Wheel chock

Abstract

The invention discloses a wheel chock which comprises a wheel chock body and relates to the technical field of wheel backstops, the two sides of the wheel chock body in the width direction of the wheel chock body are each provided with a concave part, the outline of the top face of the wheel chock body and the outline of the bottom face of the wheel chock body are each an inwards-concave arc face, and the concave direction of each inwards-concave arc face faces the center of the wheel chock body; the top surface is used for being in contact with wheels, and the bottom surface is used for being in contact with the ground; the wheel chock body is made of materials capable of generating elastic deformation, when the wheel exerts pressure in the direction from the top face to the bottom face on the top face, the wheel chock body is extruded and deformed in the direction, and the contact face of the top face and the wheel and the contact face of the bottom face and the ground are both increased. Through the structural design, the foundation strength is guaranteed, the overall weight is greatly reduced, and the carrying convenience is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of wheel stop, in particular to a wheel stop. BACKGROUND

[0002] The wheel stop is a triangular pad used to block the movement of the wheel of the automobile. The traditional triangular wheel stop is usually made of thick metal or hard material to ensure strength, which results in large overall weight and inconvenient carrying. In addition, the top surface and the bottom surface of the wheel stop can only form linear contact or small area surface contact with the outer circle of the wheel and the ground respectively due to the non-deformable material. The design is greatly affected by the wheel curvature and the ground flatness, and the problems of stress concentration and loose fitting are prone to occur. Long-term use may cause the wheel stop to shift due to unstable contact, thereby reducing the support reliability. SUMMARY

[0003] The present application aims to solve one of the problems in the related art to some extent. To this end, the present application provides a wheel stop.

[0004] In order to achieve the above-mentioned purpose, the present application adopts the following technical scheme: a wheel stop, comprising a wheel stop body, wherein the wheel stop body is provided with recessed portions on both sides along the width direction thereof, the top surface and the bottom surface of the wheel stop body are both arc-shaped concave surfaces, and the concave direction of the arc-shaped concave surfaces is towards the center of the wheel stop body; the top surface is used to contact the wheel, and the bottom surface is used to contact the ground; the wheel stop body is made of a material capable of elastic deformation, and when the wheel applies pressure to the top surface in the direction from the top surface to the bottom surface, the wheel stop body is extruded and deformed in this direction, and the contact surface between the top surface and the wheel and the contact surface between the bottom surface and the ground are both increased.

[0005] Optionally, when the wheel stop body is not extruded, the curvature radius of the top surface and the curvature radius of the bottom surface are different, and the arc length of the top surface and the arc length of the bottom surface are different.

[0006] Optionally, the wheel stop body further comprises a reinforcing structure, which is arranged in the recessed portion and connected between the top surface and the bottom surface; when the wheel applies pressure to the top surface in the direction from the top surface to the bottom surface, the reinforcing structure is extruded and deformed in this direction.

[0007] Optionally, the reinforcing structure comprises at least two reinforcing ribs intersecting with each other, and the two ends of the reinforcing ribs are connected to the top surface and the bottom surface respectively; the reinforcing ribs are arc-shaped reinforcing ribs, and the arc-shaped concave direction of one of the at least two reinforcing ribs is towards the bottom surface, and the arc-shaped concave direction of the other reinforcing rib is towards the top surface.

[0008] Optionally, the reinforcing structure comprises a plurality of reinforcing ribs and a plurality of auxiliary reinforcing ribs, the reinforcing ribs are connected between the top surface and the bottom surface, and the auxiliary reinforcing ribs are connected between any two of the reinforcing ribs.

[0009] Optionally, the top surface of the wheel stop body is arranged to be inclined relative to the bottom surface, and an included angle between the top surface and the bottom surface ranges from 30 degrees to 50 degrees.

[0010] Optionally, the wheel stop body comprises a top plate, a bottom plate and a connecting plate, the top plate is arranged to be inclined relative to the bottom plate, a first end of the top plate is connected to a first end of the bottom plate, and the connecting plate is connected between the top plate and the bottom plate; the top plate forms the top surface of the wheel stop body, the bottom plate forms the bottom surface of the wheel stop body, and the thickness of the connecting plate is less than the width of the top plate and the bottom plate to form the recesses on both sides of the wheel stop body in the width direction.

[0011] Optionally, the wheel stop body further comprises a handle, the handle is arranged on a side of the connecting plate away from the first end of the top plate, and the top of the handle and the bottom of the handle are connected to the top plate and the bottom plate, respectively. Optionally, the thickness of the top of the handle and the connecting portion of the bottom of the handle and the bottom plate is greater than the thickness of the handle. Optionally, anti-skid lines for increasing friction are arranged on the top plate and the bottom plate.

[0012] The application has the following beneficial effects: the double-arc surfaces of the top surface and the bottom surface and the elastic deformation are used to achieve the contact adaptation effect that exceeds the conventional wheel stop, the contact effect of the top surface of the conventional wheel stop with the wheel and the bottom surface with the ground is affected by the wheel arc and the ground flatness, and the problems of unstable contact and stress concentration are prone to occur. However, the application deliberately uses the double-arc surfaces of the top surface and the bottom surface of the wheel stop body and the elastic deformation characteristics, when the wheel applies an external force to the wheel stop body, the bending degree of the concave arc surface of the top surface of the wheel stop body increases to fit the outer circular contour of the wheel, and the concave arc surface of the bottom surface of the wheel stop body becomes more gentle to adapt to the ground shape, so that the wheel and the top surface and the ground and the bottom surface change from initial small-area contact to large-area fitting contact. This deformation adaptation design not only synchronously increases the contact area and makes the contact more closely, but also disperses the pressure applied by the wheel through elastic deformation, reduces local stress concentration, improves the anti-skid stability and carrying capacity of the wheel stop, and avoids the wear or damage of the rigid wheel stop caused by improper contact.

[0013] The features and advantages of the present application will be more apparent from the following detailed description along with the accompanying drawings in which: For convenience the same reference numbers will be used in different drawings to identify the same or similar elements. Each feature, structure, component, or step of the description and drawings are meant to be illustrative, and not limiting of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0014] The present application will be further described with reference to the drawings, wherein: Figure 1 is a perspective view of the present application.

[0015] Figure 2 is a front view of the present application.

[0016] Figure 3 is Figure 2 is a sectional view along A-A direction.

[0017] Figure 4 is a right view of the present application.

[0018] Figure 5 is a top view of the present application.

[0019] Figure 6 is a deformation simulation nephogram of Example 1 of the present application.

[0020] Figure 7 is a stress simulation nephogram of Example 3 of the present application.

[0021] Figure 8 is a deformation simulation nephogram of Example 2 of the present application.

[0022] Figure 9 is a stress simulation nephogram of Comparative Example 1 of the present application.

[0023] Figure 10 is a deformation simulation nephogram of Comparative Example 2 of the present application.

[0024] BRIEF DESCRIPTION OF DRAWINGS DETAILED DESCRIPTION

[0025] Embodiments of the present application are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numbers represent the same or similar elements or elements having the same or similar functions throughout. Based on the embodiments in the embodiments, it is intended to explain the present application, and cannot be understood as a limitation of the present application.

[0026] "one embodiment" or "an embodiment" or "example" or "exemplary" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment.

[0027] In the related art, the wheel chock is a triangular pad used by the automobile to block the movement of the wheel. The traditional triangular wheel chock is often made of thick hard material to ensure strength, and the overall weight is large and inconvenient to carry. The design logic of the wheel chock is that rigidity without deformation is equal to stable support, which is also the long-term cognition formed in the industry. In the traditional cognition, the core function of the wheel chock is to block the displacement of the wheel, so it is assumed that the stronger the rigidity is, the less likely it is to deform, and the more sufficient the support is. It is believed that deformation will cause the wheel chock to shift and collapse, or lose the blocking effect due to uncontrollable deformation, thereby reducing the support stability.

[0028] Based on this logic, the traditional wheel chock is mostly made of hard plastic, thick rubber and other materials, and the structure also pursues overall firmness and inelasticity, the purpose is to provide hard support through fixed shape, and to resist the impact force of the wheel by the rigidity of the wheel chock itself, so as to avoid affecting the blocking effect due to deformation. However, the wheel chock is not supported well by not deforming, but controllable elastic deformation can make the support more stable. The design of the traditional wheel chock is greatly affected by the wheel arc and the ground flatness, and the problems of stress concentration and tight fitting are prone to occur, and long-term use may cause the wheel chock to shift due to unstable contact, thereby reducing the support reliability.

[0029] Therefore, as shown in the Figures 1-5 embodiments of the present application provide a wheel chock, which comprises a wheel chock body, the wheel chock body is provided with a recess on both sides along the width direction thereof, the profile of the top surface of the wheel chock body and the profile of the bottom surface are both concave arc surfaces, and the concave direction of the concave arc surface is towards the center of the wheel chock body; the top surface is used for contacting the wheel, and the bottom surface is used for contacting the ground; the wheel chock body is made of a material capable of elastic deformation, when the wheel applies pressure to the top surface in the direction from the top surface to the bottom surface, the wheel chock body is extruded and deformed in this direction, the deformation amount of the top surface is greater than that of the bottom surface, and the contact surface of the top surface with the wheel and the contact surface of the bottom surface with the ground are both increased.

[0030] The present application utilizes elastic deformation to increase the bending degree of the concave arc surface in the top surface of the wheel stop body with the pressure applied by the wheel, so as to fit the outer circle of the wheel; the gentle degree of the concave arc surface in the bottom surface of the wheel stop body is synchronously reduced with the pressure applied by the wheel, so as to tend to completely fit the ground, and the rigid resistance is changed into elastic adaptation. After the contact surface of the top surface with the wheel and the contact surface of the bottom surface with the ground are synchronously increased, the fitting of the wheel with the wheel stop and the wheel stop with the ground is more closely, not only the concentrated pressure applied by the wheel is dispersed, the risk of local stress damage is reduced, but also the complex situations such as the difference in wheel curvature and the insufficient flatness of the ground can be coped with. Even if the ground is slightly uneven or the wheel is slightly inclined, the elastic deformation of the bottom surface can actively adapt, avoiding displacement and slipping caused by line contact or point contact, and greatly improving the stability and reliability of the stop.

[0031] The wheel stop body is made of a material capable of elastic deformation, and in the embodiment, a common rubber material is adopted. By the above structure, the overall weight is greatly reduced under the premise of ensuring the structural strength, solving the problem of heavy and inconvenient carrying of the traditional wheel stop. The lightweight design makes the placement and removal of the wheel stop more labor-saving, adapting to the needs of frequent use in multiple scenes such as parking lots and repair workshops.

[0032] In some embodiments, when the wheel stop body is not extruded, the curvature radius of the top surface and the curvature radius of the bottom surface are different, and the arc length of the top surface and the arc length of the bottom surface are different.

[0033] In some embodiments, the wheel stop body further comprises a reinforcing structure arranged in the recess and connected between the top surface and the bottom surface; when the wheel applies pressure to the top surface in the direction from the top surface to the bottom surface, the reinforcing structure is extruded and deformed in this direction. The reinforcing structure can disperse the pressure transmitted by the wheel, neither affecting the basic elasticity of the wheel stop body nor limiting excessive deformation, avoiding the situation that the wheel stop cannot rebound or the structure is damaged after being stressed, and achieving the balance between elastic deformation and structural strength.

[0034] In some embodiments, the reinforcing structure comprises at least two reinforcing ribs 50 intersecting with each other, and the two ends of the reinforcing rib 50 are connected to the top surface and the bottom surface respectively; the reinforcing rib 50 is an arc reinforcing rib 50, and the arc of one of the at least two reinforcing ribs 50 is concave towards the bottom surface, and the arc of the other reinforcing rib 50 is concave towards the top surface. Without damaging the elastic adaptation of the wheel stop body, the structure support and stress transmission are optimized, and the stability and service life of the stop are considered. It can not only follow the elastic deformation of the whole wheel stop, but also resist excessive deformation when the wheel is extruded. The cross layout forms a three-dimensional support network, which uniformly transmits the concentrated pressure applied by the wheel from the top surface to the bottom surface, avoiding material fatigue or damage caused by local stress concentration, and prolonging the service life of the wheel stop.

[0035] In other embodiments, the reinforcing structure includes multiple reinforcing ribs 50 and multiple auxiliary reinforcing ribs. The reinforcing ribs 50 are connected between the top surface and the bottom surface, and the auxiliary reinforcing ribs are connected between any two reinforcing ribs 50. Specifically, the multiple reinforcing ribs can form a radial structure with the wheel well center as the center in the recess, and the auxiliary reinforcing ribs connect adjacent reinforcing ribs. Alternatively, the multiple reinforcing ribs can form a honeycomb structure in the recess, with the auxiliary reinforcing ribs disposed in a portion of the honeycomb structure.

[0036] In some embodiments, the wheel chock body includes a top plate 10, a bottom plate 20, and a connecting plate. The top plate 10 is inclined relative to the bottom plate 20, and a first end of the top plate 10 is connected to a first end of the bottom plate 20. The connecting plate connects the top plate 10 and the bottom plate 20. The top plate 10 forms the top surface of the wheel chock body, and the bottom plate 20 forms the bottom surface of the wheel chock body. The thickness of the connecting plate is less than the width of the top plate 10 and the bottom plate 20, so as to form the recesses on both sides of the width direction of the wheel chock body. When the top plate is subjected to wheel pressure, the top plate 10 extends and conforms to the curved surface of the wheel, and the bottom plate 20 spreads and flattens towards the ground, increasing the contact area in both directions.

[0037] In some embodiments, the connecting plate is disposed at the middle position of the top plate 10 in its width direction, and its thickness is less than the width of the top plate, so that it has a moderate elastic deformation capability; it can deform under the action of external force of the wheel, with the top plate and bottom plate concave, so that the contact surface increases synchronously; and it can avoid the deformation being too large and unable to rebound due to the connecting plate being too thin, or the rigidity being too strong and difficult to deform due to the connecting plate being too thick, so as to ensure that the deformation is controllable and effective.

[0038] In some embodiments, the wheel chock body further includes a handle 40. The handle 40 is disposed on the side of the connecting plate opposite to the first end of the top plate 10. The top and bottom of the handle 40 are respectively connected to the top plate 10 and the bottom plate 20. The handle 40 is provided with a hand-holding groove 41. The width of the top and bottom of the handle 40 is greater than the width of the middle part of the handle 40. The function of the handle 40 is twofold: firstly, when placing the wheel chock, the operator can control the placement angle and position of the wheel chock by gripping the handle; secondly, it enhances structural stability and synergistically improves the load-bearing capacity of the wheel chock.

[0039] In some embodiments, the angle between the top plate 10 and the bottom plate 20 is 30 to 50 degrees, preferably 40 degrees. The contact angle formed by the outer contour of the car wheel and the ground, as well as the force angle when the wheel chock is placed, determine that 30 to 50 degrees is the optimal fitting range. This angle allows the top plate to form a natural pre-contact posture with the outer circle of the wheel when no force is applied, and to quickly conform to the wheel contour through elastic deformation after force is applied. If the angle is less than 30 degrees, the wheel chock is too gentle, and the wheel is likely to go over the wheel chock, resulting in failure. If the angle is greater than 50 degrees, the wheel chock is too steep, the initial contact area is too small, and it is difficult to quickly form a large area of ​​fit after deformation, resulting in decreased support stability.

[0040] In some embodiments, both the top plate 10 and the bottom plate 20 are provided with anti-slip textures. The anti-slip textures include a plurality of grooves 11 spaced apart along the length of the wheel chock body, forming a continuous wave-like structure on the top plate 10 and the bottom plate 20. However, the overall outline of the top plate 10 and the bottom plate 20 is still approximately concave arc-shaped. The anti-slip textures are used to increase the friction of the contact surface. After the top plate and the bottom plate achieve large-area contact with the wheel and the ground through elastic deformation, the grooves can further increase the micro-roughness of the contact surface. The concave-convex structure formed by the grooves can be embedded into the tire tread pattern or tiny gaps in the ground to form a physical interlock, avoiding relative sliding caused by only flat contact. This upgrades the advantage of large-area contact from sufficient contact to a firm anti-slip grip.

[0041] Example 1 In this embodiment, the wheel chock body is made of rubber, and the physical parameters of the material are as follows: Young's modulus is 10MPa, elongation at break is greater than or equal to 350%, and compression set is ≤8%.

[0042] The wheel chock body has an overall length of 250mm, a width of 110mm, and a height of 190mm; the connecting plate is located at the middle position of the top plate along its width direction, and the thickness of the connecting plate is 10mm; the radius of curvature of the top surface is 900mm, and the arc length is 250mm; the radius of curvature of the bottom surface is 690mm, and the arc length is 220mm.

[0043] The deformation simulation results of the wheel chock are as follows: Figure 6As shown in Figure 6, when the wheel applies pressure from the top to the bottom surface, the maximum deformation occurs at the upper-middle part of the top surface of the wheel chock body, where the maximum deformation is 18.6 mm. The deformation of the bottom surface of the wheel chock body is relatively small, with a minimum deformation of approximately 2.07 mm. This satisfies the design expectation of increasing the curvature of the top surface to fit the wheel and increasing the flatness of the bottom surface to fit the ground. The deformation in the area of ​​the cross-arc reinforcing ribs is in the range of 4-12 mm, indicating that the reinforcing structure effectively disperses the pressure on the top surface while deforming synchronously with the body, avoiding local stress overload. Moreover, the wheel chock body maintains a stable stopping shape without excessive deformation or failure, effectively preventing wheel displacement and verifying the feasibility of the deformation-driven fit design.

[0044] Example 2 Example 2 has the same weight as Example 1. The bottom surface of the wheel chock body in Example 2 is flatter than that in Example 1. The thickness of the connecting plate in Example 2 is greater than that in Example 1. The overall size of the wheel chock in Example 2 is smaller than that in Example 1.

[0045] In this embodiment, the wheel chock body is made of rubber, and the physical parameters of the material are as follows: Young's modulus is 10MPa, elongation at break is greater than or equal to 350%, and compression set is ≤8%.

[0046] The wheel chock body has an overall length of 216mm, a width of 110mm, and a height of 162mm; the connecting plate is located at the middle of the top plate along its width direction, and the thickness of the connecting plate is 36mm; when not subjected to wheel pressure, the radius of curvature of the top surface is 900mm, and the arc length is 215mm; the radius of curvature of the bottom surface is 750mm, and the arc length is 190mm.

[0047] The deformation simulation results of the wheel chock are as follows: Figure 8 As shown, by Figure 8 It can be seen that when the wheel applies pressure to the top surface in the direction from top to bottom, the maximum deformation of the top surface of the wheel chock body is about 9.98 mm, and the deformation of the bottom surface is close to 1.09 mm, which is consistent with the design characteristic that the deformation of the top surface is greater than that of the bottom surface. The deformation of the top surface is concentrated in the area in contact with the wheel, which significantly expands the contact area with the wheel, while the low deformation of the bottom surface ensures the support stability with the ground, verifying the technical effect of the simultaneous increase of the two contact surfaces. The deformation of the cross-arc reinforcing rib area is in the range of 2-7 mm, indicating that the reinforcing structure effectively disperses the pressure on the top surface while deforming synchronously with the body, avoiding local stress overload. Moreover, the wheel chock body still maintains a stable stop structure shape, without excessive deformation or failure, and can effectively prevent wheel displacement, verifying the feasibility of the deformation-driven contact design.

[0048] Combining Embodiments 1 and 2, for wheel chocks of the same weight, reducing the thickness of the connecting plate can increase the overall size of the wheel chock body, resulting in a larger bearing surface at the point where the tire meets the top arc; the changes in maximum deformation and radius of curvature are also more pronounced, and the wheel chock better wraps around the tire, thus bearing the wheel more evenly for stopping.

[0049] Example 3 In this embodiment, the wheel chock body is made of rubber, and the physical parameters of the material are as follows: Young's modulus is 10MPa, elongation at break is greater than or equal to 350%, and compression set is ≤8%.

[0050] The wheel chock body has an overall length of 250mm, a width of 110mm, and a height of 190mm. The angle between the top plate and the bottom plate is 40 degrees. The connecting plate is located at the middle of the top plate along its width direction, and the thickness of the connecting plate is 10mm. The radius of curvature of the top surface is 900mm, and the arc length is 250mm. The radius of curvature of the bottom surface is 690mm, and the arc length is 220mm.

[0051] The stress simulation results of the wheel chock are as follows: Figure 7 As shown, the stress concentration area of ​​the wheel chock body coincides with the area of ​​maximum deformation (the upper part of the top surface), where the maximum stress is 1.26 MPa, which is far lower than the allowable stress of rubber (considering the elongation at break and material properties, the allowable stress is usually ≥5 MPa). The stress in the area of ​​the cross-arc reinforcing ribs is in the range of 0.5~1.0 MPa, while the stress on the bottom surface is less than 0.3 MPa. This indicates that the stress is dispersed synchronously with the deformation, and the stress in each area of ​​the wheel chock body is within a safe range. This achieves a fitting effect through deformation while ensuring the mechanical reliability of the structure.

[0052] Comparative Example 1 This comparative example has the same external dimensions and weight as Example 3. However, Comparative Example 1 does not have reinforcing ribs on both sides of the connecting plate. Therefore, under the same weight, the thickness of the connecting plate in Comparative Example 1 is greater than that in Example 3.

[0053] In this embodiment, the wheel chock body is made of rubber, and the physical parameters of the material are as follows: Young's modulus is 10MPa, elongation at break is greater than or equal to 350%, and compression set is ≤8%.

[0054] The wheel chock body has an overall length of 250mm, a width of 110mm, and a height of 190mm. The angle between the top plate and the bottom plate is 40 degrees. The connecting plate is located at the middle of the top plate along its width direction, and the thickness of the connecting plate is 34mm. The radius of curvature of the top surface is 900mm, and the arc length is 250mm. The radius of curvature of the bottom surface is 690mm, and the arc length is 220mm.

[0055] The stress simulation results of the wheel chock are as follows: Figure 9 As shown, the maximum stress on the wheel chock in the comparative example occurs in the upper middle part of the top surface, reaching 1.37 MPa (higher than 1.26 MPa in Example 3). This indicates that while thickening the middle plate and removing the reinforcing ribs improves local rigidity, it limits the elastic deformation capacity of the top surface, significantly reducing the expansion range of the contact area with the wheel. Secondly, the stress concentration in Comparative Example 1 is more pronounced, with stress concentrated only in the top contact area and not effectively dispersed to other areas of the body, making it prone to localized material fatigue over long-term use. In contrast, the stress in Example 3 is dispersed to the top surface, reinforcing ribs, and bottom surface through the reinforcing ribs, resulting in more uniform load-bearing and maintaining stress safety redundancy even under greater deformation.

[0056] Combining Example 3 and Comparative Example 1, for wheel chocks of the same size and weight, under the same load, the maximum stress value of the wheel chock with the reinforcing rib structure is significantly lower.

[0057] Comparative Example 2 Compared with Example 1, the bottom surface of the wheel stop in Comparative Example 2 is flat and not curved. In this example, the wheel stop body is made of rubber, and the physical parameters of the material are as follows: Young's modulus is 10 MPa, elongation at break is greater than or equal to 350%, and compression set is ≤8%.

[0058] The wheel chock body has an overall length of 250mm, a width of 110mm, and a height of 190mm; the connecting plate is located at the middle position of the top plate along its width direction, and the thickness of the connecting plate is 10mm; the radius of curvature of the top surface is 900mm, and the arc length is 250mm; the radius of curvature of the bottom surface is 690mm, and the arc length is 220mm.

[0059] Under the same loading conditions as in Example 1, the deformation simulation results are as follows: Figure 10 As shown, the local deformation of the top surface of the wheel chock reaches 8.72 mm, while the maximum deformation of the top surface of the wheel chock in Example 2 is approximately 9.87 mm. In Comparative Example 2, the stress is concentrated locally on the top surface (the area with a deformation of 8.72 mm), and the maximum deformation is smaller.

[0060] Combining Comparative Example 2 and Example 1, under the same loading, the structural design of the two arcs has superimposed stress deformation, and the maximum deformation and radius of curvature of the arc at the tire contact point are significantly improved. The wheel chock better wraps around the tire, thus bearing the wheel more evenly.

[0061] This invention uses common rubber materials to make the wheel chock body. It achieves basic strength through structural design without relying on heavy materials, significantly reducing overall weight and improving transportability. Furthermore, it utilizes elastic deformation characteristics: when external force is applied to the wheel, the curvature of the top concave arc surface increases to conform to the wheel contour, while the flatness of the bottom concave arc surface decreases to adapt to the ground shape, allowing the contact area to quickly transform from an initial small area to a large, tight fit. This invention actively adapts to the wheel and ground through deformation, replacing the traditional small-area rigid contact with a large-area contact and elastic cushioning. This solves the problem of insufficient contact in rigid wheel chocks and achieves superior support stability through elastic deformation.

[0062] The technical solution provided by this invention achieves three major functions simultaneously—deformation adaptation, increased contact area, and lightweight—through a simple structure consisting of recessed portions on both sides of the wheel chock body, concave arc surfaces on the top and bottom surfaces, and the wheel chock body being made of elastic material, without requiring additional complex mechanisms. The recessed portions not only reserve space for elastic deformation but also reduce unnecessary contact areas, synergizing with the elastic deformation design. The overall structure is easy to manufacture, cost-controllable, and possesses strong industrial feasibility.

[0063] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Those skilled in the art should understand that the present invention includes, but is not limited to, the contents described in the accompanying drawings and the specific embodiments above. Any modifications that do not depart from the functional and structural principles of the present invention will be included within the scope of the claims.

Claims

1. A wheel stop, comprising a wheel stop body, characterized in that, The wheel chock body has recesses on both sides along its width direction. The top and bottom contours of the wheel chock body are both concave arc surfaces, with the concave direction of the arc surfaces facing the center of the wheel chock body. The top surface is used to contact the wheel, and the bottom surface is used to contact the ground. The wheel chock body is made of a material capable of elastic deformation. When the wheel applies pressure to the top surface along the direction from the top surface to the bottom surface, the wheel chock body is compressed and deformed along this direction, increasing the contact area between the top surface and the wheel and the contact area between the bottom surface and the ground.

2. The wheel stop according to claim 1, characterized in that, When the wheel chock body is not compressed, the radius of curvature of the top surface is different from that of the bottom surface, and the arc length of the top surface is different from that of the bottom surface.

3. The wheel stop according to claim 1, characterized in that, The wheel chock body also includes a reinforcing structure, which is disposed in the recess and connected between the top surface and the bottom surface; when the wheel applies pressure to the top surface in the direction from the top surface to the bottom surface, the reinforcing structure is squeezed and deformed in that direction.

4. The wheel stop according to claim 3, characterized in that, The reinforcing structure includes at least two intersecting reinforcing ribs (50), with the two ends of the reinforcing ribs (50) respectively connected to the top surface and the bottom surface; the reinforcing ribs (50) are arc-shaped reinforcing ribs, and of the at least two reinforcing ribs (50), one of the reinforcing ribs (50) is arc-shaped and concave towards the bottom surface, and the other reinforcing rib (50) is arc-shaped and concave towards the top surface.

5. The wheel stop according to claim 3, characterized in that, The reinforcing structure includes multiple reinforcing ribs (50) and multiple auxiliary reinforcing ribs. The reinforcing ribs (50) are connected between the top surface and the bottom surface, and the auxiliary reinforcing ribs are connected between any two of the reinforcing ribs (50).

6. The wheel stop according to claim 1, characterized in that, The top surface of the wheel chock body is inclined relative to the bottom surface, and the included angle between the top surface and the bottom surface is in the range of 30 degrees to 50 degrees.

7. The wheel stop according to any one of claims 1-6, characterized in that, The wheel chock body includes a top plate (10), a bottom plate (20), and a connecting plate (30). The top plate (10) is inclined relative to the bottom plate (20). The first end of the top plate (10) is connected to the first end of the bottom plate (20). The connecting plate (30) connects the top plate (10) and the bottom plate (20). The top plate (10) forms the top surface of the wheel chock body, and the bottom plate (20) forms the bottom surface of the wheel chock body. The thickness of the connecting plate (30) is less than the width of the top plate (10) and the bottom plate (20) to form the recesses on both sides of the width direction of the wheel chock body.

8. The wheel stop according to claim 7, characterized in that, The wheel stop body also includes a handle (40). The handle (40) is provided on the side of the connecting plate (30) away from the first end of the top plate (10). The top and bottom of the handle (40) are respectively connected to the top plate (10) and the bottom plate (20).

9. The wheel stop according to claim 8, characterized in that, The thickness of the connection between the top of the handle (40) and the top plate (10), and the thickness of the connection between the bottom of the handle (40) and the bottom plate (20) are both greater than the thickness of the handle (40).

10. The wheel stop according to claim 7, characterized in that, Both the top plate (10) and the bottom plate (20) are provided with anti-slip textures (11) to increase friction.

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