Note: Descriptions are shown in the official language in which they were submitted.
1093446
1 BACKGROUND
This invention relates generally to a repair and
straiqhtening apparatus and more particularly, in the preferred -~
embodiment, to apparatus for repairing and straightening vehicle
5 bodies and frames.
In the field of vehicle frame and body repairing and
straightening, various types of apparatus are currently
., , ,,. , . , , ....................... - ,. ~
available. Several types of apparatus currently known to be ~-
available present serious limitations and deficiencies regard-
10 ing the ability of repair personnel to work on both the front and
rear ends of a vehicle. Presently, whenever it is necessary
", , :
to work on both the front and rear ends of a vehicle, it
.. . .
i~ neces~ary for the vehicle to be turned in the~e apparatus
to expo~e the damaged portions of the vehicle to the repair
15 member~ of the apparatus. It i8 thus immediately obvious
that such a cycle of repair-turn-around-repair is time con-
~um~ng and thu~ of great expense to both the repair operator
and the owner of the vehicle.
Further, types of apparatus presently known to be
20 available which do repair a vehicle around its entire 360 degree
periphery are complicated and expenaive. For example, one such
apparatua requires a working pit and the use of complicated
~tructure for the positioning of the pulling members.
Therefore, there i8 a definite need in the art for
25 a vehlcle body and frame straightening and repairing device
which allows several repair operations to be performed on a
... . .
vehicle, including the repair of both`the front and rear portions,
without the necessity of removing the vehicle from the device,
turning it around, and remounting it on the device.
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`` 1093446
1 There is also a definite need in the art for a
vehicle body and frame straightening and repairing device
which i's flexible such that the repair force can be applied
in a direction parallel to the direction of the force that
caused the damage. Further the apparatus should be of a
'simple design, efficient, and easy to operate to reduce the
amount of time and labor required for the repair of damages
and'to maximize the equipment and materials used.
SUMMARY
m e present invention solves these and other
problem's in vehicle repair and straightening'by providing,
in the preferred embodiment', an apparatus for repairing and
~traightening the body and frame of a wheeled vehicle including
a tread member, for the support of the vehicle thereon,
15 having regularly shaped apertures therethrough. The apparatus
urther has the ability to apply a pulling force at any
po~it$on 360 degrees around the vehicle.
In the preferred embodiment, a tram, movable
along and between the right and left tracks of the tread
20 member and including pulling members pivotally mounted
thereto, i~ u~ed to apply the pulling force to any position
360 degree~ around the vehicle.
In the preferred embodiment, the pulling members
are pull tower~ which elongate in the vertical directlon.
25 The pull tower~ further include a pulley located on the
movable uppermost portion of the pull towers. A flexible
connector, preferably chain, is then attached to a stationary
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~093446
1 portion of a pull tower and is passed over the movable
pulley to allow the end of the flexible connector to move a
distance equal to twice the distance the pull tower elongates.
Pull tower locking pins are further provided for
use in locking the pull towers at any angle with respect
to the tread member. The locking pins include a body portion
which substantially fills an aperture of the tread member
and a portion which abuts with a portion of the pull towers.
Vehicle securing members in the form of bolsters
10 are further provided. The bolsters include a body portion
wh$ch substantilly fills an aperture of the tread member
and an abutting portion which interacts with the vehicle ~-
frame. A locking ring is used to hold the bolster within
the aperture of the tread member adjacent the vehicle.
lS Therefore, it is a primary aim of this invention
to provide a novel repair and straightening apparatus.
It is also an aim of this invention to provide a
novel repair and straightening apparatus for vehicles.~ ;`
It is also an aim of this invention to provide a
20 novel repair and straightening apparatus for repairing a
vehl¢le around its entire 360 degree periphery.
It is also an aim of this invention to provide a
novel repair and ~traightening apparatus of simple design
whi¢h is flexible to allow the repair force to be applied
25 at any desired angle corresponding to the direction of the
damaging force.
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---` 1093~6
'
1 It is also an aim of this invention to provide a
novel repair and straightening apparatus which maxLmizes ~'
the equipment and materials used. ~ ,
- It is also an aLm of this invention to provide a
S novel apparatus which repairs and straightens frames and ~ '
bodies of vehicles in an e'fficient manner. ~ i -
- It is also an aim`of this invention to provide a
novel repair and straightening apparatus with means for
allowing easy and quick locking of the`~pull towers at a
10 desired angle about the item to be repaired.
, It is also an aim o this invention to provide
novël repair and straightening apparatus with means for
allowing the ea y and rapid securing of a vehicle onto the
apparatus.
~It is yet another aim of this,invention to provide ~ ~
a novel repair and straightening apparatus with means for ~ ~-
maximizing the pulling force applied to a damaged vehicle.
Accordingly the invention provides, in one aspect,
apparatu~ for repairing and straightening the body and
20 frame of a wheeled vehicle. The apparatus includes a tread ,
member having a fir~t end and a second end and having a top ~
~urace and a bottom surface and including a right track ~'
member and a left track member. Each of the right and ,',
left track member~ have a top surface formed thereon to
25 allow ~upport of the vehicle thereon. The apparatus allows
placement of a vehicle upon the tread member. At least
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,. j - ~ . ,
. , . . ",, , .,,, ." . . ,. . . ., . ;., . . " .,; , .,, . ~, : ,
1093446
1 one member for applying a force to the vehicle is provided.
The apparatus further includes a tram body. Further provided
is a member for movably mounting the tram body between the
right and left track members. The movably mounting member
includes a member for moving the tram body along the right
and left track members. Further provide is a member for
,
pivotally interconnecting the force applying member to the
tram body to allow positioning the force applying member
on the outside of the tread member. Thereby, the tram
10 body i~ al}owed to be positioned at any position between
the first end and the second end of the tread member.
Further, the force applying member is allowed to be
positioned at any desired angle around the tread member.
Therefore, the repairing and straightening force can be
15 applied at any angle around the entire 360 degree periphery
of the vehicle.
In the preferred embodiment of the present
invention, the movably mounting member includes at least
one ~haft carried by the tram body having a first end which
20 engages a portion of the right track and a second end which
engage~ a portion of the left track.
Furthermore, in the preferred embodiment, the
movlng member include~ member for rotating the shaft which
1~ carried by the tram body.
Additionally, in the preferred embodiment, the
apparatu~ further includes member for resiliently mounting
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- 1093446
1 the shaft in the tram body and a member for receiving the
.. . . . ..
counterforce of the force exerted on the damaged vehicle
by the fo~ce applying member pivotally interconnected to
thë tram body. Under a load condition, the shaft deflects -~
due to the resiliently mounting member suoh that the shaft
is subjected only to the i~itlal force while the member
for receiving the countérforce receives the ma~or counterforce.
Likéwise, in thé prefèrred embodiment, the member
for réceIving the coùnterforce includes a tram top à~d a
10 tram bottom attacXéd to the tram body such that, whèn a
co~nterforce is subjectéd ~o the tram body, the tram top
contac~s the tread top su~face and the tram bottom contacts
the tread bottom s~rface.
These and further aims and advantages of the
15 presént invention will become clearer in the light of the
following detailed description of an illustrative embodiment
o this invention described in connection with the drawings.
DESCRlPTION OP THE DRAWINGS ~ ;
The illustrativé émbodiment may best be described
20 by reference to the accompanying drawings whére:
Figure 1 is a perspective view of an apparatus
or répairing and etraighténing the body and frame of a
vehlcle accordlng to the teàchings of the present invention.
Figuré 2 is a side elevation view of the apparatus
25 of Figuré 1-.
Figure 3 is a top view of the apparatus of Pigure l.
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lOg34~6
1Figure 4 is a part1al sectional view taken along
section line 4-4 in Figure 3.
Figure 5 is a sectional view taken along section .~ ;
line S-5 in Figure 4.
- . Figure 6 is a partial sectional view taken along
,section ~ine 6-6 in Figure 5.
- : Figure 7,is a partial sectional view taken along -:
section line 7-7,.i-n:,Figure 3.
,; ,. ,,,,: Figure 8 is a partial sectional view taken along~ . ',
~:
10 section line 8-8 in Figure,4,.. .. , : ~'
, Figure 9,is a-.partial sectional view,taken along
sectioni,Iine 9-9 in Figure,3. ,, . :~
, ,,Figure 10 i8 a top view ~f the sectional view ~ :,
shown,in Figure 9. ....... , , '. ;:
, F1gures ll-lS show diagrammatic views of example
operations of the apparatus of Figure l.
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1093~46
1 Where used in the various figures of the drawings,
the same numerals designate the same or similar parts.
Furthermore, when the terms ~right", "leftn, "front", "backn,
"vertical", "horizontal~, "rlght end", "left end", "inside",
5 ~rearn, "bottommost", and similar terms are used herein, it ~ -
should be understood that these terms have reference only to
the structure shown in the drawings as it would appear to a person ;:
viewing the drawings and are utilized only to facilitate
describing the invention.
10 DESCRIPTION ~ ~ .
Referring to the drawings, preferred apparatus for
repairing and straightening the body and frame of a vehicle iB
shown and generally indicated a~ 20. The straightening apparatus
20 include~ a tread member, génerally designated 22, having
15 left and right tracks, 19 and 21, respectively, held in
a ~paced relation by front and rear cross members, 23 and 24 :~
ro~pectively, such that the tires of a vehicle placed thereon ` :~
are ~upported by tread member 22. Each track 19 and 21 includes
a tread top surface 26 having an inside top flange 30, a
20 treaa bottom ~urface 28 having an inside bottom flange 32, rein-
forcing memb4rs 29 which hold the top ~urface 26 and the bottom
~urface 28 in a spa¢ed relation, and an inside ~ide wall 34
~paced lnwardly from the ends of the flanges 30 and 32. Flanges
30 and 32 and in~ide side wall 34 form a C-shaped track on the
25 in~ide ~urface of each track 19 and 21 of the member 22,
Removable cross ties 36 can be positioned such that the ends
extend within the C-shaped tracks formed by flanges 30 and 32
of the left and xight tracks 19 and 21, respectively, in tread
m~mber 22,
Connected to cross member 23 is a support member 38
having a lower pivot member 40 such that tread member 22 can be
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--` 1093~46
1 pivoted from a horizontal position to an angularly offset
position as shown in phantom in Figure 2 to allow placement of
a vehicle on tread member 22, as will be explained hereinafter.
Suitable lift scissors 42 can be provided to raise
5 and lower one end of tread member 22 to allow placement of
the vehicle upon tread member 22. Lift scissors 42 include
connector arms 41 and 43, floor pivot 544, pivot pins 546, 548,
550, and 552, and hydraulic jack 542 controlled by valve 543
connected to hose 545 such that when jack 542 is caused to
10 extend, lift scissors 42 expands thus raising the one end of
tread member 22 from an angular position to a horizontal
position.
A safety leg 44 can be provided to prevent acaidental
tilting of the tread member 22 from the horizontal position.
15 Safety leg 44 includes support members 554 connected to a
horizontal member 558 having adjustable legs 560. Support
members 554 are pivotally mounted as at 556. Safety leg 44
can be pivoted to a horizontal position adjacent to tread
member 22 when tread member 22 is de~ired to be placed in an
20 angularly off~et po8ition, and can be pivoted to the vertical
po~ition ~hown in Figure 2 when tread member 22 is desired
to be held in a horizontal position. As best seen in Figure 1,
an extension 562 can be provided so that safety leg 44 can
be readily pivoted by an operator.
Triangular floor members 46, having top surfaces
48, are shown as positioned on the floor such that when
tread member 22 i~ angularly offset, top surface 26 is
flush with top surfaces 48 of triangular floor members 46.
In such a position one end of tread member 22 is touching the
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1093~6
1 floor and tread top surface 26 and top surface 48 of floor
members 46 form a smooth incline to allow a car to be driven
or winched onto tread member 22.
- A multitude of regularly shaped apertures 50, such
S as circular apertures as shown, are formed in track members
l9 and 21 of tread member-22 such that apertures 50 extend
vertically through tread top surface 26 and bottom surface 28 ;
in a substantially vertically aligned manner. Apertures 52
and 54 are shown as formed in removable cross ties 36 and
10 cro~ members 23- and 24, respectively, in a similar manner.
- A tram, generally designated 70, is movably mounted
along and between the right and left track members 19 and 21
of tread member 22. As best seen in Figure 4, tram 70 includes
a tram carrier member 72, a hydraulic unit cavity 78, and
15 pivot member~ 81. Tram carrier member 72 includes a tram
top 74 that extend~ over top flange 30 of tread member 22
and a tram bottom 76 that extends over the bottom flange 32
of each tread member 22. Tram top 74 and bottom 76 are more
w$dely ~paced than tread top surface 26 and bottom surface 28
20 ~uch that flange~ 30 and 32 are positioned within tram carrier
member 72. A tram ~ide wall 77 is spaced from the ends of
top 74 and bottom 76 and runs parallel to the track member~
19 and 21 of tread member 22. A tram hydraulic unit, generally
de~ignated 80, i8 positioned within tram hydraulic unit
25 cav$ty 78. An auxilliary jack, not shown, can further be
~tored in a container 600 when not in use.
- As best seen in Figu~es 5 and 6, a pair of shafts 82
carrying ~procket~ 84 extend from both ends of tram carrier
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10934~6
1 member 72 through a U-shaped aperture 71 formed in side wall 77
into the C-shaped tracks formed by flanges 30 and 32 in the
ri~ht and left tracks of tread member 22. Each of the pair of ';~
shafts-82 include a flexible~ connector 75 that allow shafts
5 82 to flex adjacent their cen'ters. Wheel bearing retainers 86
include a'flat piate 87 having vertical slots 88, an inverted
U-shaped removed portion 91, formed therein, and a shaft
hold';down member 89 fo'rmed'at'the closed portion of removed
portion 91. Retainers 86 are slidably mounted to the inside
10 ~urface of side wal} 77 by projections 90, such as bolts,
which extend through vertical slots 88 of retainers 86. There-
foré, retainers 86 are allowed to move in a vertical direction.
Retainer~ 86 are biased downwardly by the use of a spring 92.
The ten~ion of spring 92 can be varied by rotating bolt 94.
In the assembled relation, shaft 82 is captured
within the U-~haped aperture 71 of side wall 77 by the shaft hold
down member 89 of the retainer 86. Therefore, shafts 82 are
re~iliently mounted within tram carrier member 72. One or
both of ~haft~ 82 can be driven by the use of an electric
20 motor 17 carried by the tram top 74 which drives a roller
chaln 18 in a conventional manner by sprockets 510 and 520
located on motor 17 and shaft 82, respectively, as is shown
in Figure 3 and as ~hown in phantom in Figure 5.
' Under no load, ~pring 92 biases retainers 86
25 downwardly such that tram carrier 72 iq positioned such
that tram top 74 is vertically spaced above tread member top
surface 26 and tram bottom 76 is vertically spaced below tread
bottom ~urface 28. The spacing of tread member 22 within
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-` 10~3~46
1 tram carrier 72 can be varied by the adjustment of the tension
of spring 92 by rotating bolt 94. But, if tram 70 is placed
under a load such as that from a counter force of the pulling
force exerted on a damaged vehicle, as will be explained
5 further hereinafter, the springs 92 are compressed thereby
flexing shafts 82 through connectors 75 such that tram top 74
contacts tread top surface 26 and/or tram bottom 76 contacts
tread bottom surface 28. Thereby, when a load is placed on
tram 70, the ~tress is placed on tram top 74 and/or tram
10 bottom 76 of tram carrier member 72 rather than shafts 82. Thus,
shaft~ 8Z have to be of sufficient size to move tram 70 and
to withstand the force required to compress springs 92, but not
to with~tand the major forces exerted on tram 70 and thus
ehafte 82 are not required to be of excessive size.
Stationary, elonga~ed gear me~bers 95, Quch as chain
linke faetened to bottom flanges 32 of the C-shaped tracks
ad~acent eide wall~ 34 of track members 19 and 21 of tread
member 22, engage sprockets 84 of tram 70 thus forming a
rack and pinion gear a~sembly. Rail portions 85 are formed
20 in the C-ehaped tracke formed by flangee 30 and 32 adjacent
chaln links 95 to acco date chain links 95. Motor 17
drivee at leaet one of the shafts 82 through roller chain 18
such that eprocket 84 meshes with ~tationary chain links 95
and thue movee tram 70. To reduce the amount of weight
25 carried by sproCket 84, shaft 82 can additionally include
a roller 83 preferably formed of steel that rides on rail
portion 85 formed on the bottom surface of the C-shaped tracks
parallel to chain links 95. Further, roller 83 allows the
omooth movement of tram 70 within tread member 22 rather
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~` 10934~6
1 than a bouncing movement that would be caused by the teeth
of sprockets 84 falling into and thereby riding on chain
links 95. Chain links 95 could optionally be placed on top ..
flange 30 to avoid the collection of foreign material within
5 chain links 95.
,A switch.10~ is mounted on the side.~of tread
membter 22 to control tram m~tor 17 turning shaft 82
.. , . . . ~ , . .
and.thus the v,ement of.tram 70. Limit switches 104
located.on cross members 23 and 24 stop tram 70 when contacted :
10 tQ prevRnt tram 70 from ra~ming cross members 23 and 24.
As best seen in Figure 4, a locking,member 98
~ecures tram 70 in a statio~ary position. Locking member 98
includes an elongateq member 100 which is placed parallel to
tram top 74 and vertical projections,102, having a regular .,.:.
15 ~hape corresponding to apertures 50, located adjacent the ends
o elongated member 100 that interfit with removed portions 96
ormed on tram top 74. To lock tram 70, locking member 98 is '
po~itioned such that projections 102 extend vertically into
removed portion~ 96 and into apertures 50 formed within tread
20 menber 22 to oecurely hold tram 70 in a stationary position.
~hen it i~ de~ired to move tram 70, locking member 98 is raised
from the ~traightening device 20 such that projections 102
d~ not extend into apertures 50 of tread member 22. After
moving tram 70 to the desired position, locking member 98 ~.
25 may again be po~itloned such that projections 102 again
ex~end th~ough removed portions 96 into apertures 50 of tread
member 22.
To provide a pulling force to vehicle3 placed on the
-~traightening appaxatus 20, pull towers 150 and 151 are provided
which are pivotally interconnected to the tread member 22. Pull
~, , , ,, : ,,
--` 1093~'16
1 towers 150 include a connector arm 152 and a hollow cylindrical,
stationary, vertical portion 154. Clamps 156 and gussets 157 are
connected to conneetor arm 152 to pivotally mount pull towers
150 on pivot members 81. In the preferred embodiment, clamps
5 156 include nylon bushings 602 forming a ring sleeve type
bearing such that clamps 156 are able to convey to pivot 81
a force from any direction applied to connector arm'l52.
Connector arm 152 is vertically positioned on pivots 81 by
adjust'ment screws 604 which abut a steel thrust plate 606. To
10 réduce the'amount of'friction between clamps 156 and plate 606, a
nylon plate bearing 608 can further be provided to allow
towers 150 to be easily pivoted about pivots 81.
' A ram ~leeve 158 having an enlarged top 160 and
a pulley 162, rotatably mounted in a ! U-shaped member 164, is
15 ~lidably mounted within vertical portion 154. Ram sleeve 158
can urther be pivoted within vertical portion 154 to allow ;
changlng the direction of pulley 162. A suitable flexible
pulling member 165, ~uch as a chain, extends over pulley 162
and i~ ~ecured to vertical portion 154 by a locking member 166.
20 Locking member 166 i~ carried by bolts 700 beneath a collar 702
attached to vertical portlon 154 by ~uitable bolts 704 to
rotatdbly mount locking member 166 about vertical portion
154 and include~ a alot 168 that allaws insertion of the
chain 165 into the ~lot horizontally but prevents movement
25 of the chain 165 vertically. ~he chain 165 i~ further directed
toward~'the vehicle to be repaired by a pulley 174 rotatably
mounted in a U-~haped member 176 formed'on a collar 172.
Collar 172 is locked in any desired position on vertical
portion 154 by a cam member 178 pivotally mounted thereon.
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,-` 10934~6
1 -Cam member 178 includes a cam portion 180 and
a lever arm 182 such that lever arm 182 can be pivoted to
engage cam portion 180 against the side walls of vertical
portion 154. Collar 172 can be slid vertically along the
5 vnertical portion 154 and rotated thereon such that chain 165
can be directed from any vertical position and from any angle
on vertical portion 154. This allows the pulling force to be
selectively directed to a damaged vehicle along the same line
of force that initially caused the damage to the car. It should
?~'i: `,
10 be noted that if collar 172 is pivoted about vertical portion
154 through a large angle, it may be necessary to change the
direction of pulley 152 by pivoting ram sleeve 158 within
vertical portion 154 and change the direction of locking
member 166 by pivoting it on vertical portion 154.
Although, in the preferred embodiment, cam
member 178 is u~ed to lock collar 172 on vertical portion
154, ~everal other methods can also be used. For example,
a bolt threadably mounted to collar 172 for abutment
again~t vertical portion 154 has also been used successfully.
A hydraullc cylinder 184 raise~ the ram sleeve 158
to elongate pull tower 150. Hydraulic lines 186, such as a
ho~e, connect hydraulic cylinder 184 to valve 188 that controls
the oil 1OW rate into cylinder 184 from hydraulic unit 80
through the hydraulic line 190 such as a hose, as shown. The
25 rate at whlch cyllnder 184 rises is directly related to the
oil flow rate through valve 188.
An alternate method of the attachmRnt of valve 188
to vertical portion 154 is to notch the lowermost portion of
vertical portion 154 such that valve 188 is placed within
vertical portlon 154 such that lt is above the bottom surface
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1093~46
1 of connector arm 152. In such a position, hose l9o can be
placed entirely within connector arm 152. Further, a horizontal
ledge can be added above the valve handle to protect valve 188
from being hit and to act as a step for the operator to stand
s on during operation of the apparatus, i.e., positioning collar
172 on yertical portion 154, attaching chain 165 to locking
me~ber 166, or similar operations.
~ Since chain lÇS is anchored to the stationary vertical
portion 154, the free end of chain 165 travels a distance
10 equal to twice the distance traveled by ram sleeve 15B. It is
known in the art to fasten chain 165 directly to ram sleeve 158,
but it ha~ been found by the present invention to be advantageous
to secure chain 165 to the stationary vertical portion 154
rather than ram sleeve 158. The present invention has the
15 advantage of being able to pull chain 165 twice as far for
the ~ame sleeve di~placement and further gains a mechanical
advantage in that the hydraulic cylinder 184 moves only
one-half the di~tance it would move if chain 165 was attached
directly to ram sleeve 158.
Additionally, in the arrangement of the pre~ent
invention, the amountiof friction between vertical portion
lS4 and ram ~leeve 158 is greatly reduced. When a chain is
attached directly to the ram sleeve, such as in devices
known ln the art, the sleeve cants within the vertical portion
25 o ~uch pulling members when such pull towers exert a pulling
force on the chain. This binding of the sleeve within the
vertical portion re~ults in a large power loss at least from
the large amount of friction between the outer surface of the
ram ~leeve and of the inner surface of the vertical portion
of the pulling members thereby greatly reducing the a unt
o pulling force wh~ch can be applied to the vehicle.
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1093446
1 The present invention thus has the advantage of
directing the counter force of ram sleeve 158 vertically down-
ward by the use of pulley 162. Thus ram sleeve 158 does not
cant or bind within vertical portion 154. This greatly reduces
5 the amount of friction which was previously encountered in the
prior a,rt and allows the use of smaller hydraulic cylinder 184
wi;thin pull towers 150 and l51 or the application of a Iarger
working force to the chain 165, if the same size hydraulic
cylinder is used.
Further, when the chain is directly attached to the
ram sleeve, as in some prior devices, the ram sleeve cants in
the vertical portion thereby applying a large a,m,ount of stress
on the circumference of the vertical portion, especially at
the uppermo~t portion of the vertical portion. ,To prevent
15 d~mage to the vertical portion, it is necessary to lengthen
the ram sleeve to insure that a minimum length of the ram
sleeve i~ located within the vertical portion at all times.
In the present invention, however, the preferred
embodiment greatly reduces this minimum length requirement by
20 the u~e of pulley 162 which directs the counter force vertically
do,w~ward ~uch that ram sleeve 158 does not cant within
verti¢al portion 154 thereby maximizing the use of the materials
used.
A ~imilar pull tower 151 can be mounted on a stationary
25 pivot 192 that is separate and distinct from support 38.
Thu~, in the preferred embodiment pull tower,151, which as shown,
is the same design as pull towers 150 located on tram 70, is
pivotally mounted about the end and front sides of straightening
apparatu~ 20, as shown in the figures,
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~093446
~ A suitable control box 194 is provided to individually
or collectively operate pull towers 150 and 151 located
on the straightening apparatus 20.
To lock the pul} towers in a desired position,
5 suitable locking members are provided. As best seen in Figures
7 and 8, a raised channel 200 is formed on connecting arms 152 ;~
and includes U-shaped inside surface 202 and outside surfaces
204, A locking pin, generally designated 210, is provided and `
include~ a body 212, whose cross section is regularly shaped ;
10 corresponding to apertures 50, a handle 214 attached to the
body 212 and of sufficient size to prevent pin 210 from
falling through aperture 50, and a square portion 216 located
on it~ bottommo~t end whose diagonal iQ le~s than or equal to
the diameter of body 212 such that ~quare portion 216 doe s not
15 extend beyond the circumference of body 212.
To lock the tower~, pin 210 is inserted into an
aperture 50 of tread member 22 ~uch that body 212 extend~
through top ~urface 26 and bottom surface 28 and substantially
fills aperture 50 and ~uch that ~guare portion 216 extends
20 into the channel 200 and ~quare portion 216 i5 captured within
V-~haped in~ide ~urface 202. Pin 210 can also be positioned
~uch that a ~ide of square portion 216 abuts an outside
~urface 204 of channel 200 as best seen in Figure 8. Handle 214
prevent~ pin 210 from falling through the aperature 50 of
25 tread member 22. Since the pull towers 150 are pivotally
mounted to ~traightening apparatus 20, channel 200 will not
have the same angular relationship to tread member 22 when
pull towers 150 are at different angles with re~pect to
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10934~6
tread member 22. Due to the regular shape of body 212,
suc:h as circular, as shown, pin 210 can be turned such that
square portion 216 fits within U-shaped surface 202 o f channel :~
200 or such that an entire side of square portion 216 abuts
with outside surface 204 of channel 200. : :
The front pull tower 151 can be similarly locked
b~ placing a pin 210 in an aperture 50 of tread member 22.
Further, a removable cross tie 36 can be placed in the~C-
shaped track of tread member 22 such that locking pin 210
can extend through apertures 54 of tie 36 into channel 200
in a similar manner as explained with respect to the tram
mounted pull tower~ 150.
To aid in anchoring the vehicle on the straightening
apparatus 20 to prevent the vehicle from moving when it is
15 subjected to the counter forces during the repair and
straightening operation, bolsters 230 are provided, as best
~een ~n Plgure 9. Bolsters 230 include a body 232 having a
cross section of a regular shape corresponding to apertures
50, 52! or 54, a.nd an abutting portion 234 having a contacting
20 Jurface 231 of large area located on the uppermost portion
o bolster 230. An L-shaped locking ring 236 having an
overslzed apert~lre 238 iB positioned about bolster 230 such
that locking rlng 236 cants against the circular body 232
of bolster 230 and thus secures bolster 230 above tread 22
25 adjacent the vehicle frame 500. me length of the bolster
should be sufficient such that bolster 230 passes through
surfaces 26 and 28 and still allows abutting portion 234
.. . .
to contact the frame 500 of the vehicle to be straightened.
--17--
10~34~6
After a vehicle is placed on straightening apparatus 20,
bolsters 230 are installed by inserting the abutting portion 234
through aperture 50 in bottom surface 28 and pushing bolster 230 : ~;
through top surface 26. Locking ring 236 is placed on
5 bolster 230, and bolster 230 is raised to the desired height. At
the desired height, the bolster 230 is dropped such that ring
236 cants and secures bolster 230. To remove boIster 230,
bolster 230 is raised slightly, and ring 236 is then held to
prevent it from canting, and bolster 230 is removed.
Due to the regular shape of the cross section of
body 232, bol~ter 230 can be turned such that contacting
~urface 231 of abutting portion 2 34 entirely engages a
frame member 500 of the vehicle to be straightened perpen-
dicularly to the major component of jthe pulling force. If
15 the direction of pull changes thus reguiring change of the
po~ition of bol~ter 230, bolster 230 is lowered below the
frame 500 of the vehicle to allow rotating of bolster 230
and then rai~ed to contact a frame member 500 perpendicular
to the original po~ition, as ~hown in phantom in Figure 10,
20 or at any other de~ired angle.
~ ol~ter~ 230 can further be u~ed for crosstying the
vohlcle to tread member 22 from any angle around bolster 230
without extending beyond the border of tread member 22. As
i~ kna~n in the prior art, methods to anchor the vehicle
25 to the pulling apparatu~ are anchor chains fastened from
the track members to the vehicle and anchor me~er~ which
extend from portions other than the tread member that abut
with portions of the vehicle. Such methods of anchoring
are very time ¢on~uming, require a very complicated
ouper~tructure, extend beyond the boundaries of the tread
menber thus lnterfering wlth the normal operation of the
apparatus, and are able to withstand a force only along one
or two directions, the longitudinal or latitudinal directions.
--18--
0934~6
1 If the repair force does not lie exactly perpendicular to
such-directions, a force-concentration will result causing
possible damage to the vehicle at the point of contact with
the anchor member. Further, if the major force does not lie
5 along either the longitudinal or latitudinal direction but
rather along a diagonal, for example, the vehicle will twist
within the apparatus.
- The present invention solves the above-mentioned
problems by providing bolster 230 which is able to be
10 8ubjected to a counter force in-any direction 360 degrees
around bolster 230 as is shown in Figure 3. Abutting portion
234 of bolster 230 can always be positioned perpendicularly to
the pulling orce. Also, bolster 230 lies entirely within the
borders of tread member 22, does not require any further
15 superstructure for its attachment, and further can be
positioned in any aperture of tread member 22 or in removable
cro~s tie 36 placed in any desired position. Additionally,
boleter 230 can be inserted or removed in a minimal amount
of time without the use of tools.
20 OPERATION
In operation, the apparatus for repairing and
~traightening the body and the frame of a vehicle, according
to the present invention, repairs vehicles having structural
damage, ~uch a~ damage rom common automobile accidents.
25 To place a vehicle on the present apparatus 20, first, safety
leg 44 i~ pivoted horizontally adjacent to tread member 22 by
moving extension 562. By operation of valve 543 hydraulic
--19--
- ` 10~3'1'~6
1 jack 542 is retracted causing lift scissors 42 to fold
together and thus pivoting tread member 22 on support 38
to its angularly offset position. In its angularly offset
position, top surface 26 of tread meniber 22 is flush with top
5 surfaces 48 of floor members 46, as shown in phantom in Figure 2,
thus presenting a smooth incline for the vehicle.
A damaged vehicle can then be driven onto the
apparatus 20 such that the tires of the vehicle are placed on
the-le~t and right tracks 19 and 21, respectively, of tread
10 member 22. If the damage to the vehicle is extensive, the
vehicle may have to be winched on the apparatus 20. This
could be accomplished by anchoring a suitable winch, not
shown, on front pull tower 151 and connecting the winch line
to the vehicle.
After the vehicle is placed thereon, tread
me~r 22 1~ then pivoted on support 38 to a horizontal position
~uch that tread member 22 is parallel to the floor on which
apparatu~ 20 i~ mounted, a~ ~hown in ~olid line in Figure 2.
Thi~ i~ accomplished by extending hydraulic jack 542 by
20 operation of valve 543 to unfold lift scissors 42 thus raising
tread member 22. With member 22 in its horizontal position,
~aoty leg 44 can then be positioned ln it~ vertical
po~itlon, Thu~, for example, if lift scissor~ 42 were to
accldentally fold, safety leg 44 would prevent tread
25 member 22 from pivoting on support 38 to its angularly
off~et position.
--20--
~0~3~46
1 After a vehicle is positioned on tread member 22
and tread member 22 is in its horizontal position, the vehicle
must be secured to straightening apparatus 20 such that
pulling forces can be applied to the vehicle without having
.
5 the vehicle move. In the preferred embodiment, bolsters
230 are placed in straightening apparatus 20 to secure a
vehid e on tread member 22 to thereby anchor the vehicle
to tread member 22 to prevent its movement thereon during the
~traightening and repairing operation and to receive the
10 counter forces to which the vehicle is subjected during the
pulling operation as hereinbefore discussed.
.. . . -~ " :.
Bol~ters 230 are positioned in apparatus 20 by
pu~hing them into apertures 50 through both bottom surface 28
and top ~urface 26. ~ocking ring 23i6 is placed on bol~ter i30
15 8uch that bol~ter 230 extends through aperture 238. Due to
it~ "L" shape, locking ring 236 cant~ on bolster 230 when
bol~tor 230 move~ vertically downward. Since it extends
through aperture~ 50 formed in both top surface 26 and bottom
curface 28, bol~tor 230 i~ prevented from moving in any
20 direction in the place of tread member 22.
It can be appreciated that removable cros~ ties 36 can
be ~o~itioned in tho C-~haped track formed in tread member 22
~uch that bolsters 230 can also be placed in apertures 54
located therein. Thus, cross ties 36 are placed in a desired
25 po~ition boneath a bra¢e, o the frame for example, such that
a bol~ter 230 can be placed in an aperture 54 to abut the
brace as shown in Figure 3.
-21-
` 1093~6
`:`
1 solsters 230 are positioned such that a portion of the
vehicle abuts a large contacting surface 231 of abutting
portions 234. Surface 231 of abutting portion 234 should be
placed against a flat area of the vehicle frame 500 which
5 should be substantially perpendicular to the repair force
to be subje~cted to the vehicle. In such a position, the
eounter foree plaeed on the vehiele frame 500 at surface 231
will be piaeed on a large area to prevent abutting portion 234
from damaging the frame 500 such as is possible if the
10 eontaeting surfaee were ~maller. Due to the large numbers
of apertures 50 and aperture~ 54 of cross ties 36, bolster
230 can be placed in a variety of position~ such that abutting
portion 234 eontaets the vehicle frame in the desired manner.
If it i~ desired to change the direetion of the
15 pulling foree thu~ requiring bolsters 230 to be turned,
bol~ter~ 230 do not have to be removed entirely from tread
mombor 22 of apparatu 20. Due to the regular ~hape of the
ero~ aeetlon of body 232, ~hown as eireular in the preferred
embodiment, bolsters 230 ean be rotated without removing them
20 eompletely from the deviee. It is only neee~sary to raise
bol~ter 230 a ~uffieient amount to uneant loeking ring 236.
Loeking ring 236 i~ then held preventing it from canting on
bol6ter 230. Bol~ter 230 i~ then lowered ~ueh that abutting
portion 234 i~ below the vehiele frame. Bolster 230 ean then
25 be rotated to the de~ired position, raised to the desired
height, and set to engage the vehicle to be repaired.
-22-
-- 10~34~6
.
1 It can now be appreciated that bolsters 230 lie
within the border of tread member 22 and thereby allow the
free operation of pull towers 150 and 151 and tram 70.
Further, bolsters 230 tie the vehicle to the tread member 22
5 and against a force from the pull towers directed from
any direction, 360 degrees around the tread member 22.
Additionally, bolsters 230 can be placed in, removed from,
and/or rotated in tread member 22 in a minimal time,
without the use of tools.
Other suitable methods of anchoring can be used or
incorporaté~. For example, a chain or other fastening means
¢an extend from the vehicle to tread member 22. Such fastening
means could then hook into apertures S0 or could be wrapped
around bolster 230 placed in tread member 22 that either does
15 or does not abut the vehicle frame.
Next, tram 70 is positioned adjacent the damaged
portion of the vehicle as follows. Locking member 98 is
raisea such that projections 102 are removed from apertures 50
in the right and left track members 19 and 21 of tread member
20 22. Actuated by switch 103, motor 17 can then drive shafts 82
by mean~ of ~procket~ 510 and 520 and roller chain 18, thus
¢ 0~ing ~procket~ 84 to mesh with chains 95 mounted on flange
32 o tread member 22 and causing rollers 83 to move along
rall~ 85 thu~ movlng tram 70 relative to tread member 22. Due to
25 the greater ~pacing of tram top 74 and tram bottom 76 than
the spacing of tread top surface 26 and bottom surface 28,
the only portion of tram 70 that contacts tread member 22
is sprockets 84 and rollers 83.
-23-
. .~ . .
. ~
10~3~46
1 Thus a minimal amount of sliding friction is
created between tram 70 and tread member 22 causing less
wear-in the apparatus 20 and allowing the required horsepower
of the motor for moving tram 70 to be reduced.
When tram 70 is in the desired position, locking
member 98 is positioned such that circular projections 102
interfit with removed portion 96 of tram top 74 and extend ~ -
into apertures 50. Thus tram 70 is securely held from moving
longitudinally relative to tread member 22. - ~ -
Tram 70 is able to move the full distance between
cross members 23 and 24 and switches 104 are positioned to
~top tram 70 when it abùts cross members 23 and 24. Thus tram 70 ~ -
can be positioned in any desired location between cross members
23 and 24. If it iB desired that tram 70 be able to be positioned
15 in the space beyond cros3 members 23 and 24, tram 70 can be
redb~lgned to meet the particular circumstances or cross
member~ 23 and 24 can be located clo~er to the ends of track
mombers 19 and 21.
In the preferred embodiment, cro~s members 23 and 24
20 are located such that pull towers 150 are able to pivot to
a po~ition directly in front o tread member 22 such that
pull~ng members 150 are placed on opposite sides of and adjacent
to pull tower 151 or directly in back of tread member 22 opposite
pull tower 151 when tram 70 abuts cross members 24 and 23,
25 ro~pectively. Further, notches 400 are shown in the front
out~ide corners of tracks l9 and 21 such that cross member 23
can be positioned further from the front of apparatus 20 and
....
-24-
: . ., ~ ,
1093446
1 still allow pull towers lSo to pivot to the front of apparatus
20. That is, when tram 70 abuts cross members 23, the
notches 400 are within the radius of pull towers 150 about
pivot 81 in the preferred embodiment. Therefore, pull towers
5 150 are able to-pass the corners of track members 19 and 21
such that they can be placed on opposite sides of and adjacent
to pull tower 151. Further when tram 70 abuts cross member 24,
pull towers lS0 are able to pivot around the rear corners
of track members 19 and 21 such that they are placed directly
10 in back of tread member 22. In such a position, towers 150
are-directly opposite pull tower 151 located in front of
tread member 22.
It can now be appreciated that towers 150 can be
located about the entire 360 degree periphery of the vehicle
15 wished to be repaired. Further, with the simple design and
1exibility of apparatus 20, towers 150 and 151 can further be
placed at any desired angle around the entire 360 degree periphery.
~herefore, apparatus 20 can be used to repair and straighten
damage cau~ed from a force directed from any angle around the
20 ent~re 360 degree periphery of the vehicle as will be further
explalned hereinafter.
Pull towers 150 can then be pivoted about pivot
members 81 and pull tower 151 pivoted about stationary pivot
member 192 ~uch that chain 165 can be located along the force
25 vector which caused the damage to the vehicle. When pull towers
150 and 151 are located in the desired position, towers 150
and 151 are securely locked to prevent them from moving.
Locking pins 210 are inserted in apertures 50 of tread member 22
-25-
-" 10934~6
1 such that square portion 216 contacts channel 200 of connector
152 as previously explained. Handle 214 allows the operator to
qrasp pin 210 to place it within aperture 50, but also prevents
pin 210 from falling through aperture 50. Due to the regular
5 shaped cross section of body 212, such as circular as shown in
the preferred embodiment, pin 210 can be rotated such
that square portion 216 can be placed in any angular position
relative to tread member 22. Thus pin 210 can be positioned
such that ~quare portion 216 i8 captured within U-shaped inside
10 eurface 202 of channel 200 or a side of square portion 216
abuts an outside surface 204 of channel 200. It should be noted,
if ~guare portion 216 of pin 210 abuts an outside surface 204 of
channel 200, pin 210 should be placed such that it is located
in the path of movement of pull tower 150 as it exerts a
15 pulling force on a vehicle placed on apparatus 20. Thus
towere 150 are locked to prevent pivoting about pivot members 81
in at leaet one direction.
It can now be appreciated that if pull tower 151 is
located such that locking pins 210 placed in apertures 50
20 at tread member 22 do not contact channel 200 of pull tower 151,
a removable aroe~ tie 36 can be positioned in tread member 22
ouch that a locking pin can be placed in an aperture 54
formed therein, as best seen in Figure 3.
Chaine 165 are then fastened to the damaged portion
25 o~ the vehicle body to be repaired. This can be done in a
number of conventional ways such as by the use of hooks,
welding on metal portions, or other techniques. Other forms
of fastening chaine 165 to the vehicle can be used as is
known by one skilled in the art.
-26-
~093~
Collar 172 is then positioned on vertical portion
154 of pull tower 150. First lever arm 182 is raised to an
upward position, as shown in phantom in Figure 4, such that
cam por.ion 180 disengages the sides of vertical portion
5 154. Collar 172 can then be raised on, lowered on, and/or
pivoted about vertical portion 154. Collar 172 is then
positioned such that chain 165 is directed by pulley 17~
towards the damaged portion of the vehicle along the same
force vector that created the damage to the vehicle. When
10 collar 172 is placed in tne desired position, lever arm
182 is lowered such that cam portion 180 engages the side
of vertical portion 154 thus securing collar 172 on vertical
portion 154. It should be noted that if collar 172 ls
pivoted about vertical portion 154 through a large angle,
15 it may be necessary to change the direction of pulley 162
and chain lock collar 166 by pivoting ram sleeve 158 within
vértical portion 154 and by rotating collar 166 about vertical
portion 154, respectively.
Assuming ram sleeve 158 is in its lowered position,
20 chain 165 is pulled taut over pulley 16Z and placed in
chain lock member 166. A li}~3s of chain 165 is positioned
with slot 168 of chain locking mel[ber 166 thereby preventing
vertical movement of chain 165.
Valves 188 are then adjusted on pull towers 150 and
25151 to the desired flow rate such that ram sleeve 158 of each
tower will elongate proportionally to each other. Control box
194 is then contacted to cause hydxaulic unit 80 to pump
oil to cylinders 184 via hoses 190 and 186. Cylinder 184
thus extends, raising ram sleeve 158, and pulley 162 is caused
30to pxess against chain 16~ and thus create a pulling force on
the portion of the vehicle body to which chain 165 i5 connected.
--27--
~.
.
-`" 1093~l~6
1 Since chain 165 is connected to vertical portion 154 which
is stationary with respect to ram sleeve 158, the chain 165 -
will move twice as far as the distance traveled by ram
sleeve 158.
5 - - Ram sleeves 158 will move at a rate dependent upon ~ ;
the setting of valve 188. For example, one tower could travel
three inches, another five inches, and the other ten inches ~;
during the same time interval. The rate at which ram sleeve 158
moves i~ dependent upon the typs and amount of damage. ~
10 Therefore, the settings of valve 188 on each of tower~ 150 - ~;
and 151 are determined by the discretion of the operator
based upon hi~ discretion as to the ram sleeve 158 movement
required for the type of damage to the vehicle. Either one,
two, or three towers 150 and 151 can!be used depending upon
15 the particular damage on the vehicle to be repaired as will
be further illu~trated hereinafter.
It should be noted that, as cylinder 184 extends, a
counter force is tran~ferred to pull towers 150 and 151. As
di~cu~sed above, this counter force is carried back to pivot
20 members 81 and 192. Due to nylon bushing 602 of the preferred
embodiment forming a ring ~leeve type bearing, clamps 156 are
able to withstand a force from any direction. Therefore, the
pulllng force exerted by pull towers can be exerted in any
direction, even in a direction away from tread member 22. For
25 oxample, a pulling force can be exerted on a vehicle not
anchored to tread member 22 of the a~sociated pull towers 150
and 151 of a first apparatus 22 but rather anchored to a
tread member of second apparatus placed adjacent to the
fir~t apparatus, or anchored in a stationary po~ition to
the floor surface ad~acent to the apparatw 22 in any manner.
-28-
- 10~3~6
1 Since pivot member 81 is mounted on tram 70, tram 70
is subjected to a torque causing it to twist in tread member 22.
The twisting first acts on shaft 82 but due to its spring
mounting, shaft 82 deflects vertically allowing tram top 74
5 to contact top surface 26 and/or tram bottom 76 to contact
bottom surface 28. Thus sha~ts 82 are subjected only to the
initial force while the carrier member 72 receives the major
counter forces of the pulling force created by pull towers 150
pivotally mounted on ~ram 70. ;~
During operation, pull towers 150 and 151 may have
to be repositioned and/or the-flow rate of valves 188 may
have to be changed such that the repair force applied to the
damaged portion is in a direction parallel to the force
which caused the damage. Therefore, the direction may change
15 depending upon the type and extent of damage to the vehicle.
Al~o, bolster 230 may have to be rotated due to a change
in th~ ma~or force component or due to the fact that the
rame element~ are being straightened to their original
position~.
After the repairing and straightening operations have
been completed, chains 165 are removed from the vehicle. The
vehi¢le can then be removed from apparatus 20 by removing
bolster~ 230 and/or removing securing chains. At this time,
tread member 22 can be pivoted to its angularly off~et po~i-
25 tion by raising safety leg 44 and folding lift scissors 42. The
repaired vehicle can then be removed for fini~hing and
apparatus 20 is ready to receive another vehicle to be repaired.
.
-29-
10934~6
1 To better illustrate the advantages of the present
invention in its preferred form, diagrammatic figures are
shown depicting the location of the pulling means 150 and 151
when repairing vehicles having damage caused in common traffic
5 accidents. Figures 11-15 show such diagrammatic views of the
preferred form and show the various functional features of
the present invention in its preferred form without resorting
to the structural detail as previously outlined. For the sake
of example, it is assumed that all vehicles depicted in the ~
10 figures are facing forward such that the front of the vehicle ~-
i~ adjacent to pull tower 151.
In Figures ll and 12, a vehicle having front and
rear damage i~ depicted. The front of the vehicle is pushed
rearward and to the let side while the rear of the vehicle
15 ha~ a large amount of damage on the right side and a le~ser
amount of damage on the left side. Such damage could be caused
by a vehicle being angularly hit on the rear right side and ~ `
being pu~hed into object~ located to the front and the ~ide
of the vehicle. To repair the vehicle, first, tram 70 is ;~
20 guickly and efficiently moved adjacent pull tower 151 by ~;
the medhanl~m, ae previou~ly explained. Towers 150 are then
p~voted forwardly on tram 70 to angularly off~et positions such
that the left pull tower pulls outwardly on indentation in the
let fender and right tower pulls outwardly and longitudinally
2S the r~ght corner of the vehicle. Tower 151 is positioned to pull
longltudinally and to the right of the left corner. Thus, the
ront end can be straightened to the correct position by the
~imultaneous operation of pull towers 150 and 151, and each of
-30-
~ 10~3~ 6
1 towers 150 and 151 would place a pulling force on the vehicle
corresponding to the rate of movement selected by the operator,
as previously explained. ~he corrected position of the front
of the vehicle is depicted in Figure 12.
At this time, pull towers 150 can be disconnected
and moved to the rear of the vehicle. This is accomplished
by moving tram 70 adjacent to cross member 24, as was previously
explained, and then pivoting towers 150 rearwar~1y on tram 70
to the positions shown in Figure 12. In such a position,
10 tcwers lS0 are located such that they are able to exert a pull-
ing-force~in a direction parallel to the force that caused the
damage and therefore apparatus 20 can easily straighten
and repair the remaining damage shown in Figure 12 in a
~lmilar manner, as previously explained.
It can now be appreciated that due to the pivotal
mounting of towers 150 and 151 and the movable tram 70, the
vohicle can be repaired around the entire 360 degree periphery
without having to turn the vehicle as i8 commonly required by
conventlonal straightening apparatus. Further the pull towers
20 can be rapidly and efficiently positioned at any angle with
re~pe¢t to the vehicle in a ~imple manner by the mechanism of
the present invention, as previously explained.
Pigure 13 shows a vehicle having ront and rear damage
~u¢h as may be caused by a multiple car pileup. Tram 70 can be
25 ~ir~t located ad~acent the rear o the vehicle, and pull
towers 150 positioned to pull the indentations from the
rear of the vehicle. Pull tower 151 may then be positioned to
pull out the damage in the front of the vehicle. The operator
-31-
.. ~ . ~ .,~ . .
~ ~0~34a~6
1 then adjusts the rate of movement of towers 150 and 151 and
activates switch 194, thus causing the three pull towers,
150 and 151 to each exert a pulling force to the vehiale
simultaneously, as was previously explained. Thus, the damage
5 to the front and rear of the vehicle having this type of
damage can be repaired simultaneously.'' Previously, to repair
uch a véhicle would generally require repairing firQt one
end, turning the vehicle such that~the other ena is adjacent '~
the pulIing means, and repairing the other end of the vehicle
1'0 or would require a great~deal of time and effort to move pulling
tower~ and lock them in the'desired position.
Figure 14 shows a vehicle having a large indentation
formed $n the right side thereof. Such'damage could be
cau~ed by another vehicle hitting the damaged vehicle
15 broad~ide. To repair the damaged vehicle, first, tram 70 may
be moved adjacent the rear, as previou~ly explained, and pull
tower~ pivoted on tram 70 such that, in the position shown,
the fir~t tower 150 can pull the right rear corner, and the
~econa tower 150 can pull the center of the indentation.
20 Tower 151 may then be arranged to pull the right front fender.
~he vohicle can then be repaired ln a simple operation
by the''~imultaneou~ operation of all three pull towers, 150
and 151, moving at the de~ired rate as previously explained.
In the prior art, the vehicle may have to be turned several
25 time~, each time only a small portion of the damage would
have been removed.
Figure 15 shows another broadside collision of lesser
force where the vehicle also su~tained damage on the opposite
. .
-32-
: .
.
- i . . . .
iO~34~6
1 sides such as that caused from the vehicle being pushed into
a road sign. Such damage could be repaired by placing pull
towers 150 on opposing sides of the vehicle such that damage
could be pulled out from both sides simultaneously while
5 tower 151, pivoted to the right side, helped the right pull
tower 150 rem~ve damage to ~he right side. Therefore the
vehicle can be repaired in a single, simple manner by the
~ taneous operation of pull towers 150 and 151, according
to the rates desired by the operator.
It can now be appreciated that the preferred~
embodiment of the present invention, as shown ,by apparatus'
disclosed, i~ very efficient, flexible, and of simple design.
Apparatu~ 20 ¢an repair damage around the entire 360 degree
periphery of a damaged vehicle due t~ the pivotable pull
15 tower~ 150 on vable tram 70 and pull tower 151. Further,
tho direction of the repair force can be applied in a direction
parallel to the direction of the force that caused the damage
by the u~e of the pulley 174 carried by collar 172 which is
~lidable along and pivotable about vertical portion 154 of
20 pull tower~ 150 and 151 and in conjunction with the pivotable
mounting oi' pull tower~ 150 and 151 on apparatus 20 and the
remainder of the overall de~ign, including tram 70. ~here-
fore, apparatu~ 20 is able to repair a variety of types of
tamage to vehicle~ from an unlimited number of directions.
25 Further, due to the flexibility of apparatu~ 20, the repair force
can be applied at any desired angle around the entire 360 degree
periphery of the damaged vehicle. Also, due to the de~ign of
the present invention, efficient use is made of the apparatu~
and it~ materials.
-33-
1093446
l Now that the basic teachings of the present invention
have been explained, many extensions and variations will
be obvious to one having ordinary skill in the art. For
example, pull towers could be removed or more pull towers
S could be added to pivot about the same point or adjacent
points.
Further additional trams could be added such that
for example, one tram could be placed adjacent the front -
of the vehicle and one could be placed adjacent the rear
10 Of the vehicle, or any position therebetween.
Additionally one pull tower could be removed from
the movable tram or additional ones added so that a plurality
of pulling means could be placed adjacent the damaged portion.
-34-
. ., , ~ ,
