GB2612839A

GB2612839A - Wheel clamping device

Info

Publication number: GB2612839A
Application number: GB2116448.8A
Authority: GB
Inventors: Adams Tony
Original assignee: London Clamping Co Ltd
Current assignee: London Clamping Co Ltd
Priority date: 2021-11-15
Filing date: 2021-11-15
Publication date: 2023-05-17
Anticipated expiration: 2041-11-15
Also published as: GB2612839B; GB202116448D0

Abstract

A wheel clamping device 201 for immobilising a vehicle, comprising a plate 203 having first 209, second 213 and third means 219 for releasably securing a flexible member (235, figure 3) therewith, wherein, in use, said first, second and third means being capable of accommodating a flexible member by which said plate can be secured to a wheel (245, figure 5) of a vehicle to inhibit said vehicle being driven and wherein the plate is configured so that, in use, it covers wheel nuts (247) of the wheel to which said clamping device is mounted. The plate may be substantially triangular in shape, with the first, second and third means being located in respective corners. The first and second means may comprise tubular members 207, 215, through which the flexible member may be passed in use, and the third means may comprise a lock box 217. The lock box may comprise a locking cylinder 227 and pin 231 for securing the flexible member, such as a chain, in the lock box. The wheel clamp may be provided with tracking means and a sensor for detecting attempted removal.

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 comprises 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.

A wheel clamping device which can be secured to the wheel of a vehicle with a flexible member is an advantageous simple device which can be cheaply manufactured and which can be secured to a wheel of a vehicle quickly. A prior art device is described in G32251416.

This prior art wheel clamping device can be secured to the wheel of a vehicle with a flexible member, comprising 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.

In the event that the wheel clamping device is repaired and a replacement chain is welded to the plate, the same problem can occur again. Namely a vehicle owner could damage the wheel clamping device by cutting the chain for example, in an attempt to remove it from their vehicle. Again, for the wheel clamping device to be repaired so it can be reused, the remaining chain must be removed and a new chain must be welded to the plate, taking time and labour and therefore cost. -2 -

In certain cases, it is not economical to repair such wheel clamping devices and they are thrown away creating waste.

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

The present invention provides a wheel clamping device for immobilising a vehicle, comprising a plate having a first means for releasably securing a flexible member therewith, a second means for releasably securing a flexible member therewith and a third means for releasably securing a flexible member therewith, wherein, in use, the first means, the second means and the third means 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 and wherein the plate is configured so that, in use, it covers wheel nuts of the wheel to which the wheel clamping device is mounted.

Preferably the plate is substantially triangular in shape.

It may be that the first means, the second means and the third means are positioned in a substantially linear arrangement on the plate. It is preferred that the first means, the second means and the third means are positioned in a substantially triangular arrangement on the plate.

Advantageously the first means, the second means and the third means are each located in respective corners of the plate. Preferably, they are each located at different corners of the plate.

Preferably the first means comprises a first tube portion secured to the plate. This may be via a welded connection. It may be that the tube portion is secured, such that it is in a horizontal orientation, when the wheel clamping device is in use.

It could be that the bore through the tube portion is in a horizontal orientation, when the wheel clamping device is in use. More preferably, the first tube portion is secured to the plate at an upper corner of the plate.

Advantageously the second means comprises a lock box secured to the plate. This may be via a welded connection. It could be that the lock box is secured, such that it is in a horizontal orientation, when the wheel clamping device is in use.

It could be that a bore through the lock box is in a horizontal orientation, when the wheel clamping device is in use Preferably the lock box comprises a box having a top face and side walls forming a cavity therein, for, in use, accommodating a flexible member. It could be that the side walls are on opposing sides of the box. It may be that the cavity is -3 -effectively a bore through the box. The bore would be sufficiently large enough for a flexible member to pass therethrough. It could be that the box is provided with three side walls so as to provide an opening and a cavity within the box which is not a bore therethrough. The cavity would still be able to accommodate a flexible member. It may be that the cavity accommodates the end of a flexible member.

Advantageously the lock box further comprises a locking cylinder, which, in use, is capable of securing a flexible member to the lock box.

Preferably the locking cylinder comprises a locking pin, which is moveable between a locked position and an unlocked position, the arrangement being such that, in use, when the locking pin is in a locked position, it is capable of securing a flexible member to the lock box. It may be that the locking pin can be manually moved into a locked position by a user. It could be that a user requires a key to move the locking pin from a locked position to an unlocked position. It may be that a flexible member is secured to the lock box and plate when the locking pin is in a locked position. It could be that a flexible member is released from being secured to the locking box and plate, when the locking pin is in an unlocked position. Advantageously the lock box is secured to the plate at a lower corner of the plate. It may be that the lock box is secured in the bottom left hand corner of the plate, when it is being viewed from the rear.

Preferably the third means comprises a hole in the plate. More preferably a tube portion is secured to the plate about the hole, so that the tube is substantially coaxial with the hole. It may be the tube portion secured via a welded connection. Advantageously the hole is provided in the plate at a lower corner of the plate. It may be that the lock box is secured in the bottom right hand corner of the plate, when it is being viewed from the rear.

Preferably at least one shield is secured to the plate about at least one corner of the plate. More preferably the at least one shield is provided at at least one corner of the plate which is adjacent to the first tube portion, the lock box or both. This may provide protection to the first tube portion and/or lock box.

Advantageously a bar is secured to the plate about the perimeter of the plate.

It may be secured via welded connections. This could provide protection to the plate. This could improve the rigidity of the plate.

Preferably the wheel clamping device further comprises a tracker, so as to in use, facilitate a user in locating the wheel clamping device. This may allow the user to reuse the wheel clamping devices, that otherwise would be lost. -4 -

Advantageously the wheel clamping device further comprises a sensor, which in use, is triggered by a third party attempting to move the wheel clamping device and facilitates alerting the user that the sensor has been triggered. This may allow the user to intervene and inhibit the wheel clamping device from being unlawfully removed or being vandalised.

Preferably the wheel clamping device is provided with a flexible member. More preferably, the flexible member comprises a first chain.

Advantageously the flexible member is provided with an end stop. It may be that the diameter of the end stop is larger than the diameter of the first means.

Preferably the end stop is provided with a shield thereon. It may be that the shield is secured to the end stop via a welded connection. It could be that the shield protects the welded connection between the end stop and the first chain. It may be that the shield protects the first tube portion.

Advantageously the flexible member further comprises a second chain provided with a shackle thereon, wherein the shackle is slidable along the length of the first chain.

The present invention also provides a flexible member for use with the wheel clamping device in accordance with the present invention. -5 -

For 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 rear view of a prior art wheel clamping device which can be secured to a vehicle wheel with a flexible member; Figure 2 is a perspective rear view of a wheel clamping device in accordance with the present invention; Figure 3 is a perspective view of a flexible member in accordance with the present invention; Figure 4 is a perspective rear view of the device shown in Figure 2 fitted with the flexible member shown in Figure 3; and Figure 5 is a front view of the device as shown in Figure 2, which has been secured to a wheel of a vehicle with the flexible member shown in Figure 3. -6 -

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.

It is rarely economical to repair such wheel clamping devices which have been forcibly removed from a wheel. In particular, in order to repair the wheel clamping device, the first anchor point 107 and second anchor point 109 need to be removed from the plate 103, typically by application of heat so as to weaken the welded connections therebetween. The removal of the first anchor point 107 and the second anchor point 109 from the plate 103 will also remove the first chain 105 which is connected to the first anchor point 107 and the second anchor point 109. The second chain 111 is connected to the first chain 105 and so the removal of the first anchor point 107 and second anchor point 109 from the plate 103 will also remove both the first chain 105 and second chain 105 from the plate 103.

A replacement first chain with replacement second chain attached thereto, would then be secured to the plate 103. The replacement first chain would be secured at each end via a replacement first anchor point and a replacement second anchor point, which would each be welded to the plate 103 in their respective -7 -locations. This repair process is awkward and time consuming. The cost of the labour and materials are often an obstacle in getting the wheeling clamping device repaired. The repaired wheel clamping device can be reused by the user in order to immobilise a vehicle. However the same risks as before apply, in that someone may cut and damage at least one of the chains in an attempt to remove the wheel clamping device from the wheel of their vehicle. The same situation is created again, whereby the damaged wheel clamping devices are either discarded or repaired yet again at a cost.

Referring to Figure 2, there is shown a wheel clamping device in accordance with the present invention. The wheel clamping device 201 comprises a plate 203 which is substantially triangular in shape. The plate 203 is substantially flat and is provided with a bar 205 which is secured to the rear side of the plate 203 around the perimeter via welded connections. The bar 205 reinforces the plate 203 so as to improve its rigidity.

The plate is provided with a first tube portion 207 in the top corner of the plate 203 (when viewed from the rear as shown in Figure 2). The first tube portion 207 is positioned so that its length is in contact with the plate 203 and is secured to the plate 203 via a weld. The first tube portion 207 is orientated so that its axis is substantially horizontal when the plate 203 is substantially vertical. The first tube portion 207 is provided with a first end 209 and a second end 211. The first end 209 of the first tube portion 207 is at the opposite end of the first tube portion 207 to the second end 211 of the first tube portion 207.

The plate 203 is provided with a hole 213 in the bottom right hand corner of the plate 203 (when viewed from the rear as shown in Figure 2) and passes through the plate 203 from the rear of the plate 203 to the front of the plate 203. A second tube portion 215 is provided on the plate 203, so that one end of the second tube portion 215 resides in the hole 213. The second tube portion 215 is secured to the plate 203 via a welded connection around the circumference of the hole 213 on the rear side of the plate 203.

The bore of the second tube portion 215 is in alignment with the hole 213.

The axis of the second tube portion 215 is substantially perpendicular to the plane of the plate 203. The free end of the second tube portion 215 extends away from the rear side of the plate 203.

The plate 203 is further provided with a lock box 217 in the bottom left hand corner of the plate 203 (when viewed from the rear as shown in Figure 2), which is -8 -secured to the plate 203 via welded connections. The lock box 217 comprises a box 219 which is substantially square in shape, namely the width and length are substantially equal. The height of the box 219 is smaller than the length and width and so the box 219 has a substantially rectangular cross section when viewed from the side. The box 219 is provided with a top face 221 and two side walls 223, so as to create a cavity 225 within the box 219.

The lock box 217 further comprises a locking cylinder 227 which is positioned substantially centrally through the top face 221 of the box 219, so that a portion of the locking cylinder 227 extends from one side of the top face 221 and a portion of the locking cylinder 227 extends from the other side of the top face 221 and into the cavity 225. A third tube portion 229 is secured at one end to the top face 221 of the box 219 via a welded connection around the circumference of an end of the third tube portion 229. The third tube portion 229 is positioned so that it extends around the locking cylinder 227 and a portion of the locking cylinder 227 extends into the bore of the third tube portion 229.

The locking cylinder 227 has a locking pin 231 which can be moved linearly between an unlocked positioned and a locked position. The locking pin 231 is in an unlocked position when it resides substantially within the bore of the third tube portion 229. The locking pin 231 is in a locked position when it resides substantially within the cavity 225 within the box 219.

Shields 233 are provided on the plate 203 around the top corner and bottom left hand corner (when viewed from the rear as shown in Figure 2). The shields 233 are secured via welds to the outer portion of the rear of the plate 203 and the adjacent portions of the bar 205. This is so as to provide additional protection to the first tube portion 207 and the lock box 217.

In use, a flexible member 235 is used to secure the plate 203 to a wheel of a vehicle that is to be immobilised. As show in Figure 3, the flexible member 235 can for example, comprise a first chain 237 having an end stop 239 attached to one end thereof The end stop 239 is a circular plug-like member and is secured to the end of the chain 237 via a welded connection. A shackle 241 slidable along the length of the first chain 237 is secured to an end of a second chain 243 via a welded connection.

In use, the user wanting to immobilise a vehicle, will attempt to clamp a wheel 245 of the vehicle (typically the front wheel on the driver's side) with the wheel clamping device 201. As shown in Figure 4, the user will firstly take the first chain 237 and pass it through the first tube portion 207 by inserting the first chain 237 into the first end 209 of the first tube portion 207 and pulling it out of the second end 211 of the first tube portion 207. The user will pull the first chain through the first tube portion 207 until the end stop 239 abuts the first end 209 of the first tube portion 207, which inhibits the entire length of the first chain 237 from passing all the way through the first tube portion 207.

The user will then take the shackle 241 and second chain 243 welded thereto and thread the shackle 241 over the first chain 237, so that the first chain 237 resides within the bore of the shackle 241. The user then inserts the free end of the first chain 237 into the cavity 225 of the box 219 of the lock box 217. The user then activates the locking pin 231 so as to move the locking pin 231 from an unlocked position into a locked position. By this, the locking pin 231 is moved so as to pass into the cavity 225 of the box 219 and passes through a space in the flexible member 235, for example the hole in a link in the first chain 237. This arrangement secures the free end of the first chain 237 to the lock box 217 on the plate 203.

A spring mechanism (not shown) in the locking cylinder 227 allows the user to manually move the locking pin 231 from the unlocked position to the locked position, so that the locking pin 231 is then locked in the locking position. It is noted that to move the locking pin 231 from being locked in the locking position to an unlocked position, a key is used to facilitate the user unlocking the locking pin 231 and moving it from the locked position into the unlocked position.

The user will then position the wheel clamping device 201 against the wheel 245 that is to be clamped, so as to ensure its wheel nuts 247 are substantially covered. The user will then secure the wheel clamping device 201 to the wheel 245 via the flexible member 235, as shown in Figure 5.

The user then manoeuvres the first chain 237 and second chain 243 around behind the wheel 245 and threads the second chain 243 behind the suspension leg. The user will then further manoeuvre the second chain 243 around behind the remainder of the wheel 245 and pulls the second chain 243 tight to inhibit slack. The second chain 243 is then brought out from behind the wheel 245 at a position that is close to the ground and is passed through the second tube portion 215 and out through the hole 213 in the plate 203. The second chain 243 is then secured with a securing means 248, such as a padlock, to ensure a tight fit of the first chain 237 and second chain 243 around the wheel 245 and suspension leg, with minimal slack (Figure 5). The padlock is locked through a hole in the link of the second chain 243, -10 -which has been pulled through the hole 213. The secured padlock inhibits the second chain 243 from being pulled back through the hole 213 in the plate 203 and secures the wheel clamping device 201 to the wheel 245.

It is noted that the end stop 239 is provided with a shield 249, which is welded around a portion of the circumference of the end stop 239. Wien the first chain 237 is passed through the first tube portion 207 and the end stops 239 abuts the first end 209 of the first tube portion 207, the shield 249 will cover a portion of the outer surface of the first tube portion 207. This is to provide greater protection for the first tube portion 207 and the weld between the end stop 239 and the first chain 237.

In the event that a disgruntled vehicle owner attempts to remove the wheel clamping device 201 from the wheel 245, they will almost always seek to cut either the first chain 237, the second chain 243 or both. In the event that they are successful and either the first chain 237, second chain 243 or both are damaged, the disgruntled person may well be able to remove the wheel clamping device 201 from their vehicle, discarding such device.

After the discarded wheel clamping device 201 has been recovered by the user, they can simply move the locking pin 231 of the locking cylinder 227 from the locked position to the unlocked position, with the use of a key (not shown), so as to release the end of the first chain 237 from the lock box 217. By doing this, the locking pin 231 is moved by the user out from a hole in a link of the first chain 237, enabling the first chain 237 to be pulled out of the cavity 225 of the box 219 of the lock box 217. The second chain 243 and the shackle 241 can be slid off the now free end of the first chain 237 by the user. The first chain 237 can be pulled out from the first tube portion 207, by the user pulling on the end of the first chain 237 to which the end stop 239 is secured.

The user can then use a replacement first chain and/or replacement second chain, depending on which were damaged to secure the plate 203 to a wheel 245 of another vehicle in the future. The user can simply secure the plate 203 to the wheel of a vehicle with a replacement first chain and/or the replacement second chain in the same way as previously described.

This way the wheeling clamping device 201 can be reused and is not discarded if the first chain 237 and/or the second chain 243 are damaged. The cost of a replacement first chain and/or the second chain is much less than the cost of having to repair a prior art wheeling clamping device. Also assuming replacement first chains and/or the second chains are to hand, it takes approximately 30 seconds to remove any damaged chains and fit replacement chains to the wheel clamping device 201. Therefore the wheel clamping device 201 can be reused straight away and is not out of action whilst it is waiting to be repaired as seen with the prior art. Existing prior art wheel clamping devices can be retrofitted in accordance with the present invention. If a prior art device is to be repaired, it can be modified in accordance with the present invention, so that it can be reused over and over, without requiring further repair and only replacement of one or more chains, as previously described.

The plate 203, the bar 205, the first tube portion 207 and second tube portion 215 are manufactured from metal. In particular, they are manufactured from steel.

The first chain 237, the second chain 243, the shackle 241, end stop 239 and shield 249 are manufactured from metal, in particular steel. The shields 233 secured to the plate 203 are also manufactured from metal, in particular steel. The lock box 217 and components therein are manufactured from metal, in particular steel.

In the embodiment shown the plate 203 is 560mm in height. (I.e. the height of the plate when viewed in Figure 2, from the corner adjacent the first tube portion 207 to the midway point of the oppose side of the plate 203). The plate 203 is 2mm in thickness. The length of the side of the plate 203, which is opposite the comer of the plate adjacent the first tube portion 207 is 570mm. (I.e. the length of the bottom side of the plate when viewed in Figure 2, from the corner adjacent the lock box 217 to the corner adjacent the hole 213).

The first tube portion 207 has an internal diameter of 42mm. The second tube portion 215 has an internal diameter of 42mm. The hole 213 has a diameter of 42mm. The first tube portion 207 is 50mm in length. The second tube portion 215 is 50mm in length.

The bar 205 is 14mm in diameter. The links of the first chain 237 and second chain 243 are 10mm in thickness.

The height of the shield 249 on the end stop 239 is 45mm and its thickness is 3mm. The diameter of the end stop 239 is 50mm.

The box 219 is 46mm in length and width. The third tube portion 229 is 34mm in diameter. The height of the box 219 together with the third tube portion 229 is 48mm.

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 -12 -material, such as an alternative metal alloy including titanium or manufactured from carbon fibre.

It may be that the flexible member could comprise 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 flexible member comprises at least one chain in combination with any of these or any combination of these thereof.

It could be that the box of the lock box is provided with three side walls, rather than having a bore therethrough. The three side walls would also form a cavity within the box so as to accommodate and end of a flexible member.

It could be that the locations of the first tube portion, the hole and the lock box are rearranged so that they may be located in different corners of the plate compared to locations described in the embodiment in accordance with the present invention. It may be that at least one of the first tube portion, hole and lock box are located in a location that is not in a corner of the plate.

It could be that the first tube portion is replaced with a secondary lock box, so that the secondary lock box can also releasably secure and end of a flexible member to the plate. It may be that the hole is replaced with a secondary lock box, so that the secondary lock box can also releasably secure and end of a flexible member to the plate. It could be that the first tube portion and the hole are both replaced with a secondary and tertiary lock boxes.

It may be that the first tube portion is replaced with a box with open opposing ends, which is secured to the plate and the bore therethrough accommodates the flexible member. It could be the first tube portion is replaced with a piece of metal bent twice, each bend at approximately 90 degrees, to form three sides of a box, is secured to the plate so as to create a bore therethrough for accommodating the flexible member. It may be that the first tube portion is replaced with a piece of metal bent once at approximately 90 degrees to form two sides of a box, is secured to the plate so as to create a bore therethrough for accommodating the flexible member.

It could be that the flexible member having an end stop is used with these box arrangements, so that the end stop abuts the end of the box, preventing the flexible member from entirely passing through the bore of the box. The end stop would be larger than the diameter of the bore of the box.

It may be that a tracker is provided on the wheel clamping device. It could be that the tracker facilitates the user in locating the wheel clamping device, particularly if it has been unlawfully removed from a vehicle and discarded. The tracker could -13 -operate with GPS so as to facilitate the user to locate the clamping device on a digital map.

It could be that a sensor, for example a vibration sensor, is provided on the wheel clamping device. It may be that the sensor is activated in the event that someone attempts to damage or unlawfully remove the wheel clamping device from a wheel the user has secured it to. It may be that upon activation, the sensor triggers an alarm also provided on the wheel clamping device to act as a deterrent, or an alert to the user may be triggered instead of or in addition to. The alert could be via Bluetooth means or SMS message means. The user can then travel to that location of the wheel clamping device, by either simply knowing where the vehicle was in which the device was used to immobilise the vehicle, or using the tracker to locate where the wheel clamping device is.

It may be that the wheel clamping device is also fitted with a camera and/or a microphone and speaker arrangement. In this way if the user receives an alert that someone may be trying to damage or unlawfully remove the clamp, then the user can utilise the camera to see what is happening and potentially speak to the vandal via the speaker. This may act as a deterrent and inhibit the wheel clamping device from being damaged.

Although not recommend, the first tube portion, the lock box and the hole could be arranged on the plate in a straight line. However, their arrangement on the plate in a triangular configuration is preferred.

101 Wheel clamping device 103 Plate First chain 107 First anchor point 109 Second anchor point 111 Second chain 113 Hole 201 Wheel clamping device 203 Plate 205 Bar 207 First tube portion 209 First end 211 Second end 213 Hole 215 Second tube portion 217 Lock box 219 Box 221 Top face 223 Side walls 225 Cavity 227 Locking cylinder 229 Third tube portion 231 Locking pin 233 Shield 235 Flexible member 237 First chain 239 End stop 241 Shackle 243 Second chain 245 Wheel -14 - 247 Wheel nuts 248 Securing means 249 Shield -15 -

Claims

-16 -Claims: 1. A wheel clamping device for immobilising a vehicle, comprising a plate (203) having a first means for releasably securing a flexible member therewith, a second means for releasably securing a flexible member therewith and a third means for releasably securing a flexible member therewith, wherein, in use, said first means, said second means and said third means being capable of accommodating a flexible member (235) by which said plate (203) can be secured to a wheel (245) of a vehicle to inhibit said vehicle being driven and wherein the plate (203) is configured so that, in use, it covers wheel nuts (247) of the wheel (245) to which said wheel clamping device is mounted.
2. A wheel clamping device as claimed in Claim 1, wherein the plate (203) is substantially triangular in shape.
3. A wheel clamping device as claimed in Claim 2, wherein said first means, said second means and said third means are each located in respective corners of the plate (203).
4. A wheel clamping device as claimed in any preceding claim, wherein the first means comprises a first tube portion (207) secured to the plate (203).
5. A wheel clamping device as claimed in Claim 4, wherein the first tube portion (207) is secured to the plate (203) at an upper corner of the plate (203).
6. A wheel clamping device as claimed in any preceding claim, wherein the second means comprises a lock box (217) secured to the plate (203).
7. A wheel clamping device as claimed in Claim 6, wherein the lock box (217) comprises a box (219) having a top face (221) and side walls (223) forming a cavity (225) therein, for, in use, accommodating a flexible member (235).
8. A wheel clamping device as claimed Claims 6 or 7, wherein the lock box (217) further comprises a locking cylinder (227), which, in use, is capable of securing a flexible member (235) to the lock box (217).
9. A wheel clamping device as claimed in Claim 8, wherein the locking cylinder (227) comprises a locking pin (231), which is moveable between a locked position and an unlocked position. the arrangement being such that, in use, when the locking pin (231) is in a locked position, it is capable of securing a flexible member (235) to the lock box (217).
A wheel clamping device as claimed in Claim 6, wherein the lock box (217) is secured to the plate (203) at a lower corner of the plate (203).
-17 - 11 A wheel clamping device as claimed in any preceding claim, wherein the third means comprises a hole (213) in the plate (203).
12 A wheel clamping device as claimed in Claim 11, wherein a tube portion (215) is secured to the plate (203) about the hole (213), so that the tube portion (215) is substantially coaxial with the hole (213).
13 A wheel clamping device as claimed in Claim 11, wherein the hole (213) is provided in the plate (203) at a lower corner of the plate (203).
14 A wheel clamping device as claimed in any preceding claim, wherein at least one shield (233) is secured to the plate (203) about at least one corner of the plate (203).
A wheel clamping device as claimed in Claims 4, 6 and 14, wherein the at least one shield (233) is provided at at least one corner of the plate (203) which is adjacent to the first tube portion (207), the lock box (217) or both.
16 A wheel clamping device as claimed in any preceding claim, wherein a bar (205) is secured to the plate (203) about the perimeter of the plate (203).
17 A wheel clamping device as claimed in any preceding claim, further comprising a tracker, so as to in use, facilitate a user in locating the wheel clamping device.
18 A wheel clamping device as claimed in any preceding claim, further comprising a sensor, which in use, is triggered by a third party attempting to move the wheel clamping device and facilitates alerting the user that said sensor has been triggered.
19 A wheel clamping device as claimed in any preceding claim, further provided with a flexible member (235).
A wheel clamping device as claimed in Claim 19, wherein the flexible member (235) comprises a first chain (237).
21 A wheel clamping device as claimed in Claim 19, wherein the flexible member (235) is provided with an end stop (239).
22 A wheel clamping device as claimed in Claim 21, wherein the diameter of the end stop (239) is larger than the diameter of the first means.
23 A wheel clamping device as claimed in Claim 21, wherein the end stop (239) is provided with a shield (249) thereon.
24 A wheel clamping device as claimed in Claim 20, wherein the flexible member (235) further comprises a second chain (243) provided with a shackle (241) thereon, wherein the shackle (241) is slidable along the length of the first chain (237). -18 -
25. A flexible member for use with the wheel clamping device as claimed in any preceding claim.