Note: Descriptions are shown in the official language in which they were submitted.
CA 02425201 2003-04-11
IMPROVED WI~iEfiL-LIFT ASSEMBLY FOR WRECKERS
by Inventors
Je,~' Weher
Steven Harris
David Humphries
CROSS-REFERENCE TO RELATED APPLICATIONS.
The present application is based on United States Provisional Application
Serial No.
60/371,418, filed on April 11, 2002, entitled "Improved U'nderlift Assembly
for Tow Trucks"
by the inventors of the present application. The present application is
further based on United
States Provisional Application Serial No. 60/396,740, filed on July 19, 2002,
also entitled
''Improved Underlift Assembly fvr Tow 'Trucks," and also by the inventors of
the present
application.
FIELb OF TFIE INVENTION.
The present invention relates generally to tow trucks or "wreckers" for towing
a
vehicle, and more particularly to a tow assembly for wreckers which engages
and lifts the two
front wheels or the two rear wheels of the vehicle to be towed.
BACKGROUND OF THE INVENTION_
From time to time, automobiles must be moved by external force or without the
assistance of a driver for the automobile_ These situations may arise when
automobiles
become disabled due to, for example, mechanical or electrical malfunctions. At
other times,
automobiles may be deemed to be parked illegally. At still others,
repossessian of the
automobile may be desired by a creditor due to lack of payment or otherwise.
'Wreckers for
towing automobiles by Lifting either the front or rear wheels off the ground
have long been
used for these situations. The more modern arid readily used types of wreckers
or are known
as "underlift" or "wheel-lift" wreckers. An underlift wrecker engages and
lifts the vehicle to
CA 02425201 2003-04-11
3
be towed at its frame members, and a wheel-lift wrecker engages and Lifts the
vehicle to be
towed at its front or rear wheels, or tires.
Wheel.-lift wreckers generally employ a telescoping or folding main crossbar
element
attached to the rear of the truck and extending rearwardly from or out beyond
the truck's rear
deck (the space between the rear of the cab and the rear bumper). The crossbar
f:lement
represents the main lifting or leverage component for lifting one end of the
vehicle to be
towed (target automobile). Such wreckers also use a wheel engaging apparatus
for engaging
and holding the front or rear wheels of a vehicle. The wheel engaging
apparatus (wheel
cradle) typically includes a cxassbar (also referred to as a "wheel boom")
pivotally attached to
the end of a tow bar or main boom, and wheel retainers or lifting axtns for
engaging the
wheels of the vehicle to be towed. When positioning the system for towing, the
crossbar is
maneuvered into a position against the tread of the tires and the lifting arms
are then locked
into a position securing the tires in place against the crossbar.
Examples of such prior act wheel-lift/underlift tow systems are found in
'C1.S. Patent
No. 4,564,207 (the "'?U7 Patent") to Russ et a1_,, entitled "hydraulic Wheel
Lift System for
Tow Vehicles," dated January la, 1986. The '207 Patent employs a loosely
fitting "sock" to
adjust the wheel cradle. l3is "sock" of the '207 Patent is not secure to the
lifting arm and
allows only a single adjustment of the wheel cradle. When a tazget automobile
has been
loaded onto a tow assembly, bumpy and uneven roads may be encountered. When
such
terrain is encountered, the towed vehicle's suspension sometimes allows
vertical movement
("jounce") toward the crossbar assembly, thus increasing chances that the oil
pan or
transmission of a towed vehicle might be damaged. The thicker the crossbar
assembly of the
wrecker, the greater t6c chances that the oil pan or transmission could be
damaged upon
transport of the target automobile.
CA 02425201 2003-04-11
4
Another example of a prior art wheel-lift tow system is found in U.S. Patent
No.
6,13,250 (the "'250 Patent's to Nvlasco, entitled "Wheel Lift with Laterally
Movable,
Rotatable Swivel A.rm Wheel Scoops," dated October 31, 2000, the entire
disclosure of which
is hereby incorporated by reference herein. As indicated hercinabove, the oil
pan or
transmission of a target automobile can possibly be damaged during towing if
the automobile
is nut secured within the wheel cradle. The '250 Patent lacks efficient safety
ar locking
mechanisms for securing the tires of the target automobile to the wheel
cradle.
SUMMA1ZY OF TtIE INVENTION.
The present invention relates to an improved wheel-lift assembly that includes
an
adjustable wheel engaging apparatus, or wheel cradle_ The present invention
includes a
wheel cradle that is adjustable in several positions, thus allowing for
adjustment for various
sizes of automobiles and tires_ The adjustable wheel cradle of the present
invention reduces
the chance that the oil pan or transmission of a target automobile will be
damaged during
transport. The adjustable wheel cradle is formed using a pair of substantially
rr-shaped
rotatablc lif3in8 arms, a pair of support arms and a pivotable crossbar which
form two
substantially U-shaped co~gurations for receiving the front or rear tires of a
target
automobile. The L-shaped lining arms are laterally displaceable. These lifting
arms can be
used to adjust the size of the wheel cradle when they are extended or
shortened by sliding the
lifting arms on a pair of support arms. The present invention also includes a
relatively thin
crossbar as5cmbly which further rc,duces the chance that the oil pan or
transmissian will come
into contact with the crossbar assembly during transport.
Z'he present invention fiuther includes an over-center locking mechanism such
as the
type generally described in U_S. Patent 5,722,810 to Young et al., entitled
"Over-Center
Locking Mechanism for Tow Truck Wheel-Lift or the Like," the entire disclosure
of which is
CA 02425201 2003-04-11
hereby incorporated by reference, and in U.S. patent No. 6,315,51 S to Young
et al., entitled
"Over-Center Locking Mechanism for Tow Truck Wheel-Lif3 or the Like," the
entire
disclosure of which is hereby incorporated by reference. The over-center
locking mechanism
used in the present invention automatically secures the lifting arms of the
wheel cradle in
place. This over-center locking mechanism requires no manual engagement or
extra steps
beyond the normal procedure for engaging, lifting and towing the target
automobile.
Engagement of the lilt arms and crossbar assembly with the wheels of the
vehicle to be towed
automatically sets the over-center locking mechanism without the continued
support of the
linear actuators. The present invention further provides a tilt lock-out which
may serve as
either a back-up or primary security system. The tilt lock-out, like the over-
center lock, is
automatic and requires no manual engagement.
Another aspect of the present invention is a mechanism for preventing
excessive
movement of the wheel-lift assembly, as generally described in IJ.S. Patent
S,ti72,042 to
Barrel, entitled "Undertift Assembly Tow Trucks," the entire disclosure of
which is hereby
incorporated by reference. A further aspect of the present invention is the
improved wheel-
lift in combination with an adjustable truck body, as described in U.S. Patent
6,290,450 to
Humphries, et a1., entitled "Universal Wrecker Sub-Frame and Bady Panel
Assemblies," the
entire disclosure of which is hereby incorporated by reference. Still another
aspect of the
present invention is the improved wheel-lift together with an adjustable truck
body having a
li~twei~t body assembly, as described in U.S. Patent 5,839,775 to Young et.
al., entitled
"Lightweight Rust-Resistant Body Assembly for Tow Trucks and a Method of
Manufacture,"
the entire disclosure of which is hereby incorporated by reference. The Young,
Humphries
and Bartcl patents are all assigned to the assignee of the present invention,
,fern-Dan Corp.
CA 02425201 2003-04-11
BRIEF DESCRIPTION OF THE DRAWINGS.
Reference is made to the attached drawings, wherein elements having the same
reference numeral designations represent like elements throughout, and
wherein.'
FIG. 1 is a perspective view of a wrecker incorporating the wheel-lift tow
assembly of
an embodiment of the present invention.
FIGS. 2A-2C ate sequential side views of the wheel-lift tow assembly of an
embodiment of the present invention as the wheel cradle is lowered in
preparation for towing.
FTG. 3 is a top perspective view of the wheel cradle of an embodiment of the
present
invention as shown in FIG. 2C.
FIGS. 4A-4C are sequential top views of an inventive wheel cradle's lifting
arms as
they are moved into position for towing.
FIG. 5A is a perspective view of the wheel-lift of an embodiment of the
present
invention showing the wheel cradles after full rotation of the lifting arms of
the wheel-lift tow
assembly.
FIG. SB is a perspective view of the slideable wheel receiving ~.yds of an
embodiment of the present invention during adjustment for the wheel size of
the target
automobile.
FIGS. 6-14 are sequential side views of a wrecker incorporating the wheel-lift
tow
assembly of an embodiment of the present invention showing the operation of
the wheel-li$
taw assembly.
FIG. 15 shows a side view of the wheel-lift tow assembly of an embodiment of
the
present invention_
FIG. 16 shows a lop view of a body assembly and sub-frame assembly used with a
wheel-lift tow assembly according to an embodiment of the present invention.
CA 02425201 2003-04-11
7
FIG. 17 shows a left side view of a wrecker with adjustable sub-frame and bode
panel
assemblies used with a wheel-lift tow assembly of an embodiment of the present
invention.
FIG. 18 shows a top view of another embodiment of a body assembly and sub-
frame
assembly used with the wheel-lift tow assembly of an embodiment of the present
invention.
FIG. I9 shows a top view of yet another embodiment of a body assembly and sub-
frame assembly used with the wheel-lift tow assembly of an embodiment of the
present
invention.
DESCRIP?TON OF THE INVENTION.
The present invention is an improved wheel-lift tow assembly (also called an
autoloader or self load wheel cradle) for towing vehicles with a wrecker. The
wheel-lift is
adapted to be mounted onto a wrecker, preferably an the rear deck.
Referring now to F1G. 1, illustrated is a perspective view of a wrecker 2
incorporating
the wheel-lift tow assembly of the present invention. In this view, the tow
assembly 1 is
stowed prior to use. The wheel-lift tow assembly 1 is adapted to be mounted on
the rear deck
3 of the wrecker 2. The wheel-lift tow assembly 1 includes a crossbar assembly
10., hydraulic
cylinders 66, 68, and a pair of moveable support arms 30, 32 which are
connected to a pair of
lifting arms 40, 42. The support arms 30, 32 are spaced apart from each other,
and pivot or
swivel on the crossbar 10 to prepare the lifting arms 40, 42 for use.
The crossbar assembly 10 is relatively thin, and has no bolt projections or
the like.
The thickness of the crossbar assembly 10 is, for example, about four (4)
inches. The
relatively thin crossbar assembly IO of lhc present invention presents a iow
profile in that it is
of a lesser thickness than prior art crossbar assemblies. For example, the
commercial version
of the taw assembly described in the '207 Patent, described hcreinabove, known
as the
Dynamic autoloader, has a crossbar thickness of about 5-I/~4" with extending
projections.
CA 02425201 2003-04-11
g
The low proCllo of the wheel-lift tow assembly of the present invention
facilitates
safety and reduces the chance of damage to the target vehicle in that it
lessens the possibility
of the oiI pan or transmission or body component of the towed vehicle engaging
the wossbar
assembly 10. The crossbar assembly includes two slideable wheel receiving
grids 15, 1 G
which engage the front portions of the front or rear tires of the target
automobile during
towing. The crossbar assembly 10 also includes a support beam 27 which
telescopes when
the tow assembly is in use so that the crossbar assembly 10 may be extended
for target
automobiles which are at a further distance from the wrecker. The telescoping
functionality
is provided by a hydraulic cylinder 67 or other actuating devices_ Such
actuating devices
may be controlled by the operator of the wrecker using controls that are
within his or her
reach from the driver's seat.
Referring now to FTG. 2A, illustrated is a side view of the wheel-lift tow
assembly I
as the tow assembly is stowed prior to use. Multiple hydraulic cylinders 60,
62 or other
actuating devices are used to control the position of the crossbar assembly
10.
Referring now to FrG. 2B, hydraulic cylinders 60, 62 are used to lower and, if
necessary, tilt, the wheel-lift tow assembly 1 closer to ground level. The
tiltaing functionality
is especially useful where the target vehicle is parked downhill or uphill
from the wrecker.
These cylinders 60, 62 also help to maintain the position of the crossbar
asserribly 10, and
allow the wheel-lift to maintain a substantially horizontal position. For
example, when the
wheel lift is about 30" above the ground, the crossbar assembly 10 is also
about 30" above
the ground. Referring now to FIG. 2C, the wheel-lift tow assembly 1 is shov~nt
after it has
been fully lowered.
Referring now to FIG. 3, lifting arms 40, 42 include corresponding extension
arm
segments 44, 46 and engaging arm segments 47, 48. The extension arrn segments
44, 46 are
CA 02425201 2003-04-11
9
operatively connected to the support arms 30, 32. 1'he extension arm segments
44, 46 are
slideably moveable upon the support arms 30, 32_ The extension arm segments
44, 46 are
relatively transverse to the crossbar assembly 10 at positions disposed to fit
between the front
or rear wheels of a target vehicle when the wheel-lift tow assembly 1 is in
operation. The
width of the extension arm segments 44, 46 of each of lifting arms 40, 42 are
adjusted by
slideably moving the lifting arms upon the support arms, and fixing lifting
arms 40, 42
relative to support arms 30, 32, as by inserting a mating pin 38 into one of
several holes 33,
35 in extension arm sEgments 44., 46, which hole has been aligned with a hole
in each of
support arms 30, 32, So that the extension arm segments 44, 46 are set at a
desired width
responsive to the size of the tire of the target automobile. Each mating pin
38 should be
secured, such as with a cotter pin 39, and jam nut 41, so that the extension
arm segment does
not move when the target automobile is mounted and towed. One such mating pin
assembly
=nay include a conventional cotter pin, jam nut and socket head eapscrew.
Because of the dual pivoting connections S, 7 for the support arm 32/lifting
arm 42
assembly, the pistons of the hydraulic cylinders 66, 68 travel along an
arcuate path, rather
than in a linear path as described in greater detail hereinbelow in connection
with FIGS. 4A-
4C.
Since a wrecker is often moving during normal towing operation, it is
preferable that
the automobile or other vehicle being towed is securely engaged with the tow
assembly. The
hydraulic cylinders 66, 68 enable the lifting arms 40, 42 to maintain
engagement with the
wheels of the towed vehicle, e.g., when the wrecker turns corners, thus
promoting stability.
The hydraulic cylinders 66, 68 of the improved wheel-lift of the present
invention are
pivotally connected to the end of each of the support arms 30, 32.
CA 02425201 2003-04-11
In FIG. 3, the wheel-lib tow assembly I has been unfolded and lowered from the
wrecker nearer to ground level, so that the support arms 30, 32 and lifting
arms 40, 42 would
be substantially horizontal to a level ground.
FIGS. 4A-4C depict one representative side view of the wheel-lift of an
embodiment
of the present invention. The other side is substantially identical. Referring
now to FIG. 4A,
when the wheel-lift tow assembly 1 is first lowered, the hydraulic cylinder 66
near the
support arni 32 has not been actuated. Referring now to FIG. 4B, the hydraulic
cylinder 66 is
actuated, thus rotating the lifting arm 42 outward via links 52a, SZb. The
lifting; arm 42
moves in an arcuate pattern until the base portion of lifting ann 42 is
substantially parallEl
with the wrecker's length.
Referring now to FIG. 4C, as the lifting arm 42 rotates into position, the
cylinder 66
pushes links 52a, 52b into an over-center position, i.e., where the pivotal
joint between links
~2a and 52b are located at or beyond the 180 degree point The lifting arm 42
is locked into
position by the links 52a, 52b and the lifting arm 42 cannot be forced out of
position by a lass
of hydraulic pressure.
Refernng now to rIG. 5A, which shows both sides of the wheel-lift of this
embodiment of the present invention, over-center locking mechanisms 50 and 52
include
Links SOa, SOb and 52a, 52b, respectively, whereby extension of the hydraulic
cylinders 66,
68 position the links SOa, SOb, 52a, ~2b in a locking position, such that
outward pressure by
the wheels of a vehicle in tow against the engaging arm se~nents 44, 46 forces
the links SOa,
SOb, 52a, 52b toward the locking position_ The Locked or wheel engaging
position is
therefore automatically maintained without the aid of the hydraulic cylinders
6fi, 68, in case
of a failure of hydraulic cylinders 66, 68. In other embodiments of the
present invention, the
CA 02425201 2003-04-11
11
over-center locking mechanisms 50, 52 are attached to wheel receiving grids
that are fixed to
the crossbar 10 rather than slidable, or are attached directly to the crossbar
10.
Still referring to FIG. 5A, wheel cradles 21, 22 are formed by the support
arnns 30, 32,
the lifting arms 40, 42, and the slideable wheel receiving grids 15, 16,
respectively.. In the
position shown, the wheel cradles Z1, 22 are prepared to receive the two front
wheels of the
target automobile, or the two rear wheels of the target automobile.
The slideable wheel receiving grids 15, 16 automatically adjust position
relative to the
crossbar 10 according to the distance between the target vehicle's front or
rear tires.. FIG. 5B
illustrates the wheel receiving grids 15, 16 when they have automatically
moved outward
fi-om the center of wheel-lift 1 due to the extension of hydraulic cylinders
66, 68. During a
normal towing operation, the wheel receiving grids 15, 16 move outward until
support arms
30, 32 and/or extension arm segments 44, 46 of lifting arms 40, 42 contact
both front tires
and/or wheels of the target automobile. The present invention can include an
adjustment
mechanism that allows the wheel receiving grids 15, 16 to slide outward until
a single tire of
a target automobile is contacted. Once a single tire is contacted, the wheel
receiving grids I5,
16, which have been set into motion by the hydraulic cylinders 66, 68, stop
their outward
expansion, and the pressure of the hydraulic cylinders 66, 68 is equalized so
that the target
automobile is centered onto the wheel-lift tow assembly.
When lifting arms 4U, 42 contact the tires and/or wheels, they can maintain or
assist
retention of the tires in cradles 21, 22. In certain embodiments of the
present invention,
appropriate bearing surfaces (not shown) can be attached to support arms 30,
32 and/or
extension arm segments 44, 46 to engage the wheels; e.g., a concave cup that
bears against
each respective wheel.
CA 02425201 2003-04-11
1z
The wheel-lift tow assembly of the present invention is highly versatile in
that the
truck need not be positioned directly in front of the car in order for the tow
assetixbly to
operate properly. An automobile can be loaded onto the wheel-lift tow assembly
of the
present invention when the automobile is directly behind the wheel-lift tow
assembly so that
an angle of approximately zero degrees exists between the driver's side of the
wrecker and
the left side of the target automobile. A target automobile can be loaded onto
the wheel-lift
tow assembly also when the left side of the target automobile and the left
side of the wrecker
are at substantially a ninety degree angle from one another. A hydraulic
cylinder ti7 in the
telescoping central support beam 27 of the crossbar assembly allows the
telescoping central
support beam 27 to be extended. As discussed above, the size of the wheel
cradles 21, 22 can
be adjusted by adjusting the lifting arms 40, 42 to fit the tire size.
The operation of the wheel-lift of an embodiment ofthe present invention will
now be
described with reference to Figs. 6-14. As shown in FIG. 6, a cradle is
prepared for one tire
of the target automobile. In this illustration, the automobile's front right
tire is inserted into
the cradle. When the crossbar assembly 10 touches the front right tire, the
pivot 25 in the
crossbar assembly 10 permits the wheel cradles 21, 22 to be lined up with the
front tires of
the target automobile so that the automobile can be towed.
Wheel cradles 21, 22 are formed by the lifting arms 40, 42 and the wheel
receiving
g.~ids 15, 16 when the wheel-lift tow assembly 1 is in operation. As
previously described,
over-center locking devices 50, 52 ensure that the lifting arms 40, 42 of the
formed wheel
cradles 21, 22 are safely maintained in their rotated position even if a
hydraulic cylinder fails.
Referring now to FIG. 7, after the right front tire of the target automobile
is within the frame
of the wheel cradle 21, the wrecker operator moves the wrecker in reverse. The
crossbax
assembly IO contacts the right front side tire and begins to pivot around the
pivot point 25,
CA 02425201 2003-04-11
13
thus turning Qte wheel cradles 21, 22 so that the ope~zings for wheel cradles
21, 22 are aligned
with the front tires (or rear tires) of the target automobile.
Referring now to FIG. 8, the wrecker operator continues to move the truck in
reverse
until the crossbar assembly 10 contacts the left front tire of the automobile.
The pivot point
25 of the crossbar assembly 10 wheel-lift tow assembly 1 is centered with the
tires of the
automobile.
Referring now to FIG- 9, over-center locking devices 50, 52 are automatically
activated when the lifting arms 40, 42 are perpendicular to the wheel
receiving grids 15, 16
and hydraulic pxessure is applied to cylinders 66, 68. The wheel receiving
grids I5, 16
expand outward due to the hydraulic pressure, as explained above, until the
wheel cradles 21,
22 gently contact both front tires of the target automobile. As also explained
above, once a
single tire is contacted, the wheel receiving grids 15, 16 stop their outward
expansion, and the
pressure of the hydraulic cylinders 66, 68 is equalized so that the target
automobile is
centered onto the wheel-lift tow assembly.
Refcming now to FIG. 10, the operator raises the telescoping central support
beam by
activating a hydraulic cylinder in the wheel-lift tow assembly. Accordingly,
the front portion
of the target automobile is also raised. The operator uses controls within
reach ofthe driver's
seat to control the cylinders. The crossbar pivot 25 is centered with the
automobile as shown
in this illustration.
Referring now to FIG_ 11, the target automobile has been prepared for towing.
The
operator now moves the wrecker forward, while the target automobile begins t:o
pivot at its
rear axle. Referring now to FIG. 12, the wrecker operator continues to move
forward, and the
target automobile, which is now securely mounted on the wheel-liR tow
assembly, begins to
straighten and follow the wrecker,
CA 02425201 2003-04-11
14
Referring now to FIG. 13, the twv truck operator retracts the telescoping
central
support beam 27 and adds all appropriate towing and safety attachments. For
example, a
strap may be used to further secure or tie down the wheels of the target
automobile to the
wheel-lift tow assembly in a conventional manner. The strap could be adjusted
with a ratchet
mechanism. Another example of such an additional towing or safety attachment
is a. tow ball
attachment that allows the wrecker operator to recover and tow trailers
requiring a tow ball
hookup.
Referring now to FIG. 14, the wheel-lift tow assembly pulls the car to the
desired
location.
Referring now to FIG. 15, disclosed is another embodiment of the wheel-lift
tova
assembly of the present invention. This embodiment of the wheel-lift tow
assembly
incorporates a mechanism for preventing excessive movement, such as that
described in U.S.
Patent 5,672,042, which has been incorporated by reference herein. The wheel-
lilt assembly
118 has a support arm 120 that is coupled to the wrecker. A base 122 is
coupled at a first end
124 to the support arm 120. A boom base 126 is pivotally attached to the base
122 at a first
pivot point 128. The first pivot point 128 is preferably located adjacent to a
second end 130
of the base 22 that is opposite to the first end of the base 124, and adjacent
to a first end 132
of the boom base 126. 'The boom base 12G has a first end 132 and a second end
134. The
socond end I34 is located nearer to the first end of the base 124 than is the
first end of the
boom base 132. A boom 136 is pivotally attached to the boom base 126 at a
second pivot
point 138 that is preferably located further from the first end of the boom
base 132 than the
first pivot point 128. A first actuator 140 is coupled to the support arm 120
by a pivot pin
142 and the boom base 126 by a pivot pin I44. The fixst actuator 140 pivots
the boom base
126 with respect to the support arm 120. A second actuator 146 is coupled to
fhe boom base
CA 02425201 2003-04-11
t26 by pivot piu 148 and the boom 136 by pivot pin I50. The second actuator
146 pivots the
boom 136 with respect to the boom base 126_ Vehicle engaging attachments, such
as the
inventive wheel-lift 1, are connected to a distal end of the boom which may
engage the target
automobile's frame or wheels.
In this embodiment of the wheel-lift tow assembly of the present invention, a
first
stop 152 is attached to the boom base 126. The first stop 152 is preferably
located between
the second pivot point 138 and the second end of the boom base 134. A second
stop 154 is
attached to the boom base 126. The second stop 154 is preferably located below
the first
pivot point 128. The first and second stops 152, 154 restrict the pivot range
of the 'boom 136
with respect to the boom base 126. The first stop 152 and the second stop 154
restrict the
boom 136 from pivoting below a line formed by a lower edge of the boom base
156.
FIG. 16 shows a top view of the body assembly and sub-frame assembly of
another
embodiment of the present invention. The body assembly comprises left and
right body
panels 231 and 232, each with a pair of mounting brackets 233 and 234,
respectively. The left
and right body panels mount on a body sub-frame assembly, which comprises left
and right
sub-frame members 235 and 236. Each sub-frame member comprises a sub-frame
rail 23'7,
238, a pair of body support brackets 239, 240, and three sub-frame brace tubes
241, 242. The
left and right sub-frame members are held together as the body sub-frame
assembly via three
sub-frame brace sleeves 245. Except where expressly stated otherwise, the left
and right body
panels 231 and 232, and the left and right sub-frame members 235 and 236, are
mirror images
of each other.
As illustrated in FIG. 16, the body sub-frame assembly is assembled with two
opposing sub-frame members 235 and 236 connected together with their
respective sub-
frame brace tubes 241 and 242 inserted into respective sub-frame brace sleeves
245. Baeh of
CA 02425201 2003-04-11
Ib
the three sub-frame brace tubes 241 of the left sub-frame member 235 is
inserted into dne ettd
of a sub-frame brace siecve 245. Each of the three sub-frame brace tubes 242
of the right sub-
frame member 236 is inserted into the other end of the sub-frame brace sleeve
245 apposite
to a corresponding sub-frame brace tube 241. The sub-frame brace tubes 241,
242 are
inserted a predetermined distance into the sub-frame brace sleeves 245.
The sub-frame brace tubes 242 are faced to the sub-frame rail 238 of the right
sub-
frame member 236, and the sub-frame brace tubes 241 are fixed to the sub-frame
rail 237 of
the Icft sub-frame member 235. The predetern~ined distance that the sub-frame
brace tubes
241, 242 are inserted info the sub-frame brace sleeves 245 is set such that
the sub-frame rails
237 and 23$ line up with the chassis rails 213 and 214, respectively. The sub-
frame brace
tubes are welded into the sub-frame brace sleeves in that position. The body
sub-frame
assembly is then ready far mounting on the desired chassis.
FTG. 17 shows a left side view of a wrecker 210 equipped with adjustable sub-
frame
and body panel assemblies in accordance with the exemplary embodiment of the
present
invention. The wrecker also includes a lift assembly for towing a disabled
vehicle. A wide
variety of different lift assembly embodiments can be employed with the
adjustable sub-
frame and body panel assemblies of the present invention, and following
description
illustrates one such embodiment. The wrecker comprises a chassis 212, with a
cab 2I 1 and
Lift assembly 250 mounted thereon. The lift assembly includes a main boom 255
(or crossbar
assembly) pivotally mounted to the truck chassis with a hydraulic system (not
shown) for
raising, lowering, extending, and/or retracting the main boom 255. The lift
assembly 255
further includes an extension boom 262 pivotally connected to the end of the
main boom 255
with a hydraulic system (not shown) for rotating the extension boom Z62 up and
down. A
CA 02425201 2003-04-11
17
wheel grid assembly 264 is attached at the end of the extension-boom 262 for
engaging the
front or rear wheels of a vehicle to be towed.
The body panel 215 includes the pair of mounting brackets 233, each engaging a
body
support bracket 239 of the left sub-firame member. The body panel is secured
to the sub-
frame member by bolting the mounting brackets 233 to the respective body
support brackets
239 with bolts 222. A length spacer panel 220 is cut to cover a portion of the
chassis between
the cab 211 and the body panel 215.
For example, comparing FIG. 16 to FIG. 18, the body sub-frame assembly of FIG.
16
is mounted on a wide truck chassis, compared to the body sub-frame assembly of
FIG 18,
mounted on a narrower truck chassis. The sub-flame brace tubes 241, 242 of the
sub-frame
members in FIG. 18, are partially inserted into the sub--frame brace sleeves
245, resulting, in a
wider positioning of the sub-frame rails 237 and 238 to line up with the wider
configuration
of chassis rails 213 and 214, respectively. Comparatively, the sub-frame brace
tubes 241, 242
of the sub-frame members in FIG. 18, are fully inserted into the sub-frame
brace sleeves 245,
resulting in a narrower positioning of the sub-frame rails 237 and 238 to line
up with the
narrower configuration of chassis rails 213 and 214, respectively. The sub-
frame assembly is
thereby adjustable to fit a variety of different chassis widths.
The body sub-frame assembly supports the left and right body panels 231 and
232 via
the body support brackets 239 and 240, respectively. The body support brackets
239 are
fixed to the left sub-.fzame rail 237 on the opposite side from the sub-frame
brace tubes 241,
and the body support brankets 240 are fixed to the right sub-frame rail 23 ~
on the opposite
side from sub-fi~ume brace tubes 242. The mounting brackets 233 and 234 of the
left and right
body panels align with the respective body support brackets 233 and 234. 'The
mounting
brackets 233 and 234, and the body support brackets 239 and 240, each have a
series of holes
CA 02425201 2003-04-11
18
at a predetermined spacing along their length. The predetermined spacing is
set such that the
holes of a given mounting bracket line up with the holes of the corresponding
body support
bracket in a manner allowing for various lateral mounting positions for the
body panel on the
body sub-frame assembly. The various lateral positions are desigucd to
accommodate a
number of standard truck chassis and cab widths. Each body panel is positioned
an the
corresponding body support brackets at a desired lateral position with respect
to the cab width
and width between outer rear wheels, and bolted in that position_
For example, again comparing FIG. 16 to FIG. I8, the left and right body
panels 231
and 232 of FIG. 16, are mounted on a wide truck chassis, compared to the left
and light body
panels 231 and 232 of FIG. 18, mounted on a narrower truck chassis. The
mounting brackets
233 and 234 of the body panels in FIG. 16, are partially inserted over the
respective body
support brackets 239 and 240 of the respective sub-frame members 235 and 236,
resulting in
a wider positioning of the body panels with respect to the truck cab and
chassis.
Comparatively, the mounting brackets 233 and 234 of the body panels in F1G.
18, are almost
fully inserted over the respective body support brackets 239 and 240 of the
respective sub-
frame members 235 and 236, resulting in a narrower positioning of the body
panels with
respect to the truck cab and chassis. A single universal body panel is thereby
adjustable to fit
truck chassis of a variety of widths, and is also readily removable for
replacement or easy
access to the chassis and drive train for repairs.
Once the left and right body panels are mounted on the body sub-frame
assembly, left
deck plates 251 and 252 arc connected to each other in an overlapping fashion,
as are right
deck plates 253 and 254. 'fhc connected deck plate assemblies 25I, 252 and
253, 254 are
mounted to the top surfaces at the inner rear ends of the left and right body
panels 231 and
232, respectively, as illustrated in FIG. 16. 'the amount of overlap between
deck panels of a
CA 02425201 2003-04-11
19
connected pair depends on the width of the particular tnzck chassis, further
increasing the
flexibility of fitting universal adjustable body panels on truck chassis of a
variety of widths.
Alternatively, single left and right deck plates can be cut to size in
accvrdanee with the
chassis width, and mounted to the top surface at the inner rear ends of the
Left and right body
panels 231 and 232, respectively.
The deck plates form a deck between the respective body panels 231 and 23a and
the
automobile lift assembly 250. The deck plates or deck plate assemblies can be
bolted,
welded, riveted, or otherwise fixed together and in place. Alternatively, as
shown in FIG. 19,
single deck plates 271 and 272, can be integrally provided as part of the
respective body
panels 231 and 232. The deck plates 271 and 272 are cut to size in accordance
with the
desired chassis width. Further, left and right length spacer panels 220 and
221, respectively,
are cut to size and mounted to the left and right body panels, covering spaces
between the left
and right body panels 231 and 232, and the truck cab 21 I. Bady support
brackets 257 and
258 arc fixed to the outer sides of the left and right chassis rails 213 and
214, respectively.
The body support brackets 257 and 258 align with mounting brackets 259 and 260
of the left
and right length spacer panels 220 and 221, respectively. As with the mounting
brackets and
body support brackets of the body panels 231 and 232, the mounting brackets
259 and 260,
and the body support brackets 257 and 258, each have a series of holes at a
predetermined
spacing along their length. The predetermined spacing is set such that the
holes of a given
mounting bracket line up with the holes of the corresponding body support
bracket in a
manner allowing for various Lateral mounting positions for the body panel on
the body sub-
frame assombly_ The various lateral positions are designed to accommodate a
number of
standard truck chassis and cab widths, and provide for alignment of the length
spacer panels
220 and 221 with the respective lest and right body panels 231 and 232. Each
length spacer
CA 02425201 2003-04-11
panel is positioned on the corresponding body support bracket at a desired
lateral position
with respect to the respective body panel, and bolted in that position.
Further, each length
spacer panel is bolted to the respective body panel, as illustrated in FrGS.
16, 18 and 19. The
length spacer panels thereby accommodate for a variety of truck chassis
lengths upon which
the universal adjustable body panels of the present invention can be mounted.
The present invention can be practiced by employing conventional material,
methodology and equipment, Accordingly, the details of such materials,
equipment and
methodology are not set forth herein in detail. In the previous descriptions,
numerous
specific details are set forth, such as specific materials, structures,
chemicals, processes, etc.,
in order to provide a thorough understanding of the present invention 1-
lowever, it should be
recognized that the present invention can be practiced without resorting to
details specifically
set forth. In other instances, well known processing structures have not been
described in
detail, in order not to unnecessarily obscure the present invention.
Only a few embodiments of the present invention are shown and described in the
present disclosure_ It is to be understood that the present invention is
capable of use in
various other combinations and environments and is capable of changes or
modifications
within the scope of the inventive concept as expressed herein.
