Manual Wheel Chock with Automatic Locking and Direct Force Transmission
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Solution Overview
Problem
Existing wheel restraints for vehicles at loading docks are prone to slipping on slippery surfaces, are often misplaced, and require complex or expensive automatic systems, which can be costly and difficult to install, and may not effectively prevent vehicle movement due to issues with angular alignment and frictional drag.
Innovation Solution
A manually operated wheel restraint system that includes a wheel chock attached to a track follower along a driveway-mounted track, with a lever mechanism to move the chock between retracted and operative positions, and a locking feature that automatically engages to prevent movement, allowing direct force transmission to the driveway to prevent slipping and misalignment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If automatic wheel restraint systems are used, then vehicle movement prevention is improved, but device complexity and installation cost increase
Solution Approach 1:
The wheel chock system uses the vehicle's own wheel to activate the restraint mechanism. When the wheel contacts the chock, the chock automatically pivots and locks into position, using the applied force to engage the restraint without requiring external power or complex automation systems.
Solution Approach 2:
The patent extracts the essential function of automatic restraint from complex powered systems and implements it through a simple mechanical lever mechanism that pivots about a horizontal axis, eliminating the need for motors, sensors, or control systems while maintaining reliable vehicle prevention.
2Device complexity
If manual wheel chocks are used, then device complexity is reduced, but reliability of preventing vehicle movement deteriorates due to slipping on slippery surfaces
Solution Approach 1:
The wheel chock features a curved lower surface that contacts the driveway surface. This curved geometry distributes the locking force across a broader contact area and creates mechanical interlocking that prevents slipping, even on slippery surfaces, while maintaining a simple manual operation mechanism.
Solution Approach 2:
The wheel chock incorporates a composite structure combining a rigid body with a curved contact surface designed to maximize friction and mechanical interlocking with the driveway, creating a simple yet reliable restraint that resists slipping without complex systems.
3Reliability
If wheel restraints are installed at loading docks, then vehicle movement is prevented, but misplacement and operational difficulty increase
Solution Approach 1:
The wheel chock is designed with dynamic positioning capability, allowing it to be easily moved along the driveway to different locations. The chock pivots about a horizontal axis, enabling operators to position it precisely where needed and adjust its orientation to match the wheel angle, making operation simple and adaptable.
Solution Approach 2:
The wheel restraint system is designed to accommodate wheels at various angles and positions. The pivoting mechanism allows the chock to adapt to different wheel orientations, making it universally applicable to various vehicle types and docking positions without requiring multiple specialized devices.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system effectively prevents vehicle movement while being easy to operate and maintain, reducing costs and complexity by using a manual mechanism that is robust yet easy to position and align, and avoids issues of slipping and misplacement.
Implementation Method 1
direct force transmission to the driveway to prevent slipping
Data Source
AI summary
An example wheel restraint includes a wheel chock that is manually movable between a retracted or release 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 release 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 release 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 release position, the locking feature automatically disengages. Although the wheel chock is connected to a track, much of the force exerted by the wheel against the chock can be transmitted directly from the chock to the driveway.