Patent Application
20070188008
The present disclosure relates to an electric lift for a utility vehicle.
Many light weight utility vehicles have ‘dump’ cargo beds that can be tilted so that cargo carried within the bed can be dumped or deposited easily without the need to manually unload the cargo. Generally, such dump cargo beds are manually operated dump beds that are difficult and cumbersome to operate with large heavy loads of cargo.
In various embodiments of the present disclosure, a cargo bed lift assembly for a light-weight utility vehicle is provided. In some implementations, the lift assembly includes a bed platform coupled to an underside of a light weight utility vehicle cargo bed. An electric actuator can be removably mounted at an upper end to the bed platform and removably mounted at a lower end to a vehicle frame front cross-member. Additionally, a frame brace can be removably coupled at a lower end to the vehicle frame front cross-member and removably coupled at an upper end to a vehicle frame rear cross-member. Thus, the actuator is a front, center mounted actuator that can be electrically controlled to lift and hold the front of the cargo bed at any desired position between and inclusive of a non-deployed position and a fully deployed position. The frame brace distributes any load on the actuator between the upper and the lower cross members and prevents twisting of the lower cross-member during operation of the actuator.
Further areas of applicability of the present teachings will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present teachings.
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present teachings in any way.
The following description of various embodiments is merely exemplary in nature and is in no way intended to limit the present teachings, application, or uses.
Referring to
When in the fully deployed position, the cargo bed 14 has been transitioned by the lift assembly 18 such that a front end 34 of the cargo bed is elevated to be substantially higher than a back end 38 of the cargo bed 14, as shown in
Although the control device 42 is shown in
Referring now to
In various embodiments, the lift assembly 18 can further comprise a frame brace 74 removably connected between a frame front cross-member 76 and a frame rear cross-member 80. In addition to the rear upper section 26A, the driver-side frame beam 30A comprises a transitional frame section 86A connecting a lower platform section 90A to the rear upper section 26A. Similarly, the passenger-side frame beam 30B comprises a transitional frame section 86B connecting a lower platform section 90B to the rear upper section 26B. The frame front cross-member 76 is connected between the driver-side and passenger-side frame beams 30A and 30B at lower ends 94A and 94B of the respective transitional sections 86A and 86B. In various implementations, the cargo bed 14 is pivotally mounted to the frame 30 at or near the rear upper sections such that when the cargo bed 14 is in the non-deployed position, the cargo bed front end 34 is approximately adjacent, i.e., substantially directly above the junction of lower ends 94A and 94B and the respective platform sections 90A and 90B. Thus, when the cargo bed 14 is in the non-deployed position, the cargo bed front end 34 is approximately adjacent, i.e., substantially directly above the front the cross-member 76.
The frame rear cross-member 80 is connected between driver-side and passenger-side frame beams 30A and 30B at approximately a mid-point of the rear upper sections 26A and 26B. The front and rear cross-members 76 and 80 provide structural support, rigidity and stability to the vehicle frame 30 and also distribute loads put on the vehicle frame 30. The frame brace 74 comprises a leg portion 78 and a foot portion 82 connected at a lower end 78A of the leg portion 78. The leg portion can be constructed of any suitable structurally strong, substantially rigid and durable material and form, e.g., steel or aluminum box tubing. The foot portion 82 can be connected to the end of the leg portion using any suitable means, such as welding, bolting, riveting or screwing. The frame brace 74 can be removably coupled at an upper end 78B to the rear cross-member 80. The foot portion 82 can be removably coupled to the front cross-member 76. The foot portion 82 provides stability for the frame brace 74 and distributes loads applied to the frame brace 74 across the front cross-member 76. In various embodiments, the foot portion 82 can comprise a ‘hat channel’ that substantially conforms to the shape of the front cross-member 76. Thus, the hat channel foot portion 82 substantially conforms and mates with a surface of the front-cross member 76. Additionally, the foot portion 82 can comprise coupling tabs 98 at opposing ends that are utilized to removably couple the foot portion, and thus the frame brace, to the front cross-member 76. For example, the coupling tabs can include holes through which ends of a U-bolt placed around the front cross-member 76 can be inserted. Threaded nuts can then be threaded on to the U-bolt ends to securely, but removably, connect the foot portion 82 to the front cross-member 76. Similarly, a U-bolt can be utilized to securely, but removably, connect the frame brace upper end 78B to the rear cross-member 80.
A lower end 102 of the actuator 54 can be removably connected approximately at a mid-point of the front cross-member 76 and an upper end 106 of the actuator can be removably connected to the bed platform 46. More particularly, the foot portion 82 of the frame brace 74 can comprise a pair of opposing clevis joint arms 110 adapted to receive therebetween a clevis joint tongue 114 formed at or coupled to the lower end 102. A lower clevis dowel pin 118 can be inserted through aligning holes in the clevis joint arms 110 and a hole in the clevis joint tongue 114. Thus, a lower clevis joint including the arms 110, the tongue 114 and the lower dowel pin 118 can be implemented to pivotally and removably couple the actuator 54 to the foot portion 82 and thus, to the front cross-member 76. Furthermore, the foot portion 82 can be coupled to the front cross-member 76 such that the lower clevis joint is positioned approximately at the mid-point of the front cross-member 76.
In various embodiments, the bed platform 46 can comprise a plurality of frame rails 122 connected to form a platform frame. The frame rails 122 can be constructed of any suitable structurally strong, substantially rigid and durable material and form, e.g., steel or aluminum box tubing. Additionally, the frame rails can be connected in any suitable fashion, e.g., welding or bolting, to form a frame having any geometric shape, e.g., a square, a rectangle, a triangle or a circle, suitable to distribute a force applied by the actuator 54 across a large portion of the cargo bed underside 50.
To removably and pivotally couple the actuator 54 to the bed platform 46, in some implementations, an upper clevis joint is formed between the actuator upper end 106 and the center C-channel. Particularly, an upper clevis dowel pin 138 can be inserted through aligning apertures in opposing legs of the center C-channel 134 and an aperture in the actuator upper end 106, i.e., an aperture in the upper end of the lift rod 66. Thus, an upper clevis joint including center C-channel legs, the lift rod upper end 106 and the upper dowel pin 138 can be implemented to pivotally and removably couple the actuator 54 to bed platform 46 approximately along the longitudinal center line C of the cargo bed 14. Thus, in various embodiments, the actuator 54 is a front, center mounted actuator. That is, the actuator lower end 102 is pivotally and removably coupled to the lower cross-member 76 approximately at the mid-point of the lower cross-member 76 to position the actuator lower end adjacent, i.e., below the cargo bed front end 34. Additionally, the actuator upper end 106 is pivotally and removably coupled to the bed platform center C-channel 134 and the bed platform 46 is coupled to the cargo bed underside 50 such that the actuator upper end 106 is positioned approximately along a center line C of the cargo bed.
As described above, the frame brace 74 is connected at an upper end 78B to the rear cross-member 80 and at lower end 78B to the front cross-member 76. Connecting the frame brace 74 between the front and rear cross-members 76 and 80 distributes any load exerted on the actuator 54 by the cargo bed 14 and/or any cargo carried within the cargo bed 14 across the driver-side and passenger-side beams 30A and 30B. Additionally, connecting the frame brace 74 between the front and rear cross-members 76 and 80 reduces or substantially prevents twisting of the vehicle frame 30, i.e., the front and rear cross-members 76 and 80 and the driver-side and passenger-side frame beams 30A and 30B, when a load is applied to the front cross-member 76 by the actuator 54.
The actuator 54 is mounted between the front and rear cross-members 76 and 80 such that the actuator is oriented at an angle β relative the plane of the frame platform sections 90A and 90B. In various embodiments, the actuator 54 is mounted and angle β such that the work or force required by the actuator 54 to lift the cargo bed front end 34, and any cargo therein, is minimized. More specifically, the actuator 54 is mounted at an angle β such that throughout the range of motion of the actuator 54, the actuator 54 will exert a force on the bed platform 46 that is in a direction as close as possible to opposite the direction of the force the cargo bed 14 and cargo is exerting on the actuator. For example, the actuator 54 can be mounted such that a force required by the actuator to initially lift the cargo bed 14 is approximately 100% to 125% or 100% to 115%, of a minimal necessary amount of force needed to initially lift the cargo bed front end 34, and any cargo therein. Additionally, in various embodiments, the actuator 54 is mounted and angle β such that the angle β changes very little during the entire range of motion of the actuator 54. That is, the angle β changes very little during the process of lifting the cargo bed front end and any cargo bed contents from the non-deployed position to the fully deployed position. For example, the actuator 54 is mounted to the front and rear cross-members 76 and 80 such that the angle β changes approximately 0° to ±10°, e.g., approximately ±2°, through the entire actuator 54 range of motion. As a further example, the actuator 54 can be mounted at an angle β of between approximately 40° and 50°, e.g., approximately 45°, to minimize the force required to initially lift the cargo bed 14 and minimize the change of β throughout the range of motion for the actuator 54.
Furthermore, in various implementations, the actuator 54 comprises a gear box 142 at the actuator lower end 102 that can comprise a brake or latch mechanism to hold the actuator lift rod 66 at any desired linear translation position. Thus, the actuator 54 could be operated to lift and hold the cargo bed front end 34 at any position throughout the range of motion between and inclusive of the non-deployed position and the fully deployed position.
The description herein is merely exemplary in nature and, thus, variations that do not depart from the gist of that which is described are intended to be within the scope of the teachings. Such variations are not to be regarded as a departure from the spirit and scope of the teachings.
