|Publication number||US1519357 A|
|Publication date||Dec 16, 1924|
|Filing date||May 14, 1923|
|Priority date||May 14, 1923|
|Publication number||US 1519357 A, US 1519357A, US-A-1519357, US1519357 A, US1519357A|
|Original Assignee||Harry Campbell|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (11), Classifications (12)|
|External Links: USPTO, USPTO Assignment, Espacenet|
H. CAMPBELL ELEVAT ING AND TILTING DEVICE FOR AUTOMOBILES Filed May 14, 1923 2 Sheets-Sheet 1 Dec. 1924- 1,519,357
H. CAMPBELL ELEVATING AND TILTING DEVICE FOR AUTOMOBILES Filed May 14, 1923 2 Sheet t 2 Patented Dec. 16, 1924.
UNITED STATES HARRY CAMPBELL-.015 CHICAGO, ILLINOIS.
ELEVATING AND TILTING DEVICE FOR AUTOMOBILES.
Application filed May 14, 1923. Serial No. 638,711.
To all whom it may concern:
Be it known that I, HARRY CAMPBELL, a citizeh of the United States of America, and a resident of Chicago, county of Cook,
and State of Illinois, have invented certain.
new and useful Improvements in Elevating and Tilting Devices for- Automobiles, of which the following is a specification.
My invention relates to elevating and tilting devices for automobiles, and has for its object the production of an efficient device for raising and tilting an automobile so that it may be convenient to get at for re pairs or cleaning.
In the accompanying drawings Fig. 1 is a side elevation;
Fig. 2 is a plan;
Fig. 3 is an enlarged sectional elevation on line 3-3 of Fig. 1;
Fig. 4 is an end elevation at the same scale as Fig. 1;
Fig. 5 is a section on line 5-5 of Fig.
Fig. 6 is a section on line 66 of Fig. 2, with the track in slightly elevated position.
The main frame is a rectangle composed of side bars 10' and 11, and end bars 12 and 13. These bars may be I-beams connected together at the corners of the frame by brackets 14 as shown in Figs. 1 and 3.
Above the main frame is a track frame consisting of short bars 15 and 16 directly over bars 12 and 13, and channels 17 and 18 parallel with the side bars 10 and 11. The channels 17 and 18 are for receiving the wheels of an automobile, as will be described hereinafter.
Secured at the junction of the bars 11 and 12 isa standard 19, and at the junction of bars 11 and 13 is a standard 20. These standards are held rigidly in a vertical position by braces 21. Secured to the tops of standards 19 and 20 are brackets 22, and secured to the lower ends of these standards are brackets 23. Supported in these brackets are vertical screws 24 and 25 having thereon bevel gears 26 and 27 secured near their lower ends.
Pivoted at 28 on bar 13 is a standard 29, and pivoted at 30 on bar 11 is a standard 31.
'On these standards are brackets 32 and 33 which support screws 34 and 35 having bevel gears 36 and 37 near their lower ends.
Supported in brackets 38 on bar 13 is a shaft 39 having bevel gears 40 and 41 which mesh with gears 36 and 27. Gear 40 is on a feather in shaft 39, and is provided with a lever 42 by which it may be moved out of or into engagement with gear 36.
Secured on the lower end of standard 29 is a bracket 43 (Fig. 6) which furnishes a step bearing for the lower end of screw 34 and an additional hearing which supports shaft 44. The other end of shaft 44 is supported in the same Way in bracket 33. On the ends of shaft 44 are bevel gears 45 and 46 which mesh with gears 37 and 36 on screws 35 and 34. These parts are so constructed that when screw 34 is turned, screw 35 will also be turned at the same rate of speed.
Secured on bar 11 are brackets having bearings 47 which support shaft 48, and on this shaft are bevel gears 49 and 50 which mesh with gears 26 and 27 near the lower ends of screws 24 and 25. These parts are so constructed that when screw 25 is turned screw 24 is also turned at the same rate of speed. When the gear 40 is in mesh with gear 36, then all four screws turn at the same time at the same rate of speed. When the lever 42 is moved to disconnect gear 40 from gear 36, then screws 24 and 25 stand idle when screws 34 and 35 are turned.
Mounted in a bracket 51 on standard 29 and in an extension 52 of bracket 33 is a shaft 53 provided with a crank 54. On shaft 53 is a gear 55 which meshes with a gear 56 on shaft 44. By turning crank 54, screws 34 and 35 may be turned thru the gear connections dwcribed. If gear 40 is in mesh with gear 36, then screws 24 and 25 will also be turned. Screws 24 and 34 are right hand screws, and screws 25 and 35 are left hand screws.
Secured on the bottom of the channels 17 and 18, near the bars 15 and 16, are bars 57 and 58 having brackets 59 on the ends thereof. Pivoted on these brackets are nuts 60 for the screws 24, 25, 34 and 35. The construction is such that if the crank 54 be turned when the gear 40 is in meshwith gear 36, then the channels 17 and 18 will be raised uniformly upward by the turning of the screws in the nuts 60. The upper position in this case is shown in dotted lines in Fig. 3. If the gear 40 is disengaged when the crank 54 is turned, then only screws 34 and 35 will be turned, and channel 17 will be elevated above channel 18. If the track frame be first elevated to the position shown in dotted lines in Fig. 3, and the gear 40 be then disengaged, further turning of the crank will move the parts to the position shown in Fig. 4. If the gear 40'be disengaged and the crank turned when the parts are in the position shown in full lines in Fig. 3, then the track frame will be tilted 0n the piv'ots of the nuts for screws 24 and 25. In this case the standards 29 and 31 will turn on their pivots 28-and 30 to a greater extent than is illustrated in Fig. 4:.
Pivoted at points 61 on the ends of the I channels 17 and 18 are extension pieces of channel 62 which have their flanges flared as shown at 63. When the track frame is at its lowest position, the outer ends of these extension pieces normally rest on the floor or ground and form inclined planes up which the wheels of an automobile may be run into the channels17 and 18. When an automobile is in position on the track frame, the pieces 62 are raised to the position shown in Fig. 5 and are held in that position by hooks 6e pivoted on the channels and engaging pins 65 on pieces 62. In such position, the pieces confine the wheels of the automobile within the channels'17 and 18. On the channel 17 is a series of hooks 66 which are adjustable to any position b simply sliding them along. On each 1100.;
is an eye-bolt 67 provided with a thumb nut 68 and a spring 69 which is compressed when the thumb nut is turned to tighten it. Secured to the eye-bolt is a chain 70 havin a hook 71 on its end. (Fig. 3.)
In operating the device, the track frame is first brought to its lowest position, and two of the extensions 62 are dropped down to the floor to make an inclined track to the main track composed of channels 17 and 18. An automobile is then run up this in; cline to a mid-position in the track frame, and the extensions are raised and hooked up as shown in Fig. 5. The chains 70 are then passedaround convenient parts of the automobile, and the hooks connectedto links in the chains. By tightening the nuts 68 the chains are drawn tight so as to retain the wheels of the vehicle in the channel 17 when the track frame is tilted.
Having secured the automobile in position, the track frame is tilted, or raised, or both tilted and raised as may be desired. If it is desired only to tilt the automobile so as to give ready access to the parts below the body, then the gear 40 is disconnected and the crank turned so as to give any desired tilt within the range of the device. If it is desired only to raise the vehicle so as to give convenient access to the lower parts of both sides, then the gear 40 is placed in engagement with gear 36 and the crank is turned. If it is desired to both raise and tilt the automobile, then the gear 40 is part of the time in engagement and part of the time out of engagement While the crank is being turned. To, lower the track frame is simply the reverse of the process of raising i What I claim is:
1. In a device of the class described, a track. frame, pivoted extensions serving as an inclined track leading to the track frame, said extensions being movable on their pivots .to elevated positions which will close the ends of the track on the track frame and thereby confine the wheels of a .ve-
' hicle on said frame, means for locking said extensions in elevated position, and means for tilting the track frame so as to furnish access to the under parts of a vehicle there- 2. In a device of the class described, a track frame provided with pivoted track extensions movable to lower and upper positions, means for securing said extensions at their upper position so as to confine the wheels of a vehicle on the frame, and means for elevating the track frame and a vehicle thereon.
3. In a device of the class described, a mainframe, a track frame having one side provided with a pivotal connection to the corresponding side of the main frame, elevating mechanism for raising the track frame and its pivotal connection, and dis- 1 connecting devices so arranged that at any particular elevation the pivotal connection may be held stationary while further operation of the elevating mechanism will turn the track frame on its pivotal connection.
4. In a device of the class described, a main frame, standards connected to the main framenear the corners thereof, a screw secured to each standard, a track frame located above the main frame, nuts mounted upon said screws and provided with pivotal connections to said track frame, connections for turning said screws, and a shiftable connection in said connections so arranged that either two or four of said'screws may be turned at the same time.
5. In a device of the class described, a main frame, two standards secured to one side of said frame near its ends, two other standards pivoted at corresponding positions at the other side of said frame, a screw secured to each standard, a track frame lo- HARRY CAMPBELL.
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|US3190464 *||Jul 5, 1963||Jun 22, 1965||Us Industries Inc||Elevating and tilting mechanism for feeding devices|
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|DE1163515B *||Dec 30, 1959||Feb 20, 1964||Northrop Corp||Fahrbare Hebevorrichtung|
|WO2001000479A1 *||May 23, 2000||Jan 4, 2001||Thyssenkrupp Ind Ag||Processing station on a motor vehicle assembly line|
|U.S. Classification||269/59, 248/422, 269/60, 187/217, 187/214|
|International Classification||B66F7/02, B66F7/00, B66F7/22|
|Cooperative Classification||B66F7/22, B66F7/025|
|European Classification||B66F7/22, B66F7/02B|