Patent Application
20120080653
1. Field of the Invention
The present invention relates to a multiple axle lift system. Specifically, the present invention is for a multiple axle lift system for lifting vehicle tires on separate vehicle axles.
2. Background Information
For vehicle repair and maintenance, it is often necessary to raise the vehicle above the ground to more easily reach parts of the vehicle that are inaccessible when the vehicle is resting on the ground.
One way of lifting a vehicle is by using a lift system stationed at each tire of the vehicle. The lift systems are coordinated through various means to lift the tires of the vehicle at relatively the same time and velocity. Each lift system has a column mechanism and a carriage assembly that is vertically movable along the column mechanism. The carriage assembly grasps the tire with a pair of protrusions to engage the tire. The column mechanism then lifts the carriage assembly using a hydraulic cylinder, for example.
The pair of protrusions that extend outwardly away from the carriage assembly are spaced apart at a distance less than the diameter of the tire such that, when lifting of the carriage assembly occurs, a portion of the tire is disposed between the protrusions.
Since there are many different vehicle tire diameters, frequent adjustments of the pair of protrusions is required so that they may properly grasp the tire. One method of adjusting carriage assemblies is manual adjustment of the protrusions to increase or decrease the space therebetween. The manual adjustment includes, for example, manually lifting and sliding each protrusion and then locking the protrusions into place. This is time consuming and, when performed inaccurately, can cause the dangerous situation of overloading one side of the carriage assembly.
For lifting a heavy vehicle with more than one rear axle, such as a dual-axle truck, a lift system is stationed at each tire of the vehicle. In the case of a vehicle with dual axles, six lift systems, one for each tire, are needed to lift the vehicle. This is expensive and time consuming since it requires the coordination of six lift systems with their respective carriage assemblies, including adjusting the carriage assemblies as described above with the added risk of side loading in one or more of the six lift systems.
In view of the above, it will be apparent to those skilled in the art from this disclosure that there exists a need for an improved lift system for multiple rear axle vehicles. This invention addresses this need in the art as well as other needs, which will become apparent to those skilled in the art from this disclosure.
It is an object of the present invention to provide a multiple axle lift system to lift tires on multiple axles.
In order to achieve the above mentioned objects and other objects of the present invention, a multiple axle lift system is provided that basically comprises a column mechanism and a carriage assembly. The column mechanism has a base member with a central support member extending therefrom. The carriage assembly has a carriage section configured to engage the vehicle tires and slidably coupled to the column mechanism. The carriage section has a centerline C and includes first and second lift pad assemblies extending from the carriage section. The first lift pad assembly has a first lift pad for contacting a side of a first vehicle tire and the second lift pad assembly has a second lift pad for contacting a side of a second vehicle tire in tandem with the first vehicle tire.
A multiple axle lift system is provided that basically comprises a column mechanism and a carriage assembly. The column mechanism has a base member with a central support member extending therefrom. The carriage assembly is slidably connected to the column mechanism and includes a centerline, a first lift pad assembly with a first lift pad for engaging a vehicle tire and a second lift pad assembly with a second lift pad for engaging a vehicle tire. The first and second lift pads are configured to face away from the centerline.
A method of lifting vehicle tires on separate axles is provided that basically comprises positioning a column mechanism and a carriage assembly at a vicinity of the vehicle tires; engaging the vehicle tires with a first lift pad assembly and a second lift pad assembly of the carriage assembly, wherein the vehicle tires are not disposed between the first and second lift pad assemblies; forwardly supporting the column mechanism between the tires; and raising the carriage assembly with the column mechanism.
These and other objects, features, aspects and advantages of the present invention will become apparent to those skilled in the art from the following detailed description, which, taken in conjunction with the annexed drawings, discloses preferred embodiments of the present invention.
Referring now to the attached drawings that form a part of this original disclosure:
A preferred embodiment of the present invention will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following description of the embodiment of the present invention is provided for illustration only and not for the purpose of limiting the invention.
Referring initially to
The column mechanism 2 is a rigid column having a vertical channel 10 and a base member 12. The carriage assembly 4 includes a carriage section 14 and a vertical movement section 16 connected to the carriage section 14, as shown in
The base member 12 of the column mechanism 2 includes lateral support members 18 and a central support member 20. The lateral support members 18 are shorter than the central support member 20 and provide more compact lateral ends of the base member 12. The central support member 20 extends away from the base member 12 to provide forward support for lifting vehicle tires 6, 8 attached to separate axles. The base member 12, including the central support member 20, is substantially T-shaped. Referring to
The carriage section 14 includes a top rail 24 and a bottom rail 26 that run generally parallel to each other and are both generally perpendicular to the vertical movement section 16. In the embodiment shown, the top and bottom rails 24, 26 are hollow to decrease weight.
The vertical movement section 16 is a rigid member and is slidably disposed in the vertical channel 10 of the column mechanism 2. The column mechanism 2 lifts the carriage assembly 4 via the vertical movement section 16 using means that are well known in the art, such as a hydraulic cylinder 38. The vertical movement section 16 includes a connecting arm 36 that connects the carriage section 14 to the vertical movement section 16 and a housing 40. Referring to
The carriage section 14 further includes a first side guard plate 42 disposed at a first end of the top and bottom rails 24, 26, and a second side guard plate 44 disposed at a second end of the top and bottom rails 24, 26 and a front guard plate 46. The first and second side guard plates 42, 44 are secured to at least the bottom rail 26 via, for example, welding, press fitting, etc. Along the front of the bottom rail 26, the front guard plate 42 is disposed. The front guard plate 46 runs along the same length as the bottom rail 10, but the width is greater such that the front guard plate 46 extends past the bottom rail 10 toward the top rail 24.
The carriage section 14 further includes a downstop assembly 48 disposed on a back side of the top rail 24. The downstop assembly 48 pivots on a downstop rod 54, which is located to the rear of the top and bottom rails 24, 26. Specifically, referring to
In order to allow an operator to make simple adjustments to the carriage assembly 4, the carriage assembly 4 has a first lift pad assembly 64 and a second lift pad assembly 66 that are laterally movable. The first and second lift pad assemblies 64, 66 are laterally moveable towards or away from the centerline C to adjust for different vehicle tire diameters. The first and second lift pad assemblies 64, 66 may be moved into place manually, for example, and locked in their respective locations for engagement with the vehicle tires 6, 8. The central support member 20 is located between the lift pad assemblies 64, 66 and preferably substantially centered between the lift pad assemblies 64, 66. The first and second lift pad assemblies 64, 66 are laterally movable by being slidably coupled to the top rail 24.
To facilitate adjustment of the first and second lift pad assemblies 64, 66 to different vehicle tire diameters and to prevent side loading, the carriage assembly 4 can include a movement synchronizer that is operably connected to the first and second lift pad assemblies 64, 66 and moves the first and second lift pad assemblies 64, 66 laterally by translating rotational movement into lateral movement synchronously, as disclosed in U.S. patent application Ser. No. 12/894,695, which is incorporated by reference herein. This advantageously reduces the risk of side loading, which is undesirable in the use of the lift system 1.
Referring now to
Tread 72, such as protrusions or the like, is provided on an exterior surface of the lift pads 68, 70 to aid in gripping the vehicle tire 6, 8. The first and second lift pad assemblies 64, 66 each include a respective connecting arm 74, 76 and reinforcing plate 78, 80. The connecting arms 74, 76 extend upwardly from the lift pads 68, 70, respectively, and wrap around the top rail 24. Each of the connecting arms 74, 76 comprises a respective interior plate 82, 84 and exterior plate 86, 88. The interior plates 82, 84 support the under side of the lift pads 68, 70, respectively, and the exterior plates 86, 88 extend toward and wrap around the top rail 24. The reinforcing plates 78, 80 are disposed on top of the interior plate 82, 84.
In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. The terms of degree such as “substantially”, “about” and “approximate” as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed. For example, these terms can be construed as including a deviation of at least ±5% of the modified term if this deviation would not negate the meaning of the word it modifies.
It will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such features. Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention.
