450results about "Portable braking system" patented technology

Wheel chock restraint system comprising a wheel chock, a supporting element mounted on the ground in vicinity of a loading dock and a wheel chock support assembly connected by one end to the wheel chock and by another end in vicinity of the loading dock. A base portion of the chock is provided with first engagement elements and the supporting elements are provide with corresponding second engagement elements. The first engagement elements are adapted to cooperate with the second engagement elements, thus creating a retention force directed away from the loading dock and preventing the chock from sliding away from the wheel of a vehicle making an attempt to depart prematurely from the loading dock. Wheel chock support assembly is adapted to ensure a secure positioning of the chock under the wheel of the vehicle during loading and unloading operation by creating an engagement force directed towards the loading dock and pressing the chock against the wheel. The first engagement elements comprise a plurality of teeth extending downwardly from the base portion of the chock under a predetermined angle and the second engagement elements are a plurality of stoppers extending upwardly from the supporting element.

A horizontally extending body or base member includes a forward portion and a rearward portion and has downwardly projecting teeth for engaging a wire grid mounted on a bed or floor. The forward portion of the base member supports a wheel engaging head member for relative horizontal movement between extended and retracted positions, and compression springs bias the head member to its extended position. A lock member is supported by the rearward portion of the base member for pivotal movement between released and locked positions and also has downwardly projecting teeth for engaging the wire grid. The head member carries a wheel engaging extension member for pivotal movement between retracted and extended positions. A side paddle member is also carried by the head member to resist lateral movement of the wheel, and preferably all of the members are each molded of a liquid thermoset plastics material.

A wheel chock apparatus includes a chock body for chocking a tire of a vehicle such as a semi-trailer prior to loading or unloading the trailer by a towmotor at a docking bay. When properly positioned, the chock body prevents movement of the vehicle away from the docking bay during the loading or unloading operation. Such movement poses a possible hazard to the cargo being loaded or unloaded, to the equipment performing the loading / unloading operations, and to the operator of such equipment. The chock body includes a sensor mounted on or embedded in the body, which is capable of detecting a properly chocked tire. The sensor is electrically connected to a microcontroller programmed to control an indicator, such as a visual light or audible alarm, that will alert an equipment operator on the docking bay as to whether the driver of the vehicle has properly chocked the tires.

A wheel chock for restraining movement of a vehicle tire on a supporting grating during transit includes a base, a grate lock mechanism for locking the base to the grating, and a ramp on the base for engagement with a circumference of a vehicle tire. A strap connected with the base is extensible around the vehicle tire to help restrain movement of the tire on the grating. The chock includes a retractor for retracting the strap and for taking up slack that forms in the strap during transit.

A boat rack apparatus for carrying a boat on a vehicle roof rack includes a plurality of conformable support members. Each support member has an expanse that contacts a boat hull. The expanse is supported by a rib arrangement, including a spring rib and a load rib. The spring rib underlies a flexible portion of the expanse. The load rib provides vertical support to the expanse. The support member adapts to different boat hull shapes.

A wheel restraint for restraining a vehicle at a loading dock includes various features such as, a wheel chock supported by a spring loaded articulated arm with a spring that can be selectively tightened or released, a sensor that detects whether the chock is solidly against a base plate or floor, a bi-directional pivotal joint between the articulated arm and the wheel chock to ensure that the chock can sit squarely on a mating base plate, a wheel chock that meshes with a hydraulically actuated base plate, pivotal or otherwise movable backstops that prevent a wheel chock from sliding out of position, and a base plate cleaning system. The cleaning system might include a vehicle-actuated brush, fluid spray nozzles, electric heater and removable cover plates.

A wheel chock apparatus includes a chock body for chocking a tire of a vehicle such as a semi-trailer prior to loading or unloading the trailer by a towmotor at a docking bay. When properly positioned, the chock body prevents movement of the vehicle away from the docking bay during the loading or unloading operation. Such movement poses a possible hazard to the cargo being loaded or unloaded, to the equipment performing the loading / unloading operations, and to the operator of such equipment. The chock body includes a sensor mounted on or embedded in the body, which is capable of detecting a properly chocked tire. The sensor is electrically connected to a microcontroller programmed to control an indicator, such as a visual light or audible alarm, that will alert an equipment operator on the docking bay as to whether the driver of the vehicle has properly chocked the tires.

A wheel chock restraint system which comprises a wheel chock having a base, a plurality of teeth extending outwardly from the base, the teeth extending in a first direction, and a locking member mounted within the chock, the locking member having a plurality of locking member teeth extending from a bottom thereof, the locking member teeth extending in a second direction generally opposed to the first direction, and an arrangement for moving the locking member in a generally vertical direction.

The dual purpose track comprises a unitary elongated body having a longitudinal axis and a raised center section extending along the axis from one end to the other. The center section includes a flat base with downwardly tapering sides terminating in laterally outwardly extending flanges. The flat base which extends along the longitudinal axis is provided with longitudinally spaced apart elongated slots, as an example, spaced every four inches, which extend lengthwise along the axis. Each slot is configured to receive either the head of the bolt of a wheel chock used to retain a dirt bike along the floor of a trailer or a tie down fastening device. A strap is connected between the tie down device and the handle bar of the dirt bike to assist in retaining the bike in a fixed position. Thus, the track serves two purposes, namely, it holds the wheel chocks and the anchoring devices for the straps.

A supplemental restraint for a primary vehicle restraint system for an auto-rack railroad car which reduces or eliminates movement of the vehicle in the auto-rack railroad car. The supplemental restraint is adapted to be positioned on a grating between the tire of the vehicle and the primary restraint. One embodiment of the supplemental restraint includes a body and an expander connected to the body. After the primary restraint is locked in place on the grating, the expander of the supplemental restraint is expanded. The expansion causes a more secure engagement between the tire and the primary restraint. This causes a high level of engagement between the tire and the primary restraint system indirectly through the supplemental restraint. The supplemental restraint also maintains a higher contact area on the tire regardless of the position of the primary restraint.

A novel compact adjustable wheel chock assembly for retainment of multi-size wheels (11) comprising of a one-piece flat rigid base plate (12) having a front-right surface (13), a front-left surface (14), a rear-right surface (15), a rear-left surface (16), a front-right wheel chock (17), mounted on the front-right surface (13) having a sideways adjustment device (19), a rear-right wheel chock (18) located on the rear-right surface (15), having a forward-backward adjustment device (20), a front-left wheel chock (21), mounted on the front-left surface (14), having a sideways adjustment device (23), a rear-left wheel chock (22) located on the rear-left surface (16), having a forward-backward adjustment device (24), an attachment hole (25) located on the front-right surface (13) and an attachment hole (26) located on the front-left surface (14) both having a mechanical device to attach the one-piece flat rigid base plate (12) to a supporting substructure surface, a tie-down strap (27) having a mechanical device to attach the tie-down strap (27) to the top of the front-right wheel chock (17) and attach opposite end of the tie-down strap (27) to the top of the rear-right wheel chock (18), a tie-down strap (28)having a mechanical device to attach the tie-down strap (28)to the top of the front-left wheel chock (21) and attach opposite end of the tie-down strap (28) to the top of the rear-left wheel chock (22).

A brake duct assembly for use in communicating cooling air from a front facia of a vehicle to a front brake assembly. The assembly includes an inlet portion, a passageway portion, and an outlet portion. The portion is disposed in the vehicle facia, and the outlet portion extends through an opening in a wheel well liner surrounding the front brake assembly. The passageway portion extends between and interconnects the inlet portion and the outlet portion. The outlet portion is spaced a distance from the front brake assembly and includes a plurality of fins that serve to transform the air stream received from the passageway portion into a plurality of air streams that are directed toward the front brake assembly and serve to cool said front brake assembly. The brake duct assembly is adapted for installation in reduced-space locations and for providing cooling air from the outlet portion that is spaced remotely from the brake assembly.

A wheel chock (10) configured for placement under a resting rubber tired wheel (W), such as a wheel found on a powered vehicle, to maintain the wheel (W) at rest is disclosed. The wheel chock (10) broadly includes a body (12) that defines an internal chamber (14) in communication with an open face (16) presented by the body (12). The body (12) presents a prism-like configuration having a generally triangular shape and includes a pair of oppositely spaced sidewalls (18, 20), a rear wall (22) extending between and adjoining the sidewalls (18,20), and a wheel-supporting surface (24) extending between and thereby enclosing the walls (18,20,22). The wheel-supporting surface (24) presents a low profile, arcuate leading tire-engaging edge (34). The arcuate leading edge (34) substantially complements the contour of the tire and enables 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. The internal chamber (14) in communication with the open face (16) enables the body (12) of the chock (10) to be stackably nested within another similarly configured wheel chock to provide a compact, space-efficient storage of the chocks that facilitates ready portability for transportation of a pair or more of the chocks in the vehicle.

A wheel chock for restraining movement of a vehicle tire on a supporting grating during transit includes a base, a grate lock mechanism for locking the base to the grating, and a ramp on the base for engagement with a circumference of a vehicle tire. A strap connected with the base is extensible around the vehicle tire to help restrain movement of the tire on the grating. The chock includes a retractor for retracting the strap and for taking up slack that forms in the strap during transit.

A wheel chock mounting plate assembly that can be easily attached to and removed from the load surface of a trailer or other transporting vehicle. The wheel chock mounting plate assembly attaches to a logistic track, standard in the field of cargo control systems, that is fixed to the load surface. The wheel chock mounting plate is precisely drilled and machined to receive a wheel chock. The mounting plate assembly has a fitting adapted to engage the logistic track attached with a logistic strap to the rear end of the mounting plate. At least one longitudinally slideable key is adapted to extend below the mounting plate to fit in a transverse opening of the logistic track to prevent the mounting plate from moving in a direction transverse to the length of the logistic track. The front of the mounting plate has a fitting adapted to engage the logistic track and secure the mounting plate assembly in the longitudinal direction of the logistic track.

A wheel restraint includes a wheel chock that is manually movable between a retracted position clear of a wheel of a vehicle at a loading dock and an operative position to block the path of the wheel. In the retracted position, the chock can be manually moved freely along a track that is mounted to a driveway of the dock. When the chock is manually moved from its retracted position to its operative position, a locking feature automatically restricts the movement of the chock relative to the track. When the chock is manually moved back to its retracted position, the locking feature automatically disengages. Although the wheel chock is connected to a track, most of the force exerted by the wheel against the chock is transmitted directly from the chock to the driveway.

A wheel-activated vehicle restraint system including a support structure disposed beside the path of the vehicle approaching the dock, and including a guide member extending away from the dock face, and an elevated supporting member. A trigger assembly is operatively connected to the guide member, and initially engages the wheel of the vehicle as it rolls toward the dock. A locking arm operatively engages the supporting member to move from a stored position to a chocking position on the wheel as the wheel engages the trigger and moves it toward the dock. A trolley assembly operatively connects the trigger assembly and the locking arm, the trolley assembly and the locking arm being connected at a connection point. The trigger assembly is selectively positionable relative to the connection point in response to the dimensions of the wheel, and the locking arm engages a bottom portion of the wheel, and moves along the peripheral surface of the wheel to a chocking position as the wheel continues to push the trigger assembly toward the dock.

The invention is a safety lock applied to a vehicle wheel during a road stop to prevent the vehicle from moving or being driven away during the stop. This safety lock would be applied to any tire on the vehicle by law enforcement or safety inspectors during the stop, the safety lock slid onto the tire from the outside of the tire, with friction enhanced chocks in front and in back of the tire, locking onto the tire to prevent the rotation of the tire, reducing the risk of injury or escape in the event an attempt is made to drive away during the road stop. It may also be used to secure a tire or wheel during maintenance or during an emergency roadside repair, the device compact enough to fit in the trunk of a car and light enough in weight to be carried by an average individual.

Disclosed is a rack for supporting a vehicle, such as a motorcycle, during shipping. In one embodiment, the rack includes selectively actuated support assemblies, each having a rotatably mounted wheel. In the actuated position, the wheels facilitate movement of the rack and vehicle together. In this and possibly another embodiment, the rack includes a protective assembly having an upstanding guard mounted on opposed sides of a base in the form of a generally rectangular frame. Each protective assembly with the upstanding guard may move between a first, retracted position adjacent to the corresponding side of the frame and a second, extended position farther away from that side of the frame. The guard is also collapsible, including when the protective assembly is in the retracted position, to provide the rack with a low profile when not in use. Related methods are also disclosed, including a method of retrofitting an existing shipping rack to include the disclosed protective and support assemblies.

An immobilizing device has a driving mechanism which urges two members or chocks towards each other to clamp a vehicle wheel between them. A detector, including a spring, detects engagement between the chocks and the wheel, in particular when the force applied by the driving mechanism exceeds a threshold, and permits operation of an auxiliary device, e.g. comprising a spring-loaded pin, to prevent movement of the chocks away from each other.

A seismic-protection wheel locational anchorage is provided. The present seismic-protection wheel locational anchorage includes a first fastening member and a second fastening member. The first fastening member has a first horizontal part and a first perpendicular part vertically and downwardly extending from one end of the first horizontal part. The second fastening member has a second perpendicular part and a second horizontal part extending parallel from a lower end of the second perpendicular part. The first horizontal part of the first fastening member is fastened to the bottom of a machine frame. The second horizontal part is securely fastened to the ground. When the vertical level between the machine frame and the ground is appropriately adjusted, the first perpendicular part and the second perpendicular part are securely joined together so as to provide the seismic-protection wheel locational anchorage for the machine frame.

A communications device is provided for controlling operation of an unmanned locomotive over a track layout in a train yard. The locomotive is operable over a plurality of alternative track routes to reach a respective destination from a plurality of possible destinations in said track layout. The track layout includes a plurality of switches configured to alter a route for a locomotive running along the track layout. The communications device may include a first user display for use in commanding a desired destination for the locomotive within the track layout by setting the state of the switches along the route to the destination. The communications device may further include a second user display for use in controlling movement of the locomotive along the track layout.

A chassis braking system for braking a chassis includes a braking unit including a braking surface biased toward a road surface on which the chassis runs and having a first state where movement of the braking surface toward the road surface is locked and a second state where the braking surface abuts against the road surface. A control unit releases the lock of the braking unit and shifts the braking unit from the first state to the second state when predetermined conditions are met.

A boot is positionable about a rotatable wheel having an axle extending therefrom. A pair of mating components include interconnecting elements for attaching the elements about the wheel preventing non-destructible detachment of the mating components. Flanges extend from the mating components to prevent attempts to rotate the boot about the wheel. The flanges which support the interconnecting elements are frangibly removable from the body to permit destructible detachment of the mating components from the wheel. The boot may support an electronic tag such as radio frequency identification (RFID) tag or an electronic article surveillance (EAS) tag.