GB2573584A

GB2573584A - Wheel clamping device

Info

Publication number: GB2573584A
Application number: GB1811692.1A
Authority: GB
Inventors: Adams Tony
Original assignee: London Clamping Co Ltd
Current assignee: London Clamping Co Ltd
Priority date: 2018-05-11
Filing date: 2018-07-17
Publication date: 2019-11-13
Anticipated expiration: 2038-07-17
Also published as: GB201811692D0; GB2573584B; GB201807670D0; GB2573567A

Abstract

A wheel clamping device, comprising a plate 303 having a first 317 and second holes 319 there through, the holes being capable of accommodating a flexible member 329, such as a chain or Kevlar (RTM) belt, by which the plate can be secured to a wheel 321 of a vehicle to inhibit the vehicle being driven. A frame (307, figure 3) may also be provided, where the frame is provided with first and second tubes (313, 315) which align with the holes in the plate. An embodiment is claimed where the frame, and not necessarily the plate, is essential to the clamp. The frame may be provided with ground engaging legs (309) provided with upturned ends (311) for engaging the wheel of the vehicle should a person attempt to lever the clamp off the wheel. The wheel clamp may be secured to the ground using brackets (333, 335 figure 8A) and used to secure a bicycle or lawnmower to the ground, or used as a parking post or garage door defender. As the flexible member is not permanently attached to the clamp it is intended that the plate and/or frame may be re-used in the event that the flexible member is damaged.

Description

Wheel Clamping Device

The present invention relates to wheel clamping devices, more particularly, but not exclusively, to wheel clamping devices which can be secured to vehicle wheels with flexible members.

Wheel clamping devices which can be secured to a vehicle wheel with a flexible member, where the flexible member is a chain are known. Such wheel clamping devices are used by a number of groups, including private land owners, bailiffs and local authorities. They are used in an attempt to immobilise a vehicle and inhibit the driver of the vehicle from being able to drive away from where the vehicle is parked.

Wheel clamping devices which can be secured to vehicle wheels with flexible members are advantageously simple devices which can be cheaply manufactured and which can be secured to a wheel of a vehicle quickly. Prior art devices are described in GB2251416 and GB2291021, the latter of which is of the present inventor’s creation.

Both prior art wheel clamping devices which can be secured to vehicle wheels with flexible members, comprise a plate and a chain. The chain is permanently secured to the plate either by direct welding or via a member which is itself welded to the plate. This is to provide a strong connection between the chain and the plate to inhibit a disgruntled vehicle owner from being able to remove the clamping device from their vehicle.

Unfortunately, vehicle owners can be relentless, and it has been known for such owners to employ the use of an angle grinder or a hack saw to cut through the chain and remove the wheel clamping device from the wheel of the vehicle. It has also been known for such a person to repeatedly hit the welded connection with a hammer in an attempt to break the chain away from the plate. In any of these events, the remains of the clamp cannot be economically repaired and are typically disposed of. This is down to the difficulty, time and cost required in removing any remaining links of the chain that are still welded to the plate and/or connecting a new chain to the plate via a weld. Furthermore, the plate itself can be damaged during the illicit removal of the clamping device and therefore no longer suitable for use.

The present invention at least in its preferred embodiment attempts to reduce this problem.

The present invention provides a wheel clamping device, comprising a plate having a first hole therethrough and a second hole therethrough, the first hole and

-2the second hole being capable of accommodating a flexible member by which the plate can be secured to a wheel of a vehicle to inhibit the vehicle being driven.

Preferably the wheel clamping device further comprises a frame.

Advantageously the frame is provided with a first tube portion and a second tube portion. It may be that the first tube portion and the second tube portion are secured to the frame. It could be that the first tube portion and the second tube portion are welded to the frame. It is optional that the first and/or second tube portions are secured to the frame by any other suitable means, including screws, bolts, adhesive or any combination thereof.

Preferably the first tube portion and the second tube portion are secured only to the frame. It may be that the first tube portion and the second tube portion are welded only to the frame.

Advantageously the frame is provided with legs. It may be that at least a portion of the legs extend generally horizontally when the plate lies in a substantially upwardly extending plane.

Preferably the legs are provided with upturns at their respective ends. It could be that these upturns are substantially perpendicular to the legs. It may be that the upturns extend in a substantially upwardly extending plane when the plate is in a substantially upwardly extending plane.

Advantageously the internal opening of the first tube portion and the opening of the second tube portion is from 30mm to 60mm. More preferably the internal opening is from 35mm to 55mm. Even more preferably the internal opening is from 40mm to 50mm. Most preferably the internal opening is approximately 42mm. Opening in this context covers the diameter of a bore or distance across the middle of a bore, where such bore can have a cross section of any suitable shape. Optionally the cross section of such bore could be circular, square, rectangular, elliptical, crescent, triangular, trapezium, pentagonal or any suitable shape.

Preferably the plate is mounted on the frame. It could be that the plate is mounted on the frame via a friction fit or clips or straps or magnets. It may be that the plate is welded to the frame. It is optional that the welds could be spot welds or a continuous weld or multiple continuous welds.

Advantageously the first hole in the plate aligns with the first tube portion and the second hole in the plate aligns with the second tube portion. It could be that align means where the relevant tube portions and the relevant holes are respectively coaxial. It may be that align also covers where the area of the relevant tube portions

-3simply overlap with a portion of the area of the relevant respective holes, i.e. the alignment is not a perfect alignment. A sufficient alignment is such that the window covered by the relevant tube portions and relevant respective holes is sufficiently large enough for the relevant flexible member to pass through.

Preferably the opening of the first hole and the opening of the second hole is from 30mm to 60mm. More preferably the internal opening is from 35mm to 55mm. Even more preferably the internal opening is from 40mm to 50mm. Most preferably the internal opening is approximately 42mm. Opening in this context covers the diameter of a hole distance across the middle of an opening, where such opening can have a cross section of any suitable shape. Optionally the cross section of such opening could be circular, square, rectangular, elliptical, crescent, triangular, trapezium, pentagonal or any suitable shape.

Advantageously the plate is provided with a lip. It may be that the lip is provided with a protective strip. It could be that the plate is substantially flat and no lip is present. It may be that the plate is a substantially flat member. It could be that the plate is a substantially flat member which is a stand alone piece.

The present invention also provides a wheel clamping device, comprising a frame having a first tube portion and a second tube portion fixed thereto, the first tube portion and the second tube portion being capable of accommodating a flexible member by which the frame can be secured to a wheel of a vehicle to inhibit the vehicle being driven.

Advantageously the first and/or second tube portions are secured to the frame by any suitable means, including screws, bolts, adhesive or any combination thereof.

Preferably the first tube portion and the second tube portion are welded to the frame. It could be that the first tube portion and the second tube portion are secured only to the frame.

-4Advantageously the internal opening of the first tube portion and the opening of the second tube portion is from 30mm to 60mm. More preferably the internal opening is from 35mm to 55mm. Even more preferably the internal opening is from 40mm to 50mm. Most preferably the internal opening is approximately 42mm. Opening in this context covers the diameter of a bore or distance across the middle of a bore, where such bore can have a cross section of any suitable shape. Optionally the cross section of such bore could be circular, square, rectangular, elliptical, crescent, triangular, trapezium, pentagonal or any suitable shape.

Preferably the wheel clamping device is further provided with a flexible member. It could be that the flexible member is a chain. It is optional that the dimeter of a link in the chain is approximately 10mm. It could be that the diameter of a link in the chain is approximately 12mm, which is an advantageous size for use in immobilising motorbikes. It may be that the flexible member is any other suitable means, such as a cable or a Kevlar belt.

Advantageously the flexible member is provided with an end stop. It could be that the end stop is a link in the chain and where this link has a diameter which is larger than the opening of the first hole in the plate.

Preferably the end stop is a link in the chain and where this link has a diameter which is larger than the opening of the first tube portion.

Advantageously the end stop is a padlock or any suitable locking means which locks the flexible member to the plate and/or frame or prevents the flexible member from entirely passing through a hole in the plate and/or tube portion on the frame.

A further aspect of the present invention relates to securing a wheel clamping device to the ground. Previously, security bolts would have to be used to secure a wheel clamping device to the ground to inhibit such bolts from being unscrewed by an unauthorised person. Alternatively, ball bearings were hammered into the hole in the ground on top of conventional bolts, again inhibiting the bolt from being accessed and unscrewed by an unauthorised person. These arrangements inhibit unauthorised removal of the entire wheel clamping device assembly from the ground as it is effectively permanently secured to the ground. This is not ideal, because in the event that the entire wheel clamping device assembly needs to be removed from the ground by the user (for example if it becomes damaged), then they will have great difficulty in doing so.

-5Preferably the wheel clamping device comprises a first bracket and a second bracket for securing the frame to the ground.

Advantageously the wheel clamping device further comprises bolts to secure the first bracket and the second bracket to the ground.

Preferably the wheel clamping device further comprises a cover member which covers a first leg of the wheel clamping device and in use, when the first bracket and the second bracket are secured to the ground and the cover member is secured in position on the first bracket, the first leg is inhibited from being lifted away from the ground.

Advantageously the wheel clamping device can be used to secure a bicycle to the ground.

Preferably the wheel clamping device can be used to secure a lawnmower to the ground.

Advantageously the wheel clamping device can be used as a garage door defender.

Preferably the wheel clamping device can be used as a parking post.

Advantageously the wheel clamping device further comprises a set of instructions for securing the wheel clamping device to the ground and at least one of the following: for securing a bicycle to the wheel clamping device, securing a lawnmower to the wheel clamping device, using the wheel clamping device as a garage door defender, using the wheel clamping device as a parking post.

The present invention also provides a kit of parts comprising a wheel clamping device, a first bracket, a second bracket, a cover member, bolts, an Allen key and instructions for anchoring the wheel clamping device to the ground.

-6For a better understanding of the present invention and to show how the same may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which:

Figure 1 is a perspective view of a first prior art wheel clamping device which can be secured to a vehicle wheel with a flexible member;

Figure 2 is a perspective view of a second prior art wheel clamping device which can be secured to a vehicle wheel with a flexible member;

Figure 3 is a perspective front view of a wheel clamping device in accordance with the present invention;

Figure 4 is a perspective rear view of the device shown in Figure 3;

Figure 5 is a side view partially in cross section of the device shown in Figures 3 and 4, being positioned relative to a vehicle wheel prior to a flexible member being put in place;

Figure 6 is a rear view of the device as shown in Figures 3, 4 and 5, which has been secured to a wheel of a vehicle with a flexible member;

Figure 7 is a perspective view of a flexible member in accordance with the present invention;

Figures 8A to 8F are perspective views of a step by step process for securing a wheel clamping device in accordance with the present invention to the ground;

Figure 9 is a side view of the device as shown in Figures 8A to 8F, in a first use;

Figure 10 is a side view of the device as shown in Figures 8A to 8F, in a second use;

Figure 11 is a top plan view of the device as shown in Figures 8A to 8F, in a third use; and

Figure 12 is a top plan view of the device as shown in Figures 8A to 8F, in a fourth use.

-7 Referring to Figure 1 of the drawings, there is shown a prior art wheel clamping device 101 having a plate 103 of substantially triangular shape. A first chain 105 is secured between a first anchor point 107 and a second anchor point 109 via welding. A second chain 111 is provided, such that one end is secured to the first chain 105 at a position approximately halfway along the length of said first chain 105 and the other end of the second chain 111 is free.

In use, the user places the wheel clamping device against a wheel of a vehicle, such that the plate 103 is flat against the hub cap or the exposed side of the wheel. The user will then manoeuvre the first chain 105 around behind the wheel, with the user’s hand reaching into the wheel arch. The user will further manoeuvre the second chain 111 around behind the wheel and will typically thread the second chain around the rear of the suspension leg. The user then pulls the second chain 111 tight and positions it so that the free end of the second chain 111 comes out around from the rear of the wheel at a position close to the ground. The user then passes this free end of the second chain 111 through a hole 113 in the plate 103 and secures it with a padlock.

Unfortunately, this wheel clamping device 101 has some limitations. Namely in the event that a disgruntled vehicle owner decides to try and remove the wheel clamping device 101 themselves, they would almost always take either a hack saw or an angle grinder to the first chain 105 or the second chain 111 and cut into them. Alternatively, they may decide to attempt to cut into the plate 103. In both cases the wheel clamping device 101 will be damaged and will not be economically repairable. It will be scrapped and will constitute waste material, that may or may not be recycled. In the majority of cases either the first chain 105 or the second chain 111 will be cut and the primary reason as to why the wheel clamping device 101 will not be reused, is that it is incredibly awkward to repair or replace the chain due to it being connected to the plate 103 via a weld.

Furthermore, another disadvantage of this particular prior art wheel clamping device 101, is its shape and size. On large vehicles, such as HGVs, the plate 103 is not sufficiently large enough to cover the wheel nuts. This results in the wheel clamping device 101 not being the deterrent that it designed to be, in order to inhibit a user from attempting to remove the wheel or the wheel clamping device.

Referring to Figure 2 of the drawings, there is shown a prior art wheel clamping device 201 having a plate 203 of substantially rectangular shape. The plate

-8 203 is provided with a stand 205 having stabilising feet 207. A chain 209 is provided and fixed to the plate 203 via a welded connection.

In use, the user places the wheel clamping device 201, such that the plate 203 is flat against the hub cap or the exposed side of the wheel, and the feet 207 are either side and adjacent to the portion of the wheel which is resting on the ground. The user will then manoeuvre the chain 209 around behind the wheel and thread the chain 209 around the rear of the suspension leg. The user then pulls the chain 209 tight and positions it so that the free end of the chain 209 comes out from around the rear of the wheel at a position close to the ground. The user then passes this free end of the chain 209 through a hole 211 in the plate 203 and secures it with a padlock.

Unfortunately, this wheel clamping device 201 suffers from the same limitations as previously described in relation to the prior art device as shown in Figure 1. Namely that if an attempt is made to forcibly remove the wheel clamping device 201, the chain 209 is typically cut. Due to the difficulty in replacing or repairing the chain, the whole wheel clamping device 201 is discarded and cannot be reused.

Referring to Figure 3, there is shown awheel clamping device in accordance with the present invention. The wheel clamping device 301 comprises a plate 303 which is substantially a trapezium in shape. The plate 303 is substantially flat and is bent at an upper edge to form a lip 305. The lip 305 is provided with a protective strip of elastomeric material.

The plate 303 is mounted onto a frame 307 and secured via spot welds between the plate 303 and the frame 307. The frame 307 comprises a bar which has been bent into the shape shown in Figures 3 to 6. As shown in Figure 3, the bar is bent such that it is aligned with the perimeter of the top edge and side edges of the plate 303.

The bar has further bends to provide the frame 307 with two legs 309 to extend substantially perpendicular to the plane of the plate 303. The legs 309 are both provided with upturns 311 at the respective ends of the bar. The ends of the bar are rounded so as to inhibit sharp edges contacting the tyres of a wheel.

A first tube portion 313 and a second tube portion 315 are respectively fixed onto the frame 307 via weld connections. The plate 303 is provided with a first hole 317 therethrough and a second hole 319 therethrough (Figure 4). When the plate 303 is in position and is mounted on the frame 307, the first hole 317 aligns with the

-9 first tube portion 313 and the second hole 319 aligns with the second tube portion 315.

As better shown in Figure 5, in use, the user wanting to immobilise a vehicle, will attempt to clamp a wheel 321 of the vehicle (typically the front wheel on the driver’s side) with the wheel clamping device 301. The user will firstly position the wheel clamping device 301 on the ground and adjacent the wheel 321. The user will then slide the device 301 towards the wheel 321, such that the frame abuts the hub cap or the free side of the wheel 321 and such that the legs 309 reside either side of the contact point between the wheel 321 and the ground.

The user will then secure the frame 307 and plate 303 to the wheel 321 via a flexible member 323, for example a chain 329, as better shown in Figure 6. The flexible member 323 is passed through the first hole 317 in the plate 303 and then through the first tube portion 313. The flexible member 323 is then threaded through an end stop 327, before the user then manoeuvres the flexible member 323 around behind the wheel 321 and threads the flexible member 323 behind the suspension leg. The user will then further manoeuvre the flexible member 323 around behind the remainder of the wheel 321 and pulls the flexible member 323 tight to inhibit slack. The flexible member 323 is then brought out from behind the wheel 321 at a position that is close to the ground and is passed through the second tube portion 315 and out through the second hole 319 in the plate 303. The flexible member 323 is then secured with a securing means 325 (such as a padlock) to ensure a tight fit of the flexible member 223 around the wheel 321 and suspension leg, with minimal slack.

The end of the flexible member 323 which passes through the first hole 317 in the plate 303 and the first tube portion 313 is secured in place via the end stop 327, such as an end link in the chain 329 (as shown in Figure 7) which is larger than the other links and the diameter of the first hole 317 and the diameter of the first tube portion 313.

The primary advantage is that because a first hole 317 and a second hole 319 are provided in the plate 303 and a first tube portion 313 and a second tube portion 315 are provided on the frame 307, the clamping device 301 can be secured to a wheel 321 with a flexible member which is not welded to the plate 303 or frame 307. Therefore, in the event that the flexible member 323 is damaged, the flexible member 323 can easily be replaced and the plate 303 and frame 307 are reusable.

-10The user has the option of choosing different flexible members to be used with the wheel clamping device 303 to suit the situation. For example, in the event that a thicker and stronger flexible member is more desirable, the user has the ability to use the wheel clamping device with such flexible member and is not limited the flexible member that is welded to the plate a shown in the prior art devices.

Because the plate 303 and frame 307 work together, the frame 307 provides a stable support for the plate 303, compared to the triangle shaped prior art device as shown in Figure 1, which cannot stand alone and therefore can be more difficult to secure to a wheel.

Occasionally a user will secure a wheel clamping device to a wheel but will unintentionally leave some slack in the flexible member. This is not ideal, because it can effectively encourage someone to try and remove the wheel clamping device. In both of the prior art devices as shown in Figures 1 and 2, if the flexible member is left with some slack, somebody could pull on the upper portion of the plate and lever it about the bottom portion of the plate that is in contact with the ground. This may expose a greater portion of the flexible member or of the wheel nuts 331 or both. This may encourage a person to try and cut the flexible member or remove the wheel nuts 331 in an attempt to remove the wheel from the vehicle.

The upturns 311 on the feet 309 of the frame 307 in the present invention limit the amount a person can lever down the plate 303 in the event of slack in the flexible member 323. This is because in use, the tips of the upturns 311 are closer to the tyre of the wheel 321 and so in the event of a lever movement of the plate 303, the tips of the upturns 311 will have to travel a smaller distance in order to abut the tyre of the wheel 321, compared to the feet 207 in the prior art device as shown in Figure 2.

Furthermore, in the event of the flexible member being left with some slack and in particular, for larger sized wheels, the upturns 311 grip the tyre of the wheel and inhibit a person from trying to pull the lower portion of the wheel clamping device 301 away from the wheel and lever it about the lip 305 in an attempt to expose a greater portion of the flexible member and/or the wheel nuts 331.

Because the feet 309 are formed from a single bar, they are integral with the frame 307. Therefore, the frame 307 is easier and cheaper to manufacture, compared to the prior art device as shown in Figure 2, which requires separate components that need to be secured together.

-11 The fact that the plate 303 is mountable onto the frame 307, such that the frame 307 forms a boarder around the top edge and both side edges of the plate 303 is advantageous. This is because in the event a person attempts to remove the wheel clamping device 101 by cutting into the plate 303, the frame 307 acts as a protective boarder to the plate 303. The frame 307 has a larger diameter than the thickness of the plate 303.

It is important that the second hole 319 and the second tube portion 315 are close to the ground. In particular, that the second hole 319 and second tube portion 315 are below the horizontal diameter of the wheel 321. Having the flexible member 323 secured at a position on the wheel clamping device that is below the horizonal diameter of the wheel 321, inhibits a person from being able to slide the flexible member 323 up and over the wheel 3214, in an attempt to remove the wheel clamping device 301 from the wheel 321.

Both the plate 303 and the frame 307 are manufactured from metal. In particular, both the plate 303 and the frame 307 are manufactured from steel. The chain 329 is manufactured from steel.

In the embodiment shown the plate 303 is 540mm in height. The top edge of the steel plate 303 is 250mm in length and the bottom edge is 500mm in length. The lip 305 is 27mm in width. The plate 303 is 2mm in thickness and both the first hole 317 and second hole 319 are 42mm in diameter.

The bar forming the frame 307 is 14mm in diameter. The feet 309 are 188mm in length and the upturns are 55mm in height. Both the first tube portion 313 and the second tube portion 315 are 25mm in length and 42mm in diameter. The distance between the legs 309 is 500mm.

The links of the chain 329 are approximately 10mm in thickness.

The height of the steel plate 303 (and frame 307) is very important and it has been tested to ensure that it is sufficiently tall enough to cover the wheel nuts 331 on wheels of large HGVs. This is advantageous because the exposure of the wheel nuts 331 can encourage a disgruntled vehicle owner or driver to attempt to remove the wheel and damage the wheel clamping device 301 in the process. Having the wheel nuts 331 covered by the plate deters attempted removal.

A further aspect of the present invention is that the wheel clamping device 301 as shown in Figures 3 to 6 can be anchored to the ground. As better shown in Figure 8 A, a user can secure the wheel clamping device 301 to the ground with the use of a first bracket 333 and a second bracket 335. The first bracket 333 is provided

-12 with a plate portion 337 and a tongue portion 339 which extends perpendicular to the plane of the plate portion 337. The second bracket 335 is U shaped when viewed from end on and has an opening 341.

As shown in Figure 8A, the user places the first bracket 333 and second bracket 335 in the desired location on the ground and then positions the wheel clamping device 301 on the first bracket 333 and second bracket 335. This arrangement is such that a first leg 342 of the legs 309 rests upon the plate portion 337 of the first bracket 333 and second leg 344 of the legs 309 resides in the opening 341 of the U shaped second bracket 335. In this arrangement, the plate portion 337 lies parallel with the plane of the ground and the tongue portion 339 of the first bracket 335 extends upwardly in a direction perpendicular to the ground. Furthermore, the opening 341 of the second bracket 335 faces toward the first bracket 333.

The first bracket 333 is provided with two bolt holes 343 therethrough. Similarly, the second bracket 335 is provided with two bolt holes 345 therethrough. The second bracket 335 is further provided with two guide holes 347 which extend through an opposite side of the second bracket 335 and are opposite and in alignment with the two bolt holes 345.

The user will then lift the first leg 342 away from the first bracket 333 and make a mark on the ground (using a pencil for example) where the two bolt holes 343 are. The user with will then slide out the second leg 344 from the opening 341 of the second bracket 335 and mark on the ground where the two bolt holes 345 are. The user should take care to ensure that the first bracket 333 and the second bracket 335 are not moved before the marks on the ground are made.

As shown in Figure 8B, the user will then drill holes into the ground at the locations of the marks. The first bracket 333 is secured to the ground via bolts 349 which pass through the bolt holes 343 in the first bracket 333 and into the newly drilled ground holes. Similarly, the second bracket 335 is secured to the ground via bolts 350 which pass through bolt holes 345 in the second bracket 335 and into the newly drilled ground holes fitted with suitable anchorages 353. The user will screw the bolts 349 to the ground with the use of an Allen key 351. Anchorages 353 can be inserted into the drilled ground holes if the formation of the holes require it (shown being used only with the second bracket 335 as an example). The bolts 343,345 can then be screwed into the anchorages 353. Anchorages 353 may not be required for every ground hole although they will typically be used.

-13 The wheel clamping device 301 can then be positioned into place, so that the second leg 344 resides in the opening 341 of the second bracket 335 and lies directly above the bolts 350 (Figure 8C). In order to position the wheel clamping device 301 in place, the user will slide the second leg 344 into the opening 341 of the second bracket 335 and then lower the first leg 342 to contact the first bracket 333. The first leg 342 is positioned to reside on the plate portion 337 and adjacent the tongue portion 339 of the first bracket 333, such that the first leg 342 lies directly above the bolts 349.

A cover member 355 is placed over the first leg of the wheel clamping device, so that the tongue portion 339 of the first bracket 333 passes through a slot 356 in the cover member 355. The cover member 355 is an L shape when viewed from end on. The cover member 355 is pushed down until it abuts the ground and first leg 342 of the wheel clamping device 301. This position is shown in Figure 8D.

In this position, a hole 357 in the tongue portion 339 is exposed and the axis through the centre of the hole 357 lies above the level of the upper most potion of the cover member 355. A padlock 359 (Figure 8E) can be passed through the hole 357 by the user and locked. This is better shown in Figure 8F.

In this arrangement the padlock 359 will secure the cover member 355 on the tongue portion 339 of the first bracket 333. This will prevent the cover member being removed by any unauthorised people and therefore the first leg of the wheel clamping device 301 cannot be lifted. Furthermore, due to the shape of the second bracket 335 the second leg of the wheel clamping device 301 cannot be slid out from the opening 341 until the first leg has been lifted.

The ability to securely anchor the wheel clamping device 301 to the ground has many uses. Figure 9 shows a bicycle 361 being secured to the wheel clamping device 301 via the chain 329 (as described earlier), which passes through at least one (preferably both) holes in the wheel clamping device 301. The wheel clamping device 301 is in turn secured to the ground and therefore provides an arrangement whereby the user can securely anchor their bicycle 361 to the ground to inhibit it from being stolen.

Figure 10 shows an additional use for the wheel clamping device, where it can be used to secure a lawnmower 363 to the ground. The lawnmower 363 is secured to the wheel clamping device 301 via the chain 329, which passes through a portion on the lawnmower 363 and at least one of the holes in the wheel clamping device. The wheel clamping device 301 is in turn secured to the ground and therefore

-14provides an arrangement whereby the user can securely anchor their lawnmower 363 to the ground to inhibit it from being stolen.

Figure 11 shows an additional use for the wheel clamping device 301, where it can be used as a garage door defender. The wheel clamping device 301 is anchored to the ground in front of a garage door 365 by the user in the manner as previously described. If an unauthorised person attempts to open the garage door 365 (or pair of garage doors), the wheel clamping device 301 will physically block the door 365 from opening any more than a small distance. This is because the garage door 365 will abut the upturns 311 on the legs 309 or the garage door 365 will abut the frame 307. The unauthorised person will not be able to remove the wheel clamping device 301 because it is anchored to the ground and secured via the padlock 359. This arrangement will inhibit a garage door 365 from being opened by an unauthorised person.

Figure 12 shows a further use for the wheel clamping device 301, where it can be used as a parking post. The wheel clamping device 301 is anchored to the ground in front of a parking bay 367 by the user in the manner as previously described. If an unauthorised person attempts to park their vehicle in said parking bay 367, the wheel clamping device 301 will physically block the vehicle from being driven into the parking bay 367. Only an authorised person, who has the key to unlock the padlock 359 will be able to remove the wheel clamping device 301 from the first bracket 333 and second bracket 335 and only then be able to drive their vehicle into the parking bay 367 to park. This arrangement will inhibit a parking bay 367 from being driven into by an unauthorised person in their vehicle.

This ground anchoring arrangement is particularly advantageous because it allows the wheel clamping device 301 to be utilised in different situations. The angle and length of the upturns 311 of the legs 309 inhibits the wheel clamping device from being slid out from the first bracket 333 and cover member 355 arrangement and the second bracket 335. Furthermore, the U shape of the second bracket 335 and the cover member 355 inhibit the wheel clamping device from being lifted out of the first bracket 333 and second bracket 335 (when the padlock 359 has been secured in place).

A further advantage of this arrangement is that previously, security bolts would have to be used in prior art arrangements, or ball bearings were hammered into the hole in the ground on top of the bolts. This would be in an attempt to inhibit the removal of the bolts and anchor arrangement (brackets and/or plates) by an

-15 unauthorised person, making it permanently secured to the ground. This is not ideal in the event that the bracket and/or plate portions are desired to be removed. For example, if they become damaged. Therefore, the fact that in use the first leg 342 covers the bolts 349 and the second leg 344 covers the bolts 350, means that the bolts 349,350 do not need to be tamper proof. This is because in use, when the wheel clamping device 103 is anchored to the ground, an unauthorised person cannot physically access the bolts 349,350 as they are covered by the first leg 342 and second leg 344 respectively. As a result, the head of the bolts 349,350 are provided with a standard Allen key socket, so that the that the bolts 349,350 can be unscrewed and the first bracket 333 and second bracket 335 can be removed from the ground if so desired by the user.

Various modifications could be made to the wheel clamping device, for example the plate and/or the frame could be manufactured from any other suitable material, such as an alternative metal alloy including titanium or manufactured from carbon fibre.

It could be that the plate is not welded to the frame and the plate simply mounts on the frame and hangs from the lip on the plate. In this way the plate can be secured to the frame in use via the flexible member, when the wheel clamping device is secured to a wheel. In this way, in the event the plate alone, or the frame alone gets damaged, replacement parts can be provided which are cheaper than the full cost of replacing the plate fixed together with the frame.

It may be that the plate is fixed to the frame with adhesive or screws. It could be that the frame is provided with arms, to allow the plate to be slotted into the arms. In this way, the plate can easily be slid in and out of a fixed position with the frame.

It could be that the flexible member itself is not threaded through the end stop and that the end stop simply being larger than the dimeter of the hole and/or tube portion, keeps the flexible member anchored to the plate. It may be that the flexible member is positioned, in use, such that the end stop resides on the exposed side of the plate or it resides on the wheel side of the plate. It could be that the end stop is a padlock which is secured to that end of the flexible member.

It could be that the first hole in the plate and the first tube portion are in close proximity to the ground. Or it could be that both the first and second holes in the plate and the first and second tube portions are in close proximity to the ground. As long as at least one of the holes in the plate and at least one of the corresponding tube portions are in close proximity to the ground, the desired effect of inhibiting the

-16 vehicle owner from sliding the flexible member around the wheel, is achieved (as previously discussed). In particular, close proximity to the ground means that the flexible member extends out from behind the wheel at a position that is below the horizontal diameter of the wheel, and the tube portion and hole in the plate are adjacent to the position where the flexible member extends out from behind the wheel.

It may be that the flexible member could be a cable, such as a steel cable, or a steel wire-based cable. Alternatively, it may be that a suitable flexible member is a Kevlar belt.

It could be that the protective strip provided on the lip of the plate is manufactured from plastics material.

It could be that the ends of the upturns are provided with protective caps as opposed to rounded ends, in order to protect the tyre of a wheel from sharp edges. These caps could be manufactured from plastics material. Although not recommended, the tips of the upturns could be sharp spikes. This may act as a deterrent from a person attempting to illicitly remove the wheel clamping device from awheel.

It could be that the plate is provided with at least one tube portion secured to it, and preferably two tube portions (instead of the tube portions being provided on the frame or in addition to). The at least one tube portion may be secured, preferably by a weld, to the plate over the at least one hole. It may be that the at least one tube portion extends from the plate towards the frame, or it extends from the plate away from the frame. It could be that one tube portion extends from the plate towards the frame and the other tube portion extends from the plate away from the frame.

It could be that instead of a hole (or holes) through the plate, the at least one tube portion is secured to the plate along the length of such at least one tube portion. Preferably secured via a welded connection.

It may be that instead of at the least one tube portion, at least one ring is secured to the plate, so that radius of the ring extends away from the surface of the plate. It may be that instead of the at least one tube portion, at least one bent member is secured to the plate in such way as to provide a hoop portion on the plate. For example, a piece of metal bent at an approximate right angle and secured at both its ends to the plate. The area within the ring or hoop would be large enough for a flexible member to pass through and would allow for the flexible member to be

-17 secured to the plate by an end stop. Preferably these would be secured via a welded connection, however any other suitable means could be used as herein described.

It may be that the tube portion, ring, hoop or hole in the plate are only present like with like, or it could be that any combination thereof are used. For example, one 5 hole in the plate and one bent member forming a hoop could be provided on the plate.

It may be that the frame with or without the plate can be anchored to the ground. Instructions could be included to assist the user in this anchoring process. Instructions could be of the written form or available online. It could be that the legs 10 of the frame are inserted into a hole dug in the ground and then filled with cement.

It may be that whilst the wheel clamping device is anchored to the ground, a member (such as a chain) is used to attach the garage door or doors to the wheel clamping device. The member can be secured through the holes in the plate or the tube portions on the frame. This will inhibit the garage door from being opened by 15 an unauthorised person, in the event that the garage door is a sliding door.

-18 101 Wheel clamping device

103 Plate

105 First chain

107 First anchor point

109 Second anchor point

111 Second chain

113 Hole

201 Wheel clamping device

203 Plate

205 Stand

207 Feet

209 Chain

211 Hole

301 Wheel clamping device

303 Plate

305 Lip

307 Frame

309 Legs

311 Upturns

313 First tube portion

315 Second tube portion

317 First hole

319 Second hole

321 Wheel

323 Flexible member

325 Securing means

327 End stop

329 Chain

331 Wheel nuts

333 First bracket

335 Second bracket

337 Plate portion

339 Tongue portion

341 Opening

342 First leg

343 Bolt holes

344 Second leg

345 Bolt holes

347 Guide holes

349 Bolts

350 Bolts

351 Allen key

353 Anchorage

355 Cover member

356 Slot

357 Hole

359 Padlock

361 Bicycle

363 Lawnmower

365 Garage door

367 Parking bay

Claims

Claims:

1. A wheel clamping device, comprising a plate (303) having a first hole (317) therethrough and a second hole (319) therethrough, said first hole (317) and said second hole (319) being capable of accommodating a flexible member by which said plate (303) can be secured to a wheel (321) of a vehicle to inhibit said vehicle being driven.

2. A wheel clamping device as claimed in Claim 1, further comprising a frame (307).

3. A wheel clamping device as claimed in Claim 2, wherein the frame (307) is provided with a first tube portion (313) and a second tube portion (315).

4. A wheel clamping device as claimed in Claim 3, wherein the first tube portion (313) and the second tube portion (315) are secured, for example welded, to the frame (307).

5. A wheel clamping device as claimed in Claims 3 or 4, wherein the first tube portion (313) and the second tube portion (315) are secured only to the frame (307).

6. A wheel clamping device as claimed in any of claims 2 to 5, wherein the frame (307) is provided with legs (309).

7. A wheel clamping device as claimed in Claim 6, wherein at least a portion of said legs (309) extend generally horizontally when said plate (303) lies in a substantially upwardly extending plane.

8. A wheel clamping device as claimed in Claim 6 or 7, wherein the legs (309) are provided with upturns (311) at their respective ends.

9. A wheel clamping device as claimed in any of Claims 2 to 9, wherein the plate (303) is mounted on the frame (307).

10. A wheel clamping device as claimed in Claims 10 or 11, wherein the first hole (317) in the plate (303) aligns with the first tube portion (313) and the second hole (319) in the plate (303) aligns with the second tube portion (315).

11. A wheel clamping device, comprising a frame (307) having a first tube portion (313) and a second tube portion (315) fixed thereto, said first tube portion (313) and said second tube portion (315) being capable of accommodating a flexible member by which said frame (307) can be secured to a wheel (321) of a vehicle to inhibit said vehicle being driven.

12. A wheel clamping device as claimed in Claim 15, wherein the first tube portion (313) and the second tube portion (315) are welded to the frame (307).

13. A wheel clamping device as claimed in Claims 15 or 16, wherein the first tube portion (313) and the second tube portion (315) are secured only to the frame (307).

14. A wheel clamping device as claimed in any of claims 15 to 17, wherein the frame (307) is provided with legs (309).

15. A wheel clamping device as claimed in any preceding claim, further provided with a flexible member (323).

16. A wheel clamping device as claimed in Claim 20, wherein the flexible member (323) is a chain (329).

17. A wheel clamping device as claimed in Claim 20, wherein the flexible member (323) is provided with an end stop (329).

18. A wheel clamping device as claimed in Claims 21 and 22, wherein the end stop (329) is a link in the chain (329) and where said link has a diameter which is larger than the opening of the first hole (317) in the plate (303).

19. A wheel clamping device as claimed in Claims 21 and 22, wherein the end stop (329) is a link in the chain (329) and where said link has a diameter which is larger than the opening of the first tube portion (313).

20. A wheel clamping device as claimed in any of Claims 2 to 19, comprising a first bracket (333) and a second bracket (335) for securing said frame (307) to the ground.

21. A wheel clamping device as claimed in Claim 20, further comprising bolts (349,350) to secure the first bracket (333) and the second bracket (335) to the ground.

22. A wheel clamping device as claimed in Claim 20 or 21, further comprising a cover member (355) which covers a first leg (342) of the wheel clamping device (301) and in use, when said first bracket (333) and said second bracket (335) are secured to the ground and said cover member (355) is secured in position on the first bracket (333), the first leg (342) is inhibited from being lifted away from the ground.

23. A wheel clamping device as claimed in Claim 20, 21 or 22, wherein the wheel clamping device (301) can be used to secure a bicycle (361) to the ground.

-Ύλ-

24. A wheel clamping device as claimed in Claim 20, 21, 22 or 23, wherein the wheel clamping device (301) can be used to secure a lawnmower (363) to the ground.

25. A wheel clamping device as claimed in Claim 20, 21, 22, 23 or 24, wherein

5 the wheel clamping device (301) can be used as a garage door defender.

26. A wheel clamping device as claimed in Claim 20, 21, 22, 23, 24 or 25, wherein the wheel clamping device (301) can be used as a parking post.

27. A wheel clamping device as claimed in any of Claims 20 to 26, further comprising a set of instructions for securing the wheel clamping device (301)

10 to the ground and at least one of the following: for securing a bicycle (361) to the wheel clamping device (301), securing a lawnmower (363) to the wheel clamping device (301), using the wheel clamping device (301) as a garage door defender, using the wheel clamping device (301) as a parking post.

Amendments to the claims have been filed as follows