FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13] TITLE: “A STOPPER ASSEMBLY FOR A VEHICLE AND A METHOD THEREOF”
Name and Address of the Applicant: TATA MOTORS LIMITED; Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the nature of the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] Present disclosure generally relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a stopper assembly for locking tires of a vehicle to prevent unintended rolling of the vehicle.
BACKGROUND OF THE DISCLOSURE
[002] Vehicles are a prime mode of transportation. Many users utilize a variety of vehicles right from passenger cars to commercial vehicles to move people or goods from one place to another. Often users may tend to load the vehicle which exceeds the standard or rated payload of the vehicle. This overloading may cause the issues of rollback when the vehicle is in a parked condition on a slopy terrain, as the parking brakes of the vehicle may not be effective in stopping the vehicle. This causes safety hazards and increases the risk of accidents to other vehicles or pedestrians. Further, this may also damage the parking brake and may require frequent maintenance or replacement.
[003] Conventionally, to avoid rollback of the vehicle, users tend to place a wheel chock such as a rock, a wedge or the like to arrest movement of the wheels of the vehicle. However, such arresting of the wheels of the vehicle depends on the weights or objects that are available at a parking area. More importantly, it is difficult to estimate whether the object is suitable to arrest the movement based on the payload of the vehicle. Further, some wheel chock devices are provided along with the vehicles, and they may be placed near the tires in a rolling direction of the vehicle. However, such wheel chocks have to be carried in the vehicle all the time and in order to use the wheel chock there has to be a requirement of another person assisting a driver of the vehicle to make sure that the wheel chock is correctly engaged with the tire of the vehicle.
[004] The present disclosure is directed to overcome one or more limitations stated above or other such limitations associated with the prior art.
SUMMARY OF THE DISCLOSURE
[005] One or more shortcomings of conventional systems are overcome, and additional advantages are provided through a method and a system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered as a part of the claimed disclosure.

[006] In one non-limiting embodiment of the disclosure, a stopper assembly for a vehicle is disclosed. The stopper assembly comprises a telescopic member connectable to a chassis of the vehicle, The telescopic member is configured to selectively displace from a first position to a second position. The telescopic member in the first position is positioned in a retracted condition above a tire of the vehicle and the telescopic member is in contact with the tire in the second position. A wheel chock is connected to an end of the telescopic member, such that the wheel chock is configured to displace away from the chassis of the vehicle. An actuator is coupled to the telescopic member and is configured to displace the telescopic member from the first position to the second position. The wheel chock is configured to frictionally engage with an outer surface of the tire when the telescopic member is actuated to the second position and lock the tire of the vehicle.
[007] In an embodiment of the disclosure, the telescopic member comprises a hollow outer tube coupled to a mounting bracket that is connectable to the chassis of the vehicle; and an inner tube movably disposed within the hollow outer tube.
[008] In an embodiment of the disclosure, the wheel chock is defined with a surface profile corresponding to a profile of the outer surface of the tire to enable frictional surface area to contact of the wheel chock with the tire.
[009] In an embodiment of the disclosure, wherein the wheel chock is configured to selectively apply axial load on the outer surface of the tire to lock movement of the tire.
[010] In an embodiment of the disclosure, wherein the actuator is operable by a user through at least one switch positioned in the vehicle.
[011] In another non-limiting embodiment of the disclosure, a vehicle comprising a stopper assembly is disclosed. The vehicle comprises a telescopic member connectable to a chassis of the vehicle. The telescopic member is configured to selectively displace from a first position to a second position. The telescopic member in the first position is in a retracted condition and is positioned above a tire of the vehicle and the telescopic member in the second position is in contact with the tire. A wheel chock removably connectable to an end of the telescopic member, wherein the wheel chock is configured to displace away from the chassis of the vehicle. Further, an actuator is coupled to the telescopic member to displace the telescopic member from the first position to the second position. Further, at least one switch communicatively coupled to

the actuator. An electronic control unit is communicatively coupled to the actuator and the at least one switch. The electronic control unit is configured to determine a stationary condition of the vehicle and actuate the actuator to displace the telescopic member from the first position to the second position to engage the wheel chock to an outer surface of the tire to frictionally lock movement of the tire.
[012] In an embodiment of the disclosure, the electronic control unit de-activates the motor upon detecting the contact of the telescopic member with the tire in the second position.
[013] In an embodiment of the disclosure, the wheel chock is located perpendicular to the chassis, the wheel chock is displaced toward the chassis to frictionally engage with the tire.
[014] In an embodiment of the disclosure, the electronic control unit is configured to receive a second signal from the at least one switch corresponding to the de-actuation of the actuator. Actuate the actuator to displace the telescopic member in the first position to disengage the wheel chock from the outer surface of the tire.
[015] In an embodiment of the disclosure, wherein the stopper assembly is connectable to a first tire and a second tire, wherein the stopper assembly is synchronously operated on each of the first tire and the second tire to improve the locking of each tire to prevent rolling of the vehicle.
[016] In yet another non-limiting embodiment of the disclosure, a method of operating a stopper assembly to prevent inadvertent rolling of a vehicle is disclosed. The method comprises the steps of determining by an electronic control unit a stop condition of the vehicle. Actuating, by the electronic control unit, the actuator to displace a telescopic member from the first position to the second position to engage a wheel chock to an outer surface of a tire to frictionally lock movement of the tire.
[017] In an embodiment of the disclosure, the method comprises of receiving, by the
electronic control unit, a second signal corresponding to movement of the vehicle. Actuating, by the electronic control unit, the actuator to displace the telescopic member in the first position to disengage the wheel chock from the outer surface of the tire.

[018] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
[019] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
[020] The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:
[021] Fig. 1 illustrates a perspective view of the stopper assembly in accordance with an embodiment of the present disclosure.
[022] Figs. 2a and 2b illustrates a side view and a front view of the stopper assembly in a first position in accordance with an embodiment of the present disclosure.
[023] Fig. 3 illustrates a top view of the stopper assembly in accordance with an embodiment of the present disclosure; and
[024] Fig. 4a illustrates a side view of a portion of a vehicle with the stopper assembly in a second position in accordance with an embodiment of the present disclosure.
[025] Fig. 4b illustrates a side view of a portion of the vehicle having one or more stopper assemblies engageable with various tires of the vehicle in accordance with an embodiment of the present disclosure.
[026] Fig. 5 is a block diagram depicting an operation of the stopper assembly, in accordance with an embodiment of the present disclosure.

[027] Fig. 6 is a flow diagram of a method of operating the stopper assembly in accordance with an embodiment of the present disclosure.
[028] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[029] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figure and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
[030] It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the method and the system, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having benefit of the description herein. Also, the method of the present disclosure may be employed in variety of vehicles having different specification.
[031] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that of a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, method, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.
[032] Embodiments of the present disclosure discloses a stopper assembly to prevent inadvertent rolling of a vehicle. Conventionally, while parking a vehicle in an inclined surface, the parking brakes are configured to apply a brake force for holding the vehicle in place.

However, if the vehicle is loaded to more than its rated payload, the brake force applied by the parking brake may not be sufficient and the vehicle may start to roll on the inclined surface. This causes undesired movement of the vehicle that may cause serious damage to the vehicle and reduces safety of the vehicle in a parking condition.
[033] In view of this, embodiments of the present disclosure disclose a stopper assembly for a vehicle. The stopper assembly comprises a telescopic member connected to a chassis of the vehicle. The telescopic member is configured to selectively displace from a first position to a second position. The telescopic member is in a retracted condition when it is positioned in the first position above a tire of the vehicle and the telescopic member is in contact with the tire in the second position. Further, a wheel chock is connected to an end of the telescopic member, such that the wheel chock is configured to displace away from the chassis of the vehicle. An actuator is coupled to the telescopic member and is configured to displace the telescopic member from the first position to the second position. The wheel chock is configured to frictionally engage with an outer surface of the tire when the telescopic member is actuated to the second position and lock the tire of the vehicle. This engagement of the wheel chock with the tire prevents inadvertent rolling of the vehicle in the parking condition. Unlike various conventional chocking devices which include multiple arms that diagonally extend from the vehicle frame to position the wheel chock at a road surface, the stopper assembly of the present disclosure is mounted to the chassis of the vehicle and is configured to engage the wheel chock directly to the tire in perpendicular manner. This reduces the overall length of the stopper assembly and also makes the construction of the stopper assembly simple with less number of components. Advantageously, this in turn reduces cost of manufacture of the stopper assembly. Additionally, the locking of the tire depends upon the friction between the wheel chock and the outer surface of the tire irrespective of the friction between the tire and the road surface. This improves the locking of the tire and makes the stopper assembly more reliable than the conventional chocking devices which may slide along with the motion of the tire due to smooth road surface.
[034] Present disclosure also discloses a vehicle comprising a stopper assembly. The vehicle comprises a telescopic member connectable to a chassis of the vehicle. The telescopic member is configured to selectively displace from a first position to a second position. The telescopic member in the first position is in a retracted condition and is positioned above a tire of the vehicle and the telescopic member in the second position is in contact with the tire. A wheel

chock removably connectable to an end of the telescopic member such that the wheel chock is configured to displace away from the chassis of the vehicle. Further, an actuator is coupled to the telescopic member to displace the telescopic member from the first position to the second position. Further, at least one switch communicatively coupled to the actuator. An electronic control unit is communicatively coupled to the actuator and the at least one switch. The electronic control unit is configured to determine a stationary condition of the vehicle and actuate the actuator to displace the telescopic member from the first position to the second position to engage the wheel chock to an outer surface of the tire to frictionally lock movement of the tire.
[035] Further, the present disclosure also discloses a method of operating a stopper assembly to prevent inadvertent rolling of a vehicle. The method comprises the steps of initially determining by an electronic control unit a stop condition of the vehicle. Then, the electronic control unit actuates the actuator to displace a telescopic member from the first position to the second position to engage a wheel chock to an outer surface of a tire to frictionally lock movement of the tire. Followed by receiving a second signal by the electronic control unit from the at least one switch corresponding to the de-actuation of the actuator. Lastly, the electronic control unit actuates the actuator to displace the telescopic member in the first position to disengage the wheel chock from the outer surface of the tire.
[036] The following paragraphs describe the present disclosure with reference to Figures. 1 to 5. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.
[037] Fig. 1 illustrates a perspective view of a stopper assembly (100) for a vehicle (200) to frictionally lock movement of a tire to prevent inadvertent rolling of the vehicle. The stopper assembly (100) [hereinafter referred to as “the assembly (100)”] comprises a mounting bracket (3) connected to a chassis (4) [shown in fig. 4a] of the vehicle (200). The mounting bracket (3) may be structured in a rectangular shape as depicted in the drawings; however, such construction cannot be construed as a limitation and the mounting bracket (3) may be defined in a square shape, a circular shape based on the requirement. A telescopic member (6) is connected to the mounting bracket (3) and the telescopic member (6) is configured to extend away from the mounting bracket (3) in a perpendicular direction. The telescopic member (6) comprises a hollow outer tube (2) coupled to the mounting bracket (3) at one end and another

end of the hollow outer tube (2) is configured to support an inner tube (5). The inner tube (5) is movably disposed in the hollow outer tube (2). In an embodiment, the inner tube (5) comprises a first tube (11) and a second tube (12) which are concentrically connected to the hollow outer tube (2). The first tube (11) is connected to the hollow outer tube (2) at one end and another end is connected to the second tube (12). In an embodiment, the first tube (11) is defined with a sleeve portion (not shown in fig.) at one end and having a diameter that matches with a diameter of the hollow outer tube (2). The first tube (11) is slidable within the hollow outer tube (2) in a retracted condition and in an extended condition. In the retracted condition, the first tube (11) may be positioned within the hollow outer tube (2). The first tube (11) may extend outside the hollow outer tube (2) and may be locked in the extended condition by the sleeve portion. Similarly, the second tube (12) may be retracted within the first tube (11) and may be extended from the first tube (11) based on a required length of the telescopic member (6). The telescopic member (6) is configured to extend in a first position (FP) and in a second position (SP). In an embodiment, the telescopic member (6) is in the retracted condition (shown in figs. 2a & 2b) in the first position (FP) which may be above an outer surface of the tire (14). Whereas, in the second position (SP) the telescopic member (6) may be in contact with the outer surface of the tire (14) (as shown in Fig. 4a). A wheel chock (8) is coupled to an end of the second tube (12) of the telescopic member (6). In an embodiment, the wheel chock (8) is removably coupled to the telescopic member (6). The wheel chock (8) is defined with a contact portion (9) at a bottom surface of the wheel chock (8). The contact portion (9) is defined with a profile that matches a profile of the outer surface of the tire (14). In an embodiment, the profile of the contact portion (9) of the wheel chock (8) may be of semi-circular, rectangular or squared shape etc., based on the profile of the outer surface of the tire (14). In an embodiment, the contact portion (9) may be defined with an area based on the surface profile and area of the tire. The wheel chock (8) is configured to engage with the outer surface of the tire (14) in the second position to frictionally lock movement of the tire (14). Further, an actuator (10) is coupled to the telescopic member (6) to displace the telescopic member (6) from the first position (FP) to the second position (SP). In an embodiment, the actuator (10) may be a stepper motor, a brush-less direct current motor (BLDC), a servo motor and the like. An output shaft of the actuator (10) is coupled to the inner tube (5) through a gearbox (not shown in figs.). In an embodiment, the gearbox may include a bevel gear arrangement to convert the rotational motion of the actuator (10) into a linear displacement of the inner tube (5). In an embodiment the telescopic member (6) may be hydraulically or pneumatically operated by applying pressure on the inner tube (5) of the telescopic member (6).

[038] Referring to fig. 3, a plurality of holes (20) may be defined on corners of the mounting bracket (3) to receive a plurality of fasteners. The plurality of holes (20) may align with a plurality of provisions that may be defined on the chassis (4) such that the mounting bracket (3) is connected to the chassis (4) by passing a plurality of fasteners through the plurality of holes (20). In an embodiment, the plurality of fasteners may be a bolt and nut, rivets, a screw or studs etc. that is suitable for connecting the mounting backet to the chassis (4) of the vehicle (200).
[039] Referring to fig. 4a, a portion of a vehicle (200) mounted with the stopper assembly (100) is disclosed. The stopper assembly (100) is connected to the chassis (4) of the vehicle (200) through the mounting bracket (3). In an embodiment, the chassis (4) may be defined with a frame structure (15) which is connected to a long member (17) which supports a front and a rear axle of the vehicle (200). In an embodiment, the frame structure (15) may be defined above the long member (17) and is configured to support a body of the vehicle (200). In an embodiment, a gap (not shown in figs.) is defined between the frame structure (15) and a tire (14) of the vehicle (200) to accommodate the displacement of the telescopic member (6). The telescopic member (6) is connected to the mounting bracket (3) which may be coupled to the frame structure (15). The telescopic member (6) is connected to the mounting bracket (3). The telescopic member (6) is configured to displace from the first position (FP) to the second position (SP). The telescopic member (6) is in a retracted condition in the first position (FP) and is in an extended condition and in contact with the tire (14) in the second position (SP). At least one switch (16) is communicatively coupled to the actuator (10) and is configured to activate the actuator (10). The actuator (10) is configured to displace the telescopic member (6) between the first position (FP) and the second position (SP). In an embodiment, the actuator (10) and the at least one switch (16) are communicatively coupled to an electronic control unit (18).
[040] Now referring to fig. 5, a block diagram of operation of the stopper assembly is disclosed. The electronic control unit (18) is in communication with a sensor (19) associated with an accelerometer to determine the stationary condition of the vehicle (200). In an embodiment the electronic control unit (18) receives signals from the at least one switch (16) and actuates the telescopic member (6) from the first position (FP) to the second position (SP). The electronic control unit (18) is configured to determine a stationary condition of the vehicle (200) and actuate the actuator (10) to displace the telescopic member (6) from the first position

(FP) to the second position (SP) upon confirmation of the stationary condition of the vehicle (200). The displacement of the telescopic member (6) from the first position (FP) to the second position (SP) effects the wheel chock (8) to engage to an outer surface of the tire (14) to frictionally engage and lock the movement of the tire (14). In an embodiment, the stopper assembly (100) may be mounted to the vehicle (200) at various locations above multiple tires (14)such that each tire (14) of the vehicle (200) is frictionally locked by the wheel chock (8) as shown in fig. 4b. In an embodiment, the tires mounted on both a front axle and a rear axle at opposite sides of the vehicle (200) may be equipped with the stopper assembly (100) for frictionally locking the tires. In an embodiment, the vehicle (200) comprises a first tire (30) and a second tire (32) which are mounted on the first axle and the second axle that may be driven in tandem. At least two stopper assemblies may be mounted on the chassis (4) of the vehicle (200) to apply axial load through the wheel chock (8) for locking the first and second tires (30, 32) which in turn prevents inadvertent rolling of the vehicle (200) in parking condition and also prevent rollback of the vehicle (200) in an overloaded condition. In an embodiment, although the construction and arrangement of the stopper assembly (100) is depicted on the rear wheels as per figs. 4a & 4b, this cannot be construed as a limitation and the stopper assembly (100) may be mounted on the chassis (4) near the front axle to frictionally lock front tires of the vehicle (200).
[041] With reference to fig. 5, a method (300) of operating the stopper assembly (100) to prevent inadvertent rolling of the vehicle (200) is disclosed. The method (300) includes the steps of initially determining by the electronic control unit (18) a stationary condition of a vehicle (200) at step 301. Upon determining the stationary condition of the vehicle (200), the electronic control unit (18) actuates the actuator (10) to displace the telescopic member (6) from the first position (FP) to the second position (SP) at step 302. The telescopic member (6) is connected to the chassis (4) of the vehicle (200) at one end and is configured to be in the retracted condition in the first position. The telescopic member (6) is connected to the wheel chock (8) at another end such that the electronic control unit (18) actuates the wheel chock (8) to engage with an outer surface of the tire (14) to frictionally lock movement of the tire (14). Further, at step 303, the electronic control unit (18) deactivates the actuator (10) upon the contact of the wheel chock (8) to the outer surface of the tire (14)-. At step 304, the electronic control unit (18) receives a signal from a sensor (19) corresponding to the movement of the vehicle (200). Lastly, the electronic control unit (18) activates the actuator (10) to displace the

telescopic member (6) in the first position to disengage the wheel chock (8) from the outer surface of the tire at step 305.
[042] The working operation of the stopper assembly is now explained. The actuator (10) and the at least one switch (16) are communicatively coupled to an electronic control unit (18) of the vehicle (200). The electronic control unit (18) is configured to determine the engine ON condition and engine OFF condition of the vehicle (200). In an embodiment, the electronic control unit (18) may be connected to a plurality of sensors (not shown in figs.) that may measure speed of the vehicle (200), control pedal engagement i.e., clutch or brake pedal operation and a gear engagement. In an embodiment, the plurality of sensors may be associated with the accelerometer to determine speed of the vehicle, control pedals to determine actuation of the clutch, accelerator pedal, brake pedal and the gearbox of the vehicle (200) to determine required parameters. Initially, the electronic control unit (18) determines the stationary condition of the vehicle (200). Upon receipt of the first signal, the electronic control unit (18) actuates the actuator (10) to displace the telescopic member (6) from the first position (FP) i.e., from a retracted position to the second position (SP) which is the position in which the wheel chock (8) of the telescopic member (6) comes into contact with the outer surface of the tire (14). In an embodiment, the telescopic member (6) is configured to apply a predetermined axial load on the tire (14) such that the outer surface of the tire (14) is frictionally locked by the wheel chock (8). This prevents the vehicle (200) from rollback and ensures safety of the vehicle (200). Upon determining the contact of the wheel chock (8) with the outer surface of the tire (14) by the electronic control unit (18), the actuator (10) is de-activated to hold the frictional engagement of the wheel chock (8) with the tire (14). Further, when the user tries to operate the vehicle (200) in a forward direction, the electronic control unit (18) then determines the ON condition of the vehicle (200). In an embodiment, the electronic control unit (18) determines the engagement of clutch pedal from the sensor associated with the clutch pedal of the vehicle (100). In an exemplary embodiment, the electronic control unit (18) is also configured to determine the actuation of a gear pedal from the sensor associated with the gearbox of the vehicle (200). Upon determining the movement of the gear pedal in forward or in first gear, the electronic control unit (18) activates the actuator (10) to actuate the telescopic member (6) from the second position (SP) to the first position (FP) such that the wheel chock (8) disengages from the tire (14) to allow forward motion of the vehicle (200). In an embodiment, the electronic control unit (18) may also determine the actuation of the accelerator

pedal to displace the telescopic member (6) from the second position (SP) to the first position (FP).
[043] In an embodiment, a body portion of the wheel chock (8) is manufactured by a metal and the contact portion (9) of the wheel chock (8) may be affixed with at least one of a natural rubber and synthetic rubber to provide better frictional surface contact to improve locking of the tire (14).
[044] In an embodiment, the control unit (18) determines the amount of axial load applied on the outer surface of the tire (14) by the telescopic member (6) depends on the payload of the vehicle (200).
[045] The stopper assembly (100) of the present disclosure is capable of restraining movement of the vehicle (200) in steeper inclinations of the road surface ranging from about 25°- 45°.
[046] The stopper assembly (100) of the present disclosure also arrests motion of the vehicle (200) on a wet road surface as the wheel chock (8) frictionally engages the tire (14).
[047] In an embodiment of the disclosure, the electronic control unit (18) may be a centralized electronic control unit (18), or a dedicated electronic control unit (18) associated with the vehicle (200). The electronic control unit (18) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The electronic control unit (18) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.

[048] In some embodiments, the ECU may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.
[049] It is to be understood that a person of ordinary skill in the art may develop a system of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.
Equivalents:
[050] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[051] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such

recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numerals:

Stopper Assembly (100)
Vehicle (200)
Method (300)
Hollow outer tube (2)
Mounting bracket (3)

Chassis (4)
Inner tube (5)
Telescopic member (6)
Wheel chock (8)
Contact potion (9)
Actuator (10)
First tube (11)
Second tube (12)
Tire (14)
Frame structure (15)
At least one switch (16)
Long member (17)
Electronic control unit (18)
Sensor (19)
A plurality of holes (20)
First tire (30)
Second tire (32)
First position (FP)
Second position (SP)

WE CLAIM:
1. A stopper assembly (100) for a vehicle (200), the stopper assembly (100) comprising:
a telescopic member (6) connectable to a chassis (4) of the vehicle (200), the telescopic member (6) being configured to selectively displace from a first position (FP) to a second position (SP), wherein the telescopic member (6) in the first position (FP) is positioned in a retracted condition above a tire (14) of the vehicle (200) and the telescopic member (6) in the second position (SP) is in contact with the tire (14);
a wheel chock (8) connected to an end of the telescopic member (6), wherein the wheel chock (8) is configured to displace away from the chassis (4) of the vehicle;
an actuator (10) coupled to the telescopic member (6), wherein the actuator (10) is configured to displace the telescopic member (6) from the first position (FP) to the second position (SP); and
wherein the wheel chock (8) is configured to frictionally engage with an
outer surface of the tire (14) when the telescopic member (6) is actuated to the
second position (SP) and lock the tire (14) of the vehicle.
2. The stopper assembly (100) as claimed in claim 1, wherein the telescopic member (6)
comprises:
a hollow outer tube (2) coupled to a mounting bracket (3), the mounting bracket (3) is connectable to the chassis (4) of the vehicle; and
an inner tube (5) movably disposed within the hollow outer tube (2).
3. The stopper assembly (100) as claimed in claim 1, wherein the wheel chock (8) is
defined with a surface profile corresponding to a profile of the outer surface of the tire
(14) to enable frictional surface area contact of the wheel chock (8) with the tire (14).
4. The stopper assembly (100) as claimed in claim 1, wherein the wheel chock (8) is
configured to selectively apply axial load on the outer surface of the tire (14) to lock
movement of the tire (14).
5. The stopper assembly (100) as claimed in claim 1, wherein the actuator (10) is operable
by a user through at least one switch (16) positioned in the vehicle.
6. A vehicle (200) comprising a stopper assembly (100), the vehicle, comprising:

a telescopic member (6) connectable to a chassis (4) of the vehicle, the telescopic member (6) is configured to selectively displace from a first position (FP) to a second position (SP), wherein the telescopic member (6) in the first position (FP) is positioned above a tire (14) of the vehicle (200) and the telescopic member (6) in the second position (SP) is in contact with the tire (14);
a wheel chock (8) removably connectable to an end of the telescopic member (6), wherein the wheel chock (8) is configured to displace away from the chassis (4) of the vehicle;
an actuator (10) coupled to the telescopic member (6) and configured to displace the telescopic member (6) from the first position (FP) to the second position (SP);
at least one switch (16) communicatively coupled to the actuator (10); and
an electronic control unit (18) communicatively coupled to the actuator (10) and the at least one switch (16), the electronic control unit (18) being configured to: determine a stationary condition of the vehicle; and actuate the actuator (10) to displace the telescopic member (6) from the
first position (FP) to the second position (SP) to engage the wheel chock (8) to
an outer surface of the tire (14) to frictionally lock movement of the tire (14).
7. The vehicle (200) as claimed in claim 6, wherein the electronic control unit (18) de-activates the actuator (10) upon detecting the contact of the telescopic member (6) with the tire (14) in the second position (SP).
8. The vehicle (200) as claimed in claim 6, wherein the wheel chock (8) is located perpendicular to the chassis (4), the wheel chock (8) is displaced toward the chassis (4) to frictionally engage with the tire (14).
9. The vehicle (200) as claimed in claim 6, wherein the electronic control unit (18) is configured to:
receive a second signal from the at least one switch (16) corresponding to the deactivation of the actuator (10); and
actuate the actuator (10) to displace the telescopic member (6) in the first position (FP) to disengage the wheel chock (8) from the outer surface of the tire (14).
10. The vehicle (200) as claimed in claim 6, wherein the stopper assembly (100) is
connectable to a first tire (30) and a second tire (32), wherein the stopper assembly

(100) is operated on each of the first tire (30) and the second tire (32) to improve the locking of each tire to prevent rolling of the vehicle.
11. A method (300) of operating a stopper assembly (100) to prevent inadvertent rolling of
a vehicle, the method (300) comprises:
determining by an electronic control unit (18) a stationary condition of the vehicle; and
actuating, by the electronic control unit (18), an actuator (10) to displace a telescopic member (6) from a first position (FP) to a second position (SP) to engage a wheel chock (8) to an outer surface of a tire (14) to frictionally lock movement of the tire (14).
12. The method (300) as claimed in claim 11 comprises:
de-activating, by the electronic control unit (18), the actuator (10) upon contact of the wheel chock (8) to the outer surface of the tire (14);
receiving, by the electronic control unit (18), a signal corresponding to the movement of the vehicle (10); and
actuating, by the electronic control unit (18), the actuator (10) to displace the telescopic member (6) in the first position (FP) to disengage the wheel chock (8) from the outer surface of the tire (14).