U.S. patent application number 10/669821 was filed with the patent office on 2004-04-01 for on car brake lathe aligning apparatus.
Invention is credited to Carpenter, David M., Cunningham, Charles L..
Application Number | 20040060401 10/669821 |
Document ID | / |
Family ID | 24449414 |
Filed Date | 2004-04-01 |
United States Patent
Application |
20040060401 |
Kind Code |
A1 |
Cunningham, Charles L. ; et
al. |
April 1, 2004 |
On car brake lathe aligning apparatus
Abstract
A brake lathe alignment system is provided for mounting a brake
lathe upon an adapter attached to a wheel hub. A first structure is
adapted to be attached to the wheel hub. A second structure is
adapted to be attached to the brake lathe. A plurality of hydraulic
pistons are carried by the second structure and engage the first
structure, so that alignment of the second structure relative to
the first structure is adjustable by extending and retracing the
hydraulic pistons. The adjustment of position of the hydraulic
pistons can be manually controlled on-the-fly by operation of
manually actuated hydraulic pumps.
Inventors: |
Cunningham, Charles L.;
(Nashville, TN) ; Carpenter, David M.; (Brentwood,
TN) |
Correspondence
Address: |
NELSON MULLINS RILEY & SCARBOROUGH LLP
P.O. BOX 11070
COLUMBIA
SC
29211
US
|
Family ID: |
24449414 |
Appl. No.: |
10/669821 |
Filed: |
September 24, 2003 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10669821 |
Sep 24, 2003 |
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09611535 |
Jul 7, 2000 |
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6626073 |
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60142855 |
Jul 7, 1999 |
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Current U.S.
Class: |
82/1.11 |
Current CPC
Class: |
Y10T 82/2571 20150115;
Y10T 82/10 20150115; B23B 2250/04 20130101; Y10T 82/2522 20150115;
Y10T 82/21 20150115; B23B 5/04 20130101 |
Class at
Publication: |
082/001.11 |
International
Class: |
B23B 003/00 |
Claims
What is claimed is:
1. A method of "on-the-fly" alignment of a wheel hub mounted brake
lathe for machining a disc brake rotor on a vehicle, comprising:
(a) mounting the brake lathe on a wheel hub of the vehicle; (b)
rotating the wheel hub and the disc brake rotor by driving the
wheel hub with the brake lathe; and (c) while the wheel hub and
disc brake rotor are rotating, manually adjusting an alignment of
the brake lathe relative to the wheel hub and the disc brake
rotor.
2. The method of claim 1, wherein: step (c) includes manually
operating two independent hydraulic pumps.
3. The method of claim 2, further comprising: (d) machining the
disc brake rotor; after step (c) and during step (d), allowing the
pumps to rotate with the wheel hub and the disc brake rotor to
reduce hydraulic fluid loss from the pumps.
4. The method of claim 1, wherein: step (c) is performed at a speed
independent of a rotational speed of the wheel hub.
5. The method of claim 1, wherein: step (c) includes adjusting a
position of two points of a three-point support system between the
wheel hub and the brake lathe.
6. A method of "on-the-fly" alignment of a wheel hub mounted brake
lathe for machining a disc brake rotor on a vehicle, comprising:
(a) mounting the brake lathe on a wheel hub of the vehicle; (b)
providing a hydraulically actuated alignment mechanism between the
brake lathe and the wheel hub; (c) driving the wheel hub to rotate
the wheel hub and the brake rotor while holding the brake lathe
stationary; (d) during step (c), hydraulically adjusting the
alignment of the brake lathe relative to the brake rotor; and (e)
after step (d), cutting the brake rotor with the brake lathe.
7. The method of claim 6, wherein: step (d) includes manually
actuating at least one hydraulic pump.
8. The method of claim 6, wherein: step (d) includes adjusting a
position of two points of a three-point support system.
9. The method of claim 8, wherein: step (d) includes moving two
hydraulic support pistons.
Description
[0001] This application is a divisional of co-pending application
Ser. No. 09/611,535, filed Jul. 7, 2000, now pending, which claimed
the benefit of provisional application serial No. 60/142,855 filed
Jul. 7, 1999.
BACKGROUND OF THE INVENTION
[0002] The present invention relates generally to apparatus for
machining the brake rotors on a vehicle, and more particularly, but
not by way of limitation, to such an apparatus which provides
"on-the-fly" alignment of the brake lathe with the centerline of
the spindle on which the wheel hub and the brake rotor are mounted,
whereas to provide rapid and easily operated brake machining
operations.
[0003] Traditionally, brake lathes have required a series of steps
to align the lathe with the spindle so as to cut the brake rotor
perpendicular to the axis of rotation of the rotor. Such previous
systems typically involved misalignment measurement while rotating
the rotor, followed by stopping the rotor to adjust the alignment,
then again measuring misalignment with the rotor rotating, and
repeating the process in a trial and error fashion until a
satisfactory alignment was obtained. An example of such a device is
shown in U.S. Pat. No. 5,653,153 to Greenwald.
[0004] More recently, there have been introduced fully automated
brake lathe machines, such as shown for example in U.S. Pat. No.
5,974,878 to Newell et al. and U.S. Pat. No. 6,050,160 to Newell et
al. Devices like those of Newell et al. suffer from a number of
shortcomings. First, the automatic adjustment mechanisms are highly
complex and expensive. Second, even though the adjustment mechanism
is fully automated, it adjusts in an incremental fashion with each
rotation of the rotor and thus, can take a relatively long time
(e.g. 45 to 60 seconds) to achieve its optimum alignment in cases
of severe misalignment.
[0005] Thus, there is a continuing need for further improvements in
the design of wheel hub mounted brake lathes.
SUMMARY OF THE INVENTION
[0006] The present invention provides a brake lathe alignment
apparatus for mounting a brake lathe upon a wheel hub. The
apparatus includes a face plate adapted to engage the wheel hub
adapter for defining an alignment of the wheel hub and the adapter.
A compensator head is mounted upon the brake lathe body for
defining an alignment of the brake lathe body. An adjustable
three-point support system is provided between the face plate and
the compensator head, with at least two of the three points being
adjustable, so that the alignment of the brake lathe body relative
to the wheel hub and the adapter can be adjusted.
[0007] The three-point support system is preferably provided by one
fixed support point and two hydraulic pistons extending from the
compensator head and engaging the face plate to define the two
adjustable points of the three-point support system. Each hydraulic
piston has an individually operable manually actuated hydraulic
pump associated therewith.
[0008] Thus, while the wheel hub and brake rotor are being driven
by the brake lathe, an on-the-fly alignment adjustment is possible
by manually operating the hydraulic pumps to adjust the position of
the two hydraulic support pistons, thus adjusting the alignment of
the brake lathe relative to the spindle centerline and the disc
brake rotor.
[0009] It is therefore an object of the present invention to
provide improved methods and apparatus for alignment of a wheel hub
mounted brake lathe with a disc brake rotor.
[0010] Another object of the present invention is to provide an
"on-the-fly" manual adjustment of alignment of a brake lathe.
[0011] Another object of the present invention is the provision of
a three-point support system between a wheel hub and a brake
lathe.
[0012] Still another object of the present invention is the
provision of a hydraulically operated alignment adjustment system
between a wheel hub and a brake lathe.
[0013] Another object of the present invention is the provision of
more rapid methods for the alignment of a brake lathe with a wheel
hub and disc brake rotor.
[0014] And another object of the present invention is the provision
of an "on-the-fly" adjustable brake lathe alignment apparatus which
is more easily operated and more economically constructed than
other currently available apparatus.
[0015] Other and further objects, features and advantages of the
present invention will be readily apparent to those skilled in the
art upon a reading of the following disclosure when taken in
conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] FIG. 1 is a perspective, partially cut away, partially
exploded view of a first embodiment of the alignment adjustment
apparatus.
[0017] FIG. 2 is an exploded view of the apparatus of FIG. 1.
[0018] FIG. 3 is a side elevation view of a second embodiment of
the alignment apparatus of the present invention.
[0019] FIG. 4 is a sectioned view taken along line 4-4 of FIG.
3.
[0020] FIG. 5 is a sectioned view taken along line 5-5 of FIG.
3.
[0021] FIG. 6 is a sectioned view taken along line 6-6 of FIG.
3.
[0022] FIG. 7 is a view similar to FIG. 3 having a portion of the
compensator head rotated to show in cross section certain other
portions of the apparatus.
[0023] FIG. 8 is an end elevation view of the compensator head
showing the bores within which the three support pistons are
received.
[0024] FIG. 9 is an assembly view showing the brake lathe connected
to a wheel hub adapter.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0025] The alignment adjustment device of the present invention is
designed to attach to the spindle hub of the wheel of a vehicle and
enable a brake lathe to be axially aligned with the spindle hub
axis of rotation so that the brake rotor can be machined
perpendicular to that axis. The device is attached to the vehicle
wheel hub through the use of an adapter. The adapter is connected
to the lug nuts of the vehicle wheel hub and is designed to receive
a threaded draw bar. The draw bar passes through the brake lathe,
the alignment compensating device and screws into a female threaded
portion of the adapter attached to the vehicle wheel hub. The draw
bar has a plate on its end opposite the threaded end and the plate
is pulled against the brake lathe to hold the lathe in fixed
relationship to the vehicle wheel hub. This draw bar has a spring
to compensate for length changes as the alignment device changes in
assembled length as the alignment is completed. As can be seen from
FIG. 1, the device has a retaining hub 16 which the draw bar passes
through.
[0026] As is customary in the art, the brake lathe rotates the
spindle in order to turn the brake disc which is attached to the
axle of the vehicle. The lathe typically has a leg supporting the
device on the floor of the garage to prevent rotation of the lathe
itself. The cutting heads of the lathe then engage both sides of
the disc and are moved by the lathe radially outwardly from the
center of the disc to the perimeter of the disc to refinish the
surface of the disc in a perfect (or near-perfect) plane. Since the
brake disc theoretically lies in a plane perpendicular to the axis
of the vehicle wheel hub, to properly finish the surface of the
disc, the cutting heads of the lathe must move exactly in the plane
described. This requires that the axis of the lathe be perfectly
aligned with the axis of rotation of the vehicle wheel hub. When
the lathe is attached to the hub, perfect alignment is not achieved
without adjustment because the connection of the lathe to the hub
is dependent upon the tightening of the lug nuts that attach the
lathe to the hub and the perpendicularity of the lug face and
adapter face. The alignment compensation device of the present
invention allows all alignment compensation to be performed while
the lathe is turning the vehicle wheel hub.
[0027] Using the adapter assembly of the present invention, the
actual run out (or angle of axis variance) between the axis of the
vehicle wheel hub and the axis of the brake lathe is corrected by
moving the pivot plate 2 of the adapter on a three point contact
system. One of the three contact points of the pivot plate is
fixed. The fixed pivot point is housed in the piston house 5 and
rests against the distribution plate 11 for pivotal motion only
while the other two contact points can be raised and lowered
relative to the fixed pivot point (the stationary pivot boss 9)
independently by hydraulic fluid transfer. Thus, as the two other
contact points are raised and lowered, the angle of the axis of the
brake lathe can be aligned substantially exactly with the axis of
the vehicle hub-so that the finishing of the brake disc can be
performed in a plane that is exactly perpendicular to those
axes.
[0028] The adjustment of the two moveable contact points is
achieved through pistons 7 and 8. The present invention employs
hydraulic fluid pressure to raise or lower the two moving pistons.
The hydraulic fluid pressure is increased or decreased by turning
control knobs 28 and 30. The control knobs 28 and 30 are attached
respectively to their own pistons 8 and 7. Thus, turning control
knob 28 controls the moving of piston 8 while turning control knob
30 controls the movement of piston 7. As piston 7 and 8 are moved
in one direction or the other (in FIG. 2, the pistons are aligned
so that they move to and fro in response to adjustments of knobs 28
and 30), in response to the increased or decreased hydraulic fluid
pressure, the angle of the pivot plate 2 is changed.
[0029] Each control knob controls only a single piston. This allows
independent control of each hydraulic circuit and the associated
relative piston movement. The two hydraulic circuits operate
identically. The following description is of the one circuit
controlled by control knob 28 and its commensurate control of
piston 8. When knob 28 is rotated, it in turn rotates the threaded
plunger 27 which pushes hydraulic fluid through the fluid vein in
the pump manifold 24. Oil is ported from the pump manifold 24 to
its respective port or vein in the female half of the rotary
coupling 19. There are 0 rings in this half of the rotary coupling
to isolate the oil fluid from control knob 28 to port 12 in the
rotary coupling male half 15. Oil from port 12 is transferred to
piston 8 through the distribution plate 11. In response to the
turning of the knob 8 in a clockwise direction, the piston 8 will
advance thus, pushing the plate 2 away from the hub thereby
changing the angle of axis of the brake lathe relative to the axis
of the hub of the vehicle wheel. If rotating the control knob 28
clockwise causes an increased deviation from alignment, the
operator will rotate the knob in the opposite direction.
[0030] The deviation from alignment can be detected in a variety of
ways. One way is to use a gauge that can be attached to the brake
lathe. The gauge has a sensor arm that is attached to an adjacent
stationary body and as the sensor arm moves to and fro, the
amplitude of movement either increases or decreases depending upon
whether the control knob is turned in the proper direction. If the
control knob is being turned in the proper direction, the operator
continues to turn the control knob until the amplification of the
difference in alignment begins to increase at which point the
control knob is turned in the reverse direction to a point where
the deviation is minimized. The second control knob 30 is then
adjusted in the same fashion until such time as there is no
deviation in the alignment of the axes of the brake lathe and the
axis of the hub of the vehicle. The two knobs can be adjusted
simultaneously to increase both the speed with which the alignment
is achieved and the accuracy of the alignment.
[0031] In FIG. 3, a side elevation view is thereshown of a modified
embodiment of the brake lathe alignment apparatus of the present
invention which is generally designated by the numeral 100. FIGS. 4
and 5 are cross-sectional views illustrating the construction of
the two hydraulic pumps 102 and 104. FIGS. 6 and 7 are axial
cross-sectional views showing the manner of construction of the
alignment apparatus 100.
[0032] The apparatus 100 includes a face plate 106 adapted to
engage an adapter 101 connected to a wheel hub 103 (see FIG. 9) for
defining an alignment of the wheel hub 103, brake rotor 105 and the
adapter. Apparatus 100 further includes a coupling head assembly
108 mounted upon the brake lathe body 109 (see FIG. 9) for defining
an alignment of the brake lathe body 109. The hub 103, brake rotor
105 and adapter 101 are shown in dashed lines in FIG. 9.
[0033] The coupling head assembly 108 includes main coupling head
110 which has a bore 112 within which is rotatably received a
compensator stub shaft 114. The compensator stub shaft 114 is
attached to a main compensating head 116 by a plurality of threaded
cap screws 118. First and second bearing bushings 120 and 122 are
provided between the main coupling head 110 and the compensator
stub shaft 114.
[0034] Compensator stub shaft 114 has a bore 124 within which is
received a mounting sleeve 126.
[0035] The mounting sleeve 126 has a reduced diameter distal end
portion 128 about which a bore 130 of face plate 106 is received. A
retainer ring 132 is received by distal portion 128 of mounting
sleeve 126, and an O-ring seal 134 is located between the retainer
ring 132 and the face plate 106.
[0036] Face plate 106 includes a cylindrical outer surface 136
closely received within a bore 138 of main compensating head 116
with an O-ring seal 140 provided therebetween.
[0037] A draw bar 142 extends through an inner bore 144 of mounting
sleeve 126. Draw bar 142 has a threaded distal end portion 146
which is threadedly connected to the adapter of the wheel hub as
shown in FIG. 9. A knob 148 is attached to the proximal end of draw
bar 142.
[0038] FIG. 8 is a front end elevation view of the main
compensating head 116. Compensating head 116 has a forward face 150
which has three blind bores 152, 154 and 156 defined therein.
[0039] Cross-sectional details of the bores 152, 154 and 156 can be
seen in FIGS. 6 and 7. It will be appreciated that the angular
positions of the bores about the longitudinal axis 158 of the
apparatus 100 have been rotated in FIGS. 6 and 7 to allow each of
the bores 152, 154 and 156 to be shown in full cross-section. The
bores 152, 154 and 156 are preferably located at angles of
120.degree. apart about the axis 158 as is shown in the front
elevation view of FIG. 8.
[0040] A fixed first piston 160 is received in first bore 152 as
shown in FIG. 7. Movable second and third pistons 162 and 164 are
received in second and third bores 154 and 156 as shown in FIG. 6.
Each of the pistons such as the movable second piston 162 includes
a pair of O-ring seals 166 between the piston and its respective
bore, such as 154.
[0041] Each of the pistons 160, 162 and 164 includes a convex face
168 so that it provides substantially a point support against
rearward facing planar surface 170 of face plate 106.
[0042] The fixed piston 160 can be described as a fixed length
support 160 extending between the face plate 106 and the main
compensating head 116.
[0043] As is further described below, the movable second and third
pistons 162 and 164 are communicated with the first and second
hydraulic pumps 102 and 104, respectively, so that the movable
pistons 162 and 164 may be extended or retracted from their
respective bores so that in combination with the fixed support
piston 160, an adjustable three-point support mechanism is provided
between the face plate 106 and the main compensating head 116. It
will be appreciated that by adjustment of the extension of the
movable second and third pistons 162 and 164, the alignment of the
brake lathe body relative to the wheel hub and thus relative to the
brake disc rotor can be adjusted so that the brake lathe will cut
the brake disc rotor in the desired manner substantially
perpendicular to the axis of rotation of the brake disc rotor.
[0044] First and second hydraulic pathways 172 and 174 are defined
through the coupling head assembly 108 to communicate the first and
second hydraulic pumps 102 and 104 with the movable second and
third pistons 162 and 164, respectively.
[0045] The pathways 172 and 174 must cross the rotating interface
between compensator stub shaft 114 and bore 112 of main coupling
head 110. First and second O-ring seals 176 and 178 seal this
interface on either side of first pathway 172. Third and fourth
O-ring seals 180 and 182 seal this interface on either side of
second fluid pathway 174.
[0046] Referring now to FIG. 4, the first manually operated
hydraulic pump 102 includes a pressure adjusting block 184
threadedly received within a bore 186 defined in the main coupling
body 110. A threaded adjusting plunger 188 includes a smooth
plunger portion 190 closely received through a bore 192 of block
184 with an O-ring seal 194 provided therebetween. A threaded upper
portion 196 of plunger 188 is received in a threaded bore 198 of
block 184. A plunger adjusting knob 200 is attached to plunger 188
with a set screw 202.
[0047] A free end 204 of plunger 188 is received within a reduced
diameter transverse bore 206. The bore 206 intersects another
transverse bore 208 located at a right angle thereto. The bore 208
is closed by a calibrating plunger 210 which includes a threaded
end portion 212 received in a threaded portion 214 of make-up
reservoir bore 208.
[0048] Thus, the bores 206 and 208 define a hydraulic chamber
within the main coupling head 110, with the volume of hydraulic
fluid contained in the chamber 206, 208 being defined by the length
by which the plunger 188 extends into the bore 172 and by the
position of calibrating plunger 210. The chamber 206, 208 is
communicated with and defines a portion of the first hydraulic
pathway 172.
[0049] Thus, when it is desired to extend the movable second
hydraulic piston 162, the knob 200 is grasped by a human operator
and rotated clockwise to move the plunger 188 into chamber 206, 208
thus forcing hydraulic fluid through the pathway 172 into the
second bore 154 of main compensating head 116 forcing the piston
162 to move outward against the face plate 106, thus changing the
alignment between face plate 106 and main compensating head
116.
[0050] The second hydraulic pump 104 operates in a similar manner
to force hydraulic fluid through second pathway 174. The two
hydraulic pumps 102 and 104 are independently operated so that the
movable pistons 162 and 164 can be adjusted independently of each
other.
[0051] The main coupling head 110 can be described as a fixable
portion 110 of the coupling head assembly 108, and the compensator
stub shaft 114 and main compensating head 116 may be described as a
rotatable portion of the coupling head assembly 108. The hydraulic
pumps 102 and 104 are thus mounted on the fixable portion of the
coupling head assembly, and the hydraulic pistons 162 and 164 are
mounted on the rotatable portion of the coupling head assembly. The
first and second fluid pathways 172 and 174, which may also be
referred to as first and second fluid conduits 172 and 174, are
defined through the coupling head assembly 108 from the first and
second pumps 102 and 104 to the movable pistons 162 and 164,
respectively. The fluid seals 176, 178, 180 and 182 can be
described as rotating fluid seals associated with the first and
second fluid pathways 172 and 174, the seals being located between
the fixable portion and the rotatable portion of the coupling head
assembly 108. Thus, while the wheel hub and adapter and brake disc
rotor are all being rotatably driven by the brake lathe and are
rotating with the rotatable portions of the coupling head assembly
100, the first and second pumps 102 and 104 may remain fixed so
that they can be manually operated to allow alignment adjustment
on-the-fly while the wheel hub and brake disc rotor are being
rotated.
[0052] While the fixed portion of the coupling head assembly 100
could be maintained permanently fixed like the embodiment of FIGS.
1 and 2, it has been determined that it is advantageous to utilize
the alternative embodiment of FIGS. 3-8, wherein the hydraulic
pumps are oriented transverse to the axis of rotation, thus
allowing the main coupling head 110 to be released after the
alignment adjustment has been made, so that the main coupling head
110 and the pumps 102 and 104 subsequently are allowed to rotate
with the wheel hub after the alignment has been adjusted and during
the process of actually cutting the brake disc rotor.
[0053] The purpose for this modification is to reduce the duration
of the relative rotational motion across the interface between
compensator stub shaft 114 and the bore 112 of main coupling body
110. This in turn reduces the wear on O-ring seals 176, 178, 180
and 182, and perhaps more importantly greatly reduces the volume of
hydraulic fluid which will be lost across those seals during a
typical brake rotor cutting job. It will be appreciated that due to
the nature of a rotating hydraulic seal, some very small amount of
fluid will be lost thereacross especially when there is relative
rotational motion associated with the seal. Initially, the loss can
be made up by adjustment of the position of the calibrating piston
210 within the make-up reservoir bore 208. This is accomplished by
moving the plunger 188 to its most retracted position, then
advancing calibration piston 210 until the pistons 162 and 164 move
faceplate 106 out until it is aligned with the outer face 117 of
main compensating head 116. After a number of jobs, it will be
necessary to add hydraulic fluid to the fluid pathways 172 and 174.
By minimizing the rotational motion to which seals 176, 178, 180
and 182 are subjected, this fluid loss is greatly reduced, and the
number of brake rotor cutting jobs which can be performed by the
apparatus without replacing lost fluid is increased very
substantially.
[0054] A locking pin 220, shown in FIG. 9, provides a means for
locking the fixable portion 110, and for subsequently releasing the
same. Pin 220 slides in tube 222. Pin 220 has a distal end 224
which can be received in a bore (not shown) in the back side of
main coupling head 110. During the "on-the-fly" alignment
adjustment, the pin 220 is engaged with the main coupling head 110
to hold the same fixed. After the adjustment is completed the lathe
is stopped and pin 220 is retracted to the position shown in FIG.
9, releasing the main coupling head 110. The lathe is then turned
back on to cut the brake rotor 105, and main coupling head 110 is
allowed to rotate with the brake rotor 105 during the cutting
operation.
[0055] It will be appreciated that with the apparatus of the
present invention, the relative alignment of the brake lathe to the
wheel hub can be adjusted very quickly by simply turning the knobs
of the first and second hydraulic pumps 102 and 104. That
adjustment can be made independent of the rotational speed of the
wheel hub. This is contrasted to some prior art systems such as
that of Newell et al., U.S. Pat. No. 5,974,878 where only an
incremental adjustment can be made with each rotation of the brake
rotor. Thus, the present system can be adjusted much more rapidly
than can a system like that of Newell et al.
[0056] Since the hydraulic adjustment system of the present
invention is designed for manual operation, it can be utilized by a
human operator in response to any suitable sensor system for
sensing mis-alignment between the brake lathe and the wheel hub.
Many different sensor systems are known in the prior art, and the
sensor system itself is not a component of the present
invention.
[0057] It should further be apparent that certain aspects of the
present invention could be utilized with a fully automated system
wherein the manually adjustable hydraulic pumps 102 and 104 are
modified and connected to an automatic feedback system with an
appropriate sensor system wherein fully automatic alignment
adjustment is provided utilizing the hydraulically driven
three-point piston support arrangement of the present
invention.
[0058] Thus, it is seen that the methods and apparatus of the
present invention readily achieve the ends and advantages mentioned
as well as those inherent therein. While certain preferred
embodiments of the invention have been illustrated and described
for purposes of the present disclosure, numerous changes in the
arrangement and construction of parts and steps may be made by
those skilled in the art, which changes are encompassed within the
scope and spirit of the present invention as defined by the
appended claims.
* * * * *