DESC:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003

COMPLETE SPECIFICATION

(See Section 10 and Rule 13)

Title of invention:
WHEEL CHOCK MECHANISM

Applicant:
Tata Motors Limited
A company Incorporated in India under the Companies Act, 1956
Having address:
Bombay House, 24 Homi Mody Street, Hutatma Chowk,
Mumbai 400001, Maharashtra, India

The following specification particularly describes the invention and the manner in which it is to be performed.

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
[001] The present application claims priority from Indian Patent application no. (202021012304) filed on 21st March, 2020.
FIELD OF THE INVENTION
[002] The present subject matter described herein generally relates to a wheel chock mechanism and method thereof, and more specifically to an automatic wheel chock mechanism and method to automatically deploy the wheel chock mechanism.
BACKGROUND
[003] In modern vehicles, emergency or parking brake systems is provided to stop the tyre movement. However, in most of the scenario, driver forgets to apply the hand brake, which leads to unintentional movement of vehicle due to slope of roads, loading and unloading material etc. and this unintended movement of vehicles may lead to an accident or property damage. In existing practice, wedge shaped wheel chocks are to be manually placed in front and/or behind a tire mounted on a wheel of the vehicle when it is parked. While the consistent and correct use of such wheel chocks serves the function of preventing runaway of a vehicle, chocks are not always available when the vehicle is parked or the driver may forget to place them in position or may place them improperly. An improperly placed wheel chock may also slip or move aside if the vehicle is jarred or is on an incline. The failure to place a wheel chock or the failed function of the wheel chock can result in property damage and/or personal injury and/or the imposition of sanctions against the driver and his employer. If hazardous materials are involved, environmental damage and personal injury of others can also result.
[004] Usually chocks are carried as loose items in a holder on the frame of the commercial vehicles. The process of placing the wheel chock under the wheel and placing it again in the holder is perceived as unpleasant because of manual work.
[005] The present subject matter discloses a wheel chock mechanism configured to be deployed automatically in vehicle parked condition.
OBJECTS OF THE INVENTION
[006] One object of the present disclosure is to provide a wheel chock mechanism for more safety to a user.
[007] Another object of the present disclosure is to provide a wheel chock mechanism that is automatic in operation.
[008] Yet another object of the present disclosure is to provide a wheel chock mechanism that is easy to use.
SUMMARY
[009] Before the present system is described, it is to be understood that this application is not limited to the particular machine or device, as there can be multiple possible embodiments that are not expressly illustrated in the present disclosures. It is also to be understood that the terminology used in the description is for the purpose of describing the particular versions or embodiments only, and is not intended to limit the scope of the present application. This summary is provided to introduce aspects related to a wheel chock mechanism, and the aspects are further elaborated below in the detailed description. This summary is not intended to identify essential features of the proposed subject matter nor is it intended for use in determining or limiting the scope of the proposed subject matter.
[0010] In one implementation the present subject matter discloses a wheel chock mechanism for a vehicle to prevent rolling of wheels in a parked position. The wheel chock mechanism comprises an actuator assembly, at least one engaging arm, an adjustment arm and at least one wheel chock The actuator assembly is configured with a first actuator and a second actuator. The at least one engaging arm with an inner end is coupled with the first actuator respectively and configured for providing axial movement to said at least one engaging arm. The adjustment arm is coupled with the second actuator configured for providing axial movement to said adjustment arm. The at least one wheel chock is mounted on an outer end of said engaging arm respectively configured for chocking the wheels of the vehicle.
[0011] In another implementation the present subject matter discloses a method of automatically deploying wheel chocks in a vehicle. The method comprises steps of: detecting ignition off condition by an ignition sensor, providing signal of ignition off condition to a control unit, operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis based on the command from the control unit, operating a second actuator by the control unit to extend the adjustment arm in the z-axis till the pressure sensor detects the wheel chocks touch the ground, and operating a first actuator by the control unit to move one or more engaging arms in the y-axis to a deployed configuration.
[0012] In another implementation the present subject matter discloses a method of automatically retracting wheel chocks in a vehicle. The method comprises steps of: detecting the insertion on the vehicle key into the key slot for cranking of the engine by an ignition sensor and to detect neutral gear or parking gear by a gear position sensor, providing signal of cranking and gear position to a control unit, operating a first actuator to move the engaging arm in the y-axis to a retracted configuration by the control unit, operating a second actuator to retract the adjustment arm in the z-axis by the control unit, and operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis by the control unit in order to pull back the wheel chock mechanism in a retracted position.
STATEMNT OF INVENTION
[0013] In one implementation the present subject matter discloses a wheel chock mechanism for a vehicle to prevent rolling of wheels in a parked position. The wheel chock mechanism comprises an actuator assembly, at least one engaging arm, an adjustment arm and at least one wheel chock The actuator assembly is configured with a first actuator and a second actuator. The at least one engaging arm with an inner end is coupled with the first actuator respectively and configured for providing axial movement to said at least one engaging arm. The adjustment arm is coupled with the second actuator configured for providing axial movement to said adjustment arm. The at least one wheel chock is mounted on an outer end of said engaging arm respectively configured for chocking the wheels of the vehicle.
[0014] A sliding arm is configured with a motor and a roller at both ends to move the sliding arm on a rail member of the chassis. The wheel chocks are configured to be in contact with the ground and a surface of the wheel in a deployed configuration. The engaging arms and the adjustment arm are configured to be coupled through a ball joint. The wheel choke mechanism is configured to be coupled to chassis of the vehicle through the sliding arm. A control unit is configured to control the operation of the actuator assembly and the motor based on input from plurality of sensors. The plurality of sensors are configured to be an ignition sensor to detect engine ignition on/off condition, a gear position sensor to detect current gear position of the vehicle and a pressure sensor mounted below the wheel chock or below the engaging arms to detect contact of the wheel chock with the ground. The control unit is configured to deploy the wheel chocks based on detection of switching off the engine ignition.
[0015] The first actuator is configured for movement of each engaging arm in y-axis of the vehicle and the second actuator configured for movement of said adjustment arm in z-axis of the vehicle. The actuators are configured from hydraulic actuators.
[0016] In another implementation the present subject matter discloses a method of automatically deploying wheel chocks in a vehicle. The method comprises steps of: detecting ignition off condition by an ignition sensor, providing signal of ignition off condition to a control unit, operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis based on the command from the control unit, operating a second actuator by the control unit to extend the adjustment arm in the z-axis till the pressure sensor detects the wheel chocks touch the ground, and operating a first actuator by the control unit to move one or more engaging arms in the y-axis to a deployed configuration.
[0017] In another implementation the present subject matter discloses a method of automatically retracting wheel chocks in a vehicle. The method comprises steps of: detecting the insertion on the vehicle key into the key slot for cranking of the engine by an ignition sensor and to detect neutral gear or parking gear by a gear position sensor, providing signal of cranking and gear position to a control unit, operating a first actuator to move the engaging arm in the y-axis to a retracted configuration by the control unit, operating a second actuator to retract the adjustment arm in the z-axis by the control unit, and operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis by the control unit in order to pull back the wheel chock mechanism in a retracted position.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The foregoing summary, as well as the following detailed description of embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the disclosure, there is shown in the present document example constructions of the disclosure, however, the disclosure is not limited to the specific methods and device disclosed in the document and the drawing. The detailed description is described with reference to the following accompanying figures.
[0019] Figure 1 illustrates a wheel chock mechanism mounted on a vehicle in a deployed configuration, in accordance with an embodiment of the present subject matter.
[0020] Figure 2 illustrates the wheel chock mechanism mounted on a vehicle in a retracted configuration, in accordance with an embodiment of the present subject matter.
[0021] Figure 3 illustrates a view of the wheel chock mechanism, in accordance with an embodiment of the present subject matter.
[0022] Figure 4 illustrates another view of the wheel chock mechanism, in accordance with an embodiment of the present subject matter.
[0023] Figure 5 illustrates a side view of the vehicle with the wheel chock mechanism, in accordance with an embodiment of the present subject matter.
[0024] Figure 6 illustrates a rear view of the vehicle with the wheel chock mechanism in a deployed configuration, in accordance with an embodiment of the present subject matter.
[0025] Figure 7 illustrates a rear view of the vehicle with the wheel chock mechanism in a retracted configuration, in accordance with an embodiment of the present subject matter.
[0026] The figures depict various embodiments of the present disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0027] Some embodiments of this disclosure, illustrating all its features, will now be discussed in detail. The words "comprising", “having”, and "including," and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items, or meant to be limited to only the listed item or items. It must also be noted that as used herein and in the appended claims, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Although any devices and methods similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the exemplary, devices and methods are now described. The disclosed embodiments are merely exemplary of the disclosure, which may be embodied in various forms.
[0028] Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. However, one of ordinary skill in the art will readily recognize that the present disclosure is not intended to be limited to the embodiments illustrated, but is to be accorded the widest scope consistent with the principles and features described herein.
[0029] Following is a list of elements and reference numerals used to explain various embodiments of the present subject matter.
Reference Numeral Element Description
100 Wheel Chock Mechanism
10 Vehicle
20 Chassis
30 Wheels
25 Rail Member
105 Sliding Arm
110 Actuator Assembly
112, 114 First Actuator
116 Second Actuator
122, 124 Engaging Arm
126 Adjustment Arm
132, 134 Wheel Chock
142 Motor
144 Roller
150 Ball Joint

[0030] Referring to figure 1, the present subject matter discloses a wheel chock mechanism 100 configured to be mounted on chassis 20 of a vehicle 10. In figure 1, the wheel chock mechanism 100 is illustrated to be in deployed configuration. In said deployed configuration, the wheel chock mechanism 100 is configured to prevent rolling of the vehicle in any unwanted circumstances by automatically deploying the wheel chocks (132, 134) in vehicle parked condition. Further in figure 2, the wheel chock mechanism 100 is illustrated to be in retracted configuration.
[0031] Referring to figure 2 and figure 3, the wheel chock mechanism 100 comprises an actuator assembly 110, at least one engaging arm (122, 124), an adjustment arm and at least one wheel chock (132, 134). The actuator assembly 110 is configured to be coupled with the vehicle and comprises a first actuator (112, 114) and a second actuator 116. The engaging arm (122, 124) includes a proximal end coupled with the actuator assembly 110 and a distal end provided adjacent to a wheel 30. The first actuator (112, 114) is configured to move said engaging arm (122, 124) between a deployed configuration and a retracted configuration. The said wheel chock (132, 134) is provided to be mounted on the distal end of said engaging arm (122, 124). The said wheel chock 100 is configured to be in contact with the ground and a surface of the wheel 30 in the said deployed configuration. The second actuator 116 is configured to move the adjustment arm 126 between an extended configuration and a retracted configuration to provide vertical motion to said wheel chock (132, 134).
[0032] The wheel choke mechanism 100 is configured to be coupled to chassis 20 of the vehicle through a sliding arm 105. The sliding arm 105 is configured with a motor 142 and a roller 144 at both ends. The rollers 144 are configured to move on rail member 25 of the chassis 20. The motors 142 are configured to provide rolling motion to the rollers 144. The rolling motion of the rollers 144 results in movement of the wheel chocks (132, 134) in the x-axis or in the vehicle driving direction.
[0033] As illustrated in figure 4, the engaging arms (112, 114) and the adjustment arm 116 are configured to be coupled through a ball joint 150. The ball joint 150 is configured to provide a play to the engaging arms (112, 114) to compensate any unevenness on the ground and thereby preventing any damage to the engaging arms (112, 114) in the deployed configuration.
[0034] The wheel choke mechanism 100 is configured with a control unit to control the operation of the actuator assembly 110 and the motor 142 based on input from plurality of sensors. The plurality of sensors may include an ignition sensor, a gear position sensor and a pressure sensor. The ignition sensor is configured to detect engine ignition on/off condition. The gear position sensor is configured to detect current gear position of the vehicle specifically to detect when the gear is in neutral position or in parking gear. The pressure sensor is mounted below the wheel chock (132, 134) or below the engaging arms (122, 124) to detect contact of the wheel chock (132, 134) with the ground.
[0035] The control unit is configured to deploy the wheel chocks (132, 134) whenever the engine ignition is switched off. The ignition sensor senses the switched off condition of the engine ignition and sends this signal to the control unit to deploy the wheel chocks. The control unit first operates the motor 142 to rotate the rollers 144 for enabling movement of wheel chocks in the x-axis. The wheel chocks are configured to be aligned with a surface of the wheel as shown in figure 5. Further the control unit operates the second actuator 116 to extend the adjustment arm in the z-axis till the wheel chocks touch the ground. The pressure sensor is configured to detect the contact of the wheel chocks with the ground and the control unit stops the second actuator 116. Further the control unit operates the first actuator (112, 114) to move the engaging arms (122, 124) in the y-axis to a deployed configuration. The wheel chock is configured to be in contact with the ground and a surface of the wheel 30 in the said deployed configuration. Figure 6 illustrates a rear view of the vehicle wherein the wheel chocks (132, 134) are shown in fully deployed configuration.
[0036] The figure 7 illustrates a rear view of the vehicle wherein the wheel chocks are shown in retracted configuration. In retracted configuration, the wheel chocks are configured to be stored between the two wheels and off the ground. To retract the wheel chocks, the control unit is configured to take input from the ignition sensor and the gear position sensor. When the vehicle is in neutral gear or parking gear and engine is cranked, the control unit commands to retract the wheel chocks and cranking of engine is allowed. In another scenario, when the vehicle is in any driving gear and the engine is tried to crank, the control unit doesn’t allow retraction of the wheel chocks and cranking of engine is also not allowed. The said aspect of the present subject matter prevents any unintentional cranking of the vehicle and thereby preventing cranking of the engine in any driving gear. When retraction is allowed by the control unit, the first actuator retracts the engaging arms, the second actuator retracts the adjustment arm and the motor is configured to rotate the rollers to displace the wheel chocks in the x-axis.
[0037] In another embodiment the present subject matter discloses a method 200 of automatically deploying wheel chocks in a vehicle. The method 200 comprising steps of: at 201- detecting ignition off condition by an ignition sensor; at 202-providing signal of ignition off condition to a control unit ; at 203- operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis based on the command from the control unit; at 204- operating the second actuator to extend the adjustment arm in the z-axis till the wheel chocks touch the ground based on the input from the pressure sensor; and at 205- operating the first actuator to move one or more engaging arms in the y-axis to a deployed configuration.
[0038] In another embodiment the present subject matter discloses a method 300 of automatically retracting the wheel chocks in the vehicle. The method 300 comprising steps of: at 301- inserting the vehicle key to crank the engine by a user; at 302-detecting neutral gear or parking gear by a gear position sensor; at 303- providing signal of gear position to a control unit ; at 304- operating the first actuator to move the engaging arm in the y-axis to a retracted configuration by the control unit; at 305- operating the second actuator to retract the adjustment arm in the z-axis by the control unit; and at 306- operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis by the control unit.
[0039] In one implementation the present subject matter discloses a wheel chock mechanism (100) for a vehicle to prevent rolling of wheels in a parked position. The wheel chock mechanism (100) comprises an actuator assembly (110), at least one engaging arm (122, 124), an adjustment arm (126) and at least one wheel chock (132, 134). The actuator assembly (110) is configured with a first actuator (112, 114) and a second actuator (116). The at least one engaging arm (122, 124) with an inner end is coupled with the first actuator (112, 114) respectively and configured for providing axial movement to said at least one engaging arm (122, 124). The adjustment arm (126) is coupled with the second actuator (116) configured for providing axial movement to said adjustment arm (126). The at least one wheel chock (132, 134) is mounted on an outer end of said engaging arm (122, 124) respectively configured for chocking the wheels (30) of the vehicle.
[0040] A sliding arm (105) is configured with a motor (142) and a roller (144) at both ends to move the sliding arm (105) on a rail member (25) of the chassis (20). The wheel chocks (132, 134) are configured to be in contact with the ground and a surface of the wheel (30) in a deployed configuration. The engaging arms (122, 124) and the adjustment arm (126) are configured to be coupled through a ball joint (150). The wheel choke mechanism (100) is configured to be coupled to chassis (20) of the vehicle through the sliding arm (105). A control unit is configured to control the operation of the actuator assembly (110) and the motor (142) based on input from plurality of sensors. The plurality of sensors are configured to be an ignition sensor to detect engine ignition on/off condition, a gear position sensor to detect current gear position of the vehicle and a pressure sensor mounted below the wheel chock (132, 134) or below the engaging arms (122, 124) to detect contact of the wheel chock with the ground. The control unit is configured to deploy the wheel chocks (132, 134) based on detection of switching off the engine ignition.
[0041] The first actuator (112, 114) is configured for movement of each engaging arm (122, 124) in y-axis of the vehicle and the second actuator (116) configured for movement of said adjustment arm (126) in z-axis of the vehicle. The actuators (112, 114, 116) are configured from hydraulic actuators.
[0042] In another implementation the present subject matter discloses a method of automatically deploying wheel chocks (132, 134) in a vehicle. The method comprises steps of: detecting ignition off condition by an ignition sensor, providing signal of ignition off condition to a control unit, operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis based on the command from the control unit, operating a second actuator by the control unit to extend the adjustment arm in the z-axis till the pressure sensor detects the wheel chocks touch the ground, and operating a first actuator by the control unit to move one or more engaging arms in the y-axis to a deployed configuration.
[0043] In another implementation the present subject matter discloses a method of automatically retracting wheel chocks (132, 134) in a vehicle. The method comprises steps of: detecting the insertion on the vehicle key into the key slot for cranking of the engine by an ignition sensor and to detect neutral gear or parking gear by a gear position sensor, providing signal of cranking and gear position to a control unit, operating a first actuator to move the engaging arm in the y-axis to a retracted configuration by the control unit, operating a second actuator to retract the adjustment arm in the z-axis by the control unit, and operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis by the control unit in order to pull back the wheel chock mechanism in a retracted position.
[0044] Therefore it is evident from above that the present system discloses a wheel chock mechanism and method to deploy thereof to prevent unintentional rolling of wheels by automatically deploying the wheel chocks.
[0045] Exemplary embodiments discussed above may provide certain advantages. Though not required to practice aspects of the disclosure, these advantages may include the following.
[0046] Some embodiments of the subject matter enable to provide a wheel chock mechanism for more safety to a user.
[0047] Some embodiments of the subject matter enable to provide a wheel chock mechanism that is automatic in operation.
[0048] Some embodiments of the subject matter enable to provide a wheel chock mechanism that is easy to use.
Equivalents
[0049] 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.
[0050] 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."
[0051] Although implementations for the system and method for detecting on-board oil contamination have been described in language specific to structural features and/or methods, it is to be understood that the appended claims are not necessarily limited to the specific features described. Rather, the specific features are disclosed as examples of implementation for the system and method for detecting on-board oil contamination.
,CLAIMS:
1. A wheel chock mechanism (100) for a vehicle comprising;
an actuator assembly (110) configured with a first actuator (112, 114) and a second actuator (116),
at least one engaging arm (122, 124) with an inner end coupled with the first actuator (112, 114) respectively configured for providing axial movement to said at least one engaging arm (122, 124),
an adjustment arm (126) coupled with the second actuator (116) configured for providing axial movement to said adjustment arm (126), and
at least one wheel chock (132, 134) mounted on an outer end of said engaging arm (122, 124) respectively configured for chocking the wheels (30) of the vehicle.

2. The wheel chock mechanism as claimed in claim 1, wherein a sliding arm (105) is configured with a motor (142) and a roller (144) at both ends to move the sliding arm (105) on a rail member (25) of the chassis (20).

3. The wheel chock mechanism as claimed in claim 1, wherein said wheel chock (132, 134) is configured to be in contact with the ground and a surface of the wheel (30) in a deployed configuration.

4. The wheel chock mechanism as claimed in claim 1, wherein the engaging arms (122, 124) and the adjustment arm (126) are configured to be coupled through a ball joint (150).

5. The wheel chock mechanism as claimed in claim 1, wherein the wheel choke mechanism (100) is configured to be coupled to chassis (20) of the vehicle through the sliding arm (105).

6. The wheel chock mechanism as claimed in claim 1, wherein a control unit is configured to control the operation of the actuator assembly (110) and the motor (142) based on input from plurality of sensors.
7. The wheel chock mechanism as claimed in claim 1, wherein the first actuator (112, 114) is configured for movement of each engaging arm (122, 124) in y-axis of the vehicle and the second actuator (116) configured for movement of said adjustment arm (126) in z-axis of the vehicle.

8. The wheel chock mechanism as claimed in claim 1, wherein the actuators (112, 114, 116) are configured from hydraulic actuators.

9. The wheel chock mechanism as claimed in claim 6, wherein the plurality of sensors are configured to be;
an ignition sensor to detect engine ignition on/off condition,
a gear position sensor to detect current gear position of the vehicle, and
a pressure sensor mounted below the wheel chock (132, 134) or below the engaging arms (122, 124) to detect contact of the wheel chock with the ground.

10. The wheel chock mechanism as claimed in claim 1, wherein the control unit is configured to deploy the wheel chocks (132, 134) based on detection of switching off the engine ignition.

11. A method of automatically deploying wheel chocks (132, 134) in a vehicle, wherein the method comprises steps of:
detecting ignition off condition by an ignition sensor,
providing signal of ignition off condition to a control unit,
operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis based on the command from the control unit,
operating a second actuator by the control unit to extend the adjustment arm in the z-axis till the pressure sensor detects the wheel chocks touch the ground, and
operating a first actuator by the control unit to move one or more engaging arms in the y-axis to a deployed configuration.

12. A method of automatically retracting wheel chocks (132, 134) in a vehicle, wherein the method comprises steps of:
detecting the insertion on the vehicle key into the key slot for cranking of the engine by an ignition sensor and to detect neutral gear or parking gear by a gear position sensor,
providing signal of cranking and gear position to a control unit,
operating a first actuator to move the engaging arm in the y-axis to a retracted configuration by the control unit,
operating a second actuator to retract the adjustment arm in the z-axis by the control unit, and
operating a motor to rotate the rollers for enabling movement of wheel chocks in the x-axis by the control unit in order to pull back the wheel chock mechanism in a retracted position.