Patent Application
20070164536
1. Field of the Invention
The invention relates to a motorcycle towing device to be connected to a vehicle which has a receiver for accepting a draw bar.
2. Description of the Related Art
U.S. Pat. No. 6,682,292 B2 to Estes shows a motorcycle carrier which has a yoke brace leading to the motorcycle frame and which tows the motorcycle backwards and lifts the motorcycle with a hydraulic jack.
U.S. Pat. No. 6,651,996 B1 to Allemang shows a hitch mounted vertical motorcycle stand, used for maintenance, and not intended or used for towing.
U.S. Pat. No. 6,352,401 B1 to LeMay shows a motorcycle carrier, which does not use a trailer hitch, is rigidly attached to the towing vehicle and has a screw driven elevating mechanism and a hinge within the apparatus, with the handle bar yoke being fixedly held.
U.S. Pat. No. 6,244,813 B1 to Cataldo shows a motorcycle towing device for towing a motorcycle backwards. The device includes a jackscrew elevator, hinging pivot bearings and wheel engagement arms. There is no illustration as to how the motorcycle is held securely vertically or how the front-end forks are secured in the device.
U.S. Pat. No. 6,099,012 to Mortimer shows a motorcycle hitch adapter for connecting to a receiver hitch, which has a rigidly attached horizontal channel, only limited vertical adjustability and a laterally mounted horizontal securing bar. The adapter is connected to the receiver at a detrimentally long distance. A less than axle height forward tire channel provides poor wheel control or containment. The non-secured loading ramp, if used as illustrated, would not be removable after motorcycle loading, because the short wheel space available would obstruct the removal of the long pin height. The vertical and parallel running straps, as opposed to a criss-crossing and triangular securement, especially when fastened to a bar which appears to be very lightweight, would seem to be inadequate even for the most lightweight towing. An effective three axis securing system for the tire, wheel and motorcycle front-end is not illustrated or described therein.
U.S. Pat. No. 5,984,339 to Guild shows a motorcycle towing apparatus, which does not use a standard drawbar trailer hitch, but instead a bolt attached through a horizontal plate. Using non-defined securing links leading to the bottom of the forks and long rigid side members secured to the aft of the motorcycle frame, transmits the entire towing, backing, braking and turning loads through the single attachment bolt.
U.S. Pat. No. 5,938,226 to Transchel shows a motorcycle tow hitch, using an up-sloped motorcycle position, loaded by a winch belt attached to a crank driven winch barrel, wound around a tire encircling separate element that encases and secures the tire. The hitch is rigid and not vertically adjustable and no further securing is illustrated or described.
U.S. Pat. No. 5,674,044 to Ranes shows an apparatus for towing motorcycles using a rigid mount without vertical adjustment. A metal wheel clamp with movable prongs is used to secure the front wheel. An adjustable up-sloped ramp is used to help retain the tire. No other securing devices are illustrated or described.
U.S. Pat. No. 5,620,197 to Howes shows a motorcycle towing device using a hydraulic ram operating a pivoting loading ramp with an attached front tire-retaining channel. Laterally radiating support arms are used for support but employ what appear to be flexible restraining straps. Its long length, weight, complexity and non-flexible ramp detract from easy use or true utility.
U.S. Pat. No. 5,366,338 to Mortensen shows a lift and tow motorcycle transporter, using a belt lifted carrier mounted on columns that traverse inside vertical members. No specific manner for securing the motorcycle is illustrated or described in any detail.
U.S. Pat. No. 5,531,560 to Bartholomew shows a motorcycle towing device which is actually described as a trailer. The back wheel or wheels of one or two motorcycles remain on the ground. This creates two flexible connections between the vehicle and the towed motorcycles, making control difficult and backing impossible. No method of securing is illustrated or described. The device has no discernable advantages over a simple trailer.
It is accordingly an object of the invention to provide a motorcycle towing device, which overcomes the hereinafore-mentioned disadvantages of the heretofore-known devices of this general type and which locks a draw bar on the towing device to a receiver on the vehicle in a solid, noise-free and sway-free manner.
With the foregoing and other objects in view there is provided, in accordance with the invention, a motorcycle towing device. The device comprises a substantially vertical member and a substantially horizontal member being interconnected for supporting a motorcycle wheel. A draw bar is connected to at least one of the members for insertion into a receiver mounted on a vehicle. The draw bar has a given outer dimension being smaller than an inner dimension of the receiver. A projection is mounted on the draw bar and is movable outwardly beyond the given outer dimension of the draw bar for contacting the receiver. A locking pin is also to be inserted through holes formed in the draw bar and corresponding holes in the receiver. The draw bar is therefore locked to the receiver in such a way as to prevent movement therebetween which normally occurs in prior art devices and rattling of the connection and sway of the towing device caused by such movement.
In accordance with another feature of the invention, the draw bar and the receiver have rectangular cross sections, and the draw bar is divided into a main section and a wedge forming the projection. The wedge is movable outwardly beyond the given outer dimension of the draw bar in two directions for contacting two inner surfaces of the receiver. A bracket is connected at one end to the wedge and has an adjusting screw at another end. The bracket moves the wedge outwardly by turning the screw.
The typical trailer hitch has a lack of fit, wherein large tolerances are permitted in the sleeve fit between the permanently attached vehicle receiver and the common 2″ square draw bar. In normal automotive use, with long, heavy, wide axle trailers, such looseness is acceptable because of the reserve of stability and giant masses involved. The wiggles, wobbles and oscillations caused by the looseness are just heard or felt as clunking or jerking and no adverse energy is imparted to the towed object.
In the single point towing of smaller inline objects (rolling on one tire) those tolerances become giant gaps, and magnify the vibrations and sloppy fit into larger forces, which are transmitted back, through the motorcycle until the oscillations are visible and significant side-to-side swaying and instability occurs.
According to the invention, a bolt or screw driven, bi-directional, dual sided, triangular wedging system is formed in the distal or inserted end of the 2″ square draw bar. This bolt sliding diagonal cut, two sided wedge forcefully locks or form-lockingly connects the draw bar to the receiver in two axes, converting the previously loose separate objects, the receiver and draw bar, into a solid one piece unit which neither causes nor allows any movement, oscillation, lash, or looseness, to be transmitted back through the towed system. The wedge-adjusting bolt is accessible from the front of the hitch for easy use and the wedge is located behind the locking pin, so as not to degrade hitch strength. The motorcycle can now be towed at any speed with rock-like steadiness.
In accordance with a further feature of the invention, there is provided a backing plate integral with the draw bar. The backing plate and the substantially vertical member each have a plurality of holes formed therein permitting vertical adjustment of a combination of the backing plate and the draw bar on the vertical member. The draw bar can be completely drawn into the receiver with virtually no space remaining between the backing plate and the receiver and no intervening mechanism, for reducing lateral sway to a minimum.
These features of the invention are intended to eliminate so-called lateral sway, that is the tendency for the back of the motorcycle to sway constantly back and forth at any speed and worse at harmonic matching speeds. The cause of this phenomenon is the offset or rearward placement of the hitch support point, away from the perfect towing position which would be centered over the rear axle. As the trailer hitch is moved rearward from the axle center, any oscillations in the yaw axis of the vehicle are magnified in the hitch movements, which in turn magnify the lateral movements of the towed object. The importance of pivoting a towed load as close to the driving axle as possible cannot be over emphasized.
According to the invention, swaying is reduced by having additional mounting holes formed in the 2″ draw bar to create a multi-point adjustable mounting system. The object and option is to move the draw bar to the most forward mounting position, while allowing only minimal bumper clearance, to minimize lateral sway and stabilize the motorcycle in tow.
In accordance with an added feature of the invention, there is provided a backing plate integral with the draw bar. The draw bar is mounted vertically eccentrically on the backing plate for changing a vertical height of the draw bar by rotating the draw bar through 180°.
In accordance with an additional feature of the invention, the substantially vertical member and the substantially horizontal member are U-shaped channels for holding the motorcycle wheel.
Thus a simple, strong, broad range of adjustable height is provided, while keeping the hitch thin and mounted as far forward as possible. Vehicle trailer hitches come in many variations of heights above the ground, but the bottom of the motorcycle carrier must be precisely adjusted to the safe loaded towing height of 6 inches. In order to accomplish this broad range of adjustability, the draw-bar/backing-plate combination is constructed to be combined in either direction with the vertical tire and wheel-receiving channel. The 2″ square draw bar is permanently affixed by welding to its 3/8″ thick by approximately 8″ long by approximately 3″ or 4″ wide rectangular backing plate in an off-center or eccentric position. This heavy-duty plate is mounted with approximately one forth, to one third of its length on one side of the 2″ draw bar and two-thirds, to three quarters of its length on the other side. The backing plate has mounting holes positioned along both outer edges, intentionally spaced and matching the one and one-half inch spaced matching mounting holes of the U-shaped vertical tire and wheel receiving member or channel. Therefore, by placing the draw bar and backing plate combination either long side up or long side down, it is possible to set the proper towing height of 6″, on vehicle hitch heights from 8″ through 24″. This is easily done without any special tools or modifications and more importantly, while keeping the towing point close to the vehicle bumper of the vehicle, for improved stability.
In accordance with yet another feature of the invention, the holes in the backing plate are slotted permitting precise height adjustment of the motorcycle wheel.
This simple, precise, height adjustability provides the unique option and ability to adjust the vertical loaded height with a simple, failsafe and maintenance free method. The combined backing plate/drawbar combination is provided with one inch slotted mounting holes. Selecting the nearest matching set of attachment holes in the vertical tire and wheel-receiving channel or member, with the backing plate/drawbar combination mounted either long end up, or long end down, gives a broad range of coarse adjustability. The one-inch slotted mounting holes in the backing plate then allow precise fine adjustability of vertical towing position.
In accordance with yet a further feature of the invention, there are provided supports flexibly interconnecting the substantially vertical and substantially horizontal members with play.
This feature of the invention assures protection from grounding. Any carrying device that protrudes from the rear of a vehicle is susceptible to grounding or impact damage from uneven terrain. When crossing drainage culverts or markedly uneven surfaces, such as when pulling out of sloping parking lots, the rear of some vehicles contact the ground normally and any device that protrudes farther could be severely damaged. The bottom or horizontal U-shaped tire and wheel receiving channel or member of the motorcycle carrier is constructed with a hinged attachment to the matching vertical U-shaped channel of the carrier and is further affixed with flexing lateral supports. This flexible connection and the non-rigid method of attaching the motorcycle to the carrier, allows the aft section of the bottom channel and the mounted tire and wheel to move vertically without impairment or damage.
In accordance with yet an added feature of the invention, the substantially vertical and substantially horizontal members are movable between a folded condition and an unfolded condition. The substantially vertical and substantially horizontal members are substantially mutually perpendicular in the unfolded condition for supporting the motorcycle wheel and are substantially mutually parallel in the folded condition.
The movement between folded and unfolded conditions provides the ability to store or stow the device. The 90° hinge swing of the horizontal tire and wheel receiving channel or member, and its ability to fit alongside the vertical channel or member in a very small space and the absence of lateral elements, create a towing device of unmatched compactness. The towing device is easily removed and stored at home, stored in the trunk or more importantly left in-place and stored on the hitch. The folded towing device protrudes less than most normal trailer hitches and offers extra protection from parking scratches and damage.
In accordance with yet an additional feature of the invention, there is provided a handgrip securing harness connected between at least one of the substantially vertical and substantially horizontal members and handgrips of the motorcycle. The handgrip securing harness includes straps connected between at least one of the substantially vertical and substantially horizontal members and the handgrips of the motorcycle. Sleeves are slipped over the handgrips of the motorcycle and connected to the straps. The straps are ratcheting cargo straps having self-ratcheting loops. The straps include two substantially horizontal straps each connected between a respective one of the handgrips of the motorcycle and an upper region of the substantially vertical member, and two oblique straps each connected between a respective one of the handgrips of the motorcycle and a lower region of the substantially vertical member.
The unique slip-on handgrip securing harness is constructed for easy and secure use. The combined and fitted harness, specifically constructed for this towing device, connects four adjustable ratcheting cargo straps from two glove-like sleeves secured one to each handgrip. These straps connect to both upper and lower attachment points on the motorcycle towing device, dividing and sharing the attachment loads. The strap set that connects to the lower attachment points, is primarily constructed for fork compression and holding the motorcycle in a vertical position and down into the horizontal channel but with sufficient reserve compression in the front forks to allow the vertical movement of grounding. The strap set that secures to the upper channel attachment point is primarily constructed to hold the motorcycle vertical and into the vertical channel while also permitting the vertical movement of grounding. These strap sets intentionally run from the ends of the handlebars toward the center, creating a criss-crossed, upper and lower triangular array affording maximum security. The upper attachment point is located in the center of the vertical channel, not on the sides, in order to prevent twisting of the channel and motorcycle sway. The individual ratcheting cargo straps are rated for loads in excess of one thousand pounds each. An additional, common safety tie may be wrapped around the vertical channel and through the front rim for highway safety.
In accordance with again another feature of the invention, there is provided a ramp having a surface for guiding the motorcycle wheel onto the substantially horizontal member, and a tongue to be inserted into a slot formed in the substantially horizontal member. The tongue is long enough to bind against the substantially horizontal member in the slot when the ramp touches the ground.
The lockable but removable loading and unloading ramp is constructed for the intended loads and attached by a unique but simple and effective, long vertical tongue-in-slot configuration where a long downward angled tongue on the ramp fits snugly in a slot on the aft of the horizontal tire and wheel receiving channel or member. This structure prevents the common roll-over, where the tire travels off to one side and tips the ramp over, or unexpected disengagement during use, by simply binding at the edges if angled. The ramp is constructed for easy engagement and disengagement when intended, by simply inserting or removing in a straight line. The ramp is removed after loading and stored within the vehicle.
In accordance with again a further feature of the invention, there are provided hooks each connected to a respective end of a bumper of a vehicle, and frame straps connected from the hooks to a mounting fork for the motorcycle wheel.
The frame straps include a pre-fitted, matching, set of two different types of custom ratchet-tightened security straps. The straps are fitted centrally with integrated, failsafe, continuous, flat non-marring self-tightening loops for mounting to the top of the triple-tree posts or fork assemblies, with webbing passing laterally through ratchet snuggers and fitted laterally in one of two alternative versions. In the first version of the lateral configuration, the harness straps or webbings are protectively wrapped where they dip under the bumper and are terminated by spring-locked metal hooks which are secured under the bumper to the outboard frame mounts. In the second version of the lateral configuration, the webbing or straps terminate in spring-locked metal clips constructed to attach to external, surface-mounted, metal right-angled attachment points bolted to the frame and bumper braces. This special and versatile frame strap system is intended to provide additional strength, safety and sway control to larger motorcycles which the towing device or carrier of the invention is intended to tow.
In accordance with a concomitant feature of the invention, there are provided cradles mounted to at least one of the substantially vertical and substantially horizontal members for securing a tire disposed on the motorcycle wheel centrally at least at one of the substantially vertical and substantially horizontal members.
The tire cradles or custom spaced channel extensions and guides are adjustable in both linear position and in thickness. These tire cradles are constructed to center and secure the tire and wheel in an improved manner by gripping or cradling ends of the tire and wheel as the tire fits in the horizontal and vertical tire and wheel receiving channels. The placement of the cradles at the ends of the tire and wheel provides much improved leverage and control of the round narrow object which is the tire.
It must be further appreciated that the invention is constructed in such a way as to have the strength to carry or tow medium and heavy weight motorcycles and tricycles in a specific weight class. Each structural feature, namely heavy duty adjustable and lockable hitch fittings, solid draw bar/backing plate combination, reinforced upper and flexible lower tire and wheel channels, large flexible lower channel supports, heavy duty welded tie-downs, matching attachment points, heavy duty redundant attachment systems and lock-on loading ramp, are specifically engineered and combined to sustain hitch weights of up to 250 pounds and motorcycle weights of up to 850 pounds.
Other features which are considered as characteristic for the invention are set forth in the appended claims.
Although the invention is illustrated and described herein as embodied in a motorcycle towing device, it is nevertheless not intended to be limited to the details shown, since various modifications and structural changes may be made therein without departing from the spirit of the invention and within the scope and range of equivalents of the claims.
The construction and method of operation of the invention, however, together with additional objects and advantages thereof will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
Referring now to the figures of the drawings in detail and first, particularly, to
It is understood that the members or channels 2, 3 need not be exactly vertical and horizontal, respectively, but instead an approximately or substantially vertical and horizontal orientation is sufficient as long as it can hold the wheel 60 in place. The supports provide a “flexible” connection between the members or channels 2, 3 with play so that if the bottom of the member or channel 3 strikes the ground, it will simply move upwards rather than being rigid, to avoid damage to the towing device.
The motorcycle wheel 60 is also held between four pairs of tire cradles or guides 11 seen in
A combination 20 of a backing plate 21 and a draw bar 22 is provided for connecting the motorcycle towing device 1 to a vehicle. The backing plate 21 has two vertical rows of slotted mounting holes 23 formed therein. Each vertical row has three holes 23 for receiving mounting bolts 24. The slotted mounting holes 23 are best seen in
The draw bar 22 is provided for attachment to a receiver 50 which is permanently connected to a vehicle to be used for pulling the motorcycle towing device 1. Both the draw bar 22 and the receiver 50 have holes formed therein, although only the holes 26 are shown. It is noted that the holes 26 and the holes in the draw bar could also be vertical. A locking pin 27 shown in
The folded condition of the motorcycle towing device 1 is shown in
It can also be seen from the side view of
As is seen in
