U.S. patent number RE33,154 [Application Number 07/231,872] was granted by the patent office on 1990-01-30 for vehicle restraint.
This patent grant is currently assigned to Abon Corporation. Invention is credited to Norbert Hahn, Arthur A. Olson, Jr..
United States Patent |
RE33,154 |
Hahn , et al. |
January 30, 1990 |
Vehicle restraint
Abstract
A mechanical restraint is provided for use in securing a parked
vehicle to a stationary structure, such as a loading dock, while
the vehicle is being loaded or unloaded. The restraint includes a
first member fixedly mounted on the front wall of the loading dock,
and a second member mounted on the first member for movement in a
vertical plane and for hinged movement about a vertical axis
between operative and inoperative modes. The second member is
provided with an elongated first section which is in sliding
engagement with the first member. The second member, when in a
raised position is adapted to turn about the longitudinal axis of
the first section which is coaxial with the hinge axis of the
second member. The second member is provided with an elongated
second section which projects angularly from the upper end portion
of the first section. The second section includes a distal end
portion provided with a depending projection. When the second
member is in the operative mode, the distal end portion is adapted
to overlie and interlock with a transverse bar, such as an ICC bar,
which depends from the rear portion of the parked vehicle. The
second section of the second member includes a safety element which
effects separation of the first and second members only when an
external pulling force above a predetermined amount is exerted on
the distal end portion of the second section.
Inventors: |
Hahn; Norbert (South Milwaukee,
WI), Olson, Jr.; Arthur A. (Glenview, IL) |
Assignee: |
Abon Corporation (Naples,
FL)
|
Family
ID: |
26925511 |
Appl.
No.: |
07/231,872 |
Filed: |
August 12, 1988 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
Reissue of: |
526090 |
Aug 24, 1983 |
04605353 |
Aug 12, 1986 |
|
|
Current U.S.
Class: |
414/401; 414/396;
414/584 |
Current CPC
Class: |
B65G
69/003 (20130101) |
Current International
Class: |
B65G
69/00 (20060101); B65G 067/02 () |
Field of
Search: |
;414/622,400,401,396,584
;340/686,687 ;14/71.1,71.3,71.5 ;410/17,18 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Werner; Frank E.
Attorney, Agent or Firm: Neuman, Williams, Anderson &
Olson
Claims
We claim:
1. A restraint for releasably securing a parked vehicle against an
adjacent structure and preventing accidental transverse movement of
the vehicle away from the structure said restraint comprising a
first means fixedly mountable on the structure, and a second means
mounted on a segment of said first means for selective relative
movement in a vertical plane and for selective relative pivotal
movement about a vertical axis defined by said first means segment
between operative and inoperative modes only when said second means
assumes a predetermined elevated position with respect to the first
means segment and a surface supporting and subtending the parked
vehicle, said second means having an elongated downwardly extending
first section in vertical sliding engagement with said first means
segment and being adapted to turn about a longitudinal axis of said
first section which is coaxial with said vertical axis, and an
elongated second section projecting angularly from an upper end
portion of said first section, said second section having a distal
end portion provided with a depending projection, said distal end
portion being adapted, when said second means is in an operative
mode, to overlie and have the depending projection thereof
interlock with a transverse member depending from a portion of the
parked vehicle adjacent the structure; said second section
including releasable safety means effecting separation of said
first section and at least a portion of said second section upon an
external pulling force exceeding a predetermined amount being
exerted on the depending projection of the distal end portion of
said second section when said second means is in an operative mode;
said second section also including inner and outer segments
connected to one another for pivotal movement about a secondary
axis parallel to and spaced from said vertical axis, said inner
segment having one end thereof fixedly connected to the upper end
portion of said first section, said outer segment including the
depending projection of the distal end portion; the safety means
including a shearable pintle effecting the pivotal connection
between the inner and outer segments.
2. The restraint of claim 1 wherein the segment of said first means
includes a first guide means and the first section of the second
means includes a complemental second guide means, said first and
second guide means coacting to substantially maintain said second
means in an operative mode.
3. The restraint of claim 2 wherein the first guide means includes
an elongated vertically extending slot formed in said first means
segment, and the second guide means includes a fixedly mounted
outwardly projecting nub, said nub being aligned with said slot,
when said second means is in said operative mode, and being
slidable within said slot to allow vertical adjustment of said
second means while remaining in said operative mode.
4. The restraint of claim 1 wherein the safety means includes
spring means coacting with the inner and outer segments of said
second means second section to yieldably retain said segments in
substantially aligned relation; said segments assuming an angular
relation relative to one another upon a transverse non-vertical
predetermined external force being exerted on the outer segment,
while said second means is moving from an inoperative mode to an
operative mode.
5. The restraint of claim 1 wherein the second section of the
second means includes a first actuating means for operatively
engaging a complemental second actuating means, said actuating
means coacting with one another to effect selective vertical and
hinged adjustment of the second means relative to said first means.
.Iadd.
6. A restraint with means for releasably securing a parked vehicle
with a depending portion against an adjacent structure and
preventing accidental transverse movement of the vehicle away from
the structure, said restraint comprising first means fixedly
mountable on said structure and defining a channel having vertical
guides and a vertical passageway therebetween, second means
slidably mounted in said first means for vertical movement relative
thereto, said second means having a vertical portion slidable
longitudinally but restrained against transverse movement relative
to said vertical guides, said second means having transverse arm
means extending from said channel through said vertical passageway,
said transverse arm means supporting hinge means at a distal
portion thereof, and hook means having horizontal arm means
extending outwardly from said transverse arm means, complemental
hinge means connected to the hinge means of transverse arm means
and forming a vertical hinge axis, and a vertical hook portion
spaced from said complemental hinge means extending downwardly from
said horizontal arm means whereby said hook means is movable
vertically relative to said first means and rotatably movable about
said vertical hinge axis relative to said second means between an
operative position wherein the hook portion engages the depending
portion and an inoperative position. .Iaddend.
Description
BACKGROUND OF THE INVENTION
In loading and unloading of a truck parked at a conventional
loading dock, it is essential from a safety standpoint that the
truck be effectively secured in place against the front wall of the
dock so as to prevent accidental movement of the truck away from
the dock while mechanical devices, such as dollies, fork lift
trucks and the like, are moving between the parked truck and the
loading dock platform.
Heretofore to effect securement in place of the parked vehicle,
various methods have been utilized, such as (a) chocking the rear
wheels of the parked vehicle; (b) chaining the rear end of the
vehicle to a stanchion or ring provided on the dock; or (c)
engaging a mechanical restraint, such as a hook mounted on a dock
front wall with an ICC bar required to be carried on the underside
of the vehicle. The ineffectiveness and short-comings of these
approaches are well known. In chocking, for example, the securement
depends upon the driver or dock personnel exercising care and
patience in inspecting and clearing the driveway surface adjacent
the dock of ice, snow, oil or debris so that the chocks can be
properly positioned without slippage against the rear wheels of the
parked vehicle. Where chaining is involved, it is imperative that
the chain or cable connecting the vehicle to the dock be made taut.
Because of the inordinate amount of time and labor involved in
performing such chaining this method is not widely adopted.
Prior mechanical restraints, on the other hand, while in many
instances overcome the aforenoted problems associated with chocking
and chaining, they are nevertheless oftentimes beset with one or
more equally serious short-comings, such as: (a) they are of a
costly, complex and bulky construction; (b) they require
substantial structural modifications and changes to be made to the
dock itself; (c) they require an electrical, hydraulic and/or
pneumatic power source; (d) they require an inordinate amount of
servicing and maintenance; and (e) they are incapable of properly
accommodating a wide variety of ICC bars.
SUMMARY OF THE INVENTION
Thus, it is an object of the invention to provide a vehicle
restraint which effectively overcomes the aforenoted shortcomings
associated with prior devices and methods.
It is a further object to provide a vehicle restraint which is
effective in operation and embodies a safety feature which avoids
the restraint or the dock from incurring permanent damage in the
event an excessive pulling force is exerted on the restraint.
It is a still further object to provide a vehicle restraint which
may be readily utilized in conjunction with various types of dock
levelers and associated equipment.
Further and additional objects will appear from the description,
accompanying drawings and appended claims.
In accordance with one embodiment of the invention, a vehicle
restraint is provided for releasably securing a parked vehicle
against a loading dock or the like. The parked vehicle is provided
with a conventional depending ICC bar which is disposed in
proximity to the exposed front wall of the loading dock. The
vehicle restraint includes a first member fixedly secured to the
dock front wall and a second member mounted on the first member for
movement in a vertical plane and for hinged movement about a
vertical axis between operative and inoperative modes. The second
member is provided with an elongated first section which is in
sliding engagement with the first member. The first section, when
in predetermined relative positions of sliding adjustment, is
adapted to be turned about its longitudinal axis, the latter being
coaxial with the hinge axis of the second member. Projecting
angularly from the upper end of the first section is a second
section having a distal end portion provided with a depending
projection. When the second member is in an operative mode, the
distal end portion is adapted to overlie and interlock with the
vehicle ICC bar. The second section includes a safety means which
effects separation of the first and second sections, when an
external pulling force in excess of a predetermined amount, is
exerted on the distal end portion of the second section.
DESCRIPTION
For a more complete understanding of the invention reference should
be made to the drawings wherein:
FIG. 1 is a fragmentary perspective view of a preferred embodiment
of the improved vehicle restraint shown mounted on the exposed
front wall of a conventional loading dock and in an inoperative
mode.
FIG. 2 is an enlarged, fragmentary, vertical sectional view showing
the restraint of FIG. 1 in an operative mode and interlockingly
engaging the ICC bar of a parked vehicle.
FIG. 3 is a fragmentary top plan view of the restraint shown in
FIG. 2; the second member of the restraint being shown in phantom
lines in various positions while being moved from the inoperative
mode to the operative mode.
FIG. 4 is an enlarged side elevational view of the second member
per se of the restraint shown in FIG. 1.
FIG. 5 is a fragmentary top plan view of the second member shown in
FIG. 4.
FIG. 6 is an enlarged top plan view of the first member per se of
the restraint shown in FIG. 1.
FIG. 7 is an enlarged, fragmentary, perspective view of the
restraint of FIG. 4 and showing certain components thereof in
exploded relation.
FIG. 8 is an enlarged side elevational view of a modified form of
the improved vehicle restraint and showing in full lines the second
section of the second member in a depending inoperative position
and in phantom lines showing said second section in an operative
position.
FIG. 9 is an enlarged perspective view of the restraint of FIG. 8
with the second section thereof removed.
Referring now to the drawings and more particularly to FIGS. 1--3,
a preferred embodiment of the improved vehicle restraint 10 is
shown mounted on the exposed front wall of a conventional loading
dock D. The dock, as illustrated, includes a dock leveler L having
an outwardly pivoting lip panel P hinged to the exposed front edge
of a dockboard or deck B, the latter forming a component of the
leveler L. Spaced laterally from opposite ends of panel P and
secured to the dock wall W are a pair of outwardly projecting
bumpers K. The dock leveler L is normally positioned within a
suitable pit or recess R formed in the upper and front surfaces of
the dock. The dock leveler, lip panel P, and the bumpers are of
conventional design and form no part of the invention herein
disclosed and claimed.
Restraint 10, as illustrated, includes a bracket or first member 11
which is normally centered between the bumpers K and is bolted or
otherwise secured to the dock wall W beneath the portion R' of pit
R which extends into the front wall W, see FIG. 1. Accommodated
within the bracket 11 is a vehicle attaching unit or second member
12 which is adapted to be manually manipulated between inoperative
and operative modes, I and II, respectively.
Bracket 11, as seen more clearly in FIGS. 6 and 7, includes a
mounting plate 13 having the backside thereof in face-to-face
contact with the dock wall W. Suitable bolt-receiving openings 13a
are formed along the periphery of the plate 13 and are adapted to
accommodate the shanks of conventional anchor bolts 14. Fixedly
mounted on the frontside of plate 13 and projecting outwardly
therefrom is a pair of spaced, parallel flanges 13b. Disposed
between the flanges and fixedly mounted thereto is a sleeve element
13c having the bore 13d thereof sized to snugly, yet slidably,
accommodate a section of the attaching unit 12 as will be described
more fully hereinafter. The exposed frontside of the sleeve element
13c is provided with an elongated, longitudinally extending guide
slot 13e, the function of which will become apparent from the
description to follow.
The vehicle attaching unit 12, as seen more clearly in FIGS. 4 and
7, includes an elongated first section 15, which in the illustrated
embodiment, is in the form of a cylindrical shaft, having an
outside diameter which is close to the diameter of bore 13d formed
in sleeve 13c. The shaft 15 maintains a sliding fit within the
bore, so that the unit 12 can be manually raised relative to sleeve
13c when the unit is being moved into or out of interlocking
relation with the ICC bar Y provided on the underside of the bed X
of the parked vehicle V, see FIG. 2, as will be explained more
fully hereinafter.
Fixedly connected to the exposed upper end portion of shaft 15 is
an elongated second section 16. The distal or free end portion 16a
of section 16 is provided with a depending projection or finger F.
In the preferred embodiment, section 16 includes an inner segment M
and an outer segment N. Corresponding ends of the segments are
adapted to interfit with one another and are pivotally
interconnected by a pintle 17, see FIG. 7. Pintle 17, in addition
to effecting a pivotal interconnection between segments M and N,
also serves as a safety means in that it will shear when a
predetermined pulling force exceeding a predetermined amount (e.g.,
18,000 lbs.) is exerted on the outer segment N. Thus, the shear
strength of pintle 17 is set so that it will shear and effect
separation of the segments before shaft 15 and the bracket 11
become damaged or distorted, or the bracket anchor bolts 14 are
loosened, or the dock front wall W is damaged. While segment M is
shown as having a bifurcated end M' and the corresponding end of
segment N as having a single projection N', it is to be understood
of course that the corresponding ends of the segments may take
various other shapes if desired.
By reason of the second section 16 being formed of pivotally
connected segments, manual movement of the unit 12 from the
inoperative mode I to the operative mode II particularly, if the
outer segment N was to encounter a vertially depending obstruction
Z (e.g., one of the legs to which the ICC bar is connected), see
FIG. 3, is greatly facilitated, because the outer segment N will
yield in either a counterclockwise or clockwise direction relative
to segment M a sufficient amount to allow the outer segment to move
past or clear the obstruction and thus, enable the section 12 to
properly assume the operative mode II. While the outer segment N is
moving past the obstruction Z, the unit 12 is manually raised
relative to the sleeve 13c, an amount sufficient to enable the
depending finger F on the distal end portion 16a of the second
section 16 to clear the ICC bar Y. Once the distal end portion 16a
is disposed between the depending legs Z and substantially centered
with respect to the bar Y, the unit 12 is permitted by the force of
gravity to be lowered so that the end portion 16a will overlie the
bar Y and the finger F will interlockingly engage behind said bar
and thus, hold the parked vehicle V safely against the bumpers K
mounted on the dock wall W.
The afore-described manipulation of the unit 12 may be readily
accomplished by utilizing an elongated implement T having an offset
lower end T'. The end T' is adapted to be inserted into an opening
16b formed in the inner segment M of the second section 16, see
FIG. 7. The upper end of the implement, not shown, may be provided
with a suitable cross handle. The implement T is manipulated by one
of the loading dock personnel while standing near the outer end of
the leveler dockboard or deck B, and before the lip panel P has
assumed an extended position as seen in FIG. 2. Once unit 12 is in
interlocking engagmeent with bar Y, the dock personnel will then
activate the leveler L so that the panel P will assume an extended
position whereupon the latter will engage in overlying relation the
upper surface of the vehicle bed X as the dockboard is pivoted into
position. The movement sequence of the leveler dockboard and the
lip panel P is well known in the art.
The inner and outer segments M, N of the second section 16 are
resiliently retained in an aligned relation by torsion springs 18,
20 which are disposed respectively on the top and bottom surfaces
of section 16, see FIG. 4. The springs may be of like construction
and are held in place by an enlarged head 17a at one end of pintle
17 and a washer and cotter-pin assembly 19 at the opposite end of
the pindle, see FIG. 7. Thus, regardless of whether the outer
segment N yields in a clockwise or counter-clockwise direction with
respect to inner segment M, the outer segment N will automatically
resume an aligned relation with the inner segment M, once the outer
segment has moved past the depending obstruction Z, see FIG. 3.
It will be noted in FIG. 3 that, when the second member 12 is
disposed in an inoperative mode I shown in phantom lines in FIG. 3,
the entire device 10 is recessed a substantial amount from a plane
defined by the end faces of the bumpers K. Thus, when in mode I,
all components of the device are in a protected position and are
not subject to being accidently struck by the vehicle V when the
latter is being backed into its parked position.
As shown in FIGS. 1, 4 and 7, the shaft 15 of the second member 12
is provided with an outwardly projecting nub 21 which is disposed
in the same vertical plane as defined by the inner segment M of the
second section 16. The nub is sized so that it will slidably fit
within guide slot 13e of sleeve 13c and retain the second section
16 in a substantially perpendicular position with respect to the
wall-mounted bracket 11, when the member 12 assumes the operative
mode II. When the member 12 is raised sufficiently so that the nub
21 is disengaged from the slot 13e, the member 12 may be rotated by
the implement T to inoperative mode I whereby the nub 21 will rest
upon the upper edge of sleeve 13c, see
FIGS. 8 and 9 show a second embodiment 110 of the improved
restrant. Components of restraint 110 which correspond to those of
restraint 10 will be identified by corresponding numbers except in
the 100 series. The restraint 110 includes a first member 111 which
in the illustrated embodiment is of the same configuration as
members 11. A second member 112 is mounted on member 111 and is
adapted to be manually raised and turned relative thereto as in the
case of member 12. Member 112 includes an elongated cylindrical
shaft or first section 115 which is in sliding engagement with the
sleeve 113c forming a part of member 111. The upper end portion
115a of the shaft 115 is bifurcated and is adapted to pivotally
accommodate the inner end of an elongated arm or second section
116. The bottom 115b of the slot 115c formed in the bifurcated end
of the shaft is disposed at an angle .theta. of approximately
45.degree. to the longitudinal axis of the shaft 115. The outer or
distal end 116a of arm 116 is provided with a depending finger or
projection F which is adapted to interlockingly engage the ICC bar
Y of the parked vehicle, when the second member 112 is disposed in
the operative mode II, shown in phantom lines in FIG. 8.
The pivotal connection between arm 116 and the bifurcated end 115a
of shaft 115 is effected by a pintle 117 which extends through
aligned openings formed in the inner end of arm 116 and the upper
end of shaft 115. The pintle 117 is of such size and material that
it will shear when a pulling force in excess of a predetermined
amount (e.g., 18,000 lbs.) is exerted on the distal end 116a of arm
116. Thus, when pintle 117 is sheared, the arm 116 will separate
from shaft 115 before the restraint 110 or the dock wall W incurs
any permanent damage.
To facilitate manipulating of the arm 116 to the operative mode II
and to raise the second member 112 relative to the first member
111, a suitable opening 116b is provided in arm 116 in close
proximity to the pivot axis of the arm. The opening 116b is adapted
to be engaged by the offset end T ' of the implement.
While the upper end 115a of the shaft 115 is shown to be
bifurcated, it is to be understood of course that the inner end of
the arm may be bifurcated and the upper end of the shaft formed
into a narrow projection which will be accommodated in the
bifurcated end of the arm.
When the second member 112 is disposed in an inoperative mode, the
arm 116 assumes the downwardly pivoted position as shown in full
lines in FIG. 8 and the shaft 115 is rotated about its longitudinal
axis so that the nub 121 carried on the shaft will rest upon the
upper edge of sleeve 113c. As in the case of restraint 10, it is
necessary that nub 121 be disengaged from the slot 113e formed in
sleeve 113c before the shaft can rotate about its longitudinal
axis. By having the arm 116 disposed in its downwardly pivoted
position, the incidence of the distal end of the arm encountering a
depending obstruction on the underside of the parked vehicle when
the member 112 is being moved from an inoperative mode I to an
operative mode II is significantly reduced.
Thus, with either embodiment of the improved vehicle restraint 10,
110, the structure thereof is simple, inexpensive, and
uncomplicated; does not require an electrical, pneumatic, or
hydraulic source of power to operate; is simple to install; and
does not interfere with the normal operation of a dock leveler, or
other conventional accessory equipment utilized in a loading dock
installation.
* * * * *