Patent Application
20050284707
This patent application claims priority to Australian Patent Application Number 2004902318, filed May 4, 2004, and Australian Patent Application No. 2004904343, filed Aug. 2, 2004, both of which are incorporated herein by reference in their entirety.
The present invention relates to means for securing a wheel of a vehicle, for example an aircraft, to prevent movement of the vehicle.
The theft of aircraft is an increasing problem to the aviation industry. It is well known that preventing the theft of non-commercial type aircraft poses a number of difficulties.
Various methods have been devised to prevent theft of these aircraft, including devices attached to the wheels or propeller of the aircraft to prevent the aircraft from taking off. Such devices may prevent the aircraft from taking off but have disadvantages arising from the means of performing this function. Many wheel or propeller locks comprise apparatus that attach to the wheel or propeller and interfere with normal operation but do not necessarily stop operation completely. For example, some wheel locks will allow the wheel to turn but the resulting damage to the wheel prevents take off. Also, devices are available that attach to a propeller blade to unbalance the propeller. It would be extremely unsafe to attempt to take off with this device attached but it does not necessarily prevent someone from making an attempt, which would probably result in damage to the aircraft.
Other problems with known devices include the possibility of the device being forcibly removed given the right tools and the cost of manufacturing the device.
The present invention attempts to overcome at least in part the aforementioned disadvantages of previous securing means.
In accordance with one aspect of the present invention there is provided a wheel securing means for securing a wheel comprising a rim and a tire, the wheel securing means comprising:
a first arm member having a first end arranged to engage with the rim on a first side thereof and to extend from the first end to a second end adjacent a point on the outer circumference of the tire;
a second arm member having a first end arranged to engage with the rim on a second side thereof and to extend from the first end to a second end adjacent said point on the outer circumference of the tire; and
a locking means arranged to secure the second end of the first arm member to the second end of the second arm member;
wherein the first and second arm members are shaped to engage with the outer surface of the tire in use such that rotation of the wheel causes rotation of the wheel securing means.
The present invention will now be described, by way of example, with reference to the accompanying drawings, in which:
a is a top view of a wheel chock of the wheel securing means;
b is a side view the wheel chock of
a is a top view of an alternative embodiment of a wheel chock of the wheel securing means;
b is a side view the wheel chock of
c is an end view the wheel chock of
Referring to the Figures, there is shown a wheel securing means 10 for securing a wheel 12. The wheel 12 comprises a rim 14 and tire 16 of the type typically found on aircraft.
The wheel securing means 10 includes a first arm member 18 and a second arm member 20. Each of the first and second arm members 18 and 20 are of the same shape and include a first end arranged to engage with the rim 14 of the wheel 12. The first end of the arm member 18 or 20 engages with the rim 14 by means of an engaging portion 22 which extends in use generally parallel to the rotational axis of the wheel 12 and inside and adjacent to the outer edge of the rim 14 when the wheel securing means 10 is in an engaged configuration as shown in
The first and second arm members 18 and 20 each include a connecting portion 24 adjacent a second end thereof. The connecting portion 24 comprises a generally rectangular plate having a first side 26 arranged to be positioned against an outer circumference of the tire 16 generally parallel to the rotational axis of the wheel 12.
The first and second arm members 18 and 20 are generally arcuate in shape between the first end 22 and the connecting portion 24 such that when the first end engages with the rim 14 and the first side 26 of the connecting portion 24 is positioned against the tire 16, the arm member 18 or 20 engages the surface of the tire 16 along at least a portion of the length of the arm member 18 or 20. The first arm member 18 extends from the rim 14 on a first side of the wheel 12 to said point adjacent the outer circumference of the wheel 14 in the engaged position. The second arm member 18 extends from the rim 14 on a second opposed side of the wheel 14 to said point adjacent the outer circumference of the wheel 14 in the engaged position. In the engaged position, the first and second arm members 18 and 20 extend generally radially from adjacent the rim 14 to said point adjacent the outer circumference of the wheel 14.
The connecting portions 24 of the first and second arm members 18 and 20 are connected together one on top of the other such the first and second arm members 18 and 20 can pivot with respect to each other and also slide either toward or away from each other. The pivotal and sliding movements are facilitated by slots 32 through which is provided a pivot pin 34. The slots 32 are provided in each of the connecting portions 24 such that the slots 32 are parallel to the first side 26, extending from a point generally on an axis perpendicular to and bisecting the first side 26, in a direction towards the side of the connecting portion 24 from which the arcuate portion extends. The connecting portions 24 can therefore slide from a position in which they are generally aligned, one on top of the other, away from each other and can also pivot relative to each other about the pivot pin 34. The combination of pivotal and sliding movement allows the wheel securing means 10 to be arranged in the engaged position about the wheel 12 in the close fitting manner as described above.
The arcuate portions of the first and second arm members 18 and 20 also include a raised portion 40. The raised portion 40 can provide additional strength to the arcuate portions of the arm members 18 and 20. The raised portions are also arranged to extend up to the connecting portion 24 such that each raised portion 40 engages with the connection portion 24 of the other arm member, when the first and second arm members 18 and 20 reach the engaged position, to prevent further pivotal movement.
The connecting portion 24 of the first arm member 18 is connectable to the connecting portion 24 of the second arm member 20 in the engaged position such that the first and second arm members 18 and 20 cannot move relative to each other, thus fixing the first and second arm members 18 and 20 to the wheel 12. In the embodiment shown in the drawings, the connecting portion 24 of the first arm member 18 and the connecting portion 24 of the second arm member 20 are both provided with apertures 30, which align in use, when the wheel securing means 10 is in the engaged position. A suitable locking means, in this case a first padlock 28, is passed through the apertures 30 to secure the first and second arm members 18 and 20 together.
The wheel securing means 10 is also provided with a means to secure to a chock 36. The means to secure to a chock 36 comprises openings 38 provided in each of the first and second arm members 18 and 20 that align in the engaged position. The openings 38 are arranged to receive a tab 39 provided on the chock 36. The tab 39 is provided with a hole on a distal end thereof to receive a suitable securing means, such as a second padlock 33, to fix the first and second arm members 18 and 20 to the chock 36.
In one embodiment, the chock 36 is provided in the form as shown in
The first cylindrical member 42 is provided with the tab 39 generally half way along its length. The tab 39 is arranged to extend in a plane perpendicular to the longitudinal axis of the first cylindrical member 42 in a direction rotated approximately 45 degrees upwards from the plane of the ground such that it is generally tangential to the wheel 12.
a, 5b and 5c show an alternative embodiment of the chock 36 shown in
The elongate member 50 is also provided with a tensioning means. The tensioning means is arranged to provide a force between the first and second cylindrical members 42 and 44 such that the first and second cylindrical members tend to move towards each other. The tensioning means in the embodiment shown in
The chock 36 of
In use, the chock 36 or 37 is placed on the ground such that the first cylindrical member 42 is in front of the wheel 12 and the second cylindrical member 44 is behind the wheel 12, with the arcuate connecting member 46 or elongate connecting member 50 extending alongside the wheel 12. The second cylindrical member 44 can then be moved toward the first cylindrical member 42 and engaged with the tire 16 being either rotating the second cylindrical member 44 in the embodiment shown in
The first and second arm members 18 and 20 are slid apart and pivoted away from each other to be placed around the wheel 12. The first and second arm members 18 and 20 are then pivoted towards each other and slid together to the engaged position, with the first and second arm members 18 and 20 being positioned in a plane at an angle of approximately 45 degrees to the ground, as shown in
The first and second arm members 18 and 20 are then engaged with the tab 39 on the chock 32 and the second padlock 33 placed through the hole on the tab 39 to secure the tab 36 to the first and second arm members 18 and 20.
In the engaged position and secured to the chock 36, if someone were to attempt to move the aircraft, the rotation of the wheel 12 would cause rotation of the wheel securing means 10 towards the chock 36 due to the close fitting engagement with the tire 16. As the second ends of the first and second arm members 18 and 20 are fixed to the chock 36, the rotational force on the first and second arm members 18 and 20 causes the first and second arm members 18 and 20 to bite into the tire 16 preventing further rotation of the wheel 12. Should sufficient force be applied, it is possible that the wheel 12 may be made to jump over the chock 36. However on application of sufficient force, the engaging portions 22 of the arm members 18 and 20 will bite into the rim 14 with sufficient force to crack the rim 14, resulting of deflation of the tire 16.
Aside from the prevention of any rotation of the wheel 12 without the application of a large amount of force, the wheel securing means 10 has the advantage that the close fitting arrangement prevents tools being inserted between the device and the wheel 12 in an attempt to lever the wheel securing means 10 off. A further advantage is that the physical arrangement makes it possible to produce the device by laser cutting from a sheet of suitable material, thus making the device inexpensive.
It will be appreciated that due to the close fitting arrangement of the wheel securing means 10 with the tire 16, the wheel securing means 10 will need to be sized for the tire size of the aircraft. This is not expected to be a major problem as most non-commercial aircraft use one of a limited number of common sizes.
Modifications and variations as would be apparent to a skilled addressee are deemed to be within the scope of the present invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2004902318 | May 2004 | AU | national |
| 2004904343 | Aug 2004 | AU | national |
