Wheel Chock Geometry to Prevent Rollover and Tipping
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Solution Overview
Problem
Conventional wheel chocks are ineffective in preventing rollover and tipping, especially when vehicles are empty or lightly loaded, and can become stuck under the wheel, leading to delays and increased work, due to limitations in size and weight restrictions.
Innovation Solution
A wheel chock design featuring a tire-facing side with a tire deformation cavity and a tire-engaging bulge that maintains the resultant force vector below the top end, preventing the wheel from rolling over, combined with a ground-anchored base plate for adjustable positioning and enhanced stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional wheel chocks are used to block wheels, then they provide basic restraint capability, but they become ineffective under strong horizontal forces allowing rollover and tipping
Solution Approach 1:
The wheel chock design transitions from a conventional single-plane blocking structure to a multi-dimensional restraint system. The first engagement surface contacts the wheel at a lower elevation while the second engagement surface contacts at a higher elevation, creating a two-plane restraint geometry that prevents both forward movement and rotational tipping motions.
Solution Approach 2:
The wheel chock is divided into distinct functional segments: a first engagement surface for lower wheel contact, a second engagement surface for upper wheel contact, and a ground engagement surface for anchoring. This segmentation allows each surface to independently contribute to different aspects of wheel restraint.
2Strength
If wheel chock size and weight are increased to prevent rollover, then resistance to strong forces improves, but the chock may become stuck under the wheel causing delays
Solution Approach 1:
By engaging the wheel at two different elevations rather than one, the design achieves superior mechanical interlocking without requiring excessive chock mass. The distributed contact points create stability through geometry rather than sheer weight, allowing easier deployment and removal.
3Device complexity
If conventional wheel chocks are used, then they are simple in design, but they fail to maintain the resultant force vector below the wheel center preventing tipping
Solution Approach 1:
The addition of a second engagement surface at a higher elevation creates a three-dimensional force distribution pattern. This geometry naturally channels the resultant force vector through both contact points, keeping the effective force application point below the wheel center and preventing tipping moments.
Solution Approach 2:
The engagement surfaces are designed with curved geometries that conform to the wheel's circular cross-section. This curvature ensures continuous contact and optimal force distribution as the wheel attempts to roll or tip, maintaining reliable engagement throughout the interaction.
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 new wheel chock design significantly reduces the risk of rollover and tipping, maintaining the wheel in place even under strong horizontal forces, and allows for easy adjustment and removal without getting stuck, improving operational efficiency and safety.
Implementation Method 1
The tire tread having an undeformed state and a substantially circular outer shape when away from the wheel chock, the method including: bringing the tire tread into direct contact with the tire-engaging budge and pressing the wheel onto the wheel chock to initiate a local radial deformation of the tire tread and bring the tire tread into a deformed state
Implementation Method 2
The gas pressure inside the tire 906 causes a local reaction force R at the upper edge 912, which force is resulting from the resilient tire tread 914 of the tire 906 trying to recover its initial circular shape
Implementation Method 3
The wheel chock being configured and disposed to help maintain the resultant force vector in a path passing below the top end of the main body so as to substantially prevent the wheel from moving upwards relative to the wheel chock
Data Source
AI summary
The wheel chock is part of a wheel chock restraint system that also includes a base plate to prevent a parked vehicle from moving away in an unauthorized or accidental manner in a departure direction. The wheel chock includes a main body having a bottom base portion and a tire-engaging bulge. It also includes a tire deformation cavity, made within the main body on the tire-facing side. Teeth are provided underneath the bottom base portion of the wheel chock to engage at least one of the corresponding teeth provided on the base plate in a latched engagement. The wheel chock has an improved resistance to rollover and tipping when the wheel is pressed forcefully against the wheel chock.