Vehicle wheel elevating device
This invention relates generally to car wheel elevating devices and more particularly to a car wheel elevating device suitable for cars, such as sports cars, having front bumper assemblies which are often positioned several inches lower to ground level than the bumper assemblies of more conventional family cars and in which the distance between the bottom dead center of the front wheels and the front bumper assemblies is several inches greater than the corresponding distance of more conventional family cars. 
     As suggested above many models of modern sports cars have unusually low slung bumper assemblies which, along with the nose of the car, extend beyond the front wheels of the car several inches more than the bumper assemblies and noses of more conventional family cars. Accordingly, simpler and shorter wheel elevating ramp devices which are suitable for a conventional family car in that they will accommodate the shorter nose of the car from the front wheel and also the higher positioned front bumper assembly but are not suitable for many sports cars in that such conventional wheel elevating devices rise too steeply and the lower slung and longer nose and bumper assembly dimensions of a sports car will impact the wheel elevating devcie before the wheel of the car is elevated to the top level of the wheel elevating device. 
     There are available today many wheel elevating devices for conventional family cars, for recreational vehicles (RV&#39;s) and mobile homes. 
     Some of the prior art wheel elevating devices designed primarily for cars and recreational vehicles (RV&#39;s) are disclosed in U.S. Pat. No. 1,879,123 issued Sep. 27, 1932 to Davis and entitled Portable Repair Stand, U.S. Pat. No. 2,272,334 issued February 10, 1942, to St. Laurent and entitled Compact Vehicle Wheel Raising Device, U.S. Pat. No. 3,178,156 issued Apr. 13, 1965, to Rigers and entitled Mobile Tire Changer Ramp, U.S. Pat. No. 3,638,910 issued Feb. 1, 1972, to Nellis et al, and entitled Car Wheel Support, U.S. Pat. No. 3,752,441, issued Aug. 14, 1978 to Rogers and entitled Vehicle Wheel Elevating and Elevating Device, U.S. Pat. No. 4,165,862 issued Aug. 28, 1979 to Bennett and entitled Leveling Device For Camper Trailers And Like Vehicles, and U.S. Pat. No. 4,427,179 issued January, 1984 to Price and entitled Leveling Apparatus. 
     Of the above-mentioned prior art U.S. Patents, the St. Laurent patent, the Rigers patent, the Nellis et al patent, the Bennett patent, and the Price patent all show basically a single, substantially linear ramp rising to a top horizontal surface upon which the wheel ultimately comes to rest. All of the structures mentioned above would be unacceptable for elevating the wheel of a low slung, extended nose and bumper assembly of many of the modern sports cars. The nose or bumper assembly of the sports car would impact the rising ramp (and would thereby be damaged) well before the front wheel was elevated to the top level surface of the wheel elevating device, unless the slope of the ramp was extremely gradual. However, in order to make the ramp slope so gradual as to accommodate a sports car would require an unacceptably long ramp which would not only be very heavy but which would make disassembly for storage and storage itself quite difficult, if not impractical. Certainly the portability of such a device would not be practical except for a large vehicle such as a pick-up truck. Storing such a device in the trunk of the average family car would leave little room for luggage, and storage in the typical sports car trunk would leave virtually no room for luggage. 
     The prior art patent to Rogers is completely unusable for elevating the wheel (or wheels) of a sports car. The series of three levels 10, 12, and 8 separated by very sharp rises 56 and 22 would require so much power that the sports car would likely overshoot the end of the top level 24. Further, the center level 12 of Rogers is neither necessary nor desirable for elevating a sports car wheel. The bumper assembly of a sports car obviously must rise above both the first and second levels 10 and 12 while the car wheel still rests upon ground level when immediately preparatory to climbing the first level 10. 
     The three levels 10, 12 and 8 of Rogers is obviously meant for elevating a wheel of a camper for leveling the camper, as the Rogers patent specifically states. Reference is made to the Abstract of the Rogers patent as well as to lines 6-9 of column 1, lines 28-36 of column 1, lines 42-42 of column 1, lines 24-32 of column 2, and lines 10-11 of column 4 and in many other instances, in Rogers. 
     There is a definite need for a wheel elevating device suitable for the low slung, extended nose and bumper assembly of many of the modern sports cars. 
     A primary object of the present invention is to provide a wheel elevating device which is suitable for a modern sports car having a low slung, long nosed front end. 
     Another object of the present invention is a relatively easily disassembled and assembled wheel elevating device for most modern sports cars. 
     Still yet another object of the present invention is a relatively easily disassembled and compactly stackable and storable wheel elevating device for most modern sports cars. 
     In accordance with one preferred form of the invention there is provided a car wheel elevating device (also referred to herein as a ramp device) for elevating the front wheel of a car having a low profile bumper assembly and comprising, first, second, third, and a fourth top level wheel tread segments joined together to form a continuous wheel ramp surface over which the car wheel can travel from ground level to the fourth top level wheel tread segment with a minimum of discontinuities, a pair of vertically positioned sidewalls positioned on either side of the wheel ramp surface and firmly secured to the wheel ramp surface to support the weight of the front car wheel on the wheel ramp surface, the top perimeters of the sidewalls extending above the wheel ramp surface a substantially constant distance to reduce the chance of said front wheel of the car from rolling off the side of the wheel elevating device. The first segment comprises a first entrance ramp extending from ground level to the second segment a distance G above ground level, with the second segment being level and extending from the top of the first ramp horizontally a distance L at an elevation G above ground level, with the third segment comprising a second ramp segment extending from the level second segment to the fourth top wheel tread level an approximate distance H from ground level, and with the fourth segment comprises a substantially horizontal segment which is the highest ramp device level and the level upon which the car wheel comes to rest. A suitable connecting means such as bolts and nuts is provided to secure the wheel elevating device securely together at two or more substantially vertical places and to disconnect the wheel elevating device for stacking and storing purposes. 
     The above mentioned and other objects and features of the invention will be more fully understood from the following detailed description thereof when read in the light of the drawings in which: 
    
    
     FIG. 1 shows a perspective view of one form of the invention; 
     FIG. 2 shows a side view of the invention with the wheel of a sports car about to ascend the entrance ramp of the ramp device; 
     FIG. 3 shows another side view of the invention with the wheel of the automobile having ascended to the top of the entrance ramp and about to move forward on a horizontal tire tread surface portion of the ramp device; 
     FIG. 4 is yet another side view of the ramp device with the wheel of the car having advanced along the wheel tread surface of the ramp device to the point where it is about to ascend a second ramp of the ramp device to the topmost elevated surface of the ramp device; 
     FIG. 5 shows a side view of the ramp device with the weel of the car having climbed the second ramp wheel surface and resting on the topmost elevated surface of the ramp device; 
     FIG. 6 shows the use of the ramp devices wherein both the front and rear wheels of one side of the automobile are being elevated, and more specifically shows the position of the automobile on the ramp device after both the front and rear wheels have climbed the entrance ramp of the wheel surface and are resting on the horizontal surface at the beginning of such horizontal surface; 
     FIG. 7 shows the position of the automobile with both the front and the rear wheels resting on the topmost surfaces of a pair of wheel elevating ramp device; 
     FIG. 8 shows another form of the invention with the wheel tread surface of the ramp device being curvalinear along a part of a wheel surface tread path to facilitate the elevation of the wheel to the topmost elevated surface; 
     FIGS. 9, 10 and 11 show the three sections of the ramp device separately and in perspective; and 
     FIG. 12 illustrates how the three sections of the ramp device can be disassembled and nested for storage and transport purposes. 
    
    
     In the perspective view of the form of the invention illustrated in FIG. 1 there is shown a continuous wheel tread surface which extends from ground level 142, up the entrance ramp surface 100, along the substantially horizontal surface 102, and finally up the ramp surface 104, to the top level surface 106 which is generally horizontal in shape but with a slight concavity formed therein that substantially reduces the chance of the car wheel (tire) from accidentally rolling thereoff. 
     The wheel tread surfaces 100, 102, 104, and 106 are secured to, and supported on both sides thereof, by vertically positioned sidewall sections 108, 110, and 112, each of which is a formed extension of wheel tread surfaces 100, 102, 104 and 106. 
     More specifically, side rail 108 is supported on one side by legs 114 and 116, side rail 110 is supported on one side by legs 118 and 120, and side rail 112 is supported on one side by legs 122 and 124. It is to be specifically noted that leg 114 is shown as an integral part of side rail 108. Legs 116, 118 and 120 are shown as integral parts of vertically positioned plates in the same manner as leg 122 is shown as an integral part of vertical plate 123. Section 109 is secured to section 111 and the section 111 is secured to section 113 by bolts 132 and 128, respectively, which extend, respectively, through tab-like extensions 130 and 126 of rails 108 and 110, and then through holes in rails 110 and 112 and finally through aligned holes in rails and tab-like extensions on the far side of the wheel elevating device of FIG. 1 which are aligned with and correspond positionally with the holes 132 and 128 and the tabs 130 and 126 on the visible side of the structure of FIG. 1. 
     It is to be specifically noted that the leg 124 of FIG. 1 is a part of a vertical supporting section 134 which, in addition to leg 124, comprises a full vertically positioned back section 135 as well as another corresponding vertically positioned leg section 124&#39; on the back side of the ramp device of FIG. 1. Also, on the back side of the wheel ramp device of FIG. 1 are exact mirror duplicates (not shown) of the rails 108, 110, 112, and the legs 114, 116, 118, 120, and 122. For example, leg 122&#39; shown on the back side of the ramp device of FIG. 1 is the mirror image 122&#39; of leg 122. 
     The legs 124 and 124&#39; of unit element 134 of FIG. 1 support the left hand ends of the rail 112 and its mirror image rail 112&#39;, as by welding or bending over as an integral part thereof, for example, while the back vertical surface 135 of unit element 134 is secured to and supports the extreme left end of the top wheel supporting surface 106 of the ramp device of FIG. 1. It is to be understood that each of the legs support one end of one of the rails 108, 110, and 112 and the corresponding rails on the other side of the car wheel ramp device of FIG. 1, as by welding or bending over an an integral part thereof, for example, which in turn support the wheel tread surfaces 100, 102, 104, and 106 of the ramp device. 
     As indicated generally above the structure shown in FIG. 1 has corresponding mirror image pairs of legs, such as legs 122 and 122&#39; which are formed as a part of a vertically positioned plate such as plate 123 which is positioned adjacent a similar plate which forms leg 120 with its mirror image leg (not shown) on the back side of the ramp device of FIG. 1. Similar vertically positioned plates form legs 118 and 116 and their mirror image counterpart legs. 
     The vertically positioned plates, such as plate 123, which form as a part thereof, the mirror image pairs of legs and are also each secured, as by being integral therewith or by welding, for example, to the ends of the section it supports. Thus, plate 123 is secured to the right hand end of the tread surface 106 of section 113 and supports such right hand end of tread surface 106 securely above ground level 142 a predetermined distance H aided by the support provided by the mirror image pair of legs 122 and 122&#39;. 
     Each of the rails 108, 110, and 112 are formed to extend above the wheel surfaces 100, 102, 104, and 106 to provide a lip equal to the distance F-G, which is preferably about 1/2&#34; to 3/4&#34;. 
     Typical distances indicated by the upper case letters A, B, C, D, E, F, G, H, I, K, L, M, and N are as follows: 
     
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        A   15.0 inches                                                   
        B   8.0 inches                                                    
        C   7.0 inches                                                    
        D   18.0 inches                                                   
        E   16.0 inches                                                   
        F   4.5 inches                                                    
        G   4.0 inches                                                    
        H   8.0 inches                                                    
        I   8.5 inches                                                    
        K   4.0 inches                                                    
        L   14.4 inches                                                   
        M   15.0 inches                                                   
        N   8.6 inches                                                    
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     R=˜0.5&#34;T=I+˜4&#34;≅(H+R+˜4&#34;)Y&lt;(N+L+C)&gt;(L+N) 
     The angles α and β of ramp wheel surfaces are typically 15° and 25°, respectively, with the ramp angle α and the distance H-G determining the distance E, where E=D+C-(4 arctan 15°)=16&#34;. 
     Other sets of dimensions will no doubt be more suitable for certain sports cars and almost certainly for sports cars of the future, and possibly for many family type cars. 
     Referring now to FIGS. 2, 3, 4, and 5 there is shown the progressive elevation of the front wheel of a sports car as it progresses along the ramp device. The car outlines shown in solid lines represent the situation where only one or both of the front wheels of the car are being raised whereas the car outlines shown by dashed lines represent the situation where both the front wheel and the rear wheel (on the same side of the car, or all four wheels of the car) are being raised simultaneously. 
     It is to be noted that in all of the figures described herein that corresponding elements in different figures are represented by the same reference character, or a prime thereof. 
     Referring now specifically to FIG. 2 the car is shown with all four wheels resting on ground level but with the front wheel 146 just ready to mount the entrance ramp surface 100. It will be assumed, for purposes of discussion, that only one front wheel 146 is being elevated so that the car outline is represented by the solid lines. 
     In FIG. 2 the dashed horizontal line 148 shows that the bottom 152 of the extended nose 154 of the car is above the highest point 156 of the ramp device whens the car wheels are resting on ground level. If the extended nose of the car is in front of (i.e. to the right of) the highest point 156 of the ramp device in FIG. 2 when the car wheels are resting on the ground) then the extended nose of the car can be horizontally flush with, or even below the highest point 156 of the ramp device. 
     In FIG. 3 the front wheel 146 is shown as having mounted to the horizontal wheel surface level 102 just at the top of the entrance ramp surface 100. It is apparent from FIG. 3 that the nose 154 of the car is well above all parts of the ramp device when only the front wheel is being elevated (see the solid outline 150 of the car), and is sufficiently above all parts of the entire ramp device a distance K where K≧4&#34; when both the front and rear wheels on the same side of the car are being elevated simultaneously. 
     FIG. 4 shows position of the front wheel 146 of the car after it has rolled to the length of the horizontal wheel tread surface 102 and is about to begin the climb up the ramp wheel tread surface 104 towards the top elevated surface 106 of the ramp device. 
     In FIG. 4, as in FIG. 3, the entire nose of the car and also the bumper assembly 117 is shown elevated well above all parts of the ramp device and consequently no part of the car nose 154 or the bumper assembly 117 will have impacted against the ramp device at any point as the car wheel rolled along the entire length of the horizontal wheel tread surface 102 of the ramp device. 
     FIG. 5 the front wheel 146 of the car is shown fully elevated to the top wheel tread surface 106 of the ramp device after climbning the ramp wheel tread surface 104. The concave contour of the top surface 106 and the wheel clock device 156 will effectively prevent the car wheel 146 from either overshooting the top surface 106, or, once resting upon such top surface 106, will prevent the front wheel 146 from accidentally rolling off such top surface 106. 
     Once a wheel, or wheels, are positioned on the topmost horizontal surface 106 the sections 109 and 111 can be removed to provide easier working access to the underside of the car. 
     It is to be specifically noted that in FIGS. 2 through 5, and also in FIGS. 6 and 7 the lips or extensions 138 of the sidewalls of the ramp device over the wheel tread surface 140 are not specifically shown, for purposes of ease of discussion. It is to be understood, however, that they are, in fact, a part of the ramp device and should be considered by the reader as being a part of the ramp devices of FIGS. 2-7. 
     Also, it is to be noted that in FIGS. 2-7 the dashed line representation of the car shows the position of the car if a ramp device were also employed to elevate the rear wheel of the car as well as the front wheel, as shown in FIGS. 6 and 7. 
     Referring now specifically to FIGS. 6 and 7 there is shown the situation where both the front wheel and the rear wheel of the car are being elevated simultaneously. It should be noted that before the car begins to mount the entrance ramps 100 and 100&#39; of the front and rear wheel ramp devices the third (highest) section 106&#39; of the rear wheel ramp device is not in palce in the auto ramp devcie since such highest section obviously could not be pushed under the bottom of the car until the rear wheel is elevated onto the horizontal wheel tread surface 102, as shown in FIG. 6. It is at this time that the highest section 113 can be inserted under the side of the car and attached to section 111 by bolt 128. 
     Both the front wheel 146 and the rear wheel 147 can then be rolled up ramps 104 and 104&#39;, respectively, and onto the highest levels 106 and 106&#39;, respectively, of the front and rear ramp devices, as shown in FIG. 7. 
     Referring now to FIG. 8 there is shown an alternative form of the invention shown in FIG. 1. The major difference between the structures of FIG. 1 and FIG. 8 is in that portion of the contour of the wheel tread surface 204 (and the top 240 of the sidewalls) of FIG. 8 lying between points 210 and 208 of the wheel ramp device of FIG. 8, as compared with the contour of the comparable wheel tread surface of FIG. 1. More specifically, the wheel tread portion 204 between points 210 and 208 of FIG. 8 defines a generally concave curved plane which meets the horizontal wheel tread surface 202 of FIG. 8 in a smooth, continuous manner at point 210 without any discontinuity in the wheel tread surface. 
     Thus, the path of the wheel from point 214 at the top of entrance ramp 100&#34; to the top of curved wheel tread ramp 204 is somewhat easier for the car wheel to traverse than the corresponding wheel tread surface of the ramp device of FIG. 1. The dashed line 104&#34; of FIG. 8 corresponds to the wheel tread surface 104 of FIG. 1, and can be seen to have a small discontinuity at point 210, which, in most applications is negligible, but which can be of significance when the ramp device is employed with certain cars of unusual front end weight or shape. With the continuous, curved wheel tread path of FIG. 8 the left hand portion of the wheel tread path segment 204 in FIG. 8 has a steeper slope than the slope of the corresponding portion 104 of the ramp device of FIG. 1. However, the slope of the right hand portion of the wheel tread path 204 of FIG. 8 is less than the slope of the corresponding portion of wheel tread path 104 of FIG. 1 (dashed line 104&#34; of FIG. 8), thus allowing the car wheel to accelerate more smoothly than in the corresponding wheel tread surface of FIG. 1 whereby the increased velocity of the wheel can more easily and smoothly climb the left hand half of the wheel tread curve portion 240 to reach the top surface 106&#34; of the ramp device of FIG. 8. 
     The remainder of the ramp device of FIG. 8 is substantially the same as the ramp device of FIG. 1. 
     Referring now specifically to FIG. 9 the section 109 includes the ramp surface 100&#34; and a portion of the horizontal surface 202. Section 109 also includes two tabs 130&#34; and 133 with holes such as hole 132&#34; therein through which a bolt passes. Bolts are passed through the holes 132&#34; of FIG. 109 and then, through hole 119 of section 111 in FIG. 10. There are two holes, such as holes 119, in section 111 of FIG. 10 with the other hole being aligned with the hole 119 and on the other side of the section 111. The bolt then passes through the hole 135 of the tab 133 of section 109 of FIG. 9, thus securing the section 109 of FIG. 9 to section 111 of FIG. 10. 
     In a similar manner section 111 of FIG. 10 is secured to section 113 of FIG. 11, which is the topmost section of the ramp device. More specifically, a bolt is passed through the hole 128&#34; of section 111 of FIG. 10, and then through a pair of holes such as hole 123 located in corresponding positions on opposite sides of section 113 of FIG. 11. Finally the bolt is then passed through the hole 131 of tab 129 of section 111 of FIG. 10 to secure section 111 of FIG. 10 to section 113 of FIG. 11. 
     It can be seen that each of the sections 109, 111 and 113 of FIGS. 9, 10 and 11 can be formed basically from one sheet of stamped metal. For example, in FIG. 9 the lip 140&#34; exists on both sides of the surface 202 and extends down the entrance ramp surface 100, all of which can be formed from one sheet or metal. The end piece of 137 of section 109 of FIG. 9 can also be formed from that same sheet of metal assuming that the original pattern is cut to permit the folding of the metal to form the element 109 of FIG. 9. Certain of the seams, such as seam 139, are then welded together to complete the structure 109 of FIG. 9 into a strong, integrated and unitary structure. 
     Similarly, the section 111 of FIG. 10 can be formed from one properly cut sheet of metal with seams such as seam 141 being welded as well as seams such as seam 143, to form an integrated unitary structure of a strength great enough to support an automobile. 
     The final section 113 of FIG. 11 can also be formed in the manner described in connection with the formation of the elements 109 and 111 of FIGS. 9 and 10 with welding being required at certain seams such as the juncture or joints 147, 149 and 151. 
     Referring now to FIG. 12 there is illustrated the manner in which the three sections 109, 111 and 113 can be stacked together to form a compact arrangement for storage when the ramp device is not in use. 
     It is to be understood that the forms of the invention shown and described herein are but preferred embodiments thereof and that various changes and modifications can be made therein by one of ordinary skill in the art without departing from the spirit or scope of the appended claims.