Note: Descriptions are shown in the official language in which they were submitted.
S~3~
MEASURING APPARATUS
Field of the Invention
This invention pertains to measuring apparatus
for use in vehicle collision repair work. In partic-
ular, the apparatus facilitates measurement of the ex-
tent of collision damage to a vehicle before, during and
after the collision repair procedures.
Background of the Invention
Collision damaged vehicle bodies must be ac-
curately measured to enable skilled persons to repair
the collision damage. Initially, measurements are made
between a number of pre-selected points on a collision
damaged vehicle. The measurements so made are checked
against the vehicle manufacturer's specifications for an
undamaged vehicle to obtain an indication of the extent
of the collision damage. Known techniques are then used
to repair the collision damage by forcing the damaged
vehicle body back into its original configuration as de-
fined by the manufacturer's specifications. Furthermeasurements are made as the repair work progresses to
enable skilled repairmen performing the repair work to
assess the effect of their efforts and control the re-
pair procedures. When the collision damage has been re-
paired, final measurements are made to check that thevehicle body has been returned to its origina shape and
configuration as defined by the manufacturer's specifi-
cations.
Various measuring systems have been provided
for use in collision repair shops. ~owever, these have
)8~
proved extremely awkward to use. Typically, for exam-
ple, known vehicle measurement apparatus cannot readily
be connected to a collision damaged vehicle, due to the
presence of obstructions such as the vehicle clamping
and support apparatus used to hold the damaged vehicle
in a fixed position while repair work is done. The in-
ventor has found that skilled collision repair workers
often ignore expensive conventional measuring systems of
this sort, preferring to rely Oll a simple tape measure
rather than having to fumble with an awkward measuring
system which requires a lot of cumbersome set-up time.
However, tape measures do not facilitate measurement
accuracy of the degree required to repair collision dam-
age to many modern vehicles. Such prior art measuring
systems are also inconvenient to use because they typi-
cally require the repairman to take measurements at a
number of different points around the perimeter of the
damaged vehicle, thus requiring the repairman to con-tin-
ually move around the vehicle while taking measurements.
The present invention overcomes these disad-
vantages by providing a measuring apparatus of hiqhly
simplified construction which may be readily utilized
with virtually any collision damaged vehicle. The pre-
ferred embodiment of the invention provides an extremely
compact measuring apparatus which may be easily fitted
to most collision damaged vehicles in spite of the pres-
ence of vehicle clamping and support systems, exhaust
systems, or other obstructions which frequently inter-
fere with known vehicle measuring systems. Furthermore,
the preferred embocliment of the present invention
~ ~ ~ 5~b~ ~
provides a measuring apparatus which enables the oper-
ator to align the measuring apparatus with respect to
the vehicle and take all measurement readings without
moving from the front of the vehicle, thus grea-tly sim-
plifying use of the apparatus and expediting collisionrepair procedures.
Summar~ of the Invention
In accordance with the invention, there is
provided a measuring apparatus comprising a first exten-
sion member having a first end for affixation at a first
reference point and having a second end extendible away
from the first end, a second extension member having a
first end for affixation at a second reference point and
having a second end extendible away from the second ex-
tension member first end, a cross-member connectible
between the extension member second ends, first indica-
tor means on the first extension member for indicating
displacement between the first extension member first
and second ends/ and second indicator means on the sec-
ond extension member for indicating displacement between
the second extension member first and second ends.
Advantageously, the apparatus also comprisesalignment means for aligning the extension member second
ends on opposite sides of a notional centre line and at
equal distances rom that centre line.
The first and second reference points may de-
fine the ends of a first reference line. The extension
member second ends may define the ends of a second ref-
erence line. The apparatus may then further comprise
alignment means for aligning the second reference line
3i
parallel to the first reference line. Preferably, the
alignment means is capable of aligning the extension
member second ends at equal distances on opposite sides
of a perpendicular bisector of the first reference line.
The apparatus may also comprise third indi-
cator means for indicating the height of a third refer-
ence point above the second reference line and fourth
indicator means for indicating the height of a fourth
reference point above the second reference line. The
third and fourth indicator means preferably also indi-
cate horizontal displacement between the aforementioned
perpendicular bisector and the third and fourth refer-
ence points, respectively.
Advantageously, the first and second extension
members may each comprise a sleeve and an insert slide-
ably retractable within the sleeve and slideably extend-
ible therefrom. Locking means may be provided for lock
ing the extension member inserts with respect to their
respective sleeves.
Preferably, the first and second indicator
means each comprise a measuring tape having a first end
fixed with respect to the first end of the respective
extension members and having a second end fixed with
respect to the second end of the respective extension
members, whereby extension or retraction of the exten-
sion member second ends with respect to the extension
member first ends correspondingly extends or retracts
the measuring tapes, thereby indicating displacement
between the extension member first and second ends.
The alignment means may comprise a first
alignment member fixecl to the second end of the first
extension member to project from the first e~tension
member at a selected angle with respect thereto, and a
second alignment member equal in length to the first
alignment member, the second alignment member being fix-
ed to the second end of the second extension member to
project from the second extension member at an angle
with respect to the second extension member equal to the
selected angle, whereby end-to-end positioning of the
alignment members locates the aforementioned perpendic-
ular bisector, aligns the second reference line parallel
to the first reference line and aligns the extension
member second ends at equal distances on opposite sides
of the aforementioned perpendicular bisector.
The third and fourth indicator means may each
comprise an indicator member horizontally slideably
mounted on the cross-member and vertically slideably ex-
tendible with respect thereto. Indicator méans may be
provided on the cross-member for indicating horizontal
displacement of the indicator members along the cross-
member.
Brief Description of the Dra~ings
Figure 1 is a pictorial representation of a
clamping device adapted for use with the preferred meas-
uring apparatus.
Figure 2 is a side elevation view of the
clamping device of Figure 1.
Figure 3 i5 a rear elevation view of a portion
of the clamping device of Figures l and 2.
Figure 4 is a rear elevation view of one of
the clamp jaws of the clamping device of Fiyures l and
2.
Figure 5 is a top view of the clamping device
portion of Figure 3.
Figure 6 is a pictorial illustration of a ve-
hicle clamping and support apparatus adapted for use
with the preferred measuring apparatus~
Figure 7 is a pictorial illustration of a ve-
hicle supported by the vehicle clamping and support ap-
paratus of Figure 6 and showing the preferred measuring
apparatus in position for taking measurements.
Figure ~ is a side elevation view of an exten-
sion member and the cross-member of the preferred meas-
uring apparatus.
Figure 9 is an enlarged, partially Eragmented
side elevation view of a portion of the extension member
of Figure 8.
Figure 10 is a top plan view of the preferred
measuring apparatus. The measuring apparatus cross-
member is not shown in Figure lO to avoid obscuring
details of the alignment means.
Figure ll is a partially fragmented front
elevation view of the preferred measuring apparatus,
including the measuring apparatus cross-member.
-- 6
~ S3~ ~
Detailed Description of a Preferred Embodiment
________________ _ _______ _ ~ _ ___ __
of the Invention
To give those skilled in the art a .Eramework
for understanding the construction and operation of the
preferred embodiment, vehicle clamping and support ap-
paratus adapted for use with the preferred measuring
apparatus is first described. Those skilled in the art
will however appreciate that the measuring apparatus of
the present invention is of universal application and
may be easily adapted for use with other vehicle clamp-
ing and support systems known in the collision repair
art. Indeed, the measuring apparatus of the present in-
vention need not necessarily be utilized with any vehi-
cle clamping and SUppOft apparatus but may be used on
its own with separate support apparatus in situations
where vehicle measurements are desired apart from any
requirement for performing collision repair work on the
vehicle.
Vehicle Clamping and Support Apparatus:
Figure 1 illustrates a clamping device 10 of
heavy steel plate or other high strength material con-
struction which includes a "clamping means" disposed to-
wards the upper end of device 10 for clamping to a vehi-
cle body. Clamping device 10 also includes a "securing
means" disposed toward the lower end of device 10 for
releasably securing first and second transverse support
members 21, 23 (phantom lines are used in Figure 1 to
illustrate support members 21, 23 to avoid obscuring
details of the clamping device 10).
8~
In the preferred embodiment, the "clamping
means" of clamping device 10 comprises Eirst and second
clamps 16, 17 which are spaced apart from one another.
Each of clamps 16, 17 includes a pair of jaws 32, 34
having serrated teeth. Compression springs 43 urge jaw
pairs 32, 34 apart. Bolts 36 pass through jaws 32,
springs 43 and jaws 34 and threadably enagage nuts 37
(held between flanges 39 as shown in Figure 4) thereby
limiting the opening of jaw pairs 32, 34. Threaded
studs 38 are affixed, respectively, at one end, to the
lower ends of jaws 34. The opposite ends of studs 38
protrude through apertures 27 in body plate 11. Studs
38 are not threaded into apertures 27 but simply slide
with respect thereto. Nuts 29 are threaded onto studs
38 and positioned between jaws 32, 34. Rotation of nuts
29 on studs 38 to advance nuts 29 toward body plate 11
causes jaws 34 to pivot about nuts 37 and toward jaws 32.
Clamping device 10 is easily clamped to a ve-
hicle body by positioning clamps 16~ 17 over the vehicle
underbody pinch welds, with jaws 32 toward the outside
oE the vehicle and jaws 34 toward the inside of the ve-
hicle. A wrench is then used to tighten nuts 29 against
body plate 11, thereby securely clamping the vehicle
underbody pinch welds in clamps 16, 17.
The "securing means" oE clamping device 10
preferably comprises body plate 11, support plate 15
which is rigidly affixed to body plate 11 at right an-
gles thereto, and flange 14 which is rigidly affixed to
support plate 15 at right angles thereto. Body plate
11, flange 14 and support plate 15 define a generally
-- 8 --
s~
"~" shaped trough for slideably enga~ing and supportiny
first support member 21 as shown in Figure 1. The "sec-
uring means" also comprises an aperture 20 formed in body
plate 11 beneath support plate 15. The cross sectional
area of aperture 20 is made slightly larger than the
cross sectional area of second support member 23 so that
support member 23 will easily slide through aperture 20.
The "securing means" of clamping device 10
~lso preferably includes first and second wedges 42, 44.
Once first support member 21 has been slideably posi-
tioned on clamping device 10, first wedge 42 is driveninto first wedge aperture 18, thereby firmly wedging
support member 21 against support plate 15. Plate 24,
which is reinforced by flanges 25, provides a bracing
surface against which wedge 42 acts to wedge first sup
port member 21 against support plate 15. As shown in
Figure 1, the upper surface of first wedge 42 is round-
ed. This is because support member 21 may tend to slip
along its longitudinal axis when forces typically en-
countered in collision repair work are applied to the
clamped vehicle. When such slippage occurs, the rounded
edge of first wedge 42 permits limited rotation of wedge
42, such that the squared corners of the lower, non-
rounded surface of wedge 42 tend to "bite" into the top
surface of support member 21, thereby further wedging
support member 21 against support plate 15 and resistingslippage of support member 21.
Second wedge 44 is driven into second wedge
aperture 22 after second support member 23 has been
slideably positioned in aperture 20. Second wedge 44
wedyes second support member 23 against the bot-tom of
support plates 12 and 15. Although the drawings show
second wedge 44 as having a rounded surface similar to
that of first wedge 42, it has been found that second
support member 23 is not as likely to slip during colli-
sion repair work as is first support member 21, and so
inclusion of the rounded surface on second wedge 44 is
optional.
As Figure 1 shows, clamping device 10 releas-
ably secures first and second support members 21, 23 in
transverse relationship. Clamping device 10 defines the
point of cross over of members 21, 23 and readily faci-
litates adjustment of that point of cross over by slid-
ing either of members 21 or 23 with respect to clamping
device 10. Preferably, clamping device 10 is construct-
ed such that the point of cross-over of members 21, 23
is maintained at least six inches below the point at
which jaw pairs 32, 34 clampingly engage the vehicle
body. This is to ensure adequate clearance between sup-
port members 21, 23 and obstructions such as the vehicle
underbody, exhaust system etc. and also to provide
clearance for measuring apparatus which, in some cases,
may be inserted between support members 21, 23 and the
vehicle underbody to obtain measurements for guiding
collision repair work on the vehicle.
Clamping device 10 also preferably includes a
"connecting means" such as notch 26 which is siæed to
releasably, slideably secure one link of a chain, thus
facilitating attachment of an end of the chain to clamp-
ing device 10. The opposite end of the chain may be
-- 10 --r~
~L ~ 1~ 5 ~
affixe~, in known fashion, to a pulling device or to a
fixed support. As may be seen in Figure 3, notch 26 is
located on a central vertical axis of clamping device
10, midway between clamps 16 and 17.
In operation~ a collision repairman selects
four separate clamping devices like that shown at 10 in
Figure 1, and roughly adjusts the spacing between jaw
pairs 32, 34 of each clamping device with the aid of
nuts 29, bolts 36 and nuts 37. The four clampin~ devic-
es are then securely clamped over the vehicle underbody
pinch welds as described above. One pair of clamping
devices is clamped on opposite sides of the vehicle
underbody, towards the rear of the vehicle. The second
pair of clamping devices is clamped on opposite sides of
the vehicle underbody, towards the front of the vehicle.
The rear pair of clamping devices must be positioned at
equal distances from the front of the vehicle to align
apertures 20 of the rear pair of clamping devices so
that a support member like that shown at 23 in Figure 1
may easily slide through apertures 20 of the rear pair
- of clamping devices. Similarly, the front, or second
pair of clamping devices must be positioned at equal
distances from the front of the vehicle to align aper-
tures 20 of the front pair of clamping devices so that
another support member, also like that shown at 23 in
Figure 1, may easily slide through apertures 20 of the
front pair of clamping devices.
Since four separate clamping devices are used,
their positioning on the vehicle underbody is largely
arbitrary (although the front and rear clamping devices
-- 11 --
",~
must be aligned as just described). Thus, maximum flex-
ibility is provided in the selection of points at which
the clamping devices are clamped to tlle vehicle under-
body.
Figure 6 is a pictorial illustration of a ve-
hicle clamping and support apparatus which includes four
clamping devices of the type shown in Figure 1 and four
support members. The vehicle has been omitted from Fig-
ure 6 to avoid obscuring details of the vehicle clamping
and support apparatus. In Figure 6 the reference num-
erals lOa, lOb, lOc and lOd designate, respectively,
first, second, third and fourth clamping devices of the
type shown and described above with reference to Figure
1. First and second clamping devices lOa, lOb are
clamped on opposite sides of the vehicle underbody, to-
wards the rear of the vehiele as described above. Third
and fourth elamping deviees lOe, lOd are clamped on op-
posite sides of the vehiele underbody, towards the front
of the vehicle, as described above. First support mem-
ber 21a is then positioned along one lateral underside
of the vehiele by sliding first support member 21a along
the "U" shaped trou~hs formed by body plate 11, flange
14 and support plate 15 in each of first and fourth
clamping devices lOa, lOd~ Second support member 21b is
positioned, in similar fashion, along the other lateral
underside of the vehicle by slideably supporting second
support member 21b on second and third clamping devices
lOb, lOc. Four separate wedges 42 are then driven into
wedging apertures 18 of eaeh of clamping deviees lOa,
lOb, lOe and lOd to seeure first and seeond support
- 12 -
, .",
~ ~ .
6~8~
members 21a, 21b. Third support rnember 23a is then
positioned along the rear underside of the vehicle,
transversely to support members 21a, 2lb, by sliding
third support member 23a through apertures 2.0 in each of
clamping devices 10a, 10b. Fourth support member 23b is
positioned in similar fashion, along the front underside
of the vehicle, by sliding fourth support member 23b
through apertures 20 in clamping devices 10c, 10d. Four
separate wedges 44 are then driven into wedging aper-
tures 22 in each of clamping devices 10a, 10b, 10c and
10d to secure third and fourth support members 23a, 23b.
The vehicle is thus clamped and secured to a rigid sup-
port framework comprising first and second support mem-
bers 21a, 21b and third and four~h support members 23a,
23b.
Jacks 58 or other convenient means may be used
to raise or lower the vehicle on the support framework.
Ends of chains 54 may be releasably secured to notches
26 in each of clamping devices 10a, 10b, 10c and 10d.
The opposite ends of chains 54 may be secured to conven-
ient supports such as shop floor pots or a frame rack.
Turnbuckles 56 may be provided to adjust the tension in
each of chains 54.
Once the vehicle is clamped and supported as
described above, collision damage to the vehicle may be
repaired in conventional fashion to force the damaged
vehicle body back into its original shape. When the
collision repair work has been completed, the apparatus
is easily disassembled by releasing chains 54 from not-
ches 26, knocking out wedges 42, 44 at each clamping de-
- 13 -
~ '
vice, slideably removing support members 21a, 21b, 23a
and 23b and releasing clamps 16, 17 at each clamping
device.
Measurinq Apparatus:
___ __ ________
With reference to Figure 10, the measuring
apparatus o~ the present invention comprises a Eirst
extension member generally designated 100 and a second
extension member generally designated 102. First exten-
sion member 100 has a first end 104 for affixation at a
first reference point 106. First reference point 106
may conveniently coincide with aperature 35 (not shown
in Figure 10) in support plate 12 of clamping device lOa
(only a portion of which is shown in Figure 10). A
loose fitting bolt or other convenient means pivotally
connects first extension member first end 104 to clamp-
ing device lOa at first reference point 106 as shown in
Figure 8. The clamped position of clamping device lOa
on the vehicle underbody is preferably selected to posi-
tion clamping device lOa at a known distance from a sel-
ected reference point on the vehicle with respect to
which vehicle body measurements are conventionally made,
such as assembly jig hole locations used by vehicle man-
ufacturers.
First extension member 100 comprises a sleeve
portion 108 and an insert portion 110 ~hich is slideably
retractable within sleeve 108 and slideably extendible
therefrom in telescopic fashion. First extension member
100 has a second end 112 opposite to first end 104~
End 112 may be extended away from end 104 by slideably
extending insert 110 from sleeve 108.
- 14 -
~,''
3$
Second extension member 102 has a first end
114 Eor affixation at a second reEerence point 116.
Aperture 35 (not shown in Figure 10) in second clarnping
device lOb may conveniently define second reference
point 116. Second extension member first end 114 is
pivotally connected to clamping device lOb at second
reference point 116. Clamping device lOb, which defines
second reference point 116, should be carefully posi-
tioned on the vehicle underbody to locate second refer-
ence point 116 with respect to first reference point 106
such that line 158 passing through first and second ref-
erence points 106, 116 is perpendicular to the notional
"centre line" of the vehicle, in its undamaged state
(shown at 159 in Figure 10).
As shown in Figures 7, 8 and 10, extension
members 100, 102 are supported at their respective first
ends by pivotal connection to clamping devices lOa, lOb.
Support member 23b (which is secured to clamping devices
lOc, lOd which, in turn, are clamped to the vehicle
underbody) also supports extension members 100, 102, Of
course, any convenient means may be used to support
extension members 100, 102 and fix ends 104, 114 with
respect to the vehicle underbody.
Second extension member 102 is in all respects
identical to first extension member 100. Accordingly,
second extension member 102 comprises a sleeve 118 and
an insert 120 telescopically slideably receiveable with-
in sleeve 118 and extendible therefrom. Second end 122
of second extension member 102 may accordingly be ex-
tended away from end 114.
- 15 -
, ~ .
First and second extension members 100, 102
are each provided with a locking means (best seen in
Figure 9 in respect oE first extenslon member 100) for
locking inserts 110, 120 with respect to sleeves 108,
118. Since the construction and operation of the lock-
ing means on first extension member 100 is in all res-
pects identical to that on second extension member 102 r
it is only necessary to describe the locking means on
first extension member 100 in detail. In the preferred
embodiment, the locking means comprises a split bushing
124 which is fixed, with nuts and bolts 126, in the end
of insert 110 which projects inside sleeve 108. Flared
projection 128 is thus left to protrude from the end of
insert 110. Wedging disk 130 is positioned between
flared projection 128 and the end of insert 110. Knurl-
ed bolt 132 is threaded into plug 134 fixed in the oppo-
site end of insert 110. Line 136 is held in tension
within insert 110 between bolt 132 and stop 138 which
prevents line 136 from being drawn through flared pro-
jection 128. Rotation of bolt 132 so as to withdraw
bolt 132 from plug 13~ increases the tension on line 136
which, in turn, causes flared projection 128 to splay
outward against wedging disk 130, forcing the outer cir-
cumEerencial edge of disk 130 into tight contact with
the inner wall of sleeve 108, thereby locking insert 110
with respect to sleeve 108. Bolt 132 thus serves as a
"lock engaging means" for preventing slideable movement
of insert 110 with respect to sleeve 108.
Pins 140, 142 (Figures 9, 10 and 11) fixed,
respectively, at second ends 112, 122 of first and
~. v
~5~3B~
second extension members 100, 102 project upward and
serve as pivot points for insertion within mating
apertures 141 (only one of which is shown in Figure 11)
in cross- member 144. Cross-member 144 is thus
connectible between second ends 112, 122 of Eirst and
second extension members 100, 102.
As may be seen in Figures 10 and 11, first and
second measuring tapes 146, 148 are provided, respect-
ively, on first extension member 100 and on second ex-
tension member 102. Since the construction and opera-
tion of measuring tapes 146, 148 is in all respects
identical, it is only necessary to describe first meas-
uring tape 146 in detail. First measuring tape 146 is a
conventional measuring tape of the type which is re-
tractably wound within the measuring tape case by a
spring (not shown). A first end 150 of first measuring
tape 146 is fixed with respect to first extension member
first end 104 by welding or bolting end 150 onto collar
152 which caps sleeve 108. Since the length of sleeve
108 does not vary~ this fixes measuring tape end 150
with respect to first extension member first end 104
and, more particularly, with respect to first reference
point 106. The opposite, or "second" end (not shown,
but coiled within the measuring tape case) of first
measuring tape 146 is fixed with respect to second end
112 of first extension member 100. This is accomplish-
ed, in the preferred embodiment, by mounting the measur-
ing tape case on alignment arm 154. First measuring
tape 146 is guided around rotatable pulley 156 which is
rotatably mounted on alignment arm 154.
s~
Since first measurin~ tape first end 150 is
fixed with respect to first extension member first end
104, and since the measuring tape second end is fixed
with respect to first extension member second end 112,
extension of first extension member second encl 112 away
from first extension member first end 104 causes a cor-
responding extension of measuring tape 146 by withdraw-
ing the measuring tape from its case along the edge of
insert 110. Similarly, telescopic retraction of insert
110 within sleeve 108 causes corresponding retraction of
the measuring tape within its case. In either case, a
relative indication of the displacement between Eirst
extension member first and second ends 104, 112 is
provided by indicator 157 (Figure 11) which is fixed on
alignment arm 154 with respect to first measuring tape
146. First measuring tape 146 thus constitutes a "first
indicator means" on first extension member 100 for
indicating displacement between first extension member
first and second ends 104, 112. Similarly, second meas-
uring tape 148 constitutes a "second indicator means" onsecond extension member 102 for indicating displacement
between the first and second ends 114, 122 of second
extension member 102.
First and second reference points 106, 116 may
~5 be taken as defining the ends of a "first reference
line" 158 (Figure 10). Similarly, second ends 112, 122
of first and second extension members 100, 102 may be
taken as defining the ends of a "second reference line"
160. By aligning first and second reference lines 158,
160 as hereinafter described, the collision repairman
- 18 -
~ ~ ~ 5~3~3~
may obtain an indic~tion o~ some aspects of the extent
of collision damage to a vehicle. In particular, by
aligning second reference line 160 parallel to Eirst
reference line 158 and then examining the location of
selected reference points on the vehicle with respect to
the vehicle centre line 159, the collision repairman may
determine the extent to which the front or rear end of
the damaged vehicle has been knocked out of alignment
and the extent of the repair work required to re-align
the vehicle. This, of course, assumes that clamping
devices lOa, lOb which define first and second reference
points 106, 116 are positioned such that first reference
line 158 is perpendicular to the notional "centre line"
of the vehicle, in its undamaged state (shown at 159 in
Figure 10).
First and second alignment arms 154, 162 fix~
ed, respectively, at second ends 112, 122 of extension
members 100, 102 facilitate alignment of second refer-
ence line 160 parallel to first reference line 158.
Alignment arms 154, 162 also facilitate alignment of
extension member second ends 112, 122 on opposite sides
of vehicle centre line 159 and at equal distances from
cen-tre line 159. Stated another way, vehicle centre
line 159 should constitute a perpendicular bisector of
first reference line 158~ First and second alignment
arms 154, 162 facilitate alignment oE extension member
second ends 112, 122 at equal distances on opposite
sides of the perpendicular bisector, thereby facilitat-
ing location of the perpendicular bisector (which is
vehicle centre line 159).
-- 19 --
/
~ ~S~
First and second alignment arms 154, 162 are
rigidly affixed, respectively, on second ends 112, 122
of first and second extension members 100, 102 to pro~
ject equal distances from second ends 112, 122. Fur-
ther, the angle "0" (Figure 10) at which first align-
ment arm 154 projects with respect to first extension
member 100 is equal to the angle "~" at which second
alignment arm 162 projects with respect to second exten-
sion member 102. By manipulating second ends 112, 122
of Eirst and second extension members 100, 102 to posi-
tion first and second alignment arms 154, 162 end-to-end
as shown in Figure 10 the collision repairman may locate
vehicle centre line 159 and/or align second reference
line 160 parallel to first reference line 158.
Provided clamping devices lOa, lOb are affixed
to the vehicle underbody such that first reference line
158 is perpendicular to vehicle centre line 159 (i.e.
the centre line of the vehicle in its undamaged state)
the collision repairman may quickly locate the vellicle
centre line at the front or rear end of the vehicle
simply by extending first and second extension members
100, 102 so that their second ends 112, 122 are at equal
distances from first ends 104, 114 (this is easily done
by extending inserts 110, 120 from sleeves 108, 118 to
the vehicle front end so that measuring tapes 146, 148
indicate equal distances at indicators 157) and then
positioning first and second alignment arms 154, 162
end-to- end. The point at which alignment arms 154, 162
meet will be vehicle centre line 159. A centre mark 161
- 20 -
~s~
(Figure 11) is placed on cross-member lg4 to assist in
locating vehicle centre line 159.
As shown in Figures 8 and 11, a "third indi-
cator means" comprising block 164 is horizontally slide-
ably mounted on cross-member 144~ Horizontal displace-
ment of bloc~ 164 along cross-member 144 ls indicated on
calibrated scale 166. The "third indicator means" also
comprises an indicator member 168 which is slideably
mounted in block 164. Loosening of set screw 170 frees
indicator member 168 to slide vertically within block
164 with respect to cross-member 144. A further cali-
brated scale is provided on indicator member 168 for
indicating vertical displacement between the tip of
indicator member 168 and cross-member 144. Accordingly,
since cross-member 144, when connected at second ends
112, 122 of extension members 100, 102 is fixed with
respect to second reference line 160, the "third
indicator means" may be used to indicate the height of a
"third reference point" (i.e. the tip of indicator mem-
ber 168, which may be aligned with a point on the frontof the vehicle) above second reference line 160. Fur-
ther, the "third indicator means" may be used to indi-
cate horizontal displacement between vehicle centre line
159 (i.e. the perpendicular bisector of first reference
line 158) and the "third reference point".
A "fourth indicator means" structurally iden-
tical in all respects to the "third indicator means" is
also provided on cross-member 144. The "fourth indica-
tor means" comprises block 172, calibrated scale 174,
- 21 -
.... .
~ ~ ~ S ~3~
indicator member 176 and set screw 178 as shown in
Figure 11.
With reference to Figures 7, 10 and 11, those
skilled in the art will appreciate that, apart from the
initial set-up of the measuring apparatus (i.e. pivotal
connection of extension member first ends 104, 11~ at
Eirst and second reference points 106, 116) a collision
repairman may align the apparatus, lock it into position
and take measurements without moving away from the end
of the vehicle which is under repair. [If the front end
of the vehicle is under repair then extension members
100, 102 are pivotally connected to clamping devices
lOa, lOb which are clamped on opposite sides of the ve-
hicle underbody, towards the rear of the vehicle, as
described above. Extension member second ends 112, 122
then protrude at the front end of the vehicle, as shown
in Figure 7. Alternatively, if the rear end of the
vehicle is under repair then extension members 100, 102
are pivotally connected to clamping devices lOc, lOd
which are clamped on opposite sides of the vehicle un-
derbody, towards the front of the vehicle, as described
above. Extension member second ends 112, 122 then pro-
trude at the rear end of the vehicleO] Specifically, as
may be seen in Figure 11, indicators 157, 163 provide,
at extension member second ends 112, 122 ~which may be
positioned, as desired, to protrude at the front or rear
ends of the vehicle) indications of the displacement
between the extension member first and second ends.
Knurled nuts 132, 133 enable the repairman to "lock"
extension members 100, 102 from the front (or rear) of
- 22 -
:
the vehicle, so as to prevent alteration of the dis-
placement between the extension member first and second
ends. The repairman may then manipulate extension mem-
bers 100, 102 from his position at the Eront (or rear)
of the vehicle to locate vehicle centre line 159 with
the aid of alignment arms 154~ 162 as previously des-
cribed. Cross-member 144 and the third and fourth in-
dicator means thereon can then be used to locate and
measure displacements betwen points on the damaged vehi-
cle and vehicle centre line 159 which conventionallyserves as a datum for such measurements. Again, the
repairman need not leave the front (or rear) of the
vehicle.
As will be apparent to those skilled in the
art, in the light of the foregoing disclosure, many
alterations and modifications are possible in the prac-
tice of this invention without departing from the spirit
or scope thereof. Accordingly, the scope of the inven-
tion is to be construed in accordance with the substance
defined by the following claims.
