Wheel stopper adapter

Abstract

To provide an adapter for a wheel stopper capable of effectively using one kind of wheel stopper even on a normal road surface and a frozen road surface.SOLUTION: A bottom portion 52 that has an uneven non-slip portion side 52a and is grounded on a road surface in a use state, and an inclined surface that has a first end portion side 54a as an intersection with one end of the bottom portion 52 and is separated from the bottom portion 52 toward a second end portion side 54b side, the adapter 10 includes a first engagement portion 12 that engages with an intersection between a bottom portion 52 and a first end portion side 54a, a second engagement portion 14 that engages with a non-slip portion side 52a, and a base portion 16 provided between the first engagement portion 12 and the second engagement portion 14, and the base portion 16 includes a non-slip spike 18.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a wheel chock for preventing a vehicle such as an automobile from moving, and particularly to an adapter suitable for use in areas with heavy snowfall in winter. [Background technology]

[0002] Known examples of wheel chocks for vehicles such as automobiles include the one disclosed in Patent Document 1. The wheel chock disclosed in Patent Document 1 has a bottom portion that contacts the road surface and a wheel contact portion that contacts the wheel, and the wheel contact portion has an intersection with the bottom portion at one end and is arranged to move away from the bottom portion toward the other end. A feature of the wheel chock disclosed in Patent Document 1 is that it is configured so that multiple wheel chocks can be connected in parallel. Furthermore, wheel chocks with this configuration have a concave-convex anti-slip configuration at the bottom to prevent the wheel chock from slipping from its installed location.

[0003] However, the anti-skid features of wheel chocks with this type of configuration generally have a structure with a tread pattern on the bottom. Therefore, there is a possibility that they may not function properly on snowy roads, ski resorts, and other snowy locations, or on icy surfaces. To address this issue, Patent Document 2 discloses a method in which pin-shaped spikes are driven into the bottom of the wheel chock, allowing the spikes to dig into the road surface even on slippery locations such as snowy roads and icy surfaces. By applying this technology, it is possible to reliably function as a wheel chock even in regions with heavy snowfall in winter. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2023-120953 [Patent Document 2] Utility Model Registration No. 3235240 Summary of the Invention [Problem to be solved by the invention]

[0005] However, spiked wheel chocks are difficult to use on normal roads because the contact area with the road is small and the contact area with the tire is raised from the road surface. This can prevent them from functioning properly. Therefore, if you want to use wheel chocks on both normal and frozen roads, you will need to prepare two types of wheel chocks. Having two types of wheel chocks not only increases costs, but also increases storage space.

[0006] Therefore, an object of the present invention is to provide a wheel stopper adapter that allows one type of wheel stopper to be used effectively on both normal road surfaces and frozen road surfaces. [Means for solving the problem]

[0007] In order to achieve the above-mentioned object, the wheel chock adapter of the present invention is an adapter for use with a wheel chock having a bottom portion with a rough anti-slip portion that comes into contact with the road surface when in use, and a first end portion that is the intersection with one end of the bottom portion and has a sloping surface that moves away from the bottom portion as it approaches the second end portion, and the sloping portion comes into contact with the wheel when in use, and is characterized in that it has a first engagement portion that engages with the intersection of the bottom portion and the first end portion, a second engagement portion that engages with the anti-slip portion, and a base portion provided between the first engagement portion and the second engagement portion, and the base portion is equipped with anti-slip spikes.

[0008] In addition, in the wheel chock adapter having the above-mentioned features, the spikes can be formed by raising tongues cut out from the plate surface that constitutes the base. This feature makes it possible to form the spikes as a single unit, thereby reducing manufacturing costs.

[0009] In addition, in the wheel chock adapter having the above-mentioned features, the spikes can be configured to stand perpendicular to the plate surface, thereby improving the strength of the spikes against vertical forces.

[0010] Furthermore, in the wheel chock adapter having the above-mentioned features, the spikes can be configured by erecting pins on the plate surface that constitutes the base. This feature allows for greater flexibility in the spike arrangement. It also makes it easier to concentrate stress at the tips of the spikes, improving their grip on the road surface. [Effects of the Invention]

[0011] With a wheel chock adapter having the above features, it is possible to effectively use one type of wheel chock on both normal road surfaces and frozen road surfaces, etc. In addition, because it is possible to create a detachable spike adapter based on an existing wheel chock, it is possible to reduce manufacturing costs compared to manufacturing a new entire wheel chock. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a side view showing the configuration of a wheel stopper adapter according to a first embodiment. FIG. [Figure 2] FIG. 2 is a bottom view showing the configuration of the wheel stopper adapter according to the first embodiment. [Figure 3] 1 is a side view showing an example of a wheel stopper to which the wheel stopper adapter according to the embodiment can be applied; [Figure 4] 1 is a side view showing a state in which the wheel chock adapter according to the first embodiment is set in the wheel chock. FIG. [Figure 5] FIG. 10 is a side view showing the configuration of a wheel stopper adapter according to a second embodiment. [Figure 6] FIG. 10 is a side view showing the configuration of a wheel stopper adapter according to a third embodiment. [Figure 7]FIG. 10 is a bottom view showing the configuration of a wheel stopper adapter according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments of a wheel chock adapter according to the present invention will be described in detail with reference to the drawings. In the drawings, Fig. 1 is a side view showing the configuration of a wheel chock adapter according to a first embodiment, Fig. 2 is a bottom view of the same, and Fig. 3 is a side view showing an example of a wheel chock to which the wheel chock adapter according to the embodiment can be applied.

[0014] [Configuration: Wheel chock] First, an example of a wheel chock 50 to which the wheel chock adapter (hereinafter simply referred to as adapter 10) according to the first embodiment (and the other embodiments) can be applied will be described with reference to FIG. 3 . A wheel chock to which the adapter 10 according to the first embodiment can be applied is one having at least a bottom portion 52 and an inclined portion 54. Here, bottom portion 52 refers to the portion that has an uneven anti-slip portion 52a and comes into contact with the road surface when in use. The unevenness that makes up anti-slip portion 52a may be a simple uneven shape, but in the example shown in FIG. 3 , it is a sawtooth unevenness with a vertical surface on the side facing the direction in which pressure is applied by the wheel (direction indicated by arrow A). By forming such an uneven surface, the vertical surface can more easily catch on unevenness in the road surface, thereby enhancing the anti-slip effect.

[0015] The inclined portion 54 is a surface having a first end 54a and a second end 54b in a direction along the extension direction of the bottom portion 52, and the first end 54a intersects with one end of the bottom portion 52 to form a wedge portion 56. The inclined portion 54 forms an inclined surface in which the distance from the bottom portion 52 increases as the wedge portion 56 moves toward the second end 54b. The inclined portion 54 is the surface that comes into contact with the wheel in use, and is not limited to a flat surface, and may be configured as a concave surface that follows the arc of the wheel.

[0016] 3, a solid structure is provided with a reinforcing portion 58 that connects the other end of the bottom portion 52 and the second end portion 54b of the inclined portion 54, thereby forming the side shape into a substantially triangular shape, and the reinforcing portion 58 is provided with a handle 60. However, if the material constituting the wheel chock 50 has sufficient strength, it is not necessarily required to have a solid structure, and the reinforcing portion 58, etc. may not be provided.

[0017] [Configuration: Adapter] Next, an adapter 10 according to a first embodiment will be described. The adapter 10 according to this embodiment is an element used to stably use a wheel chock 50 on snow or ice. Its configuration is based on a first engagement portion 12, a second engagement portion 14, a base portion 16, and spikes 18. The first engagement portion 12 is an element that covers a wedge portion 56 formed by the intersection of one end of the bottom portion 52 of the wheel chock 50 and a first end portion 54a of the inclined portion 54. The second engagement portion 14 is an element that engages with a recess in the uneven surface that constitutes the anti-slip portion 52a provided on the bottom portion 52 of the wheel chock 50. In the example shown in FIG. 1, it is configured to engage with the vertical surface of the anti-slip portion 52a.

[0018] The base portion 16 is an element that connects the first engagement portion 12 and the second engagement portion 14. Generally, the base portion 16 may be a flat plate made of the same material as the first engagement portion 12 and the second engagement portion 14, but the specific configuration is not limited as long as spikes 18, which will be described in detail later, can be arranged on the base portion 16.

[0019] The spikes 18 are elements that provide an anti-slip effect by biting into, or piercing, the road surface when the road surface is covered with snow or ice. The specific configuration of the spikes 18 is not limited as long as it is capable of performing its function. As an example of a specific configuration of the spikes 18, as shown in FIGS. 1 and 2, a U-shaped notch 20 is made in the surface of the flat plate that constitutes the base portion 16 to form a tongue 18a, and the free end of this tongue 18a is raised in a direction away from the bottom 52 of the wheel chock 50. Forming the spikes 18 in this manner allows the spikes 18 to be integrally formed with the adapter 10 (base portion 16). This also reduces manufacturing costs.

[0020] [Actions and Effects] Next, application of the adapter 10 having the above-described configuration to the wheel stopper 50 and a method of use will be described with reference to FIG. In the adapter 10 configured as described above, the first engagement portion 12 engages with the wedge portion 56 of the wheel chock 50, the base portion 16 is positioned along the bottom portion 52, and the second engagement portion 14 engages with the uneven vertical surface that constitutes the anti-slip portion 52a. By setting the adapter 10 in this manner, it is possible to prevent the adapter 10 from falling off the wheel chock 50 when in use.

[0021] After parking a vehicle (not shown) in a predetermined position, wheel chocks 50 with adapters 10 attached are placed at least on either the front or rear of a tire (not shown). At this time, spikes 18 may be placed while applying pressure so that they penetrate the snow- or ice-covered road surface. However, if force is applied to inclined portions 54, spikes 18 will be pressed against the road surface, so applying pressure during placement is not necessarily required.

[0022] In this way, the wheel chock 50 with the adapter 10 attached can function as a wheel chock even when the road surface is covered with snow or ice. Furthermore, when the road surface is not covered with snow or ice (a normal road surface), the adapter 10 can be removed from the wheel chock 50, allowing the wheel chock 50 to be used alone. This allows a single type of wheel chock to be used effectively on both normal and frozen road surfaces. Furthermore, the adapter 10 is thin, and the second engagement portion 14 is configured to engage with the anti-slip portion 52a of the bottom portion 52, so its length is shorter than the length of the bottom portion 52 of the wheel chock 50. Therefore, when the adapter 10 is removed from the wheel chock 50, it can be stored compactly. Furthermore, the adapter 10 of this embodiment can be reduced in thickness when stored by rotating one of the two adapters 10 180 degrees so that the bottom sides of the base portions 16 face each other, and overlapping both spikes 18 so that the tongue pieces 18a are inserted into the openings cut out.

[0023] [Second embodiment] Next, the configuration of an adapter according to a second embodiment will be described with reference to Fig. 5. Most of the configuration of the adapter 10A according to this embodiment is similar to that of the adapter 10 according to the first embodiment described above. Therefore, parts with the same functions will be given the same reference numerals in the drawings, and detailed descriptions will be omitted.

[0024] The difference between adapter 10A according to this embodiment and adapter 10 according to the first embodiment lies in the shape of spike 18. Specifically, spike 18 of adapter 10 according to the first embodiment is raised perpendicularly to base portion 16, whereas spike 18 of adapter 10A according to this embodiment is configured so that the rising angle θ is an acute angle.

[0025] Depending on the icy condition of the road surface and the amount of force applied to the wheel chock 50, making the rise angle θ of the spikes 18 acute can improve grip into the road surface and increase the anti-slip effect. The other configurations and operations are the same as those of the adapter 10 according to the first embodiment described above.

[0026] [Third embodiment] Next, the configuration of an adapter according to a third embodiment will be described with reference to Figures 6 and 7. Most of the configuration of an adapter 10B according to this embodiment is similar to that of the adapters 10 and 10A according to the first and second embodiments described above. Therefore, parts that have the same functions will be given the same reference numerals in the drawings, and detailed descriptions will be omitted.

[0027] The difference between adapter 10B according to this embodiment and adapter 10 according to the first embodiment also lies in the shape of spikes 18. Specifically, spikes 18 of adapter 10 according to the first embodiment are formed by making U-shaped notches 20 in the surface of base portion 16, which is made of a flat plate, to form tongue pieces 18a, and then raising these tongue pieces 18a.

[0028] In contrast, the spikes 18 of the adapter 10B according to this embodiment are formed by pins that are individually erected on the base portion 16. There are no limitations on the shape, length, or attachment method of each pin, but any common attachment method such as welding, riveting, or screwing may be used.

[0029] Forming the spikes 18 with pins allows for greater freedom in the arrangement of the spikes 18. Furthermore, when the spikes 18 are pin-shaped, the contact points with the road surface are points, which increases the stress acting on the road surface. This improves grip on the road surface and enhances the anti-slip effect. In the case of the adapter 10B according to this embodiment, the spikes 18 cannot be inserted into the openings and overlapped, but the other configurations, functions, and effects are the same as those of the adapter 10 according to the first embodiment. [Explanation of symbols]

[0030] 10, 10A, 10B...Adapter, 12...First engagement portion, 14...Second engagement portion, 16...Base portion, 18...Spike, 18a...Tongue, 20...Notch, 50...Wheel chock, 52...Bottom, 52a...Anti-slip portion, 54...Inclined portion, 54a...First end, 54b...Second end, 56...Wedge portion, 58...Reinforcing portion, 60...Handle.

Claims

1. An adapter for use with a wheel chock, the adapter comprising: a bottom portion having an uneven anti-slip portion and contacting a road surface in use; and an inclined portion having a first end portion at an intersection with one end of the bottom portion and an inclined surface that moves away from the bottom portion toward a second end portion, the inclined portion contacting a wheel in use; a first engagement portion that engages with an intersection of the bottom portion and the first end portion; a second engaging portion that engages with the anti-slip portion; a base portion provided between the first engaging portion and the second engaging portion, A wheel chock adapter characterized in that the base portion is provided with anti-slip spikes.

2. 2. The wheel stopper adapter according to claim 1, wherein the spikes are formed by raising tongues cut out from a plate surface constituting the base portion.

3. 3. The wheel chock adapter according to claim 2, wherein the spikes are raised perpendicularly to the plate surface.

4. 2. The wheel stopper adapter according to claim 1, wherein the spikes are formed by erecting pins on a plate surface that constitutes the base portion.

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