation. The predetermined orientation positions the spikes to
penetrate a tire when a vehicle travels over the vehicle tire
deflation device. Each end cap selectively attaches to the
respective ends of the housing structure. Each end cap defines an
opening and comprises an outer wall. Each of the openings
communicates with the interior of the device so as to permit air to
pass from the interior to the exterior of the device. Each of the
housing structure, core structure, and end caps is formed from a
collapsible material. The collapsible material is sufficiently
malleable such that each of the housing structure, core structure
and end caps are configured to collapse as a vehicle travels over
the vehicle tire deflation device.
[0006] In accordance with one example, a method of using a vehicle
tire deflation device is provided. The method includes deploying
the vehicle tire deflation device onto a road, contacting a tire of
a desired vehicle with the vehicle tire deflation device,
puncturing the tire of the desired vehicle, and stopping the
desired vehicle. The vehicle tire deflation device includes a
housing structure, a core structure, a plurality of spikes, a first
end cap and a second end cap. The housing structure includes a
first end and a second end. The core structure resides within the
housing structure. The plurality of spikes is maintained by the
core structure and positioned in a predetermined orientation. The
predetermined orientation positions the spikes to penetrate a tire
when a vehicle travels over the vehicle tire deflation device. Each
end cap selectively attaches to the respective ends of the housing
structure. Each end cap defines an opening and comprises an outer
wall. Each of the openings communicates with the interior of the
device so as to permit air to pass from the interior to the
exterior of the device. Each of the housing structure, core
structure, and end caps is formed from a collapsible material. The
collapsible material is sufficiently malleable such that each of
the housing structure, core structure and end caps are configured
to collapse as a vehicle travels over the vehicle tire deflation
device.
[0007] While the specification concludes with claims particularly
pointing out and distinctly claiming the subject matter that is
regarded as the present invention, it is believed that the
invention will be more fully understood from the following
description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] FIG. 1 is a partially cut-away elevational view of an
example of a vehicle tire deflation device.
[0009] FIG. 2 is a side elevational view of the tire deflation
device of FIG. 1, with the end cap removed.
[0010] FIG. 3 is a prospective view of a vehicle tire deflation
device having an end cap.
[0011] FIG. 4 is an enlarged view of the end cap shown in FIG.
3.
[0012] FIG. 5 is a perspective view of an example of a vehicle tire
deflation device.
[0013] FIG. 6 is a partial exploded view of FIG. 5 illustrating
partial removal of a housing.
[0014] FIG. 7 is a partial exploded view of FIG. 6 illustrating
removal of a housing to depict a core structure.
[0015] FIG. 8 is an exploded view of the core structure of FIG. 7,
further illustrating spike subassemblies.
DETAILED DESCRIPTION
[0016] Tire deflation devices are being placed in greater use by
the law enforcement community. Such conventional devices typically
include a base and a plurality of tire deflating spikes or quills
removably secured to the base. When a tire of a vehicle pursued by
law enforcement rolls over such a device, spikes or quills can be
embedded in the tire and pulled free from the base. Such spikes or
quills cause the tire to deflate, thus immobilizing the vehicle and
the fleeing suspect. The quills may be hollow to accelerate
deflation of the tires. Such tire deflation devices are disclosed
in U.S. Pat. Nos. 5,330,285, 5,452,962, 5,820,293, and 6,155,745,
each of which is hereby incorporated by reference herein as if
fully set forth in their entirety.
[0017] One disadvantage of tire deflation devices of the type
described above is construction of the end caps. Such end caps can
prevent deployment of the deflation device during use. It would
therefore be desirable to provide a more effective vehicle tire
deflation device having improved end caps.
[0018] Referring now to the drawings, FIG. 1 illustrates one
representative example of a vehicle tire deflation device 100 in a
partially cut-away view so that details regarding the positioning
of spikes 133 can be easily discerned. In one example, the vehicle
tire deflation device 100 can have a triangular cross-sectional
shape and can have a desired length (e.g., about three feet long).
The desired length can be sufficient to cover a significant portion
of a road surface, and will also allow the tire deflation device
100 to easily fit inside the trunk space of a standard vehicle
(e.g., police car). For example, multiple such tire deflation
devices 100 could easily be stored in the trunk of a police vehicle
to be available to an officer when needed. These devices could be
placed across a road surface (e.g., along a common axis) so as to
cover a majority of a particular lane when deployed. It will be
appreciated that a substantial portion of a road would need to be
traversed to increase the likelihood that a fleeing vehicle makes
contact with the vehicle tire deflation device 100.
[0019] In one example, the tire deflation device 100 can have a
triangular shape which can be symmetrical, both in its outer
dimensions, and its inner components, such that a three-piece spike
subassembly 132, described herein and shown in FIGS. 1-2, can be
positioned parallel to each of panels 102, 104, and 106 which can
form the outer surfaces of a housing of the tire deflation device
100. Since the vehicle tire deflation device 100 shown in FIGS. 1
and 2 can be symmetrical (e.g., triangular shape), it can be placed
upon a road surface in any of the six possible orientations (i.e.,
on any one of its panels 102, 104, or 106, and in either direction)
and can be equally effective in puncturing the tires of a vehicle
passing thereover from either direction. Panels (102, 104, and 106)
can form a collapsible housing. Such panels can be formed of a
variety of suitable materials, including for example,
polypropylene, polyethylene, laminated paper board, butyrate
plastic, or any other suitable material which will be sufficiently
malleable and collapse when subjected to the weight of a vehicle
when run over. The first panel, generally designated by the numeral
102, can be positioned at an angle of about 60.degree. from the
second panel (designated by the numeral 104), which in turn can be
positioned at about 60.degree. from the third panel (designated by
the numeral 106). In certain examples, panels can have a thickness
of about 0.01 inch to about 0.05 inch; in certain examples of about
0.02 inch to about 0.03 inch; and in certain examples a thickness
of about 0.025 inch. The panels (102, 104, and 106) can be attached
to each other using a variety of suitable fastening techniques. For
example, in one example, each of the panels 102, 104, 106 can be
held in place with respect to one another by an adhesive material
(e.g., tape). These strips of adhesive material (not shown) can
each run parallel to the longitudinal axis of the tire deflation
device 100, and run the entire length of the device 100. Such that
in one example, a weather seal can be formed by the combination of
the adhesive materials and the material (e.g., laminated film) used
to form each of the panels 102, 104, and 106. In another example,
panels to form the housing can be formed as a unitary structure
such that each respective panel is integrally attached to the other
panels. Such a unitary structure can be formed by forming a mold of
the housing with each of the respective panels.
[0020] In certain examples once the housing is formed, a core
structure 120 (as generally shown in FIG. 2) can be placed inside
the housing of the tire deflation device 100, and can be used to
maintain the three-piece spike subassemblies 132 in a proper and
predetermined orientation, for example, as generally shown in FIG.
1. The core structure 120 can be formed from any suitable
collapsible materials, including for example, Styrofoam.RTM.. In
one example, each of the spike subassemblies 132 can be positioned
apart from one another by a distance of about one-half (1/2) inch
along the longitudinal axis of the vehicle tire deflation device
100. As FIG. 1 depicts, the spike subassemblies 132 can include in
spikes 133 in groups of three, one spike 133 pointing in each of
the three possible directions for each group. Each of these groups
of spikes 133 can be separated along the core structure 120 at
desired intervals, each interval having a distance of approximately
three inches. Such an arrangement provides a sufficient number of
spike subassemblies to be available to puncture a tire crossing a
tire deflation device without having to place spike subassemblies
at each of the designated intervals, thereby reducing the amount of
spike subassemblies needed and thus reducing the cost of a tire
deflation device.
[0021] As illustrated in FIGS. 1 and 2, each spike 133 of a spike
subassembly 132 can include a first spike tip 134, a spike quill
136, and a second spike tip 138 (which can be substantially
identical to the first spike tip 134). In one example, spike
subassemblies 132 can be designed to; first, penetrate the surface
of a tire by use of one spike tip 134 or 138, after which time the
spike quill 136 becomes embedded in the tread, casing and/or belts
of the tire. As the tire passes over spike subassembly 132, the
bottom tip of the other spike tip 134 or 138 can fall free from the
tire because it can easily slide out from the spike quill 136. Once
the remaining portions of spike subassembly 132 are rotated to the
top of the tire (by the inherent rotation of the tire as it passes
over the tire deflation device 100), the upper spike tip 134 or 138
can similarly fall free from the spike quill 136, thereby falling
into the interior spaces of the tire. Since spike quill 136 can be
hollow, now that it is embedded in the tread, casing and/or belts
of the tire, it can allow the air inside the tire to leak outside
due to the pressurization of the interior chamber of the tire. The
depressurization of the tire is controlled to the extent that the
tire does not blow out, thereby allowing the driver of the vehicle
to fairly easily control the direction of the vehicle while the
tire is losing air. The spike tips 134 and 138 and spike quill 136
can be made of steel, or any other suitable material that can be
used to penetrate a tire. It will be appreciated that other spike
assemblies (having different configurations) could be utilized in a
tire device as described herein.
[0022] It will be appreciated that various subassemblies can be
utilized in forming a tire deflation device. Other suitable designs
are described in U.S. Pat. No. 5,452,962, and hereby incorporated
by reference herein as if fully set forth in its entirety.
[0023] The vehicle tire deflation device 100 can also include a
pair of collapsible end caps 140. The end caps 140, as shown in
FIG. 1, can be collapsible to prevent a vehicle tire from "ramping
over" an otherwise rigid cap and thereby avoiding the spikes 133.
In one example, the end caps 140 can be removably secured to each
opposed end of the tire deflation device 100. However, it will be
appreciated that the end caps 140 can be selectively attached to a
tire deflation device using a variety of techniques. In one
example, outer surfaces of the end cap 140 can be laminated so as
to protect the end cap 140 from weather conditions. The end cap 140
can be formed a variety of materials, including for example,
polypropylene, polyethylene, paper board, butyrate plastic, or any
other suitable material that permits sufficient collapse when the
end cap is subjected to the weight of a vehicle.
[0024] FIGS. 3 and 4 illustrate another example of an end cap 240.
End cap 240 can have a generally triangular shape and include a
rear flange 250 configured to removably secure the end cap 240 to
one end of a housing 201 of a tire deflation device 200. An outer
wall 252 of the end cap 240 can include outwardly projecting
serrated grips 254. Such grips 254 can provide increased
interaction (e.g., increased traction) with a road surface during
deployment of the tire deflation device 200, thereby substantially
preventing the tire deflation device 200 from moving or shifting
once deployed and placed in contact with a tire of a desired
vehicle. The end cap 240 can be formed of a variety of materials,
including polyethylene (e.g., low density polyethylene) or
polypropylene. In certain examples, the materials forming the end
cap 240 can be sufficiently malleable providing greater ease in
securing the end cap 240 to a housing 201 of a tire deflation
device 200.
[0025] In one example, as shown in FIG. 4, an opening (e.g., "SS"
designation 256) in the end cap 240 can assist in facilitating the
expulsion of air upon use of the vehicle tire deflation device 200.
Once crushed, any air residing within an interior of the housing
201 of the tire deflation device 200 can escape through the opening
improving the collapsibility of the vehicle tire deflation device
200, thus improving the overall operation and deployment of the
tire deflation device 200. Without such a mechanism to release air
residing within the tire deflation device, the housing 201 may not
sufficiently collapse to permit quills (not shown) to properly
extend and provide the means by which to deflate the tires on a
desired vehicle. It will be appreciated that such openings can be
design to have a variety of suitable shapes and configurations.
[0026] FIGS. 5-8 illustrate another example of a tire deflation
device 300. The tire deflation device 300 can include a label 360
on at least one portion of the device 300, such as a housing 301
(as shown in FIG. 6). This label 360 can include certain indicia
that can include warnings, advertisements or other suitable indicia
(e.g., "Stop Stick"). As further shown in FIG. 6, the housing 301
can include an inner portion 370 and an outer portion 380. Inner
and outer portions 370, 380 can be formed of a variety of suitable
materials, including for example, polypropylene, polyethylene,
laminated paper board, butyrate plastic, or any other suitable
material which will be sufficiently malleable and collapse when
subjected to the weight of a vehicle when run over.
[0027] The outer portion 380 can include a unitary structure that
is configured to pass over and substantially cover the inner
portion 370. End caps 340 can be attached to the housing 301 via an
intermediary device 346. As illustrated in FIG. 7, the inner
portion 370 can include panels 302, 304 and 306 which can be in
contact with a core structure 320. Each of the panels 302, 304, 306
can be held in place with respect to one another by an adhesive
material (e.g., tape). These strips of adhesive material (e.g.,
345) can each run parallel to the longitudinal axis of the tire
deflation device 300, and run the entire length of the tire
deflation device 300. Such that in one example, a weather seal can
be formed by the combination of the adhesive materials and the
laminated film of each of the panels 302, 304, and 306. The panels
(302, 304, 306) can further be held in place with the attachment of
intermediary device 346. Finally, as depicted in FIG. 8, the core
structure 320 can be used to hold a three-piece spike subassembly
332 in a proper orientation, similar to that as shown in FIG. 1.
The core structure 320 can be formed from any suitable collapsible
materials, including for example, Styrofoam.RTM.. Each spike 333 of
a spike subassembly 332 can include a first spike tip 334, a spike
quill 336, and a second spike tip 338 (which can be substantially
identical to the first spike tip 334). The spike subassembly 332
can be loaded into and maintained in the core structure 320 and
operate in a similar manner as previously described herein.
[0028] Those skilled in the art will readily recognize numerous
adaptations and modifications which can be made to the present
disclosure which will result in an improved vehicle tire deflation
device, yet all of which will fall within the spirit and scope of
the present disclosure as set forth in the following claims. For
example, a tire deflation device can be utilized to deflate the
tires of a fleeing vehicle, as well as placed behind the tires of a
stationary vehicle to prevent the stationary vehicle from being
employed as an escape vehicle during, for example, the serving of a
felony arrest warrant or drug raid. For use in deflating the tires
of fleeing vehicles, in certain examples a vehicle tire deflation
device can be configured to include cartridges which include only 1
quill each, and 7-10 cartridges per base. For use in placing behind
the tires of a stationary vehicle, a tire deflation device can be
configured with cartridges which include two quills each, and 1
cartridge per base.
[0029] The dimensions and values disclosed herein are not to be
understood as being strictly limited to the exact numerical values
recited. Instead, unless otherwise specified, each such dimension
is intended to mean both the recited value and a functionally
equivalent range surrounding that value. For example, a dimension
disclosed as "40 mm" is intended to mean "about 40 mm."
[0030] Every document cited herein, including any cross-referenced
or related patent or application, is hereby incorporated herein by
reference in its entirety unless expressly excluded or otherwise
limited. The citation of any document is not an admission that it
is prior art with respect to any invention disclosed or claimed
herein or that it alone, or in any combination with any other
reference or references, teaches, suggests, or discloses any such
invention. Further, to the extent that any meaning or definition of
a term in this document conflicts with any meaning or definition of
the same term in a document incorporated by reference, the meaning
or definition assigned to that term in the document shall
govern.
[0031] The foregoing description of examples has been presented for
purposes of illustration and description. It is not intended to be
exhaustive or limiting to the forms described. Numerous
modifications are possible in light of the above teachings. Some of
those modifications have been discussed and others will be
understood by those skilled in the art. The examples were chosen
and described for illustration of various examples. The scope is,
of course, not limited to the examples set forth herein, but can be
employed in any number of applications and equivalent devices by
those of ordinary skill in the art. Rather it is hereby intended
the scope be defined by the claims appended hereto.
* * * * *