JP6764515B1 - Wheel chock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel chock having a structure as simple as possible, in which a wheel chock can be installed and removed while standing. In a wheel chock 40, two rod members 10 are rotatably attached to one end 11 of each rod member 10 via a hinge 20, and two rod members 10 are attached to the other end 12 of the rod member 10. A wheel block 30 extending in a direction intersecting the virtual surface formed when the wheel is rotated is attached. [Selection diagram] Fig. 1

Description

The present invention relates to a wheel chock.

When a vehicle such as an automobile or a truck is stopped for a certain period of time, an unintended movement of the vehicle can be prevented by bringing the wheel chock into contact with the wheel (or tire) to stop the vehicle. In particular, when the vehicle is stopped on a slope, the wheel chocking effect is great.
Conventionally, as a wheel chock, a resin or wooden block having a triangular columnar shape or a trapezoidal columnar shape has been used, and the wheel chock is installed by biting an acute angle portion of the block between the wheel and the ground contact surface. More specifically, the two blocks are connected by a rope or the like to form a set of wheel chocks, one block is engaged between the front of the wheel and the contact patch, and the other block is in contact with the rear of the wheel. By biting it between the ground, the front and rear of the wheel are fixed to the ground plane with a set of blocks so that they cannot move.
In the installation and removal of the blocks that make up the wheel chocks described above, the driver of the vehicle bends down to install and remove the block each time the vehicle is stopped, which puts a burden on the driver's legs and waist. Is an issue.
Also, regarding the rope that connects the blocks for the purpose of preventing the blocks from separating, the length of the rope is generally set longer in order to support the wheel chock of large vehicles with large wheels, but it is a long rope. When the wheel chock provided with the above is applied to a general vehicle (automobile or the like), the rope may lie outside the vehicle and hinder the walking of pedestrians. Therefore, the driver of the vehicle takes measures such as adjusting the length of the rope so that the rope does not protrude to the outside of the vehicle or transferring the surplus rope under the vehicle according to the scale of the vehicle. It has been taken, and it takes time and effort to take measures against the length of this rope.

Therefore, an openable wheel chock that can be installed in a standing position has been proposed. This opening / closing wheel chock has an opening / closing operation unit having an elastic body on the tip side, an opening / closing base having rotating shafts at both ends, an outer opening / closing part rotatably extended from both ends of the opening / closing base, and an outer opening / closing. It is provided with a wheel chock portion connected to the tip end side of the portion and an inner opening / closing portion. The center of rotation of the inner opening / closing part is connected to the opening / closing operation part, the two directions of the inner opening / closing part are rotatably connected to the outer opening / closing part, and the remaining two directions of the inner opening / closing part are connected to the wheel chock part. (See, for example, Patent Document 1).

Utility Model Registration No. 3211048

According to the open / close type wheel chock described in Patent Document 1, the wheel chock can be installed in a standing posture. However, since each pair of outer opening / closing portions and inner opening / closing portions move relative to each other in the open and closed postures of the wheel chock, and the wheel chock is also configured to rotate in the same manner, the wheel chock is configured to rotate in the same manner. The structure of the wheel chock has become extremely complicated, and the number of parts has increased significantly compared to the conventional wheel chock consisting of a set of blocks and a rope connecting them. Therefore, it is undeniable that the configuration of the wheel chock becomes extremely complicated and the manufacturing cost increases at the cost of enjoying the effect that the wheel chock can be installed while standing.

An object of the present invention is to provide a wheel chock that can be installed and removed while standing and has a structure as simple as possible.

In order to achieve the above object, one aspect of the wheel chock according to the present invention is
Two rods are rotatably attached to one end of each via a hinge.
At the other end of the rod member, a wheel block extending in a direction intersecting the virtual surface formed when the two rod members rotate is attached.

According to this aspect, two rods that are rotatably attached to each other and a wheel that extends in a direction intersecting a virtual surface formed when the two rods rotate. It is a wheel chock with an extremely simple structure that consists of a block and a block, and by grasping and handling two long rods at predetermined positions, the wheels can be held in a standing position. The block can be installed and removed between the wheel and the ground plane. The two rods are preferably as light as possible, and for example, a hollow and elongated cylinder or a square cylinder can be applied. Examples of the material of the bar include a lightweight metal such as stainless steel and aluminum having excellent corrosion resistance, and a relatively hard resin. Further, the length of the bar is preferably about 1 m to 1.5 m, which is suitable for handling while the driver or the like is standing.

Since one end of each of the two rods is rotatably attached via a hinge, this naturally occurs when the two rods are opened at an angle corresponding to the diameter of the wheel to be stopped. The open posture is maintained, and the wheel blocks attached to the other ends of the two rods can be inserted between the front and rear of the wheel and the ground contact surface, respectively. Here, the "direction intersecting the virtual plane formed when the two rods rotate" refers to the virtual plane formed when the two rods rotate. , The longitudinal direction of the wheel block (the direction parallel to the width direction of the wheel) intersects at a predetermined angle, which means that the longitudinal direction of the bar and the longitudinal direction of the wheel block are not parallel. For example, when this intersection angle is 90 degrees, when the wheel block is installed between the wheel and the ground contact surface, the bar material is erected vertically, and the bar material is prevented from protruding significantly to the side of the vehicle. Wheel. Further, for example, when the crossing angle is about 70 to 80 degrees, the wheel block is easier to install than when the crossing angle is 90 degrees because the rod material is slightly inclined from the vertical direction (handlerability). Improvement).

In addition, another aspect of the wheel chock according to the present invention is characterized in that the outer shape of the cross section orthogonal to the longitudinal direction of the wheel block is circular.
According to this aspect, the wheel block exhibits a cylindrical body or a cylindrical body having a circular outer diameter in a cross section orthogonal to the longitudinal direction thereof, so that the wheel block is not related to the diameter of the wheel to be stopped. When the wheel block is installed between the wheel and the ground contact surface, both the wheel and the ground contact surface can be brought into contact with the wheel block, and a sufficient stopping effect can be obtained.
Here, the wheel block may be rotatably attached to the rod member. For example, when trying to bite a sharp corner between a wheel and a ground plane like a conventional wheel block of a triangular pillar or a trapezoidal pillar, the wheel block becomes a ground surface due to the frictional force between the wheel block and the ground surface. It is difficult to move on the top, and it takes time to bite the sharp corner between the wheel and the ground plane, but because the wheel block is cylindrical or cylindrical and is rotatably attached to the bar material , The wheel block can be smoothly moved to the installation position while rotating on the ground plane, eliminating the trouble of installation.

Further, in another aspect of the wheel chock according to the present invention, the outer shape of the cross section orthogonal to the longitudinal direction of the wheel block is trapezoidal.
The wheel block is rotatably attached to the other end of the bar via a rotation shaft.
It is characterized in that the center of gravity of the trapezoid has the center of gravity of the rotating shaft.
According to this aspect, a trapezoidal columnar wheel block having a trapezoidal outer shape in a cross section orthogonal to the longitudinal direction rotates to the other end of the bar with the trapezoidal centroid and the axis of the rotating shaft aligned. By being freely attached, the posture of the wheel block is maintained so that the lower bottom of the trapezoid always faces the ground surface when the wheel block floats in the air before being installed on the ground surface. Can be installed smoothly between the wheel and the ground contact surface.

Also, in another aspect of the wheel chock according to the invention, the hinge is formed of bolts and nuts.
A nut is attached to one end of the rod, a bolt is screwed from one end of the other rod, and the bolt is tightened when the two rods have a predetermined rotation angle. It is characterized by being.
According to this aspect, when the two rods are opened at a predetermined rotation angle, the rotating postures of the two rods can be maintained by tightening the bolts and nuts constituting the hinge.

Further, another aspect of the wheel chock according to the present invention is characterized in that the longitudinal direction of the wheel block is orthogonal to the rod member.
According to this aspect, since the longitudinal direction of the wheel block is orthogonal to the rod material, when the wheel block is installed between the wheel and the ground contact surface, the rod material greatly protrudes to the side of the vehicle. Is suppressed, and it is possible to eliminate the obstruction of pedestrians' passage on the side of the vehicle.

According to the wheel chock of the present invention, the wheel chock has a structure as simple as possible, and the wheel chock can be installed and removed while standing.

It is a perspective view which saw an example of the wheel chock which concerns on 1st Embodiment from obliquely above. It is a perspective view which shows the state which the wheel chock is installed between the wheel of a vehicle, and the ground plane. It is a perspective view which shows the state which the wheel chock is installed between the wheel of a vehicle, and the ground plane. It is a front view which shows the state which the wheel block of a wheel chock is installed between a plurality of wheels of different sizes and a ground plane. It is a perspective view which saw an example of the wheel chock which concerns on 2nd Embodiment from obliquely above. It is a perspective view which saw an example of the wheel chock which concerns on 3rd Embodiment from obliquely above.

Hereinafter, the wheel chock according to each embodiment will be described with reference to the attached drawings. In the present specification and drawings, substantially the same components may be designated by the same reference numerals to omit duplicate explanations.

[Wheel chock according to the first embodiment]
First, an example of the wheel chock according to the first embodiment will be described with reference to FIGS. 1 to 4. Here, FIG. 1 is a perspective view of an example of the wheel chock according to the first embodiment as viewed from diagonally above. Further, FIG. 2 is a perspective view showing a state in which the wheel chock is installed between the wheel of the vehicle and the contact patch, and FIG. 3 is a perspective view in which the wheel chock is installed between the wheel of the vehicle and the contact patch. It is a perspective view which shows the state.

In the wheel chock 40 shown in the figure, two rods 10 are rotatably attached to one end 11 of each rod in the X1 direction via a hinge 20, and two rods are attached to the other end 12 of each rod 10. A wheel block 30 extending in a direction intersecting the virtual surface formed when the 10 is rotated is attached and configured.

Here, the bar 10 has a hollow and elongated square tubular shape, and is formed of a lightweight metal such as stainless steel or aluminum having excellent corrosion resistance, or a relatively hard resin. The rod member may be an elongated cylindrical member or a solid rod member rather than a hollow member, but a hollow and lightweight member is preferable from the viewpoint of handleability.

The bar member 10 has an outer cross-sectional dimension of about 20 mm to 30 mm × 10 mm to 20 mm, and the length is set to about 1 m to 1.5 m so that the worker can handle it while standing.

The hinge 20 is formed of bolts and nuts, and two rods 10 are opened at a desired angle around the hinge 20 and placed in front of and behind the wheel, and the two rods 10 are slightly closed to sandwich the wheel. After that, by tightening the bolts and nuts 20, the open posture of the two rods 10 can be maintained. The structure of the hinge 20 is not limited to the bolts and nuts shown in the illustrated example, and retains the function as a hinge when the two rods 10 rotate and the open posture of the two rods 10. Various forms of hinges that have both functions can be applied.

The wheel block 30 is formed on the side surface of the other end 12 of the bar member 10 when the bar member 10 (or two bar members 10 rotate) in the L direction, which is the longitudinal direction (axial direction) thereof. It is fixed via a fixing pin 15 in a manner orthogonal to the surface). Examples of the fixing pin 15 include stainless steel countersunk screws and the like.

Here, the wheel block 30 is formed of a cylindrical rotary log, a resin column, or the like. Further, the length of the wheel block 30 in the longitudinal direction has a length equal to or larger than the width of the wheel to be applied, and is set to, for example, about 300 mm to 400 mm.

As is clear from FIG. 1, the wheel chock 40 has two rods 10 that are rotatably attached to each other and a virtual surface formed when the two rods 10 rotate. It has an extremely simple structure including a wheel block 30 extending in a direction intersecting with the wheel block 30, is as light as possible in weight, and is excellent in handleability.

Although not shown, the bar 10 is formed of a plurality of square cylinders having different cross-sectional dimensions, and the square cylinders having a relatively large cross-sectional dimension are connected to the square cylinders having a small cross-sectional dimension so as to be retractable. It may be in the form of. In this form, the length of the bar can be extended to a desired length by projecting the square cylinder having a small cross-sectional dimension from the square cylinder having a large cross-sectional dimension, and the use of the wheel chock is completed. In some cases, by shortening the length of the bar, it can be stored in the vehicle with the smallest possible size.

Next, a method of installing the wheel chock 40 between the wheel of the vehicle and the ground contact surface will be described with reference to FIGS. 2 and 3.

As shown in FIG. 2, for example, the driver P of the vehicle V such as a truck takes out the wheel chock 40 mounted on the vehicle V after stopping the vehicle V. When mounted on the vehicle V, the two rods 10 constituting the wheel chock 40 are, for example, closed to each other.

The driver P takes out the wheel chock 40 from the inside of the vehicle, grasps the two rods 10 and opens each other around the hinge 20, and blocks the wheels in the X2 direction in the front and rear of the wheel W in the X2 direction. 30 is reprinted.

Next, the driver P closes the two rods 10 in the X3 direction about the hinge 20 to install the front wheel block 30 between the front of the wheel W and the ground contact surface G, and the wheel W The rear wheel block 30 is installed between the rear of the wheel and the contact patch G.

At this time, since the length of the bar 10 is set to a length that allows the driver P to handle it in a standing posture, it becomes a problem when the driver P bends down and installs the wheel block 30. , The burden on the legs and waist is eliminated.

As shown in FIG. 3, in the wheel chock 40 in which two wheel blocks 30 are installed between the front and rear of the wheel W and the ground contact surface G, the bar member 10 stands vertically with respect to each wheel block 30. Since it is installed, the bar 10 arranged on the side of the vehicle V is unlikely to obstruct the passage of pedestrians, bicycles, etc. passing on the side of the vehicle V. For example, when the bar is erected diagonally, the bar may overhang to the side of the vehicle V, which may hinder the passage.

In addition, since the two wheel blocks are different from the conventional form in which they are connected by a rope, there is no risk that the rope will protrude to the side of the vehicle V and obstruct the passage, and the ropes may be bundled to eliminate this. There is no need to take measures such as transferring the rope below the body of the vehicle V.

The wheels that make up the vehicle V have two left and right front wheels and at least two left and right rear wheels (there are a total of four rear wheels, two on each side), but all of the wheels have The wheel chock 40 may be installed, the wheel chock 40 may be installed only on two front wheels, or the wheel chock 40 may be installed only on one front wheel and one rear wheel.

Next, with reference to FIG. 4, the effect achieved by applying the columnar wheel block 30 will be described. Here, FIG. 4 is a front view showing a state in which a wheel block of a wheel chock is installed between a plurality of wheels having different sizes and a ground contact surface.

FIG. 4 shows a relatively small size wheel W1 shown by a solid line and a relatively large size wheel W2 shown by an alternate long and short dash line.

Since the outer shape of the cross section orthogonal to the longitudinal direction of the wheel block 30 is circular, the wheel block 30 can always be in contact with the wheel and the ground contact surface at two points (two lines). In the illustrated example, the wheel block 30 is in contact with the small size wheel W1 and the ground contact surface G at contacts 31 and 32 (tangents), respectively, and the wheel block 30 is in contact with the large size wheel W2 and the ground contact surface G, respectively. , 34 (tangent). It should be noted that the conventional wheel block generally has a sharp curved surface having a curvature corresponding to a wheel having an arbitrary diameter that is uniquely set, and therefore, for wheels having various diameters. Since the curved surface of the wheel block cannot correspond, it is necessary to prepare a wheel block having a curved surface suitable for the curvature of the target wheel for each wheel.

[Wheel chock according to the second embodiment]
Next, an example of the wheel chock according to the second embodiment will be described with reference to FIG. Here, FIG. 5 is a perspective view of an example of the wheel chock according to the second embodiment as viewed from diagonally above.

The wheel chock 40A shown is different from the wheel chock 40 in that the wheel block 30 is rotatably attached to the bar 10. More specifically, at the other end 12 of the bar 10, a rotating shaft 17 extending in the L direction, which is a direction orthogonal to the bar 10, is attached. The wheel block 30 is rotatably attached to the rotating shaft 17 in the X4 direction.

According to the wheel chock 40A, since the wheel block 30 is rotatably attached to the bar member 10, the wheel block 30 can be smoothly moved to the installation position while rotating on the ground plane G. .. For example, in the case of a conventional wheel block of a triangular pillar or a trapezoidal pillar, if the sharp corner portion is to be bitten between the wheel and the contact patch, the wheel block will move to the contact patch due to the frictional force between the wheel block and the contact patch. It was difficult to move on the top, and it took time and effort to bite the sharp corner between the wheel and the ground plane. On the other hand, in the wheel chock 40A, since the wheel block 30 can be smoothly moved to the installation position while rotating, the labor at the time of installation is eliminated.

[Wheel chock according to the third embodiment]
Next, an example of the wheel chock according to the third embodiment will be described with reference to FIG. Here, FIG. 6 is a perspective view of an example of the wheel chock according to the third embodiment as viewed from diagonally above.

The wheel chock 40B shown includes a wheel block 30A having a trapezoidal outer shape with a cross section 35 orthogonal to the L direction, which is the longitudinal direction. A rotation shaft 18 extending in the L direction, which is a direction orthogonal to the bar 10, is attached to the other end 12 of the bar 10. A through hole (not shown) is provided in the center of gravity 36 of the trapezoidal cross section 35, and the rotation shaft 18 penetrates the through hole so that the wheel block 30A is oriented in the X5 direction with respect to the rotation shaft 18. It is rotatably attached.

According to the wheel stopper 40B, the rod member 10 is in a state where the trapezoidal columnar wheel block 30A having a trapezoidal outer shape in a cross section orthogonal to the longitudinal direction has the trapezoidal center 36 and the axis of the rotating shaft 18 aligned with each other. By being rotatably attached to the other end 12 of the trapezoid, the lower bottom of the trapezoid always faces the ground surface G when the wheel block 30A floats in the air before being installed on the ground surface G. The posture of the wheel block 30A is maintained. Therefore, the wheel block 30A can be smoothly installed between the wheel W and the contact patch G.

In addition, the configuration and the like described in the above embodiment may be other embodiments in which other components are combined, and the present invention is not limited to the configuration shown here. .. This point can be changed without departing from the spirit of the present invention, and can be appropriately determined according to the application form thereof.

10: Bar material 11: One end 12: The other end 15: Fixing pin 17: Rotating shaft 18: Rotating shaft 20: Hinge (bolt nut)
30, 30A: Wheel block 31, 32, 33, 34: Contact 35: Trapezoidal cross section 36: Center of gravity 40, 40A, 40B: Wheel chock G: Ground plane V: Vehicle (truck)
W, W1, W2: Wheels

Claims (4)

Two rods are rotatably attached to one end of each via a hinge.
At the other end of the rod, a wheel block extending in a direction intersecting the virtual surface formed when the two rods rotate is attached.
The outer shape of the cross section orthogonal to the longitudinal direction of the wheel block is trapezoidal.
The wheel block is rotatably attached to the other end of the bar via a rotation shaft.
A wheel chock characterized in that the center of gravity of the trapezoid is the center of gravity of the rotating shaft . The wheel chock according to claim 1, wherein the rod member has a length of 1 m to 1.5 m. The hinge is formed of bolts and nuts
A nut is attached to one end of the rod, a bolt is screwed from one end of the other rod, and the bolt is tightened when the two rods have a predetermined rotation angle. The wheel chock according to claim 1 or 2 , wherein the wheel stopper is characterized in that. The wheel chock according to any one of claims 1 to 3 , wherein the longitudinal direction of the wheel block is orthogonal to the rod member.

Images