U.S. patent application number 14/827365 was filed with the patent office on 2015-12-24 for low center of gravity carrier.
This patent application is currently assigned to Miller Industries Towing Equipment Inc.. The applicant listed for this patent is Miller Industries Towing Equipment, Inc.. Invention is credited to David Jaeger, Ronald B. Nespor.
Application Number | 20150367766 14/827365 |
Document ID | / |
Family ID | 48572107 |
Filed Date | 2015-12-24 |
United States Patent
Application |
20150367766 |
Kind Code |
A1 |
Jaeger; David ; et
al. |
December 24, 2015 |
LOW CENTER OF GRAVITY CARRIER
Abstract
A carrier having a platform or deck mounted on a subframe
tiltable relative to the vehicle chassis. The platform is
preferably slidable relative to the subframe. Sufficient clearance
is provided such that the subframe is preferably located between
the vehicle chassis frame and the rear wheels, and below the top of
the chassis frame. The resulting carrier has a platform with a
height substantially lower than that of previous carriers,
providing it with a lower center of gravity, enabling a reduction
in load angle, an increase in payload height, and enhanced dynamic
road stability.
Inventors: |
Jaeger; David; (Oregon,
OH) ; Nespor; Ronald B.; (Greenville, PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Miller Industries Towing Equipment, Inc. |
Ooltewah |
TN |
US |
|
|
Assignee: |
Miller Industries Towing Equipment
Inc.
Ooltewah
TN
|
Family ID: |
48572107 |
Appl. No.: |
14/827365 |
Filed: |
August 17, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13723731 |
Dec 21, 2012 |
9108557 |
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14827365 |
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12612756 |
Nov 5, 2009 |
8348586 |
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13723731 |
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12129917 |
May 30, 2008 |
8070411 |
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12612756 |
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Current U.S.
Class: |
414/812 |
Current CPC
Class: |
B60P 1/04 20130101; B60P
3/07 20130101; B60P 3/122 20130101; B60P 1/045 20130101; B60P 1/32
20130101; B60P 1/16 20130101 |
International
Class: |
B60P 1/32 20060101
B60P001/32; B60P 1/16 20060101 B60P001/16; B60P 1/04 20060101
B60P001/04; B60P 3/07 20060101 B60P003/07 |
Claims
1-16. (canceled)
17. A method of using a vehicle carrier for towing a disabled
vehicle, the vehicle carrier comprising a motorized truck having an
operator compartment and a primary vehicle frame with frame rails,
rear wheels and a suspension, comprising the steps of: providing a
subframe with rails, with a bottom of the subframe rails located at
least partially below a top of the primary vehicle frame rails, and
wherein the subframe is tiltable relative to the primary vehicle
frame; providing at least one platform mounted to the subframe and
slidable relative to the subframe, the subframe and platform
movable to an initial position generally horizontal relative to the
ground during movement of the motorized truck toward a location of
the disabled vehicle, and prior to loading of the disabled vehicle
onto the platform; as part of steps of loading the disabled vehicle
onto the platform, rotating the subframe from the initial
horizontal position in a clockwise direction, when a left side of
the vehicle carrier is viewed in which the operator compartment is
on the left and the rear wheels are on the right, using one or more
hydraulic cylinders to move the subframe and the platform to an
inclined position; rearwardly sliding the platform relative to the
subframe until a rear of the platform contacts the ground; and
moving a disabled vehicle onto the platform, and securing the
disabled vehicle on the platform.
18. The method of claim 1, further comprising the step of
interposing the subframe rails between the vehicle frame rails and
the rear wheels enabling, with the location of the bottom of the
subframe rails at least partially below a top of the primary
vehicle frame rails, a lowered platform height and an increase in
payload height in comparison to other vehicle carriers whose
subframe rails are: (a) located above their frame rails; and (b)
not interposed between the rear wheels and the primary vehicle
frame rails.
19. The method of claim 1, further comprising the steps of: sliding
the platform forward, in a direction away from the rear wheels, and
relative to the subframe; and rotating the subframe and platform
counterclockwise, when the vehicle carrier is viewed from the left
side, back to the initial horizontal position.
Description
RELATED PATENTS
[0001] This application is a continuation of U.S. Ser. No.
12/612,756, for which a Notice of Allowance issued on Nov. 2, 2012,
which is a continuation-in-part of U.S. Pat. No. 8,070,411 ("the
parent case") issued on Dec. 6, 2011 and titled "Low Center Of
Gravity Carrier" for claims 1-5, 8-16, 19 and 20. This continuation
application contains no new matter.
[0002] U.S. Pat. No. 5,061,147 filed Oct. 29, 1991 and titled
"Vehicle Carrier with Wheel Lift" is hereby incorporated by
reference in its entirety into this disclosure.
BACKGROUND OF THE INVENTION
[0003] The present invention generally relates to tilting bed
carriers. More specifically, the invention is directed to the art
of tilting bed carriers using a tilting platform having a low
center of gravity and relatively small loading angle.
[0004] Various carriers, including car carriers as well as
industrial carriers (for carrying forklifts, tractors and machines,
etc.), are known, as shown in U.S. Pat. No. 4,750,856 ('856 Patent)
to Lapiolahti and U.S. Pat. No. 5,061,147 ('147 Patent) to Nespor.
These patents disclose a bed carrier or tiltable platform mounted
on a truck chassis which moves from a horizontal position on the
truck frame to a tilted position in which the rear end of the bed
or platform engages the ground. The tiltable platform of the '856
Patent is attached to the frame of a truck chassis, and a hydraulic
cylinder tilts the platform rearwardly from the horizontal position
to an inclined position by simultaneous upward and rearward
movement of the front end of the bed and downward and rearward
movement of the rear end of the bed, to enable the loading of a
disabled vehicle. The carrier platform of the '147 Patent is
situated on a subframe with parallel beams that, in a generally
similar fashion, support independent sliding and tilting movement
of the platform.
[0005] Carriers, such as those disclosed in the '856 and '147
Patents, utilize a tiltable platform with main longitudinal rails
or beams mounted above the truck frame of a dual rear wheel
chassis. Conventional commercial truck chassis have been equipped
with dual rear wheels in single and tandem axle configurations.
[0006] Recently, another truck chassis rear wheel configuration has
been developed and commercialized, known as a "Super Single" wheel
and tire system. The Super Single wheel system employs one wide
wheel and tire on each end of a truck axle, as compared to two
narrow wheels and tires on each end of dual-wheeled truck axle.
Each style of wheel configuration has advantages and disadvantages.
The Super Single wheel configuration is less expensive and provides
better fuel economy than dual rear wheel configurations. Dual rear
wheel configurations provide redundancy in the event of a single
flat tire.
[0007] Whatever the axle and wheel configuration, conventional
carriers 100 have utilized a truck/vehicle frame chassis 120
including chassis rails 120a which have been located below both the
subframe rails 108a as well as below the platform rails 111a, as
shown in prior art FIGS. 1-4A. (For backround and comparison
purposes with the invention to be described below, the carrier
shown in FIGS. 1-4 also includes dual rear wheels 140, platform/bed
111 with platform/bed side rails 111a, controls 61, stabilizer 170
tiltable about pivot 171 using cylinder 127, and nvehicle chassis
108 including subframe rails 108a.)
[0008] Dual rear-wheeled chassis have approximately 7 inches of
clear space between the tires and the truck frame, whereas the
Super Single wheel configuration provides about 12 inches of such
clearance. It was discovered that using a Super Single wheel
configuration which provides this additional 5 inches of space
between the rear wheels and truck frame, together with the use of
air bag rear suspensions, enables the location of a carrier's
longitudinal slide or platform beams beside the truck frame, and
adjacent the rear wheels. This lowers the subframe and sliding
platform about 6 inches relative to the top of the truck frame, as
compared to conventional carriers.
[0009] The Super Single wheel configuration is not currently
available on light-duty and medium-duty chassis. Therefore, it
would also be advantageous to provide another low center-of-gravity
carrier (LCG) design for dual, rear-wheel chassis. The present
invention discloses this design, as well, enabling the use of a
deck height that is 4-5 inches lower than comparable conventional
carriers. As explained below, the carriers of the present invention
have a design configuration in which the top of the vehicle/chassis
rails is preferably above the bottom of at least one of the
subframe rails and the bed/platform rails, and preferably above the
bottom of both the subframe rails and the bed/platform rails.
[0010] Lowering the subframe and sliding platform about 4-6 inches
has several advantages compared to conventional carriers with slide
beams located above the truck frame. Typical commercial (e.g.)
heavy-duty truck chassis have truck frame heights ranging from
36-44 inches relative to the ground, depending on the size of the
truck frame and the type of rear suspension used. Traditional
carriers have deck heights about 12-13 inches above the truck
frame, which equates to conventional deck heights of about 48-57
inches above the ground. A lower tiltable platform height
translates into a lower center of gravity, since the deck height
relative to the ground is now in the range of about 42-51 inches,
which provides improved truck handling. More available payload
height is also provided. A lower platform height also means that
the tiltable platform will have a lower load angle relative to the
ground, which can facilitate loading (e.g., a large counterweight
on a forklift can be more easily loaded, etc.).
SUMMARY OF THE INVENTION
[0011] The objects mentioned above, as well as other objects are
solved by the present invention, which overcomes disadvantages of
prior carriers, while providing new advantages not believed
associated with conventional carriers.
[0012] The carriers of the present invention have a design
configuration in which the top of the vehicle/chassis rails 120a is
preferably above the bottom of at least one of the subframe rails
and the bed/platform rails, and preferably above the bottom of both
the subframe rails and the bed/platform rails.
[0013] In one preferred embodiment, a carrier is provided with a
vehicle chassis and rear wheels supported by an airbag suspension.
The carrier includes a subframe with slide rails; the slide rails
may be interposed between frame rails of the vehicle chassis and
the rear wheels. The subframe is preferably tiltable relative to
the vehicle chassis. A platform may be mounted to the subframe. The
interposition of the subframe between the frame rails of the
vehicle chassis and the rear wheels enables a lowered platform
height, a carrier with a lower center of gravity (LCG carrier), and
an increase in the payload height in comparison to conventional
carriers in which the subframe is located above the frame
rails.
[0014] Preferably, the rear wheels are Super Single rear wheels,
although it may be possible to design an LCG carrier using
conventional rear wheels. In an alternative embodiment, the carrier
may include rear tandem axles. Using the principles of the present
invention, and using current industrial carriers as an example, the
payload height may be increased by about 6 inches, for example,
from that of a conventional carrier having subframe rails not
located between the vehicle chassis and the rear wheels.
[0015] To provide maximum clearance for the subframe slide rails,
it is preferred that the vehicle chassis utilize an airbag
suspension although, particularly in the future, it is possible
that this may not be strictly necessary. It was found that using
the principles of the present invention, and with current
industrial carriers, the load angle of the platform may be reduced
from that of a traditional car carrier by about 2.degree., when
using a 28-foot bed and a carrier with an airbag suspension.
[0016] Preferably, the platform is also slidable in a generally
horizontal direction relative to the subframe. In a preferred
embodiment, the subframe may be tiltable using a first set of
hydraulic cylinders, and the platform may be slidable using a
second set of hydraulic cylinders.
[0017] The carrier may employ a winch for facilitating loading of a
disabled vehicle onto the platform. Oil for the winch, as well as
electrical cable and/or pressurized air, may be supplied by hoses
carried by one or more hose troughs; the hose troughs may
preferably be located to the rear of the carrier. A hose trough may
include two or more separate bays, and each bay may be permitted to
carry a separate hose, for example.
[0018] A method of using a carrier for towing a disabled vehicle
also forms part of the present invention. The carrier includes a
vehicle chassis, rear wheels and an airbag suspension. In one
preferred method, a subframe is provided with rails located between
frame rails of the vehicle chassis and the rear wheels, with the
subframe also being located below the top of the truck frame. The
subframe is preferably tiltable relative to the vehicle chassis. At
least one platform may be mounted to the subframe and slidable
relative to the subframe. The subframe may be rotated, when viewed
from the side, using hydraulic cylinders to provide the platform in
an inclined position. The platform may be slid rearwardly relative
to the subframe until a rear of the platform contacts the ground. A
disabled vehicle may then be moved onto the platform, and secured
to the platform for transport. The platform may then be slid
forward, relative to the subframe, for transport, and the subframe
and platform may be rotated back to the initial horizontal
position.
[0019] In another preferred embodiment of the invention, a carrier
is provided having a vehicle chassis with frame rails and rear
wheels supported by a rear axle suspension. The carrier includes a
subframe with rails interposed between the frame rails and the rear
wheels of the vehicle chassis. The subframe is preferably tiltable
relative to the vehicle chassis. A platform may be mounted to the
subframe; the platform may be slidable in a generally horizontal
direction relative to the subframe. Subframe rails are preferably
interposed between the frame rails of the vehicle chassis and the
rear wheels, enabling a lowered platform height and an increase in
the payload height in comparison to conventional carriers with
subframe located entirely above the frame rails.
[0020] In an alternative preferred embodiment, the platform may be
supported by platform rails, and at least a portion of the platform
rails may be located below the top of the vehicle chassis frame
rails. Alternatively, or preferably in addition, at least a portion
of the subframe rails are located below the vehicle chassis frame
rails. With this embodiment, the payload height may be increased by
about 4-5 inches from that of a conventional carrier in which
subframe rails are not located between the vehicle chassis and the
rear wheels. Using the present invention, the load angle of the
platform may be reduced from that of a traditional car carrier by
about 2.degree..
[0021] With the present invention, the rear axle suspension may
include an airbag suspension, or a leaf spring suspension, and the
rear wheels may be either dual rear wheels or Super Single rear
wheels.
[0022] The subframe may be tiltable using at least one hydraulic
tilt cylinder, such as a pair of slideback cylinders or a single,
center-mounted cylinder, located between the subframe rails. The
platform may be slidable using at least one additional hydraulic
cylinder.
[0023] The platform may carry a winch for facilitating loading of a
disabled vehicle onto the platform. Oil for the winch may be
supplied by a pair of hoses carried by one or more hose troughs
located to the rear of the carrier. The one or more hose troughs
may each include two or more bays with hoses carrying at least one
of the following items: oil; electrical wiring; or pressurized
air.
[0024] In an alternative preferred embodiment of the invention, a
carrier is provided with a vehicle chassis and rear wheels
supported by an airbag suspension, and a subframe with rails
located between frame rails of the vehicle chassis and the rear
wheels. The subframe may be tiltable relative to the vehicle
chassis. At least one platform may be mounted to the subframe and
slidable relative to the subframe. Using the invention, the height
of the platform may be substantially lowered in comparison to
conventional carriers whose subframe rails are located entirely
above the frame rails of the vehicle chassis, enabling an increase
in payload height and a reduction in load angle.
[0025] The platform may be supported by platform rails, and at
least a portion of the platform rails may be located below the top
of the vehicle chassis frame rails.
[0026] Preferably, at least a portion of the subframe rails are
located below the top of the vehicle chassis frame rails.
[0027] The carrier of the present invention may include rear tandem
axles, which may support Super Single wheels.
[0028] In another embodiment of the invention, a method is provided
for using a carrier to towing a disabled vehicle. The carrier has a
vehicle chassis, rear wheels and a rear axle suspension. The
carrier also includes a subframe with rails located between frame
rails of the vehicle chassis and the rear wheels. Preferably, the
subframe is tiltable relative to the vehicle chassis. At least one
platform may be mounted to the subframe and slidable relative to
the subframe. The subframe may be rotated to move the platform to
an inclined position, such as by using hydraulic cylinders. The
platform may be slid rearwardly, relative to the subframe, until a
rear of the platform is adjacent to or contacts the ground. Now, a
disabled vehicle may be moved onto and secured on the platform. To
secure the vehicle during carrier movement, the platform may be
slid forward, relative to the platform, and the subframe and
platform may be rotated back to the initial horizontal
position.
[0029] The platform may be supported by platform rails. The
subframe may include subframe rails. Preferably at least a portion
of the platform rails and at least a portion of the subframe rails
are located below the top of the vehicle chassis frame rails.
Definition of Claim Terms
[0030] The following terms are used in the claims of the patent as
filed and are intended to have their broadest meaning consistent
with the requirements of law. Where alternative meanings are
possible, the broadest meaning is intended. All words used in the
claims are intended to be used in the normal, customary usage of
grammar and the English language.
[0031] "Payload height" means the vertical distance between the
carrier deck and the legal limit of the height above ground.
(Federal regulations currently limit the height above ground of a
load being transported to 13-feet, 6-inches). As an example, in the
specific embodiment of the present invention disclosed here, the
payload height can be increased by about 6 inches.
[0032] "Load angle" means the angle between horizontal or ground,
on the one hand, and the deck surface when the deck is inclined, on
the other.
BRIEF DESCRIPTION OF THE DRAWINGS
[0033] The novel features which are characteristic of the invention
are set forth in the appended claims. The invention itself,
however, together with further objects and attendant advantages
thereof, can be better understood by reference to the following
description taken in connection with the accompanying drawings, in
which:
[0034] FIG. 1 is a side perspective view of a prior art vehicle
carrier;
[0035] FIG. 2 is a rear view taken along reference line 2-2 of FIG.
1;
[0036] FIG. 3 is an enlarged view of the circled portion of FIG.
2;
[0037] FIG. 4 is a partial side and rear perspective view of a
prior art carrier showing the subframe rail and encircling
platform/bed rail located entirely above the vehicle chassis
rails;
[0038] FIG. 5 is top and side perspective view of one preferred
embodiment of the vehicle carrier of the present invention, a
carrier with a heavy-duty vehicle chassis;
[0039] FIG. 6 is a top and side perspective view of the vehicle
chassis, platform subframe and rear wheels of the embodiment shown
in FIG. 5 (i.e., with the platform removed);
[0040] FIG. 6A is a top and side perspective view of the subframe
of the embodiment shown in FIG. 5;
[0041] FIG. 6B is a top perspective view of the subframe of the
embodiment shown in FIG. 5;
[0042] FIGS. 6C and 6D are left and right side perspective views,
respectively, of the subframe shown in FIG. 6A;
[0043] FIG. 6E is a bottom perspective view of the subframe shown
in FIG. 6A;
[0044] FIGS. 6F and 6G are front and rear perspective views,
respectively, of the subframe shown in FIG. 6A;
[0045] FIG. 7 is a bottom and side perspective view of the
preferred carrier shown in FIG. 5;
[0046] FIG. 8 is a top perspective view of the preferred carrier of
FIG. 5;
[0047] FIG. 9 is a side perspective view of the preferred carrier
shown in FIG. 5;
[0048] FIG. 10 is a bottom view of the heavy-duty carrier shown in
FIG. 5;
[0049] FIG. 11 is a rear, enlarged perspective view of the
preferred carrier shown in FIG. 5;
[0050] FIG. 12 is a top perspective view similar to FIG. 8, showing
the platform subframe slid rearwardly along the chassis;
[0051] FIG. 13 is a side perspective view of FIG. 12;
[0052] FIG. 14 is a front perspective view of the preferred
heavy-duty carrier shown in FIG. 5;
[0053] FIGS. 15A-15C are side perspective views showing a disabled
vehicle being winched up the inclined platform (FIGS. 15A-15B) and
then in the horizontal, stored position (FIG. 15C);
[0054] FIG. 16 is a side perspective view similar to FIG. 9,
showing a tandem axle carrier with dual pairs of rear wheels, using
a heavy-duty vehicle chassis;
[0055] FIG. 17 is a bottom perspective view of the tandem axle
carrier shown in FIG. 16;
[0056] FIG. 18 is a side perspective view of a heavy-duty vehicle
chassis with a preferred carrier, showing a combination wheel lift
and hydraulic stabilizer;
[0057] FIG. 19 is a rear view along reference line 19-19 of FIG.
18;
[0058] FIG. 20 is an enlarged view of the circled portion of FIG.
19;
[0059] FIG. 21 is a side perspective view of the embodiment shown
in FIG. 19, showing the platform subframe slid rearwardly along the
chassis;
[0060] FIG. 22 is a top and side perspective view of a heavy-duty
vehicle chassis according to an embodiment of the invention, shown
without the subframe mounted on the chassis;
[0061] FIG. 23 is a top and side perspective view of the subframe,
similar to FIG. 6, and including a preferred rear hose trough with
multiple bays;
[0062] FIG. 24A is an enlarged, exploded top and side perspective
view of the hose trough with multiple bays shown in FIG. 24;
[0063] FIG. 24B is a view similar to FIG. 24A with the body plate
in normal, retracted position;
[0064] FIG. 24C is a top and side perspective view of the preferred
hose trough in an extended position;
[0065] FIG. 24D is a sectional view along reference line 24D-24D of
FIG. 24B;
[0066] FIG. 25 is a top and side perspective view of a vehicle
chassis for one preferred embodiment of an alternative light/medium
duty, dual-rear-wheeled chassis, with leafspring suspension;
[0067] FIG. 26 is a top and side perspective view of a vehicle
chassis for one preferred embodiment of an alternative light/medium
duty, dual-rear-wheeled chassis, with airbag suspension;
[0068] FIG. 27 is a top perspective view of the carrier with
vehicle chassis of FIG. 26 and including the subframe;
[0069] FIG. 28 is a side perspective view of the carrier shown in
FIG. 27;
[0070] FIG. 29 is a rear view along reference line 29-29 of FIG.
28;
[0071] FIG. 30 is an enlarged view of the circled portion of FIG.
29;
[0072] FIG. 31 is an enlarged top and side perspective view of the
subframe, bays and wheel lift shown in FIG. 27;
[0073] FIG. 32 is a partial, enlarged rear and side perspective
view of the light/medium duty carrier shown in FIGS. 25-27 and
illustrating that the top of the vehicle chassis is above the
bottom of the subframe rails; and
[0074] FIG. 33 is an enlarged view similar to FIG. 32, showing the
platform/bed rails as well.
[0075] The components in the drawings are not necessarily to scale,
emphasis instead being placed upon clearly illustrating the
principles of the present invention. In the drawings, like
reference numerals designate corresponding parts throughout the
several views.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0076] Set forth below is a description of what are believed to be
the preferred embodiments and/or best examples of the invention
claimed. Future and present alternatives and modifications to this
preferred embodiment are contemplated. Any alternatives or
modifications which make insubstantial changes in function, in
purpose, in structure, or in result are intended to be covered by
the claims of this patent.
[0077] Referring first to FIGS. 5, 6 and 6A, a preferred embodiment
of carrier 10 includes vehicle cab 14 pulling slidable and tiltable
platform 11. Rear of the cab, cab protector bar 31 may be supported
on platform 11 by weldments 31a on the platform. Platform 11 may be
supported by subframe 8, which may be positioned adjacent to and
attached to vehicle chassis 20 as explained below.
[0078] Referring to FIGS. 5-6, vehicle chassis 20 may include
opposing longitudinal chassis rails 20a, supported by chassis
crossmembers 20b. Super Single rear wheels 40 may be mounted as
shown. Subframe 8 may be positioned, in novel fashion, with
subframe rails 9A located between rear wheels 40 and vehicle
chassis rails 20a, enabling the subframe to be located nearer to
the ground than previously possible.
[0079] Referring to FIGS. 5, 7-10, platform 11 may include
platform/bed side rails 11a, platform cross-members 11b, front and
rear platform portions 11c, 11d, and platform slide rails 11e,
respectively.
[0080] Preferably, platform or bed 11 may be slidable relative to
subframe 8, and may be tiltable relative to vehicle chassis 20, as
now explained. When the carrier is not loaded, in a preferred
embodiment the sliding and tilting functions may occur
independently at different times, or simultaneously, at the
operator's discretion. The sliding function will be discussed
first. Referring to FIGS. 6 and 6A, slideback cylinders 9b may be
extended and retracted to actuate sliding movement of the bed
relative to the subframe, as shown in FIGS. 13, 15 and 21. (FIGS.
7-10 are shown with the floor plate, a flat piece of steel forming
the upper, work surface of the platform, removed to better show the
top details.) Cylinders 9b may be rigidly attached at a forward end
to the subframe (e.g., plate 49 of FIG. 6A), and at a rearward end
to the bed (e.g., at a pinned connection such as slideback cylinder
mounts 51 on the bed (FIGS. 7 and 10). When slideback cylinders 9b
are fully extended, to counter their natural sagging tendency, they
may be supported by slideback cylinder supports 12 (FIG. 6A).
[0081] Referring now to FIGS. 6, 9 and 13, the tiltable function of
the subframe, and thus the deck mounted to it, will now be
described. Subframe 8 includes opposing subframe slide rails 9a,
front subframe crossmember 73, and cylinder box 8c. Hinge plate
crossmember 106 (FIGS. 6A and 6B) may be welded to the
subframe.
[0082] Subframe 8 may pivot about bushings 43 on hinge plate 63
(see FIGS. 6A and 6C). Bushings 43 may be welded to hinge plate 63.
Hinge plate 63 may be rigidly attached to subframe slide rails 9a,
as shown in FIG. 6A, enabling the subframe to pivot relative to the
truck chassis.
[0083] Tilt cylinders 7 may be extended to tilt the subframe and
bed combination clockwise as shown in FIGS. 15A-15C, and retracted
to rotate the bed back counterclockwise to a horizontal position.
Referring to FIGS. 7, 9 and 10, the lower, forward end of the tilt
cylinders may be pivotally attached to saddles 23, while the upper,
rearward end of the tilt cylinders may be pivotally attached to
cylinder box 8c of the subframe 8.
[0084] Referring to FIGS. 6 and 6A, a pair of control stations 61
may be attached to the subframe, such as by attachment to subframe
crossplate 60. Control stations 61 may include opposing handles or
control levers so that an operator may control various functions
from either side of carrier 10, such as platform sliding, subframe
tilting, winching, or the function of various devices which may be
connected at the rear of the carrier, such as hydraulic
stabilizers, wheel lifts, etc.
[0085] Referring to FIGS. 15A-15C, the appropriate sequence for
loading the carrier is as follows. First, the subframe/deck
combination is tilted using hydraulic tilt cylinders 7 until rear
stabilizer 70 contacts the ground. Next, the deck is slid
rearwardly, using hydraulic slideback cylinders 9b, down the
incline and relative to the subframe, until the rear portion 11d of
the deck contacts the ground. Now, load 80, such as a disabled
vehicle, may be driven or winched up the deck incline using winch
90. The load is then secured to the bed, using chains, straps
and/or similar equipment. After securing the load on the deck, the
deck is slid forward and up the incline, relative to the subframe,
to its fully forward or retracted position. Finally, the
subframe/deck combination is now rotated counterclockwise back to a
horizontal position (FIG. 15C).
[0086] Referring to FIGS. 6, 7, 14 and 22, rear axle airbag
suspension 17 is preferably employed. Differential housing 18 lies
adjacent thereto. Referring to FIGS. 10, 11 and 14, U-bolt axle
shackle 19 may be used to hold the axle to the suspension. With
prior carriers (e.g., as shown in the '147 patent), the subframe
slide rails were required to sit completely above the chassis
frame. However, because this embodiment of the current invention
uses a chassis with Super Single wheels, together with a rear axle
airbag suspension, approximately 12 inches of clear space is
provided between rear wheels 40 and truck frame rails 20a, so that
there is room to position subframe rails 9a and slideback cylinders
9B parallel to vehicle chassis rails 20a, and interposed between
chassis rails 20a and rear wheels 40, and below the top of the
truck frame. (Conventional leaf spring suspensions are mounted on
the side of the truck frame, and would interfere with the location
of the bed rails.) This additional five inches of space between the
Super Single rear tires and truck frame thus provided, over
conventional tires, enables positioning of a carrier's longitudinal
slide beams adjacent the side of the truck frame to lower the
subframe and sliding platform approximately 6 inches relative to
the top of the truck frame. This enables the platform height to be
lowered at least 6 inches below its previous height relative to
ground, as compared to the '147 Patent, for example.
[0087] Referring to FIGS. 16-21, a tandem rear-axle carrier with
dual pairs of rear wheels 40a and 40b is shown. This embodiment is
similar to the embodiment shown in the earlier figures, with the
exception that tandem rear wheels are employed with corresponding
tandem suspensions.
[0088] Referring to FIG. 22, in a preferred embodiment, chassis
hinge weldment 140 may be welded rigidly to vehicle chassis frame
rails 20a. Hinge weldment 140 may include: hinge angle 140A,
spanning the chassis frame rails; opposing hinge plates 140B welded
to hinge angle 140A; and hinge bushings 140C, each housed in hinge
plates 140B. The chassis hinge weldment is the means by which the
subframe pivotally attaches to the chassis. Also, the cylinder box
8c (see FIGS. 6, 6A, 6B and 6E) is the means by which the tilt
cylinders pivotally attach to the subframe. The chassis hinge and
the subframe hinge may be concentrically mated.
[0089] Referring to FIGS. 13 and 22, tilt cylinder saddle 23 is the
means by which tilt cylinders 7 attach to the chassis. Subframe 8
(hinge plate 63 and bushings 43 shown in FIG. 6A) pivots about the
vehicle chassis on chassis hinge weldment 140, which functions as a
common concentric pivot point. Elements 23a-23d combine to form a
preferred saddle 23 for mounting tilt cylinders 7: cross plate 23a
in the saddle weldment; reinforcement channels 23b for the saddle;
sideplate 23c of the saddle; and reinforcement gussets 23d, which
aid in attaching the saddle to the truckframe).
[0090] Referring to FIG. 6A, winch hydraulic hoses (not shown) may
be retained within hose trough 57 located at a forward portion of
the subframe. This hose trough location may limit the length of the
bed to longer-length beds, however, and may also limit the ability
to route electrical cable. Referring to FIGS. 23-24, in a
particularly preferred embodiment, it is preferred that a hose
trough 57 be located to the rear of the carrier as shown, for
example, so that the hose trough will not interfere with the rear
tires on beds shorter than 28-feet in length and having a tandem
rear axle chassis. Using the embodiment shown in FIGS. 23 and
23A-23D (as opposed to the FIG. 6A embodiment), the bed can be made
shorter (industrial carrier beds may vary from about 24-30 feet in
length, for example). Rear and front hose trough trays 57a and 57b
enable the winch hose lines to move relative to the subframe as the
winch and platform move relative to the subframe. Front tray 57a is
shallow, to prevent the hoses from sagging and drooping while the
bed is in a retracted/forward position. Rear tray 57b is deeper, to
account for the hose bend radius. (When the platform is extended,
the hoses will lay in the rear tray; when platform is retracted,
the hoses will lay in the front tray.) V-shaped dividers 81a, 81b
of plate 81 may be provided, to partition the hoses and wires into
three separate bays (bay or partition areas A, B and C in FIG. 24D,
for example) and to keep them in a straight path when pushed by
extending the platform. Plate 81 may be rigidly fastened to the
platform. When the platform is extended rearwardly, plate 81 moves
with the platform. Rear tray 57a may also be provided with inverted
dividers 83 and 85, also forming three separate bays between them
for carrying hoses and wires. The use of a hose trough with front
and rear trays, each having multiple bays, enables the carrying of
multiple hose lines, including for example: oil lines for the winch
or other hydraulic device; electrical cable for marker lights
and/or emergency lighting; and pressurized air lines for, e.g., the
air-activated cable tensioner, to disengage and re-engage the
winch, or for other purposes.
[0091] Referring again FIGS. 24A-24D, the dividers form the
separate bays and provide a straight-line path for the hoses and
wires as they are rolled and unrolled with the extension and
retraction of the platform. Without the dividers, the hoses and
wires would not travel in a straight-line path and would become
tangled.
[0092] Referring back to FIGS. 6, 6A-6E and 18, a variety of
devices may be connected to the rear end of subframe 8. In the
drawings, a dock leveling, hydraulic stabilizer 70 is shown to
provide strength and stability when level-loading from a dock.
Stabilizer 70 may be rotated about pivot 71 using hydraulic
cylinders 27. The stabilizer may be used to provide support for the
bed as a disabled vehicle is loaded on the platform. Alternatively,
instead of or in combination with a hydraulic stabilizer, a wheel
lift (as shown in FIG. 18), pintle hitch (for pulling a trailer) or
other devices may be attached to the rear end of the subframe.
[0093] As perhaps best shown in FIGS. 32-33, in the preferred
embodiment of the present invention, the carrier has a design
configuration in which the top of the vehicle/chassis rails 120a is
preferably above the bottom of at least one of the subframe rails
108a and the bed/platform rails 111a, and preferably above the
bottom of both the subframe rails and the bed/platform rails.
[0094] Those of ordinary skill in the art will understand that a
carrier designed according to the principles of the present
invention will have a lowered platform height in comparison to
conventional carriers having a subframe located above the frame
rails of the vehicle chassis. This, correspondingly, will result in
a reduced loading angle, and an increase in payload height. For
example, for a carrier with a 28-feet deck, it was found that a
6-inch drop in the platform/deck height results in about a
1.5.degree. reduction in load angle. Use of an airbag suspension,
over a leafspring suspension, lowers the deck height about 2.5 more
inches, reducing the load angle about another 0.5.degree. (again,
for a 28-foot deck). Thus, the present invention, with a carrier
having a 28-foot deck using Super Single rear wheels, an airbag
suspension, and a subframe located between and below the top of the
vehicle chassis frame rails of the vehicle chassis and the rear
wheels, provides a load angle reduction of about 2.degree..
Preferably, also, at least a portion of the subframe rails are
located below the vehicle chassis frame rails.
[0095] The LCG carrier design was originally developed in a
heavy-duty version. Design characteristics of the heavy-duty
version, disclosed above, include dual outboard mounted bed
slideback cylinders, Super Single wheels, an air-bag rear
suspension, and a center-mounted hose and wire tray. The outboard
mounted slideback cylinders in combination with the Super Single
wheels and air bag suspension enable the main subframe slide-rails,
in the preferred embodiment, to be positioned mostly below (about
67% below) the top of the truck frame. The Super Single wheel
system provides about 12 inches of space between the tire sidewalls
and the side of the truck frame, which allows room for the outboard
mounted slideback cylinders together with the bed slide-rails
between the tires and truck frame. This LCG subframe slide-rail
orientation relative to the truck frame enables a much lower bed
height than conventional carriers, whose subframe slide-rails are
located completely (100%) above the top of the truck frame. The
heavy-duty LCG deck height reduction, as compared to conventional
heavy-duty carriers, is 6-7 inches, which is significant in terms
of providing a lower center of gravity and a lower load angle, as
explained above.
[0096] This LCG carrier design on heavy duty chassis stimulated
demand for a light-duty and medium-duty LCG carrier version.
However, the Super Single wheel system is not currently available
on light-duty and medium-duty chassis. Therefore, another LCG
design was developed for dual rear-wheel chassis to satisfy the
additional demand, as now disclosed.
[0097] In the preferred embodiment, the design characteristics of
the light and medium-duty LCG carriers may include a subframe with
a low profile, center-mounted slideback cylinder system with hose
and wire trays that straddle the bed slideback cylinder. The
slideback cylinder and hose/wire trays may be contained within the
confines of the main subframe slide-rails. The main subframe
slide-rails may be positioned about 20% below the top of the truck
frame, between the dual rear tire side walls and the sides of the
truck frame. With typically 7 inches of space available, there is
not enough room between the dual rear tires and the truck frame for
the slideback cylinder and the slide-rails on the subframe and bed
to reside. However, there is just enough space for the slide-rails
without the slideback cylinder. Accordingly, in the preferred
embodiment, the slideback cylinder is center-mounted.
[0098] Single rear-axle chassis with air-bag rear suspensions are
recommended for the light-duty and medium-duty LCG carriers (as
shown in FIGS. 22 and 26), but not required. The air-bag rear
suspensions enable a lower load angle with the air-bags deflated,
than leaf-spring suspensions. Leaf-spring hanger geometry varies
from one chassis manufacturer to the next. Some leaf spring rear
suspensions will work with the light and medium-duty LCG carriers
as long as the rear suspension spring hangers are not too close to
the top of the truck frame.
[0099] In the preferred embodiment described here and in the
accompanying drawings (FIGS. 27-30), the light and medium-duty LCG
carriers have a deck height that is about 4-5 inches lower than
comparable conventional carriers.
[0100] Referring more specifically now to FIGS. 25-31, a preferred
embodiment of a light or medium-duty LCG carrier 300, according to
the present invention, is shown. Carrier 300 generally includes
tiltable platform 111 and supporting subframe 108, which may be
positioned adjacent to and attached to vehicle chassis 120 as
explained above. Referring to FIGS. 25 and 26, truck frame 120 may
include longitudinal truck frame rails 120a and supporting
cross-rails 120c.
[0101] Referring to FIGS. 25-29, dual rear wheels 140 may be
mounted on a single axle as shown. Subframe 108 with subframe side
rails 108a may be positioned, in novel fashion, between rear wheels
140 and vehicle chassis rails 120a, enabling the subframe to be
located nearer to the ground than previously possible. Slideback
cylinder 109 and front and rear hose/wire trays 157a, 157b are
preferably contained between main subframe slide rails 108a.
Referring to FIG. 18, as with the above-described heavy-duty
chassis, wheel lift 170 may be rotated about pivot 171 using
hydraulic cylinders 127.
[0102] Referring to FIGS. 28-33, in the preferred embodiment, main
subframe slide rails 108a are positioned about 20% below the top of
the truck frame, between the dual rear tire side walls and the
sides of the truck frame. Dual rear wheels typically provide about
7 inches of space in this area, which may not be enough room for
both the slideback cylinder 109 and subframe siderails 108a to be
located, which is why slideback cylinder 109 is center-mounted as
shown.
[0103] Preferably, platform/bed 111 is slidable relative to
subframe 108, and is also slidable relative to vehicle chassis 120,
in the same manner as with the heavy duty carrier embodiment
disclosed in FIGS. 5-21.
[0104] Referring to the light duty chassis carrier of FIGS. 27 and
28, the tiltable function of subframe 108, and thus the tiltable
function of deck 111 mounted to it, also occurs in the same manner
as with the heavy duty LCG carrier embodiment disclosed above,
using tilt cylinders 107.
[0105] Referring to FIGS. 27 and 31, for example, a pair of control
stations 161 may be attached to the subframe 108, in the same
manner as with the heavy-duty LCG carrier, if so desired.
[0106] The appropriate sequence for loading the light/medium-duty
LCG carrier is the same as the loading sequence for the heavy-duty
LCG carrier, recited above.
[0107] Referring now to FIG. 26, airbag suspensions are
recommended, but not required, for the light/medium-duty LCG
carrier using a dual rear wheel chassis. Rear axle airbag
suspension 117 enables a lower load angle with the airbags deflated
than with leaf spring suspensions. Referring to FIG. 25, some leaf
spring rear suspensions 217 may work with light and medium-duty LCG
carriers, provided the rear suspension spring hangers 218 are not
located too close to the top of the truck frame.
[0108] Using the design of the present invention, the resulting
deck height of light and medium-duty LCG carriers may be 4-5 inches
lower than comparable conventional carriers.
[0109] Those of ordinary skill in the art should appreciate that
chassis manufacturers prefer not to manufacture carriers with Super
Single rear wheels with truck frames that have rear single axles.
Instead, rear tandem axles are preferred to be used with Super
Single rear wheels. (Only in this sense, FIGS. 5-15C do not show a
currently preferred embodiment; instead, where Super Singles are
shown, tandem rear axles should be employed, as with FIG. 16, for
example.) (Single rear axles may be rated at 21,000 pounds, for
example, and each Super Single wheel may be rated at a 10,000 pound
capacity, meaning the rear axle may be loaded to capacity, which
can overload the tires. This is not preferred by
manufacturers.)
[0110] The above description is not intended to limit the meaning
of the words used in the following claims that define the
invention. Persons of ordinary skill in the art will understand
that a variety of other designs still falling within the scope of
the following claims may be envisioned and used. For example, while
preferred embodiments involving a slidable and tiltable platform
have been disclosed, in other embodiments the platform need not be
capable of sliding. As another example, it is possible that future
modifications in designs, or future improvements in materials, may
enable the use of the invention with dual rear wheels as opposed to
Super Single rear wheels (i.e., such design modifications and/or
improvements may result in their being sufficient space between the
vehicle chassis rails and the dual rear wheels such that the
subframe may be located in this space). It is contemplated that
future modifications in structure, function, or result will exist
that are not substantial changes and that all such insubstantial
changes in what is claimed are intended to be covered by the
claims.
* * * * *