FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13] TITLE: “A WHEEL CHOCK ASSEMBLY FOR A VEHICLE”
NAME AND ADDRESS OF THE APPLICANT:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian.
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a wheel chock assembly for a vehicle. Further, embodiments of the present disclosure relate to a retractable wheel chock assembly for the vehicle with mudguard or mudflap functionality.
BACKGROUND OF THE DISCLOSURE
[002] Wheel chocks (hereafter simply referred to as ‘chock’) are wedge shaped objects, that are usually made of rigid material, and are placed against wheels to prevent accidental/unintentional rolling of the wheels. The chocks are safety devices used in addition to brakes of the vehicle, which are employed for chocking or blocking of wheels for safety and preventing accidental rollback. Conventionally, chocking of the wheels (hereafter referred to as ‘chocking’) is performed by placing a wheel chock against one or more wheels of the vehicle. Chocking may be performed while the vehicle is in a parked condition (also called as parked state) or when the vehicle is maneuvering over a gradient terrain. Chocking of wheels is performed to prevent unintentional displacement of the vehicle, such as moving, rolling and/or overturning. Such unintentional displacement of the vehicle may happen when wheels tends to impart insufficient frictional force on the ground, or when the wheels slip when vehicle is maneuvering over the gradient surface with less than a defined traction for movement. Prevention of such unintentional displacement is a necessity during loading/unloading, coupling/uncoupling and/or servicing of the vehicle, to prevent fatalities.
[003] Generally, chocks are configured to be engaged against a surface of the wheel, while being placed on the ground. Normally, chocks are installed manually, and during manual chocking, a person bends down to the ground and positions the chock against the wheel, in the space available between the mudflap and wheel surface. Conventionally, during manual chocking, the chocks may not be forced sufficiently against the wheels, and a gap may be left between the wheels and the chocks, resulting in an ineffective chocking. When parked on a slope or gradient, the gap between the chock and the wheels may cause the wheels to roll and may cause the chocks to fail. Further, during removal of chocks, the person needs to bend down and disengage the chocks from the wheels. In case the wheels have underwent rolling while being chocked, the wheels would be engaged firmly against the chocks, and removal of such firmly engaged chocks may be challenging and may not be possible manually. In such

situations, a lever or a rigid bar may be engaged with the chock, for removal of the chock. Further, when the vehicle is parked on a busy street, use of such levers for removal of chocks may not be feasible. Additionally, there also exists a possibility for a vehicle operator to forget or often overlook/neglect the necessity of chocking, which may cause accidents or unintentional movement of the vehicle. Another possibility of misplacing or losing the manual chocks also exists.
[004] Further, with advent of technology, mechanized or automated chocking has been developed to overcome drawbacks associated with manual chocking. However, such mechanized chocking devices often necessitate screw jacks or turnbuckles for installation and removal of chocks. In some vehicles, space available between the chock and the wheels may not be sufficient to accommodate the screw jacks or turnbuckles. Moreover, such mechanized chocking devices may consume excessive time and energy, in comparison with manual chocking, due to requirement of equal number of rotations for installation and removal of chocks.
[005] The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the prior arts.
SUMMARY OF THE DISCLOSURE
[006] One or more shortcomings of the conventional arts are overcome by an assembly as disclosed and additional advantages are provided through the assembly as disclosed 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 a part of the claimed disclosure.
[007] In one non-limiting embodiment of the disclosure, a wheel chock assembly for a vehicle is disclosed. The wheel chock assembly (hereinafter referred to as the ‘assembly’) includes a wheel chock defined with a substantially flat portion and a curved portion extending from the substantially flat portion. The assembly further includes a connecting arm coupled the wheel chock. The assembly also includes an actuation unit. The actuation unit is mountable on a frame of the vehicle and is coupled to the connecting arm. The actuation unit is configured to selectively displace the connecting arm between an extended position and a retracted position.

Displacement of the connecting arm between the extended position and the retracted position operates the wheel chock between a raised position and a lowered position.
[008] In an embodiment, the wheel chock is engaged with a wheel of the vehicle in the lowered position, in a parked state of the vehicle.
[009] In an embodiment, the wheel chock is disengaged and positioned away from the wheel of the vehicle in the raised position. The wheel chock in the raised position is configured to act as a mudflap.
[010] In an embodiment, the curved portion of the wheel chock engages with an outer surface of the wheel, in the lowered position of the wheel chock.
[011] In an embodiment, the substantially flat portion engages with ground, in the lowered position of the wheel chock.
[012] In an embodiment, at least a portion of the substantially flat portion engages with a rear bumper of the vehicle, in the raised position of the wheel chock.
[013] In an embodiment, profile of the curved portion substantially matches with profile of the outer surface of the wheel to be engaged therewith.
[014] In an embodiment, the actuation unit includes an actuator and a transmitting member coupling the actuator with the connecting arm.
[015] In an embodiment, the actuator is at least one of a linear actuator and a rotary actuator.
[016] In an embodiment, the transmitting member is at least one of a chain, cable, linkage, rope, and string.
[017] In an embodiment, the wheel chock assembly includes an ECU. The ECU is configured to receive a signal corresponding to operating condition of the vehicle. The ECU is further configured to regulate operation of the actuation unit to operate connecting arm between the extended position and the retracted position based on the signal.
[018] In an embodiment, the ECU is configured receive the signal corresponding to the operating condition of the vehicle through parking brake sensor.

[019] 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.
[020] 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 THE ACCOMPANYING DIAGRAMS
[021] The novel features and characteristics of the disclosure are set forth in the disclosure. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
[022] Figure 1 illustrates a schematic view of a wheel chock assembly, in accordance with an exemplary embodiment of the present disclosure.
[023] Figure 2 illustrates a schematic view of the wheel chock assembly of Figure 1, when mounted on to a vehicle.
[024] Figure 3 illustrates a schematic view of the wheel chock assembly in a raised condition of the wheel chock, in accordance with another exemplary embodiment of the present disclosure.
[025] Figure 4 illustrates the wheel chock assembly of Figure 3 in a lowered condition of the wheel chock.
[026] Figure 5 illustrates the wheel chock of the wheel chock assembly of Figures 3 and 4.
[027] 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 wheel chock assembly illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[028] 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 figures 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.
[029] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, assembly, mechanism, system, method 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, or assembly, or device. In other words, one or more elements in a system/assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or assembly or mechanism.
[030] Embodiments of the present disclosure disclose a wheel chock assembly (hereafter referred to as ‘assembly’) for a vehicle. The wheel chock assembly (hereinafter referred to as the ‘assembly’) includes a wheel chock (hereafter referred to as ‘chock’) defined with a substantially flat portion and a curved portion extending from the substantially flat portion. The assembly further includes a connecting arm coupled the wheel chock. The assembly also includes an actuation unit. The actuation unit is mountable on a frame of the vehicle and is coupled to the connecting arm. The actuation unit is configured to selectively displace the connecting arm between an extended position and a retracted position. Displacement of the connecting arm between the extended position and the retracted position operates the wheel chock between a raised position and a lowered position.
[031] The disclosure is described in the following paragraphs with reference to Figures 1 and 5. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle and entire wheel setup of the vehicle are not illustrated in the figures for the purpose of simplicity. One skilled in the art would

appreciate that the assembly as disclosed in the present disclosure may be used in any vehicles that requires chocking, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.
[032] Figure 1 is an exemplary embodiment of the present disclosure, illustrating a schematic view of a wheel chock assembly (10) (hereafter referred to as ‘assembly’) for a vehicle. The assembly (10) may include a wheel chock (1) (hereafter referred to as ‘chock’), a connecting element (2) (also interchangeably referred to as the ‘connecting arm’) connectable to an end of the wheel chock (1), and a linkage (3) (also interchangeably referred to as the ‘transmitting member’) movably coupled to the connecting element (2). The assembly (10) may further include a pulley (4) for movably holding and supporting movement of the linkage (3). The assembly (10) may further include an actuation unit including an actuator (not shown in the Figure) for facilitating movement of the linkage (3) over the pulley (4). In an embodiment, the assembly (10) may be employable with at least one wheel of the vehicle. Alternatively, the assembly (10) may be incorporated with at least two diagonally opposing wheels of the vehicle.
[033] Further, Figure 2 illustrates a schematic view of the wheel chock assembly (10), when mounted on to a vehicle. The assembly (10) may be coupled to a mudguard or fender (12) (also referred to as splash guard) of the vehicle. However, the assembly (10) may also be coupled to frame or Body-in-white (BIW) of the vehicle, such that the assembly (10) is suitably positioned to perform the function of wheel chocking as well as that of a mudflap. Further, the linkage (3) may be configured to impart motion to the connecting element (2) such that, the wheel chock (1) is movable between a first position (5) and a second position (6), as depicted in Figure 2. The first position is interchangeably referred to as the ‘lowered position’ hereinafter. In the first position (5), the wheel chock (1) is configured to function as a chocking element for at least one wheel (7) of the vehicle. In the second position (6), the wheel chock (1) is configured to function as a mudflap for the at least one wheel (7) of the vehicle. The second position is interchangeably referred to as the ‘raised position’ hereinafter.
[034] Referring again to Figure 1, a first end (8) of the wheel chock (1) may be a free end and may be configured to engage with the at least one wheel (7) of the vehicle. Further, a second end (9) of the wheel chock (1) may be connected to the connecting element (2) of the assembly (10). In the embodiment, the wheel chock (1) may be a wedge-shaped wheel chock (1). A first face (11) of the wedge-shaped wheel chock (1) may be configured to have a concave profile/curved profile to match contour of the at least one wheel (7) against which it is placed.

Such concave profile of the first face (11) of the wheel chock (1) results in an increase in magnitude of force required to overrun the chock (1), thereby enhancing safety of the vehicle. In addition, a second face (13) of the chock (1), that is placed in direct contact with ground, may include a rubber padding or any other suitable polymer material to improve grip with the ground.
[035] In an embodiment, the connecting element (2) may be a profiled rod having a concave/curved profile. The curved profile of the connecting element (2) may be configured to provide structural continuity relative to curvature/profile of mudguard (12) of the at least one wheel (7) of the vehicle. The connecting element (2) may be made of rigid material and may be reciprocated/displaced by an actuation unit (14), to move the wheel chock (1) between the first position (5) and the second position (6). The first extreme position of the connecting element (2) corresponds to the first position (5) of the wheel chock (1). In the first extreme position, the connecting element (2) is extended away from the mudguard (12), such that the wheel chock (1) is displaced to the first position (5) to engage and chock the at least one wheel (7). In the second extreme position, the connecting element (2) is retracted away from the at least one wheel (7) and towards the mudguard (12), such that the wheel chock (1) is displaced to the second position (6) to disengage and remove chocking of the at least one wheel (7). The curvature, profile, thickness, shape, and size of the connecting element (2) may be configured such that, the configuration enables the connecting element (2) to function as a supporting structure to the wheel chock (1) in the first extreme position, while allowing the wheel chock (1) to function as a mudflap in the second extreme position. In the second extreme position, the connecting element (2) may remain flush with a surface of the mudguard (12) over which it is accommodated. However, the connecting element (2) may also be housed within a provision defined in the mudguard (12), in the second extreme position, as best seen in Figures 2 and 3.
[036] In the illustrative embodiment, the linkage (3) is movably coupled to the connecting element (2), as best seen in Figure 2. The linkage (3) is a chain which is made of rigid material. In an embodiment, the linkage (3) may also be at least one of a cable, a rope, a thread, a string, a wire, a strap, a tape, a metal linkage, a beaded string, or any other linking member capable of movably holding the connecting element (2). The linkage (3) may be configured to impart motion to the connecting element (2) such that, the wheel chock (1) is movable between the first position (5) and the second position (6). The linkage (3) travels over the pulley (4) to move between an extended position and a retracted position. When the linkage (3) travels over the

pulley (4) from the retracted position to the extended position, the connecting element (2) is displaced from the second extreme position to the first extreme position, causing the wheel chock (1) to attain the first position (5), thereby chocking the at least one wheel (7) of the vehicle. Further, when the linkage (3) travels over the pulley (4) from the extended position to the retracted position, the connecting element (2) is displaced from the first extreme position to the second extreme position, causing the wheel chock (1) to attain the second position (6), thereby resulting in removal of chocking of the at least one wheel (7) of the vehicle.
[037] In an embodiment, the pulley (4) may include a frame having a sheave (grooved wheel) for holding and supporting movement of the linkage (3). The sheave (not shown in the figures) may include a groove defined along its periphery such that the linkage (3) is movably accommodated in the groove and travels along the groove to move between the extended position and the retracted position. The sheave spins/rotates on an axle or a bearing included in the frame of the pulley (4) such that, the linkage (3) is moved between the extended position and the retracted position. Such configuration of the pulley (4) including the sheave enables the linkage to move freely within the groove. In the embodiment, the pulley (4) may be at least one of a circular frame, a grooved wheel, an external gear, a planetary gear setup and the like, that is capable of movably accommodating the linkage (3) to displace the linkage (3) between the extended position and the retracted position.
[038] Figure 3 depicts another embodiment of the assembly (10) of the present disclosure. The assembly (10) includes a wheel chock (1) defined with a substantially flat portion (16) and a curved portion (17) extending from the substantially flat portion (16) (shown in Figure 5). The assembly (10) further includes a connecting arm (2) coupled to the wheel chock (1). The assembly also includes an actuation unit (14). The actuation unit (14) may be mounted on a frame (18) of the vehicle and is coupled to the connecting arm (2). The actuation unit (14) may be configured to selectively displace the connecting arm (2) between an extended position (19) (as shown in Figure 4) and a retracted position (20) (as shown in Figure 3). Displacement of the connecting arm (2) between the extended position (19) and the retracted position (20) operates the wheel chock (1) between a raised position (6) (i.e., the second position) and a lowered position (5) (i.e., the first position).
[039] In an embodiment, the wheel chock (1) may be engaged with a wheel (7) of the vehicle in the lowered position (5), in a parked state of the vehicle. The wheel chock (1) may be

disengaged and positioned away from the wheel (7) of the vehicle in the raised position (6). The wheel chock (1) in the raised position (6) may be configured to act as a mudflap. That is, in the raised position (6), the curved portion (17) of the wheel chock (1) may be substantially flush with a splash guard (22) (also called as fender) of the wheel (7), where such flush engagement enables the wheel chock (1) to act as mudflap of the wheel (7).
[040] In an embodiment, in the lowered position (5) of the wheel chock (1), the curved portion (17) of the wheel chock (1) engages with an outer surface (21) of the wheel (7), while the substantially flat portion (16) engages with ground. Further, in the raised position (6) of the wheel chock (1), at least a portion of the substantially flat portion (16) engages with a rear bumper (or also with a splash guard (22) of the wheel (7)) of the vehicle, while the curved portion (17) is facing towards and positioned away from the outer surface (21) of the wheel (7). In the embodiment, profile of the curved portion (17) substantially matches with profile of the outer surface (21) of the wheel (7) to be engaged therewith.
[041] In an embodiment, the actuation unit (14) includes an actuator (15) and a transmitting member (3) coupling the actuator (15) with the connecting arm (2). The actuator (15) may be at least one of a linear actuator and a rotary actuator. The transmitting member (3) may be at least one of a chain, cable, linkage, rope, string, and the like.
[042] Referring to Figure 5, in an embodiment, the wheel chock (1) may be coupled to the connecting arm (2) by a flexible connection (24). The flexible connection may be configured to facilitate swaying of the wheel chock (1) to accommodate surface conditions of the outer surface (21) of the wheel (7) and that of the ground. Further, the wheel chock (1) may also be defined with a flange (23) that may have a width equal to or more than the width of the outer surface (21) of the wheel (7). Such configuration of the flange (23) increases stability of chocking in lowered position (5) and functionality of mudflap in raised condition (6).
[043] In an embodiment, the actuator (not shown in figures) may be operably coupled to the pulley (4). The actuator may be coupled to the sheave of the pulley (4) or may be coupled to the axle of the sheave included in the frame of the pulley (4). The actuator may be a rotary actuator configured to rotate the sheave of the pulley (4). The linkage (3) may be reciprocated between the extended position and the retracted position by the rotational motion of the sheave. In an embodiment, the actuator may be at least one of a mechanical actuator, an electro¬mechanical actuator, a mechanical arm, a pneumatic arm, a hydraulic arm, an electric motor, a

DC motor, an AC motor, a stepper motor, an electromagnetic actuator, a piezo-electric actuator, and the like.
[044] Further, the assembly (10) may include a housing (not shown in the figures) configured to accommodate the linkage (3). The linkage (3) may be removably accommodated in the housing. In the retracted position, a substantial length of the linkage (3) may be accommodated in the housing. In the extended position, only a minimum length of the linkage (3) may be accommodated in the housing. Further, while one end of the linkage (3) is coupled to the connecting element (2), a terminal end opposite to the one end of the linkage (3) is rigidly coupled to the housing. The linkage (3) may be removably accommodated in the housing such that, the terminal end of the linkage (3) is fixed within the housing. However, the terminal end of the linkage (3) may also be fixed to a locking arm that may be provided within the housing.
[045] In an embodiment, the assembly (10) is configured to act as a mud flap when the vehicle is in motion. On the contrary, when the vehicle is stationary or is in a parked condition or when the vehicle is maneuvering over a gradient or when the vehicle is moving unintentionally in a reverse direction, the assembly (10) is configured to act as a wheel chock (1) for at least one wheel (7) of the vehicle. In the embodiment, the assembly (10) may be configured to operate the actuator to move the wheel chock (1) to the first position (5), to chock the at least one wheel (7) of the vehicle. The actuator may be operated to move the wheel chock (1) to the first position (5) in at least one of following conditions, such as, but not limited to, when an ignition switch of the vehicle is in an OFF condition, when a parking brake (also known as hand brake) of the vehicle is in an engaged condition, when the vehicle moves in reverse motion while maneuvering over a gradient. Further, the assembly (10) may be configured to operate the actuator to move the wheel chock (1) to the second position (6), to remove the chocking of the at least one wheel (7) of the vehicle. The actuator may be operated to move the wheel chock (1) to the second position (6) in at least one of following conditions, such as, but not limited to, when the vehicle is an unlocked condition, when the ignition switch of the vehicle is in an ON condition, and when a foot brake of the vehicle is in an engaged condition. The wheel chock (1), while being in the second position (6), allows for rolling of the at least one wheel (7).
[046] In an embodiment, the assembly (10) may be configured to operate the actuator to move the wheel chock (1) to the first position (5), to chock the at least one wheel (7) of the vehicle, in at least one of following conditions, such as, but not limited to, when an ignition switch of

the vehicle is in an OFF condition, when a parking brake (also known as hand brake) of the vehicle is in an engaged condition, when the vehicle moves in reverse motion while maneuvering over a gradient. In an embodiment, the assembly (10) may be configured to operate the actuator to move the wheel chock (1) to the second position (6), to remove the chocking of the at least one wheel (7) of the vehicle, in at least one of following conditions, such as, but not limited to, when the vehicle is in an unlocked condition, when the ignition switch of the vehicle is in an ON condition, when a foot brake of the vehicle is an actuated condition, to allow for rolling of the at least one wheel (7).
[047] In an embodiment, the assembly (10) includes an ECU (not shown in Figures). The ECU may be configured to receive a signal corresponding to operating condition of the vehicle. The signal may be received from an engine management module communicatively coupled to one or more components of the vehicle, such as but not limited to parking brake sensor, speed sensor, engine sensor, fuel sensor and the like. The signal received by the ECU may be utilized for determining operating condition of the vehicle, including but not limited to speed, gear position, parking condition of the vehicle, parking brake condition of the vehicle (whether engaged or disengaged) and the like. The ECU may be further configured to regulate operation of the actuation unit (14) to operate connecting arm between the extended position and the retracted position based on the signal. The ECU may be configured receive the signal corresponding to the operating condition of the vehicle through parking brake sensor. The assembly (10) may be communicatively coupled to an electronic control unit (ECU) of the vehicle. The ECU is configured to operate the assembly (10) based on an operational condition of the vehicle. The operational condition of the vehicle may include parameters such as, but not limited to, operational state of an ignition switch of the vehicle, operational state of a parking brake (also known as hand brake) of the vehicle, operational state of a foot brake of the vehicle, whether the vehicle is moving in a forward direction or a reverse direction or whether the vehicle is maneuvering over a slope/gradient, whether the vehicle is in a locked or in an unlocked condition, and the like. Further, in the embodiment, the assembly (10) may include an override switch configured to actuate the actuator to move the wheel chock (1) to the first position (5), when the vehicle is maneuvering over a gradient and the parking brake is in a disengaged position.
[048] In an embodiment, the assembly (10) eliminates requirement of carrying conventional wheel chocks in vehicles and facilitates automatic chocking of the at least one wheel (7) of the

vehicle, thereby preventing errors/drawbacks associated with manual chocking. The configuration of the assembly (10) ensures that the wheel chock (1) is sufficiently forced against the wheels, and further ensures that there is no gap left between the at least one wheel (7) and the wheel chock (1), during chocking. Further, the configuration of the assembly (10) eliminates the requirement of a lever or screw jacks or turnbuckles for installation and removal of chocks. The assembly (10) is compact in its construction and can be accommodated in space available between the at least one wheel (7) and the wheel chock (1). Such characteristic of the assembly makes it easier to accommodate the assembly (10) under a frame/BIW of the vehicle. Further, the configuration and compact characteristic of the assembly (10) makes it easier for the assembly (10) to be adapted for use in passenger vehicles, thereby enhancing safety and compliance of chocking requirements of passenger vehicles. Further, the assembly (10) may be employed in heavy duty vehicles such as mining trucks, earth moving equipment and heavy maintenance vehicles, to prevent slipping of wheels on off-road terrains and/or in parked conditions of the vehicle. The assembly (10) ensures that requirements relating to mandatory chocking of commercial and heavy-duty vehicles, when parked on gradient and during loading or unloading, is complied. Further, the assembly (10) may reduce load on parking brake (hand brake) of the vehicle, which may increase operational life of parking brake.
EQUIVALENTS
[049] 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.
[050] 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 (100) 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 (100) 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.”
[051] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[052] 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 NUMERICALS

Particulars Numerical
Wheel chock 1
Connecting element or connecting arm 2
Linkage or transmitting member 3
Pulley 4
First position or lowered position of the wheel chock 5
Second position or raised position of the wheel chock 6
Wheel 7
First end of the wheel chock 8
Second end of the wheel chock 9
Wheel chock assembly 10
First face of the wheel chock 11
Mudguard 12
Second face of the wheel chock 13
Actuation unit 14
Actuator 15
Substantially flat portion 16
Curved portion 17
Frame of the vehicle 18

Extended position of connecting arm 19
Retracted position of connecting arm 20
Outer surface of wheel 21
Splash guard 22
Flange 23
Flexible connection 24

We Claim:
1. A wheel chock assembly (10) for a vehicle, the wheel chock assembly (10) comprising:
a wheel chock (1) defined with a substantially flat portion (16) and a curved portion (17) extending from the substantially flat portion (16);
a connecting arm (2) coupled to the wheel chock (1); and
an actuation unit (14) mountable on a frame (18) of the vehicle and coupled to the connecting arm (2), the actuation unit (14) configured to selectively displace the connecting arm (2) between an extended position (19) and a retracted position (20),
wherein displacement of the connecting arm (2) between the extended position (19) and the retracted position (20) operates the wheel chock (1) between a raised position (6) and a lowered position (5).
2. The wheel chock assembly (10) as claimed in claim 1, wherein the wheel chock (1) is engaged with a wheel (7) of the vehicle in the lowered position (5), in a parked state of the vehicle.
3. The wheel chock assembly (10) as claimed in claim 1, wherein the wheel chock (1) is disengaged and positioned away from the wheel (7) of the vehicle in the raised position (6), and wherein the wheel chock (1) in the raised position (6) is configured to act as a mudflap.
4. The wheel chock assembly (10) as claimed in claim 2, wherein the curved portion (17) of the wheel chock (1) engages with an outer surface (21) of the wheel, in the lowered position (5) of the wheel chock (1).
5. The wheel chock assembly (10) as claimed in claim 2, wherein the substantially flat portion
(16) engages with ground, in the lowered position (5) of the wheel chock (1).
6. The wheel chock assembly (10) as claimed in claim 3, wherein at least a portion of the substantially flat portion (16) engages with a rear bumper of the vehicle, in the raised position (6) of the wheel chock (1).
7. The wheel chock assembly (10) as claimed in claim 4, wherein profile of the curved portion
(17) substantially matches with profile of the outer surface (21) of the wheel (7) to be
engaged therewith.

8. The wheel chock assembly (10) as claimed in claim 1, wherein the actuation unit (14)
comprises:
an actuator (15); and
a transmitting member (3) coupling the actuator (15) with the connecting arm (2).
9. The wheel chock assembly (10) as claimed in claim 8, wherein the actuator (15) is at least one of a linear actuator and a rotary actuator.
10. The wheel chock assembly (10) as claimed in claim 8, wherein the transmitting member (3) is at least one of a chain, cable, linkage, rope, and string.
11. The wheel chock assembly (10) as claimed in claim 1, comprises an ECU configured to:
receive a signal corresponding to operating condition of the vehicle, and
regulate operation of the actuation unit (14) to operate connecting arm (2) between the extended position (19) and the retracted position (20) based on the signal.
12. The wheel chock assembly (10) as claimed in claim 11, wherein the ECU is configured receive the signal corresponding to the operating condition of the vehicle through parking brake sensor.
13. A vehicle comprising the wheel chock assembly (10) as claimed in claim 1.