US20110038681A1

US20110038681A1 - System and Method for Restraining a Vehicle Using a Remote Winch

Info

Publication number: US20110038681A1
Application number: US12/989,109
Authority: US
Inventors: Robert James Cencer
Original assignee: Trinity Industries Inc
Current assignee: Trinity Industries Inc
Priority date: 2008-04-25
Filing date: 2009-04-24
Publication date: 2011-02-17
Also published as: MX2010011687A; CA2721811A1; CA2721814A1; WO2009132292A3; WO2009132299A2; CN102015366B; HK1156581A1; WO2009132299A3; WO2009132292A2; US20110038682A1; CN102015366A; MX2010011689A; CA2721814C; US8517646B2

Abstract

A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track, a first chock assembly configured to be coupled to the track on inboard side of the tire and coupled to a first end of the strap assembly, and a second chock assembly configured to be coupled to the track on outboard side of the tire. The second chock assembly includes a chock body and a pin assembly coupled to the chock body, such that the pin assembly is operable to receive the strap assembly. The system also includes a winch assembly configured to be coupled to the track and uncoupled from the second chock assembly, such that the winch assembly is coupled to a second end of the strap assembly and operable to tighten the strap assembly around portions of the tire.

Description

RELATED APPLICATIONS

This application claims the benefit under 35 U.S.C. §371 of PCT/US2009/ 041695, entitled “System and Method for Restraining a Vehicle Using a Remote Winch,” filed Apr. 24, 2009. PCT/US2009/041695 claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Application No. 61/048,072 filed Apr. 25, 2008, entitled “System and Method for Restraining a Vehicle During Transportation”.

TECHNICAL FIELD

The present disclosure relates generally to restraining a vehicle, and more particularly for restraining a vehicle using a remote winch.

BACKGROUND

Wheel chocking devices may be used to secure automobiles, trucks and other vehicles to the bed or floor of a transportation vehicle such as a railroad car. When vehicles are not properly secured during transport, damage to the vehicle, an adjacent vehicle or the railcar may result due to shifting of the vehicle in response to forces encountered by the railcar.
If the railcar transporting the vehicle is subjected to a sudden force, the momentum of the vehicle being transported may cause its suspension to bend and steering to become mis-aligned. In addition, vehicles may collide with each other causing damage to multiple vehicles.

SUMMARY

In accordance with the teachings of the present disclosure, a vehicle restraint system is provided.
In a particular embodiment a vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track, a first chock assembly configured to be coupled to the track on inboard side of the tire and coupled to a first end of the strap assembly, and a second chock assembly configured to be coupled to the track on outboard side of the tire. The second chock assembly includes a chock body and a pin assembly coupled to the chock body, such that the pin assembly is operable to receive the strap assembly. The system also includes a winch assembly configured to be coupled to the track and uncoupled from the second chock assembly, such that the winch assembly is coupled to a second end of the strap assembly and operable to tighten the strap assembly around portions of the tire.
In a more particular embodiment, the system includes the winch assembly configured to be positioned outside the envelope of the vehicle. The strap assembly may comprise cleats being positioned in the grooves of tread of the tire. The pin assembly may be coupled to the chock body by a bolt placed through a hole in the chock body.
A technical advantage of particular embodiments may include a winch assembly located remotely from outboard chock and outside of an envelope of a vehicle. Thus, there is more clearance in wheel opening and under the body of the vehicle, since the winch assembly is placed outside the envelope of a vehicle rather than inside the envelope of the vehicle. Therefore, the risk of damage to the body of vehicle from the winch assembly is reduced or eliminated. By placing the winch assembly outside the envelope of the vehicle, the need for risers under the vehicle's tires being restrained to protect the body of the vehicle from a winch assembly positioned within the envelope of the vehicle is eliminated. As used herein, “envelope” of vehicle refers to a line drawn around the exterior portion of vehicle.
Another technical advantage of particular embodiments may include operating a winch assembly by hand to tighten the strap assembly on a tire of a vehicle, since there is more room to operate the winch assembly placed outside the envelope of the vehicle. By not having to use a wrench to operate a winch assembly mounted to a chock, particular embodiments eliminate the risk of scratching the paint on body of vehicle cause by the wrench.
Another technical advantage of particular embodiments may include using existing components bought off the shelf, such that particular embodiments may be quickly implemented. By re-using existing chock bodies, the operator of particular embodiments may reduce costs and recycle materials.
Other technical advantages of the disclosed vehicle restraint system may be readily apparent to one skilled in the art from the following figures, descriptions, and claims. Moreover, while specific advantages have been enumerated above, various embodiments may include all, some, or none of the enumerated advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure and features and advantages thereof, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:

FIG. 1A illustrates a top perspective view of a vehicle restraint system in accordance with a particular embodiment;

FIG. 1B illustrates a rear perspective view of a vehicle restraint system in accordance with a particular embodiment;

FIG. 2A illustrates a close-up side perspective view of a vehicle restraint system in accordance with a particular embodiment;

FIG. 2B illustrates a close-up outboard perspective view of a vehicle restraint system in accordance with a particular embodiment;

FIG. 3 illustrates an inboard chock assembly in a vehicle restraint system in accordance with a particular embodiment;

FIG. 4 illustrates an outboard chock assembly in a vehicle restraint system in accordance with a particular embodiment;

FIG. 5 illustrates a pin assembly in a vehicle restraint system in accordance with a particular embodiment;

FIG. 6 illustrates an outboard chock assembly coupled to a pin assembly in a vehicle restraint system in accordance with a particular embodiment;

FIG. 7A illustrates a winch assembly in a vehicle restraint system in accordance with a particular embodiment;

FIG. 7B illustrates a hook used to couple a winch assembly to track in accordance with a particular embodiment; and

FIG. 8 illustrates a strap assembly in a vehicle restraint system in accordance with a particular embodiment.

DETAILED DESCRIPTION

FIG. 1A illustrates a top perspective view of a vehicle restraint system 10 in accordance with a particular embodiment, and FIG. 1B illustrates a rear perspective view of a vehicle restraint system 10 in accordance with a particular embodiment. Referring to FIGS. 1A and 1B, vehicle restraint system 10 includes a transport 12 having a track 30 on a deck. In the illustrated embodiment, transport 12 may transport one or more vehicles 20 having one or more tires 22 restrained by an outboard chock assembly 50, an inboard chock assembly 51, and a strap assembly 40. Strap assembly 40 may be coupled to inboard chock assembly 51, placed through a pin assembly 70, which is coupled to outboard chock assembly 50, and placed through a winch assembly 80. Strap assembly 40 may be tightened around tire 22 by winch assembly 80. Outboard chock 50, inboard chock 51, and winch assembly 80 may be coupled to track 20. As used herein, “outboard” refers to any location outside of a line drawn between the exterior portion of tires 22, such as in front of front tire and in rear of rear tire. As used herein, “inboard” refers to any location on or inside of such line, such as in front of rear tire or in rear of front tire.
Vehicle restraint system 10 is generally designed to prevent damage to vehicle 20 by restraining vehicle 20 using strap assembly 40, inboard chock assembly 51, and outboard chock assembly 50. By placing winch assembly 80 outside the envelope of vehicle 20, the risk of damage to body is further decreased. As used herein, “envelope” of vehicle 20 refers to a line drawn around the exterior portion of vehicle 20. Placing winch assembly 80 outside the envelope of vehicle 20 also allows winch assembly 80 to be operated by hand, since there is more room to operate winch assembly 80.
Transport 12 may be a railroad car, truck, airplane, or other machine suitable for transporting one or more vehicles 20. In certain embodiments, transport 12 may be a tri-level railroad car having three decks, such that each deck can transport one or more vehicles 20. Vehicle may be an automobile, truck, jeep, or any machine having one or more tires 22.
Track 30 may be coupled to one or more decks of transport 12. Track 30 may comprise holes, as illustrated in FIG. 2A, that can be used to couple track 30 to one or more elements of vehicle restraint system 10, including outboard chock 50, inboard chock 51, and winch assembly 80. In certain embodiments, each deck of transport 12 may only comprise one track 30, which allows vehicles 20 having different width between tires to be restrained by vehicle restraint system 10 using a single track 30, such that a second track, which may require varying placements depending on the width of distance between tires 22 of vehicle 20, is not required.
Strap assembly 40 may include a bracket coupled on one end of the strap, as illustrated in FIG. 8. Bracket may be coupled to strap assembly 40 to inboard chock assembly 51, as illustrated in FIG. 2A. Strap assembly 40 may also include cleats made of rubber or other suitable material mounted on the strap, such that the cleats may provide a mechanical interlock between the strap and the grooves of the tread of tire 22 and strap assembly 40. The strap may be made from flexible synthetic material with the appropriate Safe Working Load Limits. The size of the strap may have compatible dimensions with winch assembly 80. In certain embodiments, the strap may be two inches wide.
Outboard chock assembly 50, as illustrated in FIGS. 4 and 6, and inboard chock assembly 51, as illustrated in FIG. 3, may comprise a chock body molded or cast from a high strength polymer, or fabricated or cast out of steel or aluminum. The side of the chock body facing tire 22 may have raised rubber ribs to interface with tire's 22 tread to keep the chock body from slipping. Chock body may include a pocket, which is formed to fit over track 30, which may be formed in a U-shape in certain embodiments. A pin may be movably mounted within chock body and biased by a load spring, such that pin may be inserted within a track hole 32 to secure chock body to track 30.
Outboard chock assembly 50 may be coupled to track 32 at a position in front of front tire or in rear of rear tire, such that the body of the outboard chock assembly 50 may be abutting tire 22. Outboard chock assembly 50 may be coupled to pin assembly 70, as illustrated in FIGS. 2A and 2B.
Inboard chock assembly 51 may be coupled to track 32 at a position in rear of front tire or in front of rear tire, such that the body of inboard chock assembly 51 may be abutting tire 22. Inboard chock assembly 51 may also include a stud, as illustrated in FIG. 3, which may be used to couple strap assembly 40 to inboard chock assembly 51.
Pin assembly 70 may be coupled to outboard chock assembly 50. In certain embodiments, pin assembly 70 may be located near center of chock body. Pin assembly 70 may include an idler pin and clevis, as illustrated in FIG. 5. Clevis and idler pin may be made out of steel or any other suitable material. Strap assembly 40 may be threaded through pin assembly 80, such that the idler pin is operable to rotate freely, similar to a pulley, for transmitting the force to winch assembly 80 when strap assembly 40 is tightened.
Pin assembly 70 may be coupled to outboard chock assembly 50 in numerous ways. In certain embodiments, outboard chock assemblies 50 may be made by recycling existing chock bodies by machining the chock body with a grooved slot, as illustrated in FIG. 4, and installing pin assembly 70 to outboard chock assembly 50 with a bolt positioned in the grooved slot, as illustrated in FIG. 5. Costs of implementing vehicle restraint system 10 are lowered by re-using existing chock bodies. New outboard chock assemblies 50 may be molded with the grooved slot to reduce or eliminate the costs of machining the outboard chock assemblies 50.
In certain embodiments, outboard chock assemblies 50 may allow for use of existing chock bodies comprising a stud to be retrofitted by installing pin assembly 70 coupled to a key slot bracket, which can be coupled to the stud, as illustrated in FIG. 6. Costs of implementing vehicle restraint system 10 are lowered by retrofitting existing chock bodies with pin assembly 70.
Winch assembly 80 is coupled to track 30 at a location remote from outboard chock assembly 50. Winch assembly 80 may be coupled to track 30 in numerous ways. In certain embodiments, winch assembly 80 may be coupled to track 30 by a hook, which is coupled to winch assembly 80. In certain embodiments, winch assembly may be coupled to track 30 by a hook sewn to a short strap, which is coupled to winch assembly 80. Hooks used in system 10 may be made from steel wire or forgings or castings of suitable strength and size. In certain embodiments, winch assembly 80 may be attached to track 30 at a convenient point away from tire 22 and body of vehicle 20 either in front of front bumper or rear of rear bumper, such that winch assembly 80 is attached outside of the envelope of vehicle 20. Thus, the risk of damage caused to body of vehicle 22, especially a vehicle with a lower profile, by a sudden movement or force by transport 12 is reduced since winch assembly 80 is located outside the envelope of vehicle 20. By placing winch assemblies 80 outside the envelope of vehicle 20, the need for placing risers under vehicles 20 with inadequate clearances is eliminated.
Winch assembly 80 may be a standard hand ratchet winch and may be made from steel or aluminum, as illustrated in FIG. 7A. In certain embodiments, winch assembly 80 may have the ratchet pawls reversed so that a downward force is used to tighten strap assembly 40. Winch assembly 80 is operable to tighten strap assembly 40, such that tires 22 of vehicle 20 are restrained properly to reduce the risk of movement of vehicle 20 from a sudden movement or force. By placing winch assembly 80 outside of envelope of vehicle 22, winch assembly 80 may be more convenient to use since it is not in a tight space under the body of vehicle 20. Thus, winch assemblies 80 may be hand operated, which may be more convenient for tightening strap assemblies 40 to restrain tires 22 of vehicle 20. In certain embodiments, winch assemblies 80 may be operated with a wrench to restrain tires 22 of vehicle 20. Strap assembly 40 may restrain vehicle 20 while inboard chock assembly 51 and outboard chock assembly 50 absorb the shock from impacts and sudden movements by transport 12.
FIG. 2A illustrates a close-up side perspective view of a vehicle restraint system in accordance with a particular embodiment, and FIG. 2B illustrates a close-up outboard perspective view of a vehicle restraint system in accordance with a particular embodiment. Referring to FIGS. 2A and 2B, tire 22 of vehicle 20 is restrained by vehicle restraint system by inboard chock 51, outboard chock 50, and strap assembly 40. Inboard chock assembly 51 and outboard chock assembly 50 are coupled to track, such that inboard chock assembly 51 and outboard chock assembly 50 abut tire 22. Inboard chock assembly 51 may comprise a stud 53. Strap assembly 40 may couple to stud 53 using a bracket key slot, which is coupled to end of strap assembly 40, as illustrated in FIG. 8, in certain embodiments. Strap assembly 40 coupled to inboard chock assembly 51 may be substantially perpendicular to deck. Strap assembly 40 may then be located on center of tire 22 around a portion of the circumference of tire 22. Strap assembly 40 may then be threaded through pin assembly 70, such that strap assembly 40 may be substantially perpendicular to deck. Then, strap assembly 40 may be threaded through winch assembly 80.
In certain embodiments, strap assembly 40 may be placed through sleeve 46, which may prevent abrasion of strap assembly 40 against pin assembly 70. Thus, sleeve 46 may protect strap assembly 40 from fraying or breaking when tightened against pin assembly 70.
As mentioned, pin assembly 70 may be coupled to outboard chock assembly 50 in numerous ways and winch assembly 80 may be coupled to track 30 in numerous ways, such as using a hook 88 coupled to winch assembly 80 to couple to track hole 34 in certain embodiments.
As mentioned, winch assembly 80 is operable to tighten strap assembly 40, such that tires 22 of vehicle 20 are restrained properly to reduce the risk of movement of vehicle 20 from a sudden movement or force. By placing winch assembly 80 outside of envelope of vehicle 22, winch assembly 80 may be more convenient to use since it is not in a tight space under the body of vehicle 20. As shown, the clearance between wheel well 24 and outboard chock assembly 50 is increased by placing winch assembly 80 remote from outboard chock assembly 50 rather than coupling winch assembly 80 to outboard chock assembly 50.
FIG. 3 illustrates an inboard chock assembly 300 in a vehicle restraint system in accordance with a particular embodiment. As mentioned, inboard chock assembly 300 may include a chock body 302, a pocket 304 formed to fit over track 30, a pin 306, which may be movably mounted within chock body 302 and biased by a load spring 308, such that pin 306 may be inserted within a track hole 32 to secure chock body 302 to track 30. In certain embodiments, inboard chock assembly 300 may comprise a stud 310 protruding from the surface of chock body 302, such that a recess may be formed between chock body 302 and stud 310 where a bracket coupled to strap assembly 40 may fit over stud 310.
FIG. 4 illustrates an outboard chock assembly 400 in a vehicle restraint system in accordance with a particular embodiment. As mentioned, outboard chock assembly 400 may include a chock body 402, a pocket 404 formed to fit over track 30, a pin 406, which may be movably mounted within chock body 402 and biased by a load spring 408, such that pin 406 may be inserted within a track hole 32 to secure chock body 402 to track 30. In certain embodiments, outboard chock assembly 400 may comprise a grooved slot 410 machined into chock body 402, such that a recess may be formed where a shoulder bolt may be placed to couple pin assembly 70 to chock body 402.
FIG. 5 illustrates a pin assembly 500 in a vehicle restraint system in accordance with a particular embodiment. Pin assembly 500 may comprise a clevis 506 and idler pin 508. Pin assembly 500 may be coupled to outboard chock assembly 50 by placing bolt 502 through a grooved slot in outboard chock assembly 50 and securing bolt 502 to outboard chock assembly 50 by nut 504.
FIG. 6 illustrates an outboard chock assembly 600 coupled to a pin assembly in a vehicle restraint system in accordance with a particular embodiment. As mentioned, outboard chock assembly 600 may include a chock body 602, a pocket 604 formed to fit over track 30, a pin 606, which may be movably mounted within chock body 602 and biased by a load spring 608, such that pin 606 may be inserted within a track hole 32 to secure chock body 602 to track 30. In certain embodiments, outboard chock assembly 600 may comprise a stud 610 protruding from the surface of chock body 602, such that a recess may be formed between chock body 602 and stud 610 where a key slot bracket 620 coupled to pin assembly 70 may fit over stud 610. Pin assembly 621 may comprise clevis 622 and idler pin 624.
FIG. 7A illustrates a perspective view of winch assembly 80 in a vehicle restraint system in accordance with a particular embodiment. As mentioned, winch assembly 80 may be a standard hand ratchet winch and may be made from steel or aluminum. In certain embodiments, winch assembly may have the ratchet pawls reversed so that a downward force is used to tighten strap assembly 40. Winch assembly 80 is operable to tighten strap assembly 40, such that tires 22 of vehicle 20 are restrained properly to reduce the risk of movement of vehicle 20 from a sudden movement or force. In certain embodiments, winch assembly may be hand operated. In certain embodiments, winch assembly 80 may be operated with a wrench.
FIG. 7B illustrates a hook 88 used to couple winch assembly to track in accordance with a particular embodiment. Hook 88 may be in shape of a “J” and used to couple winch assembly 80 to track hole 32. Hook 88 may be made from steel wire or forgings or castings of suitable strength and size.
FIG. 8 illustrates a strap assembly 800 in a vehicle restraint system in accordance with a particular embodiment. Strap assembly 800 may also include cleats 820 made of rubber or other suitable material mounted on the strap, such that the cleats 820 provide more friction between tire 22 and strap assembly 800. One end of strap assembly 800 may be affixed to a key slot bracket 844, which may slide into a recessed area between a stud and inboard chock assembly, as previously illustrated in FIG. 3. Strap assembly 800 may be placed through sleeve 830, which may prevent abrasion of strap assembly 800 against pin assembly,. as previously illustrated in FIG. 2A.
Modifications, additions, or omissions may be made to embodiments and components of the disclosed vehicle restraint system without departing from its intended scope. As one example, the method and means for coupling strap assembly to inboard chock assembly may be modified. Additionally, while certain embodiments and components of a vehicle restraint system have been described in detail numerous changes, substitutions, variations, alterations and modifications may be ascertained by those skilled in the art. It is intended that the present disclosure encompass all such changes, substitutions, variations, alterations and modifications as falling within the spirit and scope of the appended claims.

Claims

1. A vehicle restraint system, comprising:

a strap assembly, the strap configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track;

a first chock assembly configured to be coupled to the track on inboard side of the tire of the vehicle, the first chock assembly coupled to a first end of the strap assembly; and

a second chock assembly configured to be coupled to the track on outboard side of the tire of the vehicle, the second chock assembly comprising:

a chock body; and

a pin assembly coupled to the chock body, the pin assembly operable to receive the strap assembly; and

a winch assembly configured to be coupled to the track and uncoupled from the second chock assembly, the winch assembly coupled to a second end of the strap assembly and operable to tighten the strap assembly around portions of the tire.

2. The system of claim 1, wherein the winch assembly is positioned outside the envelope of the vehicle.

3. The system of claim 1, wherein the strap assembly comprises cleats, the cleats being positioned in grooves of tread of the tire.

4. The system of claim 1, wherein the pin assembly is coupled to the chock body by a bolt placed through a hole in the chock body.

5. The system of claim 1, wherein the pin assembly is coupled to the chock body substantially in the center of the of the chock body.

6. The system of claim 1, wherein the pin assembly is coupled to the chock body by a bracket, the bracket being coupled to the pin assembly and fitting over a stud protruding from the chock body.

7. The system of claim 1 further comprising a sleeve threaded through the pin assembly, the sleeve operable to receive the strap assembly.

8. The system of claim 1, wherein the winch assembly is operated by hand to tighten the strap assembly around portions of the tire.

9. The system of claim 1, further comprising the track and wherein the track is coupled to a tri-level deck in a railcar.

10. The system of claim 1, further comprising the track and wherein the winch assembly is coupled to the track by a hook placed through a hole in the track.

11. A method for restraining a vehicle, comprising:

positioning a strap assembly on a portion of a tire of a vehicle to secure the vehicle to a track;

coupling a first chock assembly to the track on inboard side of the tire of the vehicle;

coupling the first chock assembly to a first end of the strap assembly;

coupling a second chock assembly to the track on outboard side of the tire of the vehicle, the second chock assembly comprising:

a chock body; and

a pin assembly coupled to the chock body, the pin assembly operable to receive the strap assembly;

coupling a winch assembly to the track uncoupled from the second chock assembly

coupling the winch assembly to a second end of the strap assembly, the winch assembly operable to tighten the strap assembly around portions of the tire.

12. The method of claim 11, wherein the winch assembly is positioned outside the envelope of the vehicle.

13. The method of claim 11, wherein the strap assembly comprises cleats, the cleats being positioned in the grooves of tread of the tire.

14. The method of claim 11, wherein the pin assembly is coupled to the chock body by a bolt placed through a hole in the chock body.

15. The method of claim 11, wherein the pin assembly is coupled to the chock body substantially in the center of the of the chock body.

16. The method of claim 11, wherein the pin assembly is coupled to the chock body by a bracket, the bracket being coupled to the pin assembly and fitting over a stud protruding from the chock body.

17. The method of claim 11 further comprising placing a sleeve through the pin assembly and the strap assembly through the sleeve.

18. The method of claim 11 further comprising operating the winch assembly by hand to tighten the strap assembly around portions of the tire.

19. The method of claim 11, further comprising providing the track and coupling the track to a tri-level deck in a railcar.

20. A vehicle restraint system, comprising:

a strap assembly, the strap assembly configured to be positioned on a portion of a tire of a vehicle;

means for coupling a first chock assembly to the track on inboard side of the tire of the vehicle;

means for coupling the first chock assembly to a first end of the strap assembly; and

means for coupling a second chock assembly to the track on outboard side of the tire of the vehicle, the second chock assembly comprising:

a chock body; and

means for coupling a pin assembly to the chock body, the pin assembly operable to receive the strap assembly;

means for coupling a winch assembly to the track, the winch assembly uncoupled from the second chock assembly; and

means for coupling the winch assembly to a second end of the strap assembly, the winch assembly operable to tighten the strap assembly around portions of the tire.