AU2019218824A1

AU2019218824A1 - Drive-on device

Info

Publication number: AU2019218824A1
Application number: AU2019218824A
Authority: AU
Inventors: Charles Philip Pozzi; John-David Pozzi
Original assignee: FIAMM SpA
Current assignee: FIAMM SpA
Priority date: 2018-02-06
Filing date: 2019-01-23
Publication date: 2020-08-13
Anticipated expiration: 2039-01-23
Also published as: CN111788093A; AU2019218824B2; DE102018102613A1; EP3749555B1; WO2019154621A1; CN111788093B; EP3749555A1

Abstract

The invention relates to a drive-on device (100) for a vehicle comprising a drive-on chock (1), which has a ramp side (2) with a ramp surface (6) and a support side (3) opposite the ramp side (2) and with a support surface (8), as well as at least one rib (4, 4') running between the ramp side (2) and the support side (3), wherein at least one protrusion (5, 5') is provided at an angle to the rib (4, 4') at the end of the rib (4, 4') facing the ramp side (2).

Description

Drive-on device

The invention relates to a drive-on device for a vehicle. Drive-on devices are already known. For example, DE 20 2011 051 100 U1 shows a drive-on device. A disadvantage of known drive-on devices is that their mechanical resistance and/or their tire contact area is often not optimal. The object of the invention is to create a drive-on device which is improved at least with regard to one of the disadvantages mentioned. This object is achieved by the drive-on device reproduced in claim 1. The drive-on device according to the invention for a vehicle comprises a drive-on chock. This is also denoted as a chock in the scope of this publication. The drive-on chock has a ramp side and a support side opposite the ramp side. The ramp side has a ramp surface. The support side has a support surface. The drive-on chock comprises at least one rib running between the ramp side and the support side. The rib can also be denoted as a web. At the end of the rib facing the ramp side, at least one protrusion is provided, which is arranged at an angle to the rib. In this way, a chock can be provided which has an optimized mechanical resistance, in particular with respect to bending stress and pressure stress, and the contact surface of which with a tire of a vehicle has an optimal size. It can also be used to provide a chock that is flexible enough to adapt to uneven subsurfaces without being damaged. The ramp surface preferably comprises an area provided by the at least one protrusion. The ramp surface and the support surface are preferably designed to point away from one another. The ramp side is preferably configured to come into contact with a tire of the vehicle; the ramp surface is therefore preferably designed as a tire contact area. The support side is preferably configured to come into contact with the subsurface. The support surface is therefore preferably designed as a subsurface contact area. When used properly, the support side is therefore preferably close to the ground. The ramp side is preferably designed such that it allows a tire of the vehicle to be raised to different heights. The at least one protrusion preferably projects freely from the rib. The at least one protrusion therefore preferably has a free end. In this way, a prerequisite for a particularly suitable surface quality of the ramp side of the chock is created. The at least one protrusion preferably has a support element which supports the protrusion with respect to the rib. This increases the resilience of the protrusion. This support element is preferably not a rib. The support element preferably supports the free end of the protrusion on the rib from which the protrusion protrudes.

The at least one protrusion is preferably not supported on more than exactly one rib. The protrusion preferably does not connect the rib to an opposite rib. The at least one protrusion is preferably at an angle to the rib by approximately 90. The at least one protrusion, viewed from the ramp side, has at least approximately a triangular shape. The drive-on device is preferably used for a vehicle having a tire, in particular for a motorhome or for a caravan. The drive-on device is preferably used to level a height difference, preferably in order to be able to align the vehicle horizontally, even on an uneven subsurface. The drive-on chock is preferably portable. The at least one rib preferably runs at least almost from the support side to the ramp side. The height of the rib preferably corresponds at least almost to the respective height of the chock. As a result, it can contribute particularly effectively to the stability of the drive-on chock. In the scope of this publication, the term "height of the rib" denotes in particular the size of the rib in the direction of the height of the chock. The term "length of the rib" is used in the scope of this publication to denote in particular the longitudinal extent of the rib perpendicular to its height. The at least one rib preferably runs perpendicular to the support side. In this way, it can contribute particularly effectively to the stability of the chock. A plurality of ribs are preferably provided. The ribs preferably cross at intersection points. A plurality of protrusions are preferably provided. The support surface is preferably larger than the total cross-sectional area of the ribs. The support surface is preferably more than 10%, or more than 20%, or more than %, or more than 35%, or more than 40% larger than the total cross-sectional area of the ribs. In the scope of this publication, the term "total cross-sectional area of the ribs" means the total cross-sectional area of all ribs having a cross section running parallel to the support side. This counteracts sinking of the chock into soft subsurface. The support surface is preferably smaller than the reference support surface of the chock. The support surface is preferably more than 10%, or more than 20%, or more than 25%, or more than 35%, or more than 40% smaller than the reference support surface of the chock. In the scope of this publication, the term "reference support surface" denotes the product of the length and width of the support side of the chock. In this way, this creates a prerequisite for a light chock that can adapt well to the subsurface. The support surface is preferably designed to be partially closed. In this way, a compromise can be found to provide a support surface that is large enough to distribute the weight of the vehicle over an area so that in most cases it does not sink into the ground and that, on the other hand, it can contribute so that the drive-on chock is flexible enough to be able to adapt to uneven subsurfaces without being damaged. Due to the partially closed support surface, the chock can be prevented from sinking into soft subsurface, and still have a high resistance to mechanical stress - for example due to the weight of the vehicle. The partially closed support surface is preferably designed in such a way that closed and open regions of the support side are provided, which are more preferably distributed evenly over the support side, for example in a checkerboard fashion. The closed regions can be closed with the exception of openings, for example for rainwater drainage. A plurality of ribs with a first length are preferably provided - when viewed over the length of the chock - in its central region. Ribs with a second length, which is preferably shorter than the first length, are preferably provided in the front area and more preferably in the rear region of the chock. At least one rib preferably runs from one side of the chock to the other side of the chock, more preferably without a curve. Preferably, all the ribs that have the first length run from one side of the chock to the other side of the chock, more preferably without a curve. First ribs running parallel to one another are preferably provided, and second ribs running parallel to one another, wherein the first ribs do not run parallel to the second ribs, but intersect the first and the second ribs. The first and the second ribs can intersect at an angle of approximately 90. The first ribs preferably do not run in the drive-on direction, but - viewed from below in a clockwise direction - at a 45 angle thereto. The second ribs preferably do not run in the drive-on direction, but - viewed from below in a counterclockwise direction - at a 45° angle thereto. The ribs - preferably the first and second ribs - preferably form a repeating shape between them, particularly preferably a diamond shape. Each rib preferably has a plurality of protrusions at an angle thereto. The protrusions preferably each extend from one intersection point of the rib to the next intersection point. Each protrusion preferably extends from the associated rib in a protrusion direction. The protrusion directions preferably differ from adjacent protrusions of the same rib. Particularly preferably, adjacent protrusions of a rib have opposite protrusion directions. The ramp side preferably has a plurality of openings. These openings preferably reduce the size of the ramp surface. In the preferred embodiment, the ramp surface is smaller than the reference ramp surface. The ramp surface is preferably more than 50%, or more than 70%, or more than %, or more than 90% smaller than the reference ramp surface. The term "reference ramp surface" in the scope of this publication denotes the product of the width and the length of the ramp side. In this way, the static friction between a tire and the chock can be increased, for example, by allowing at least partial interlocking between the ramp surface and the profile of the tire, and a prerequisite has been created for reducing the overall weight and the material expenditure of the chock. The ramp surface is preferably less than 95% smaller than the reference ramp surface. In this way, pressure peaks acting on the vehicle's tires when driving on or standing on the chock are avoided and the tire is protected. In the preferred embodiment, the ramp surface is larger than the total cross sectional area of the ribs, preferably at least due to the protrusions. The ramp surface is preferably more than 5%, or more than 10%, or more than 20%, or more than 25%, or more than 35% larger than the total cross-sectional area of the ribs. In this way, pressure peaks acting on the vehicle's tires when driving on or standing on the chock are avoided and the tire is protected. The ramp side preferably has a plurality of openings which preferably reduce the size of the ramp surface and which more preferably extend through the entire chock. These openings are also denoted as "through openings" in the scope of this publication. The through openings preferably each have no uniform size, but their size is preferably reduced in the region of the ramp side by the protrusions. In the preferred embodiment, the reduction of the ramp surface caused by the through openings is more than 5%, or more than 10%, or more than 15%, or more than 20%, or more than 25%, or more than 30%, or more than %, or more than 40% of the reference ramp surface. In the preferred embodiment, the reduction in the ramp surface caused by the through openings is less than 50%, or 40%, or %, or 20%, or 10% of the reference ramp surface. The weight of the chock and the material expenditure are reduced by the through openings. It has been shown that through openings of considerable size are possible without endangering the stability of the chock. In the preferred embodiment, openings on the ramp side and through openings on the ramp side are not provided through the entire chock, preferably evenly distributed over the ramp side. A plurality of openings on the ramp side preferably have the same shape. At least two different shapes of these openings are preferably provided. The ramp side preferably has a plurality of diamond-shaped and a plurality of star shaped openings. Openings of the ramp side are preferably provided at the edges of the ramp side and openings which are not arranged at the edges of the ramp side, that is to say arranged centrally. The shape of the openings on the edge can differ from the shape of the openings arranged in the center. The centrally arranged openings preferably already have at least two different shapes. The ramp side preferably has openings which are delimited by the ribs. These openings delimited by the ribs preferably do not extend through the entire chock. They are preferably arranged above the closed regions of the preferably partially closed support surface. In an important embodiment, the openings on the ramp side delimited by the ribs are diamond-shaped. The ramp side preferably has openings which are partially or exclusively delimited by the protrusions. These openings, which are partially or exclusively delimited by the protrusions, preferably extend through the entire chock. They are preferably arranged above the open regions of the preferably partially closed support surface. In an important embodiment, the openings delimited by the protrusions are star-shaped. The openings on the ramp side are preferably shaped and more preferably arranged in such a way that a pattern of stars, interspersed with diamonds, results on the ramp side. As a result, the mechanical resistance of the drive-on chock, in particular with respect to bending and pressure, can be optimized and the size of the contact area with the tire can be optimized. The star shape is preferably designed as a four-pointed star. Two points of the star shape preferably point in opposite directions. Two adjacent points are preferably perpendicular to one another. The points preferably taper towards their end. The sum of the ramp surface and the support surface is preferably smaller than the reference support surface of the chock, preferably at least also due to the through openings. In this way, this creates a prerequisite for a light chock that can adapt well to the subsurface. The sum of the ramp surface and the support surface is preferably more than 5%, or more than 10%, or more than 20%, or more than 30%, or more than 40%, or more than 50% smaller than the reference support surface of the chock. In the preferred embodiment, the drive-on chock has a plurality of steps at different heights. The steps are more preferably curved. In other words, the ramp side preferably has a concave surface in the region of the steps. The curvature of the steps can improve contact with the tire. Exactly three different steps can be provided at different heights. The steps can have the following heights: approximately 60 cm, approximately 120 cm, and approximately 170 cm. Another number of steps, for example exactly four, can also be provided. Elements for improving the adhesion to the ramp surface are preferably provided. The elements are preferably used, in particular, to improve the adhesion of a rolling tire of the vehicle on the ramp side, for example avoiding a tire from spinning. The elements can include teeth which point away from the ramp side. The elements can be arranged on the protrusions. The elements are preferably not arranged evenly distributed over the ramp side, but are more preferably arranged between the steps. The drive-on chock preferably has a rear side which is inclined towards the ramp side. The stability of the drive-on chock can be improved due to the inclined rear side.

In the preferred embodiment, a handle is arranged on the rear side of the drive-on chock. The handle can facilitate the transport of the drive-on chock and the positioning of the drive-on chock near the wheel of the vehicle can be simplified. In the preferred embodiment, the drive-on chock has side walls and recesses are preferably arranged in these side walls. The recesses preferably extend in the direction of the height of the drive-on chock and more preferably over the entire respective height of the drive-on chock. The recesses are preferably rounded and more preferably have an approximately semicircular cross section. Their cross section can enlarge towards the ramp side. The drive-on device can be formed by the drive-on chock. The drive-on chock can be integrally designed. The drive-on chock preferably comprises plastics material or is formed from plastics material. The chock can preferably be used for vehicles with a maximum tire width of approximately 245 mm. The maximum resilience of the chock is preferably approximately 2500 kg. The invention will now be explained in more detail using an exemplary embodiment shown in the drawings, in which:

Fig. 1 shows a perspective view of an exemplary embodiment of a drive-on device according to the invention; Fig. 2 shows a side view of the drive-on device of Fig. 1; Fig. 3 shows a view as in Fig. 2; Fig. 4 shows a detail from Fig. 2 on an enlarged scale; Fig. 5 shows a top view of the drive-on device from Fig. 1; Fig. 6 shows a further detail from Fig. 2 on an enlarged scale; Fig. 7 shows a perspective view of the drive-on device from Fig. 1 with a view from below; Fig. 8 shows a section of a perspective view of the drive-on device of Fig. 1 with a view obliquely from behind.

The exemplary embodiment of the drive-on device according to the invention shown and denoted as a whole by 100 is formed by an integral transportable drive-on chock 1. The drive-on device shown is designed for a vehicle, namely a motorhome or a caravan, for leveling a height difference in order to be able to align the vehicle horizontally even on an uneven subsurface.

As shown for example in Figs. 1 and 2, the drive-on chock 1 has a ramp side 2 and a support side 3 opposite the ramp side 2. At least one rib 4 running between the ramp side 2 and the support side 3 is provided, more precisely a plurality of such ribs 4, 4' are provided (see, for example, Fig. 7). As shown in Figs. 1 and 5 for example, at least one protrusion 5 is provided on the end of the ribs 4, 4'facing the ramp side 2, which is arranged at an angle to the rib 4. As shown in the figures, a plurality of such protrusions 5, 5' are provided. The ramp side 2 has a ramp surface 6 and Fig. 5 shows for example that the ramp surface 6 comprises an area 7 which is provided by these protrusions 5, 5'. Each protrusion 5, 5' extends from the associated rib 4, 4' in a protrusion direction , 10' (Fig. 5). Adjacent protrusions 5, 5' of a rib 4, 4' have opposite protrusion directions , 10'. The protrusions 5, 5' protrude freely and each have a free end 20. The protrusions 5, 5' each have a support element 19 which supports them, more precisely their free end 20, with respect to the rib 4 (see for example Figs. 7 and 8). The protrusions are not supported on more than exactly one rib. The protrusions do not connect the rib from which they protrude to an opposite rib. The protrusions are each unwound by approximately 90 to the rib from which they protrude. Fig. 7 shows that the support side 3 has a partially closed support surface 8, with closed regions 21 and open regions 22 distributed uniformly, approximately in a checkerboard fashion. In the exemplary embodiment shown, the closed regions 21 have openings in the form of circular holes, for example for rainwater drainage. Due to the closed regions 21, the support surface 8 is larger than the total cross sectional area of the ribs 4, 4'. Due to the open regions 22, the support surface 21 is smaller than the reference support surface of the chock 1. The ribs run perpendicular to the support side 3 from the support side 3 to the ramp side 2. The height h of the ribs corresponds to the respective height H of the chock. Viewed over the length of the chock, a plurality of ribs with a first length 23 are provided in its central region 25. In the front region 26 and in the rear region 27 of the chock, ribs are provided with a second length 24 which is shorter than the first length. All the ribs which have the first length 23 run without a curve from one side 28 of the chock to the other side 29 of the chock. First ribs 30 running parallel to one another and second ribs 31 also running parallel to one another are provided, wherein the first ribs 30 do not run parallel to the second ribs 31 but intersect them at an angle of approximately 90°. The ribs do not run in the drive-on direction R, but the first ribs 30 run - viewed from below in a clockwise direction - at an angle of approximately 45 thereto. The second ribs 31 likewise do not run in the drive-on direction R, but - viewed from below in a counterclockwise direction - at an angle of approximately 450 thereto. The ribs 4, 4' intersect at intersection points 9, 9'. The protrusions 5, 5' each extend from one intersection point 9 to the next crossing point 9'. The direction 10 in which the protrusions protrude from their ribs is opposite in the case of adjacent protrusions of the same rib (see, for example, Fig. 5). The protrusions 5, 5', viewed from the ramp side here, have at least approximately a triangular shape. Fig. 1 and 5 show for example that the ramp side 2 has a plurality of openings 11, 11', 12, 12'. More specifically, a plurality of diamond-shaped openings 12, 12' and a plurality of star-shaped openings 11, 11' delimited by the protrusions 5, 5' on the ramp side 2 are provided, and these openings 11, 11', 12, 12' are arranged in such a way that a pattern of stars 39, interspersed with diamonds 40, results on the ramp side 2. The star shape is designed as a four-pointed star. Two points of the star shape point in opposite directions. Two adjacent points are perpendicular to one another. The points taper towards their end. The star-shaped openings 11, 11' are designed as through openings 36. The diamond shaped openings 12, 12' are designed as openings 44 which do not extend through the entire chock. The ramp surface 6 is smaller than the reference ramp surface due to the openings 11, 11', 12, 12' of the ramp side 2. The ramp surface 6 is larger than the total cross-sectional area of the ribs, in particular due to the protrusions 5, 5'. The openings 44 on the ramp side that do not pass through the entire chock and the through openings 36 on the ramp side are evenly distributed over the ramp side 2. Openings 45 of the ramp side are provided at the edges of the ramp side 2 and are not arranged at the edges of the ramp side, that is to say central openings 46, the shape of which differs from the shape of the central openings. The central openings 46 already have two different shapes, namely the diamond shape and the star shape. The central diamond-shaped openings 12, 12' on the ramp side are delimited by the ribs 4, 4' and do not extend through the entire chock 1. They are arranged above the closed regions 21 of the support surface 8. The central star-shaped openings 11, 11' on the ramp side are delimited on the ramp side by the protrusions 5, 5'. They are arranged above the open regions 22 of the partially closed support surface 8. They are designed as through openings 36, provide the open regions 22 on the support side and are delimited on the support side by the ribs 4, 4'. The sum of ramp surface 6 and support surface 8 is smaller than the reference support surface of the chock 1. Fig. 3 shows for example that the drive-on chock 1 has a plurality of steps 13, 13', 13" at different heights 41, 42, 43 and the steps are curved. The first height 41 can be approximately 60 cm, the second height 42 approximately 120 cm, and the third height 43 approximately 170 cm. Fig. 4 shows in particular that elements 14, 14' are provided to improve the adhesion of a tire on the ramp side 2. The elements comprise teeth that point away from the ramp side 2. The teeth are arranged on the protrusions 5, 5'. They are not distributed evenly over the ramp side 2, but are increasingly arranged between steps 13, 13', 13". Fig. 6 shows in particular that the drive-on chock 1 has a rear side 15 which is inclined towards the ramp side 2. A handle 16 is arranged on the rear side 15 and can be clearly seen in Fig. 8. The drive-on chock 1 has side walls 17, 17' and in these side walls there are recesses 18, 18'which extend over the entire height H of the drive-on chock 1. The recesses 18, 18' preferably extend in the direction of the height H of the drive-on chock and more preferably over the entire respective height H of the drive-on chock. The recesses 18, 18' are rounded and have an approximately semicircular cross section. They increase in the direction of ramp side 2. The width 35 of the ramp side can be between 260 and 230 mm and be approximately 245 mm. The length 34 of the ramp side is shown in Fig. 1. The length 37 and width 38 of the support side 3 are shown in Fig. 5. The maximum tire width 47 is shown in Fig. 1.

List of reference signs:

100 drive-on device 1 drive-on chock 2 ramp side 3 support side 4, 4' ribs , 5' protrusion 6 ramp surface 7 area of the ramp surface provided by the protrusion 8 support surface 9, 9' intersection point , 10' protrusion direction 11, 11' openings 12, 12' openings 13, 13', 13" steps 14, 14' elements for improving the adhesion rear side 16 handle 17, 17' side walls 18,18' recesses 19 support element of the protrusion free end of the protrusion 21 closed regions of the support side 22 open regions of the support side 23 first length of the rib 24 second length of the rib central region of the drive-on chock 26 front region of the drive-on chock 27 rear region of the drive-on chock 28 one side of the drive-on chock 29 other side of the drive-on chock first ribs 31 second ribs 32 33 34 length of the ramp side width of the ramp side 36 through openings 37 length of the support side 38 width of the support side 39 stars diamonds 41 first height 42 second height 43 third height 44 openings which do not extend through the entire chock openings arranged on the edges of the ramp side 46 central openings 47 maximum width of tire h height of the rib H height of the chock R drive-on direction

Claims

Claims:

1. Drive-on device (100) for a vehicle comprising a drive-on chock (1), which has a ramp side (2) with a ramp surface (6) and a support side (3) opposite the ramp side (2) and with a support surface (8) as well as at least one rib (4, 4') running between the ramp side (2) and the support side (3), characterized in that at least one protrusion (5, 5') is provided at an angle to the rib (4, 4') at the end of the rib (4, 4') facing the ramp side (2).

2. Drive-on device according to claim 1, characterized in that the support surface (8) is designed to be partially closed.

3. Drive-on device according to claim 1 or 2, characterized in that a plurality of ribs (4, 4') and a plurality of protrusions (5, 5') are provided.

4. Drive-on device according to claim 3, characterized in that the ramp side (2) has a plurality of openings (11, 11', 12, 12').

5. Drive-on device (100) according to claim 4, characterized in that a plurality of diamond-shaped openings (12, 12') and a plurality of star-shaped openings (11, 11') delimited by the protrusions (5, 5') are provided on the ramp side (2) and these openings (11, 11', 12, 12') are arranged in such a way that a pattern of stars (39), interspersed with diamonds (40), results on the ramp side (2).

6. Drive-on device (100) according to any of claims 1 to 5, characterized in that the drive-on chock (1) has a plurality of steps (13, 13', 13") at different heights (41, 42, 43).

7. Drive-on device according to claim 6, characterized in that the steps (13, 13', 13") are curved.

8. Drive-on device according to any of claims 1 to 7, characterized in that elements (14, 14') are provided to improve the adhesion to the ramp surface (6).

9. Drive-on device according to any of claims 1 to 8, characterized in that the drive on chock (1) has a rear side (15) which is inclined towards the ramp side (2) and a handle (16) is arranged on the rear side (15).

10. Drive-on device according to any of claims 1 to 9, characterized in that the drive on chock (1) has side walls (17, 17') and recesses (18, 18') are arranged in these side walls, which extend over the entire height (H) of the drive-on chock (1).