Abstract: An occupancy sensor is provided for detecting the occupancy status of a wheeled mobility device securement system. The occupancy sensor may additionally confirm adequate “tightness” of the wheeled mobility device securement system and/or provide an indication of the magnitude of “tightness.” In one embodiment, the occupancy sensor comprises a spring-loaded follower that breaks the straight-line path of a wheeled mobility device tie down as it travels between two touch points. The follower is displaceable from an extended position to a compressed position in response to the magnitude of tension applied to the tie down. Proximity sensors are used to detect the displacement distance of the follower, thereby providing an indication of occupancy, adequate securement, and/or the magnitude of tension.

Abstract: A trailer hitch attachment hold-down device for providing attachment points to a trailer frame has a trailer attachment plate that has a central portion and two side portions and a ratchet tie-down rotatably connected to the trailer attachment plate. In one embodiment the trailer attachment plate is angled downward. In one embodiment the trailer attachment plate is secured to a trailer frame by inserting a trailer ball through a trailer ball opening in the trailer attachment plate. In another embodiment, the trailer attachment plate is secured by using a lower attachment plate and bolts to clamp the trailer frame between the attachment plate and the lower attachment plate. In another embodiment, a standoff attachment bracket is provided that clamps the trailer frame between the lower portion of the bracket and an attachment plate using bolts. A ratchet tie-down is attached to the upper portion of the bracket.

Abstract: A wheel immobilization device for preventing unintended movement of a wheel of a mobile object of a type having a wheel includes a rope body that includes a first end and a second end opposite the first end and that has an elongate, pliable, and flexible configuration, the rope body having a plurality of strands twisted together between the first and second ends. The immobilization includes a tail portion situated at the first end of the rope body, the tail portion having a linear configuration and a leader end. The immobilization device includes a retaining portion opposite the tail portion and situated at a second end of the rope body, the retaining portion including a loop that defines a head opening configured and operable to receive the tail portion therethrough.

Abstract: A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.

Abstract: A safety strap apparatus for use with a vehicle's super single tire to protect a rim of the tire from damage during a tire blowout is provided. The super single tire and rim are coupled to an axle mechanically coupled to a frame of the vehicle by a shock absorber. The safety strap apparatus includes a strap assembly having a first elongated strap coupled to a second elongated strap, the strap assembly having a left end portion having an overlapped portion with end portions of the first and second elongated straps and a right end portion including another end portion of the first elongated strap, the left and right end portions being coupled together to create a loop. The loop is disposed around top and bottom portions of the shock absorber. Tension in the strap assembly supports the rim above the ground during the tire blowout.

Abstract: A wheel chock is constructed from metallic material has an elongate primary body construction. The primary body construction has a ?-shaped transverse cross-section formed by an upper C-shaped channel construction and a lower planar basal construction. The basal construction has U-shape that extends orthogonally relative to the C-shape of the channel construction. The ?-shaped transverse cross-section bears and distributes stress imposed on the primary body construction. The C-shaped channel construction preferably includes a series of apertures for reducing weight and controlling elastic response of the primary body construction. Among these apertures are edge-based apertures, arm-based stress relief slots, and aligned apertures having sequentially decreasing diameters.

Abstract: A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.

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 deck of a transport. The strap assembly is also configured to be coupled to the deck of the transport on a first side of the tire of the vehicle. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire of the vehicle, opposite the first side. The system further includes a winch assembly configured to be coupled to the deck of the transport and the mandrel assembly on the second side of the tire of the vehicle, the winch assembly configured to rotate the mandrel assembly to produce a tightening force to tighten the strap assembly around the portion of the tire.

Abstract: A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.

Abstract: A wheel chock is constructed from metallic material has an elongate primary body construction. The primary body construction has a ?-shaped transverse cross-section formed by an upper C-shaped channel construction and a lower planar basal construction. The basal construction has U-shape that extends orthogonally relative to the C-shape of the channel construction. The ?-shaped transverse cross-section bears and distributes stress imposed on the primary body construction. The C-shaped channel construction preferably includes a series of apertures for reducing weight and controlling elastic response of the primary body construction. Among these apertures are edge-based apertures, arm-based stress relief slots, and aligned apertures having sequentially decreasing diameters.

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 deck of a transport. The strap assembly is also configured to be coupled to the deck of the transport on a first side of the tire of the vehicle. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire of the vehicle, opposite the first side. The system further includes a winch assembly configured to be coupled to the deck of the transport and the mandrel assembly on the second side of the tire of the vehicle, the winch assembly configured to rotate the mandrel assembly to produce a tightening force to tighten the strap assembly around the portion of the tire.

Abstract: A wheel chock body for a wheel chock that has low elevational profile. The low profile of a wheel chock allows it to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87 inches) under the components of the vehicle's body.

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 configurable track assembly, such that the strap assembly is configured to be coupled to the configurable track assembly on inboard side of the tire of the vehicle. System includes a pin assembly configured to be coupled to the configurable track assembly on outboard side of the tire of the vehicle, such that the pin assembly is operable to receive the strap assembly. System also includes a winch assembly configured to be coupled to the configurable track assembly and to a second end of the strap assembly, such that the winch assembly is uncoupled from the pin assembly and operable to tighten the strap assembly around a portion of the tire.

Abstract: A parallel shaft strap tie down apparatus and system. Exemplary embodiments include a parallel shaft strap tie down apparatus and system for vehicle transports. Exemplary embodiments include a central shaft having a ratchet wheel and a pawl configured to wrap a strap around the central shaft. A parallel shaft is positioned parallel to the central shaft. The strap can be inserted between a variable gap between the central shaft and the parallel shaft. When the central shaft is rotated the strap is wound around the central shaft and the parallel shaft, both of which cooperate to create a self-tightening response of the strap on the central and parallel shafts.

Abstract: A low elevational profile of each of a pair of first and second wheel chocks for restraining a current “low-drag” motor vehicle in a carrier, such as a railway car, is derived from each wheel chock having an internally webbed, elongated stepped-box body terminated with a relatively short rectangular box having its inner wall integrally formed with the stepped-box body. The body of the first chock is essentially a mirror-image of the second chock body. The low profile of a wheel chock allows each to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87?) under the components of the vehicle's body. The assembly may include a pair of “active” chocks; or, one active chock and one anchor chock.

Abstract: The removable tie-down device is comprised of a plurality of straps that are attached to each other in such a way as to form a tie-down device for the safe transportation of a cylindrical object, for example a propane tank, in the bed of a pickup truck by securing the propane tank to the inside of the trucks tailgate. When in use, two main straps pass from a readily available conventional tightening device down the vertical side and under the bottom rounded shoulders and to both sides of the base ring of the propane tank positioned vertically against the inside of the tailgate and standing on the truck bed. These two main straps then pass under the bottom edge, up the vertical outside surface and over the top surface of the tailgate, and then pass over the tank to connect to the tightening device.

Abstract: A method for retrofitting chain tie down systems to strap tie down systems. Exemplary embodiments include a method for retrofitting a chain tie down apparatus to a strap tie down apparatus, the chain tie down apparatus having a central shaft, the method including affixing a first parallel shaft adjacent the central shaft and affixing shaft plates to the central shaft, wherein the first parallel shaft is radially moveable with respect to the central shaft.

Abstract: A wheel chock for restraining movement of a vehicle tire on a supporting grating during transit includes a base, a grate lock mechanism for locking the base to the grating, and a ramp on the base for engagement with a circumference of a vehicle tire. A strap connected with the base is extensible around the vehicle tire to help restrain movement of the tire on the grating. The chock includes a retractor for retracting the strap and for taking up slack that forms in the strap during transit.

Abstract: A device for securing a vehicle includes a frame member locatable over the upper portion of a tire of a wheel of a vehicle and; a respective tie down attachable to each of opposite sides of the frame member. Each tie down includes an attachment member at its end remote from the frame member, whereby with the frame member located over a tire, the wheel is able to be secured by engaging each connector with an anchor point below the frame member.

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 configurable track assembly, such that the strap assembly is configured to be coupled to the configurable track assembly on inboard side of the tire of the vehicle. System includes a pin assembly configured to be coupled to the configurable track assembly on outboard side of the tire of the vehicle, such that the pin assembly is operable to receive the strap assembly. System also includes a winch assembly configured to be coupled to the configurable track assembly and to a second end of the strap assembly, such that the winch assembly is uncoupled from the pin assembly and operable to tighten the strap assembly around a portion of the tire.

Abstract: The device (1) for stowing a vehicle when it is transported on a bearing plane (9) by one of its wheels or from an anchorage on the chassis is characterized in that it is constituted by the following means: a link (2) that has a coupling end (5) provided to engage with a tensioning and retaining mechanism (3), a tensioning end (6), and a sliding sheath (7) for support on a tyre, a mechanism for tensioning and retaining the link (2) that has a roll axis (10) of sufficient length to offer numerous transverse coiling positions of the strap, and a coupling and return assembly (4) passed through by the link (2). Said device therefore enables vehicles to be stowed in two ways: a) by coupling to the vehicle chassis and b) by stowing the vehicle by link (2) on its tyres. This invention relates to the transportation of vehicles on Lorries or railway trucks.

Abstract: A low elevational profile of each of a pair of first and second wheel chocks for restraining a current “low-drag” motor vehicle in a carrier, such as a railway car, is derived from each wheel chock having an internally webbed, elongated stepped-box body terminated with a relatively short rectangular box having its inner wall integrally formed with the stepped-box body. The body of the first chock is essentially a mirror-image of the second chock body. The low profile of a wheel chock allows each to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87?) under the components of the vehicle's body. The assembly may include a pair of “active” chocks; or, one active chock and one anchor chock.

Abstract: A parallel shaft strap tie down apparatus and system. Exemplary embodiments include a parallel shaft strap tie down apparatus and system for vehicle transports. Exemplary embodiments include a central shaft having a ratchet wheel and a pawl configured to wrap a strap around the central shaft. A parallel shaft is positioned parallel to the central shaft. The strap can be inserted between a variable gap between the central shaft and the parallel shaft. When the central shaft is rotated the strap is wound around the central shaft and the parallel shaft, both of which cooperate to create a self-tightening response of the strap on the central and parallel shafts.

Abstract: A low elevational profile of each of a pair of first and second wheel chocks for restraining a current “low-drag” motor vehicle in a carrier, such as a railway car, is derived from each wheel chock having an internally webbed, elongated stepped-box body terminated with a relatively short rectangular box having its inner wall integrally formed with the stepped-box body. The body of the first chock is essentially a mirror-image of the second chock body. The low profile of a wheel chock allows each to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87?) under the components of the vehicle's body. The assembly may include a pair of “active” chocks; or, one active chock and one anchor chock.

Abstract: A parallel shaft strap tie down apparatus and system. Exemplary embodiments include a parallel shaft strap tie down apparatus and system for vehicle transports. Exemplary embodiments include a central shaft having a ratchet wheel and a pawl configured to wrap a strap around the central shaft. A parallel shaft is positioned parallel to the central shaft. The strap can be inserted between a variable gap between the central shaft and the parallel shaft. When the central shaft is rotated the strap is wound around the central shaft and the parallel shaft, both of which cooperate to create a self-tightening response of the strap on the central and parallel shafts.

Abstract: A method for retrofitting chain tie down systems to strap tie down systems. Exemplary embodiments include a method for retrofitting a chain tie down apparatus to a strap tie down apparatus, the chain tie down apparatus having a central shaft, the method including affixing a first parallel shaft adjacent the central shaft and affixing shaft plates to the central shaft, wherein the first parallel shaft is radially moveable with respect to the central shaft.

Abstract: A vehicle tire tie-down winch and chock assembly ties down at least one tire of a vehicle on a load carrying platform with a tire harness. The load carrying platform has at least one raised rib with elongated apertures at a top surface of the rib. The assembly has a chock surface and a rotating lock mechanism with an elongated lock element which in an insertion position fits within one of the apertures in the rib and in a locking position has its longitudinal extent substantially perpendicular to a longitudinal extent of the elongated aperture to engage the aperture. At least one hook is engageable in another of the elongated apertures of the rib or in an elongated aperture of another rib at the platform. A winch is provided on the assembly which secures to an end of the tire harness. The winch may have a foot pedal release.

Abstract: A low elevational profile of each of a pair of first and second wheel chocks for restraining a current “low-drag” motor vehicle in a carrier, such as a railway car, is derived from each wheel chock having an internally webbed, elongated stepped-box body terminated with a relatively short rectangular box having its inner wall integrally formed with the stepped-box body. The body of the first chock is essentially a mirror-image of the second chock body. The low profile of a wheel chock allows each to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87?) under the components of the vehicle's body. The assembly may include a pair of “active” chocks; or, one active chock and one anchor chock.

Abstract: A low elevational profile of each of a pair of first and second wheel chocks for restraining a current “low-drag” motor vehicle in a carrier, such as a railway car, is derived from each wheel chock having an internally webbed, elongated stepped-box body terminated with a relatively short rectangular box having its inner wall integrally formed with the stepped-box body. The body of the first chock is essentially a mirror-image of the second chock body. The low profile of a wheel chock allows each to be positioned under a vehicle the rocker panel of which has its lower edge only 148 mm (5.82 inches) above the surface upon which the vehicle's tire rests, so that the installed chock height is reduced to 47.6 mm (1.87?) under the components of the vehicle's body. The assembly may include a pair of “active” chocks; or, one active chock and one anchor chock.

Abstract: A strap tie-down apparatus and system. In general, the apparatus includes an elongated shaft generally attached to an automobile transport platform. A ratchet gear wheel having engagement teeth and a ratchet wrench socket wheel having a plurality of wrench apertures can be located on one side of the shaft together or on opposite sides of the shaft. The apparatus further includes a strap spool slidably connected to the shaft. The spool generally includes two side plates connected by a strap attachment bracket. A quick release pawl is connected to the platform adjacent the ratchet gear wheel for engagement with the engagement teeth. The pawl is connected to an elongated rod that is connected to the platform generally parallel with the shaft. The rod partially protrudes adjacent the ratchet wrench wheel. A spring is connected to the shaft adjacent the pawl.

Abstract: In a vehicle wheel tie-down system for tying a wheel of a vehicle at a load carrying platform having an associated engagement receiving member by use of a strap, a wheel chock and winch assembly has a winch for receiving an end of the strap and a springable chock arm for resting against a surface of the wheel when the wheel chock and winch assembly is positioned at the wheel.

Abstract: A wheel restraint assembly pivots about a centralized axis for enabling enhanced assembly installation and removal. The wheel restraint assembly comprises a plate assembly and a brace assembly. The plate assembly comprises first and second plates, and certain hinge structure therebetween for effecting a plate-based axis of rotation. The brace assembly comprises certain anchoring structure; first and second links, certain wheel-engaging structure, and a brace lock means for selectively locking the wheel-engaging structure against a wheel via the anchor structure and first and second links. The anchoring structure is attached to the first plate, and the brace lock is attached to the second plate. The first and second plates are rotatable about the plate-based axis for locking and unlocking the plate assembly to and from the grating. The brace-lock prevents translation of the first and second brace-based axes when the wheel-engaging structure engages the wheel.

Abstract: A safety coil sling for securing an industrial metal coil on a flatbed trailer having a round or elliptical primary cable attached at one end to a first anchoring chain and at an opposite end to a second anchoring chain, and a plurality of connecting cables for connecting opposite sides of the primary cable across the top of the coil, thereby securing the coil on the trailer. In an alternate embodiment, the primary cable is divided into parallel segments at the points of attachment of the connecting cables and the connecting cables are slidably attached to one of the parallel segments to allow the connecting cables to slide within a fixed area, thus providing a mechanism for relieving tension on the sling during weight shifts within the coil occurring during transport.

Abstract: A tie-down apparatus includes a plurality of O-rings and a plurality of fasteners laterally situated from the O-rings such that the fasteners become disposed at opposite ends of the apparatus. The apparatus further includes a plurality of central straps having a fixed length and oppositely registered looped end portions. The central straps are permanently conjoined to the O-rings and slidably adjustable about a circumference of the O-rings. The present invention further includes a first strap having oppositely registered looped end portions and a second strap having opposed end portions. A mechanism for adjusting a length of the second strap is also included. The adjusting mechanism includes a ratcheting come-a-long and a third strap having oppositely registered looped end portions. A plurality of anchoring brackets are fastened to the flat bed of the pick-up truck and are permanently secured to selected regions of the flat bed of the pick-up truck.

Abstract: Wheel chocks are commonly used in connection with large vehicles to secure these vehicles to a transporting vehicle. For example the transporting of automobiles on a railroad car. This invention relates to wheel chocks which are particularly suited for use with small vehicles i.e. all terrain vehicles, lawn mowers etc. The subject wheel chock has an adjustment means on both sides of the chock whereby the length of a tie down strap can be varied. The tie down strap of the composite wheel chock system may further incorporate an adjustment means intermediate of the ends of the tie down strap. The composite wheel chock system can accommodate a wide variety of wheel sizes and adjustments can be made from a variety of positions. The wheel chocks are used in pairs to form a wheel chock system. The wheel chocks are secured to a support surface of a transporting vehicle.

Abstract: An anchor for securing an end of a vehicle tie-down member to a wire grid floor of a vehicle transporter distributes the tension load from the tiedown member over a plurality of the wires making up the grid. The anchor has a base plate with six integrally formed grid engagement members arranged in three pairs. A fitting is disposed on the upper surface of the base plate for connection with the end of the tie-down member and is rotatable about a vertical axis with respect to the base place. The anchor is placed on the top of the wire grid floor such that the grid engagement members pass through six adjacent openings in the grid and the distal ends of the members project generally in the direction in which the tie-down member is to extend when attached to the vehicle, and the tie-down member is tightened to urge the grid engagement members tightly into engagement with the wires of the grid.

Abstract: The flexible link is a securing strap (2) which rests on the tire (5) and is tightened with respect to two fixed points on a carrying structure (7) by which the ends of the strap are retained with fixing pieces. The surface in contact with the running tread comprises successive groups (25) of a plurality of transversal support elements (26) in the form of rollers with a central rod and widened ringed tips (28) and (29) forming contiguous rail wheels by which the strap rests on the tire. This invention is applicable in the field of transport when the load consists of road vehicles.

Abstract: A wheel restraint device incorporates a harness that receives first and second elongated straps used to secure a vehicle wheel to a support surface on which the wheel is supported. Each elongated strap is configured to extend over an upper outer surface of the wheel and be secured to the support surface proximate outer and inner sides of the wheel. The harness includes first and second sleeves that are respectively configured to slidably receive the first and second elongated straps. Moreover, the first and second sleeves extend at an angle relative to one another to orient the first and second elongated straps in a crossing relationship along one side of the wheel. With such an arrangement, it has been found that the tendency of the harness and/or the elongated straps to work themselves either over the upper outer surface of a wheel, or along the front or rear ends of the wheel, is significantly reduced.

Abstract: An ATV tie down rack system for securing an ATV to a trailer or the bed of a pickup without requiring tie-down straps. The inventive device includes a tube member, a center bracket having two apertures extending from the tube member, a first support member attached to the tube member, a second support member attached to the tube member opposite of the first support member, a catch member having a U-shape rotatably positioned within the tube member, a pair of angled members extending orthogonally from the distal ends of the catch member, a first ratchet having a first strap, and a second ratchet having a second strap. The first strap and the second strap are slidably attached to the catch member and the angled members for allowing them to be easily moved away from the path of the tire of the ATV. The first ratchet and the second ratchet are utilized to tighten the respective straps about the tires of the ATV thereby retaining the ATV upon the trailer or pickup.

Abstract: A system is disclosed which can be used to fix a wheel to a pallet or truck, as in fastening a seat belt, by way of a wheel side supporting apparatus and a fixing apparatus for fastening, and which can be used in a high-speed transportation system for regular automobiles. The fixing apparatus for fastening has one end similar to the tongue plate device used in an automobile seat belt system and another end connectable to a retractor. The support apparatus has one end connected to the floor of the pallet or truck by a hinge, and the other end equipped with the retractor. The whole body of the support apparatus can be put into the floor of the pallet or truck, and is used to support the side of the wheel. A stopper on one end of the fixing apparatus is installed in the floor of pallet or truck.

Abstract: A hold down system (100) for securing a vehicle (10) to a transporter (11) includes at least one hold down device (12) for each wheel (13) of the vehicle (10). The hold down device (12) includes a short strap (15) having two end loops (16) and a long strap (14). The extremities (18, 19) of the long strap (14) pass through the end loops (16) of the short strap (15) and the ends (20, 21) of the long strap (14) are attached and tightened to the transporter (11) so that the harness loop (29) formed by the central portion (17) of the long strap (14) and the short strap (15) encircles a portion of the wheel (13) and secures such to the transporter (11). Each wheel (13) of the vehicle (10) may be individually secured to the transporter to stably maintain the position of the vehicle on the transporter (11) while it is in transit.

Abstract: A device for tying down vehicles on a transport loading surface includes a tie-down strap that acts on a vehicle wheel via a guide disposed between the strap and the wheel, wherein the tie-down strap is prestressed.

Abstract: The present invention provides a small vehicle wheel locking assembly which may be quickly installed over one or more wheels of the unit to be protected, and then locked or bolted to the truck or to an adjacent structure. The preferred embodiment comprises basic top and bottom enclosures in which the wheel of the mobile unit may be placed prior to closure of both assemblies into a box like enclosure. One side of the bottom enclosure is hinged to permit rolling the wheel into the enclosure, and one side of the top enclosure is hinged to aid in sliding the enclosure over the top of the wheel. When closed, the upper subassembly is interlocked with the lower unit and secured with a shielded padlock. The lower subassembly may be secured to the bed of a pickup truck, or to a stationary object. In this manner, the wheel is immobilized against rolling and sliding, and access is denied to all points of wheel or tire disassembly.

Abstract: A method for using a tie down device (10) for securing an automotive vehicle (100) by its wheels (104) and tires (102) into a transport vehicle (200), is described. The tie down device includes a first strap (12) and a second strap (16) with the second strap connected at its first end (16A) to the first strap near the first end (12A) of the first strap. The first end of the first strap has a first loop (14) which forms the first end (10A) of the device. The second end (16B) of the second strap has a second loop (18) which forms the intermediate end (10C) of the device. To configure the device, the second end (10B) of the device is passed first through the second loop and then through the first loop. The device is then positioned on the tire such that the second strap extends over the top of the tire on the wheel and the first strap extends around the tire.

Abstract: An apparatus for securing a vehicle, such as an all-terrain vehicle, to a trailer of the type towed by a car or truck is disclosed. The apparatus includes a cylindrical sleeve capable of being fastened to the trailer. First and second wheel stop bars are connected substantially perpendicular to the cylindrical sleeve. A lift bar has a body, a first arm, a first finger, a second arm and a second finger. The body of the lift bar is positioned substantially within the cylindrical sleeve for rotational movement about an axis within the cylindrical sleeve. A first chain is connected to the first finger of the lift bar and connected to the first wheel stop bar for securing a first wheel of the vehicle to the trailer. A first chain is connected to the second finger of the lift bar and connected to the second wheel stop bar. With the apparatus properly applied, the vehicle can be securely transported on the trailer.

Abstract: A tie down device (10) for securing an automotive vehicle (100) by its wheels (104) and tires (102) into a transport vehicle (200), is described. The tie down device includes a first strap (12) and a second strap (16) with the second strap connected at its first end (16A) to the first strap near the first end (12A) of the first strap. The first end of the first strap has a first loop (14) which forms the first end (10A) of the device. The second end (16B) of the second strap has a second loop (18) which forms the intermediate end (10C) of the device. To configure the device, the second end (10B) of the device is passed first through the second loop and then through the first loop. The device is then positioned on the tire such that the second strap extends over the top of the tire on the wheel and the first strap extends around the tire.

Abstract: A wheel tiedown device for securing the wheel of a trailered vehicle to the trailer. The novel device comprises a lasso which encircles the wheel. The handle member of the lasso is tethered to the trailer. The loop of the lasso contacts the sides of the wheel, and is prevented from excessive spreading and from slipping to a position too low on the wheel to secure it by a strap spanning right and left sides of the wheel. A second strap attaches to the loop and extends to the opposite side of the wheel from the lasso handle member. The wheel is secured fore and aft by the lasso handle member and the second strap, one engaging the trailer by hook and eye, and the other being held and tightened in a winch. The lasso is made from a strap, and all connection between the lasso and first and second straps is by passing one strap member through a loop terminating the corresponding strap member. Thus, adjustment is enabled by slippage of one strap through the loop of another.

Abstract: A wheel chock for restraining a motor vehicle in a transportable carrier such as a railway car, which is adapted to be selectively connected to a rail fastened to the floor of the carrier and which is made of a flexible copolymer material capable of withstanding the loads incurred by chock restrained vehicles, and further which is user friendly in that it can be maintained in a wheel-restraining position together with a wheel harness and removed from that position without the use of any tools. The wheel chock includes a torque tube for winding up a wheel harness strap to tighten the wheel harness on a vehicle wheel, a strap take-up device for quickly removing the slack in the strap, and a foot-operated actuating lever for rotating the torque tube and operating a pawl and ratchet mechanism controlling rotation of the torque tube.

Abstract: A vehicle wheel restraint device include a base plate having a wheel plate assembly adjustably mounted in a lateral direction by a channel mounted to the base plate. A pair of outwardly angled wheel plates engage the vehicle wheel, with the spacing adjustable, and a tire belt is arranged to be tightened onto the tire with a ratchet wind up mechanism also carried by the wheel plate assembly. The base plate can be swung out by release of one of a pair of floor anchor bolts and pulling on a pull cord.

Abstract: A chock for use in securing four wheel vehicles to a deck mounted rail of a transport carrier is formed of a polymer body which has a pocket formed and adapted to mount the body laterally over a deck mounted rail having a series of transverse openings. A pin is mounted in the body for movement into a rail opening to secure the chock to the rail. The pin is mounted in a bushing which is encased in the polymer chock body and there is a vertical load member extending upwardly from the bushing, with the vertical load member being encased in the polymer chock body to distribute vertical loads through the body. The pocket has spaced walls which extend generally parallel to and closely adjacent the rail.