Wheel chock

Abstract

The utility model discloses a wheel chock, which relates to the technical field of wheel backstops and comprises a wheel chock body, the wheel chock body further comprises a plurality of reinforcing ribs, and the wheel chock body is provided with a first end face and a second end face which are oppositely arranged along the axial direction of the wheel chock body. A weight reduction groove is formed in at least one of the first end face and the second end face; a base point position is arranged in the weight reduction groove, and the reinforcing ribs which are arranged in a radial mode with the base point position as the center are arranged in the weight reduction groove. The weight of the wheel chock is reduced, and meanwhile the structural strength of the wheel chock is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of wheel stop technology, specifically to a wheel stop. Background Technology

[0002] Wheel chocks are safety devices used to secure the wheels of vehicles (such as airplanes, cars, and trains) and prevent them from accidentally slipping. They are commonly found in airports, parking lots, and repair shops. Their core function is to provide sufficient friction and support to prevent the wheels from rolling.

[0003] In related technologies, weight-reducing holes are made on wheel chocks to reduce their weight and improve ease of operation. However, the presence of these weight-reducing holes reduces the structural strength of the wheel chock, making it unable to effectively resist external forces (such as gravity from slopes, wind, and traction), leading to tire displacement, vehicle slippage, or even rollaway. Utility Model Content

[0004] This utility model aims to solve one of the technical problems in related technologies to a certain extent. To this end, this utility model provides a wheel stop.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a wheel stop, comprising a wheel stop body, the wheel stop body having a first end face and a second end face disposed opposite to each other along the axial direction of the wheel stop body, at least one of the first end face and the second end face having a weight reduction groove formed thereon; a plurality of reinforcing ribs are provided in the weight reduction groove, the plurality of reinforcing ribs being arranged radially with a preset base point position in the groove as the center.

[0006] The technical solution of this application has the following beneficial effects: setting centrally symmetrically distributed reinforcing ribs on the wheel chock can significantly improve the strength and rigidity of the wheel chock without increasing the overall thickness or weight of the wheel chock too much. At the same time, adding weight-reducing grooves between two adjacent reinforcing ribs further reduces the amount of wheel chock material used, lowers production costs, and also reduces the overall weight of the wheel chock.

[0007] Optionally, the outline shape of both the first end face and the second end face is triangular, and the reinforcing rib includes three first reinforcing ribs, which extend from the base point to the three vertices of the first end face or the second end face.

[0008] Optionally, the reinforcing rib further includes three or multiples of three second reinforcing ribs, which are evenly spaced circumferentially around the base point and each second reinforcing rib extends from the base point toward the corresponding side of the triangle.

[0009] Optionally, the first reinforcing rib and the second reinforcing rib located in the same weight-reducing groove intersect at the base point, and a first hole is provided at the intersection, the first hole extending along the axial direction of the wheel stop body.

[0010] Optionally, the outline shape of both the first end face and the second end face is an isosceles triangle, and the base point is located on the median line of the base of the isosceles triangle.

[0011] Optionally, the outline shape of the first end face and the second end face are both equilateral triangles, and the base point is located at the geometric center of the equilateral triangle.

[0012] Optionally, a plurality of second holes are provided between the weight-reducing groove and the side of the wheel chock body. The second holes extend along the axial direction of the wheel chock body, and the plurality of second holes are spaced apart along the circumferential direction of the wheel chock body.

[0013] Optionally, multiple reinforcing ribs located in the same weight-reducing groove divide the weight-reducing groove into multiple sub-weight-reducing grooves, the sub-weight-reducing grooves being triangular in shape.

[0014] Optionally, the apex corner of the sub-weight-reducing groove is rounded.

[0015] Optionally, the sides of the first and second end faces of the wheel stop body are arcs or straight lines, and the outer peripheral side of the wheel stop body is provided with anti-slip protrusions.

[0016] These features and advantages of this utility model will be disclosed in detail in the following specific embodiments and accompanying drawings. The preferred embodiments or means of this utility model will be shown in detail in conjunction with the accompanying drawings, but are not intended to limit the technical solutions of this utility model. In addition, each of these features, elements and components appearing in the following text and drawings is multiple and is labeled with different symbols or numbers for convenience, but all represent parts with the same or similar structure or function. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings:

[0018] Figure 1 This is a perspective view of the present invention.

[0019] Figure 2 This is a front view of the present invention.

[0020] Figure 3 for Figure 2 Sectional view along the BB direction.

[0021] Figure 4 This is a top view of the present invention.

[0022] Figure 5 This is a side view of the present invention.

[0023] Among them, 11 is the first end face; 12 is the second end face; 20 is the fluorescent reflective sticker; 30 is the reinforcing rib; 31 is the first reinforcing rib; 32 is the second reinforcing rib; 40 is the weight-reducing groove; 51 is the first hole; 52 is the second hole; and 60 is the anti-slip protrusion. Detailed Implementation

[0024] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described are intended to explain this utility model and should not be construed as limiting it.

[0025] The terms "an embodiment," "example," or "trademark" used in this specification refer to a particular feature, structure, or characteristic described in connection with the embodiment itself that may be included in at least one embodiment disclosed in this patent. The phrase "in an embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment.

[0026] like Figures 1 to 4 As shown, an embodiment of this utility model provides a wheel chock, including a wheel chock body. The wheel chock body has a triangular prism structure, and the wheel chock can be placed arbitrarily during use. The three sides of the outer periphery of the wheel chock body can all serve as wheel chock surfaces that contact the wheel. The wheel chock body also includes a plurality of reinforcing ribs 30. The wheel chock body has a first end face 11 and a second end face 12 arranged opposite to each other along the axial direction of the wheel chock body. At least one of the first end face 11 and the second end face 12 has a weight-reducing groove 40 formed therein. A base point position is defined in the weight-reducing groove 40, and a plurality of reinforcing ribs 30 are arranged radially around the base point position in the weight-reducing groove 40.

[0027] The weight-reducing groove 40 is provided with a plurality of reinforcing ribs 30 arranged radially around the base point, which can significantly improve the strength and rigidity of the wheel chock without increasing the overall thickness or weight of the wheel chock body too much. This reduces the amount of wheel chock material used, lowers production costs, and also reduces the overall weight of the wheel chock.

[0028] In some embodiments, the outline shape of the first end face 11 and the second end face 12 is triangular, and the reinforcing rib 30 includes three first reinforcing ribs 31, which extend from the base point towards the three vertices of the first end face 11 or the second end face 12. The reinforcing rib can evenly distribute the external load throughout the structure, reduce the risk of cracking in weak parts, and save material usage to the greatest extent.

[0029] In some embodiments, the reinforcing rib 30 further includes three or multiples of three second reinforcing ribs 32, which are evenly spaced circumferentially around the base point. Each second reinforcing rib 32 extends from the base point toward the corresponding side of the triangle. It is understood that the present invention does not have a special limitation on the number of second reinforcing ribs; it can be three, six, or nine, etc. In this embodiment, three second reinforcing ribs are provided, and each of the three second reinforcing ribs extends from the base point toward one of the three sides of the triangle.

[0030] In other embodiments, the first reinforcing rib 31 and the second reinforcing rib 32 located in the same weight-reducing groove 40 intersect at the base point, and a first hole 51 is provided at the intersection, the first hole 51 extending along the axial direction of the wheel stop body.

[0031] Specifically, when the outline shapes of the first end face 11 and the second end face 12 are both equilateral triangles, the base point is located at the geometric center of the equilateral triangle. When the outline shapes of the first end face 11 and the second end face 12 are both isosceles triangles, the base point is located on the median of the base of the isosceles triangle.

[0032] In some embodiments, a plurality of second holes 52 are provided between the weight-reducing groove 40 and the side of the wheel chock body. The second holes 52 extend axially along the wheel chock body, and the plurality of second holes 52 are spaced apart circumferentially along the wheel chock body. Specifically, three edge weight-reducing holes are respectively provided on the inner side of the three vertices of the first end face 11, or are evenly spaced circumferentially along the side of the first end face 11.

[0033] In some embodiments, the first hole 51 and the second hole 52 on the first end face 11 and the second end face 12 are correspondingly provided but not connected, ensuring the structural strength of the wheel chock. The sub-weight-reducing groove and the second hole 52 are through holes or stepped holes of equal diameter. The stepped hole is divided into a first hole segment and a second hole segment, wherein the diameter of the first hole segment near the outer side of the wheel chock body is larger than the diameter of the second hole segment near the inner side of the wheel chock body. Multiple small holes can also be provided in the portions between the corresponding but not connected first holes 52 on the first end face 11 and the second end face 12, and in the portions between the corresponding but not connected second holes 52 on the first end face 11 and the second end face 12, to further reduce the weight of the wheel chock body while ensuring structural strength. In other achievable embodiments, the first hole 51 and multiple second holes 52 on the first end face 11 and the second end face 12 are correspondingly provided and connected. It is understood that the arrangement of the first hole 51 and the second hole 52 on the first end face 11 and the second end face 12 is sufficient to reduce the overall weight of the wheel chock body without significantly affecting structural strength and function.

[0034] In this invention, a central weight-reducing hole 51 and multiple edge weight-reducing holes 52 are provided on the first and second end faces of the wheel chock body. These holes reduce material usage and directly lower the wheel chock's weight. This is particularly important for scenarios requiring frequent handling and installation (such as airport ground staff moving aircraft wheel chocks or adjusting wheel chock positions during vehicle maintenance). The design positions of the weight-reducing holes 51 and 52 avoid critical stress areas, and the reinforcing rib structure between the central and edge weight-reducing holes 51 ensures even load distribution and avoids localized stress concentration.

[0035] In some embodiments, the weight-reducing grooves 40 are formed on both the first end face 11 and the second end face 12, such as... Figure 3 As shown, the weight-reducing grooves 40 on the first end face 11 and the second end face 12 are not connected; the multiple reinforcing ribs 30 located in the same weight-reducing groove 40 divide the weight-reducing groove 40 into multiple sub-weight-reducing grooves.

[0036] The sub-weight-reducing grooves can be any of the following shapes: circular, elliptical, rectangular, or polygonal. Circular sub-weight-reducing grooves have smooth lines, no sharp edges, and uniform stress distribution, effectively avoiding stress concentration while reducing weight. Elliptical sub-weight-reducing grooves combine some advantages of circular grooves, with a directional shape; their major and minor axes can be adjusted according to design requirements, enabling more reasonable weight reduction and structural optimization in specific directions. Rectangular sub-weight-reducing grooves have a regular shape, are easy to manufacture, have clear boundaries, and are relatively regular in spatial layout, facilitating integration with other structures. Polygonal sub-weight-reducing grooves can be used in complex reinforcing rib structures, designed according to the stress conditions. The sides of the first end face 11 and the second end face 12 of the wheel chock body are curved or straight lines, with the curved lines having a slight curvature. The outline shape of the first end face 11 and the second end face 12 of the wheel chock body is an equilateral triangle or an isosceles triangle. The equilateral triangle shape of the first end face 11 and the second end face 12 provides high symmetry, structural stability, uniform force distribution, and good stability in all directions, making it suitable for situations requiring wheel blocking from multiple directions. Furthermore, any of the three sides of the wheel chock body can be used. The isosceles triangle shape of the first end face 11 and the second end face 12 has a relatively long base and two equal sides, providing stronger support, such as when the base contacts the ground and the two sides form an inclined plane.

[0037] like Figure 1 and Figure 2 As shown, in this embodiment, the sub-weight-reducing groove is triangular in shape, and the sub-weight-reducing groove has a rounded chamfer at the corner of the triangle. The sides of the first end face 11 and the second end face 12 of the wheel chock body are slightly curved arcs, and the outline shape of the first end face 11 and the second end face 12 of the wheel chock body is an equilateral triangle. The reinforcing rib structure includes six reinforcing ribs 30, which are evenly and spaced around the axial direction of the wheel chock body. Three of the six reinforcing ribs 30 are arranged from the center of the first end face 11 towards the apex of the first end face 11, and the other three reinforcing ribs 30 are arranged from the center of the first end face 11 towards the side of the first end face 11, that is, every two reinforcing ribs pass through the perpendicular bisector of the first end face 11. Six sub-weight-reducing grooves are formed on the first end face 11, and the six sub-weight-reducing grooves are divided into two groups of sub-weight-reducing grooves, which are arranged in a mirror-symmetrical manner with respect to the perpendicular bisector passing through the apex of the first end face 11.

[0038] In some embodiments, the edges between two adjacent sides of the outer periphery of the wheel chock body are chamfered, and grooves are provided on three sides of the outer periphery of the wheel chock body, with fluorescent reflective stickers 20 disposed within the grooves. The fluorescent reflective stickers 20 enhance the safety of the wheel chocks at night or in low-light environments. In low-light conditions (such as at night, in tunnels, warehouses, etc.), the reflective stickers significantly increase the visibility of the wheel chocks by reflecting light (such as headlights or flashlight beams), alerting personnel to obstacles underfoot or in the surrounding area, reducing the risk of tripping, stepping on, or vehicles running over the wheel chocks due to poor visibility. For example, on airport tarmacs, reflective stickers allow ground staff to quickly locate wheel chocks during nighttime operations, preventing accidental activation while walking or pushing vehicles. Furthermore, in large areas (such as parking lots, ports, and workshops), reflective stickers help workers quickly find wheel chocks, especially in emergencies (such as when vehicles need to be temporarily parked and secured), eliminating the need for time-consuming searches and improving operational efficiency.

[0039] The wheel chock body has multiple anti-slip protrusions 60 on three sides of its outer periphery to increase friction. These protrusions 60 can be arranged in a horizontal, vertical, or grid-like pattern. The anti-slip protrusions 60 increase the coefficient of friction between the outer periphery of the wheel chock and the ground or wheel. The shape of the strip-shaped anti-slip protrusions can be rectangular, trapezoidal, or arc-shaped. Rectangular protrusions have a simple structure, are easy to manufacture, and provide relatively direct friction. Trapezoidal protrusions have a wider base, resulting in a stronger connection with the outer periphery of the wheel chock body, making them less prone to detachment. The trapezoidal shape also increases resistance to some extent. Arc-shaped protrusions have better elasticity and cushioning properties, better adapting to the deformation of objects under force. The strip-shaped anti-slip protrusions can be arranged in parallel, radial, or staggered patterns. Parallel strip-shaped protrusions provide anti-slip performance in a specific direction; radial arrangements provide anti-slip force evenly in multiple directions; staggered arrangements increase mutual support between the protrusions, improving the overall anti-slip effect and stability. Figure 4 and Figure 5 As shown, in this embodiment, the anti-slip protrusion 60 is a strip-shaped structure extending along the axial direction of the wheel stop body. The shape of the anti-slip protrusion is arc-shaped, and multiple anti-slip protrusions 60 are arranged in parallel on the outer periphery of the wheel stop body.

[0040] The above are merely specific embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Those skilled in the art should understand that this utility model 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 this utility model 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 a first end face (11) and a second end face (12) arranged opposite to each other along the axial direction of the wheel chock body. At least one of the first end face (11) and the second end face (12) has a weight-reducing groove (40). A plurality of reinforcing ribs (30) are provided in the weight-reducing groove (40). The plurality of reinforcing ribs (30) are arranged radially with a preset base point position in the groove (40) as the center.

2. The wheel stop according to claim 1, characterized in that, The outline shape of the first end face (11) and the second end face (12) is triangular. The reinforcing rib (30) includes three first reinforcing ribs (31). The three first reinforcing ribs (31) extend from the base point to the three vertices of the first end face (11) or the second end face (12).

3. The wheel stop according to claim 2, characterized in that, The reinforcing rib (30) also includes three or multiples of three second reinforcing ribs (32), and the multiple second reinforcing ribs (32) are evenly distributed around the base point position along the circumferential direction, and each second reinforcing rib (32) extends from the base point position toward the corresponding side of the triangle.

4. The wheel stop according to claim 3, characterized in that, The first reinforcing rib (31) and the second reinforcing rib (32) located in the same weight-reducing groove (40) intersect at the base point, and a first hole (51) is provided at the intersection, the first hole (51) extending along the axial direction of the wheel stop body.

5. The wheel stop according to any one of claims 1-4, characterized in that, The outlines of the first end face (11) and the second end face (12) are both isosceles triangles, and the base point is located on the midline of the base of the isosceles triangle.

6. The wheel stop according to any one of claims 1-4, characterized in that, The outlines of the first end face (11) and the second end face (12) are both equilateral triangles, and the base point is located at the geometric center of the equilateral triangle.

7. The wheel stop according to claim 1, characterized in that, A plurality of second holes (52) are provided between the weight-reducing groove (40) and the side of the wheel stop body. The second holes (52) extend along the axial direction of the wheel stop body, and the plurality of second holes (52) are spaced apart along the circumferential direction of the wheel stop body.

8. The wheel stop according to claim 1, characterized in that, Multiple reinforcing ribs (30) located in the same weight-reducing groove (40) divide the weight-reducing groove (40) into multiple sub-weight-reducing grooves, the sub-weight-reducing grooves being triangular in shape.

9. The wheel stop according to claim 8, characterized in that, The top corner of the sub-weight reduction groove is rounded.

10. The wheel stop according to claim 1, characterized in that, The sides of the first end face (11) and the second end face (12) of the wheel stop body are arcs or straight lines, and the outer peripheral side of the wheel stop body is provided with anti-slip protrusions (60).

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