Abstract:
A front suspension lift system including a main frame having two sides, front and rear. The front suspension lift system including an upper arm and lower arm on each of the sides of the main frame, where the upper arm and lower arm pivotally connected to the main frame. An axle assembly adapted to receive a wheel on each of the sides of the main frame, the axle assembly rotatably connected between the upper arm and the lower arm. At least one support which is adapted to mount to the golf cart, the at least one support having a plurality of holes to allow mounting of shocks between the lower arm and the at least one support, the plurality of holes allowing for adjustment of suspension parameters of the front suspension lift system base on which of the plurality of holes is chosen to mount the shock.

Description:
BACKGROUND 
     The present invention generally relates to golf carts. More specifically, the present invention relates to front suspensions and lift kits used with golf carts. 
     It has become very popular to install larger wheels and tires on golf carts. The larger wheels and tires provide greater ground clearance and enhance the appearance of the golf cart. The installation of larger wheels and tires on a golf cart is a challenge. Just adding the larger wheels and tires creates a problem of the tire not fitting under the body of the golf cart. There have been different approaches to solve this problem. Most of them involve modifying the frame or the body of the golf cart. The problem with modifying the frame is that the frame must be cut and welded, which makes it difficult for the do-it-yourselfer to just add the larger wheels and tires to a golf cart. The problem with modifying the body is that the body must be cut, which makes it difficult for the do-it-yourselfer to just add the larger wheels and tires to a golf cart. Another problem is that the lift kits are not flexible as far as changing heights of the axle from the ground and adjusting stiffness of the shocks. 
     It is an object of the present invention to provide a front suspension lift system for golf carts that is easier to install and provides the flexibility of being able to change suspension parameters. 
     SUMMARY OF THE INVENTION 
     A front suspension lift system including a main frame having two sides, front and rear. The front suspension lift system including an upper arm and lower arm on each of the sides of the main frame, where the upper arm and lower arm pivotally connected to the main frame. An axle assembly adapted to receive a wheel on each of the sides of the main frame, the axle assembly rotatably connected between the upper arm and the lower arm. At least one support which is adapted to mount to the golf cart, the at least one support having a plurality of holes to allow mounting of shocks between the lower arm and the at least one support, the plurality of holes allowing for adjustment of suspension parameters of the front suspension lift system base on which of the plurality of holes is chosen to mount the shock. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a perspective view of components of a front suspension lift system according to the present invention. 
         FIG. 2  is a perspective view of components of a front suspension lift system according to the present invention. 
         FIG. 3  is a perspective view of components of a front suspension lift system according to the present invention. 
         FIG. 4  is a perspective view of components of a front suspension lift system according to the present invention. 
         FIG. 5  is a perspective exploded view of components of a front suspension lift system according to the present invention. 
         FIG. 6  is a perspective view of A-arms of a front suspension lift system according to the present invention. 
         FIG. 7  is a perspective view of a steering components and main frame of a front suspension lift system according to the present invention. 
         FIG. 8  is a perspective view of a main frame of a front suspension lift system according to the present invention. 
         FIG. 9  is a perspective view of a main frame of a front suspension lift system according to the present invention. 
         FIG. 10  is a perspective view of a main frame of a front suspension lift system according to the present invention. 
         FIG. 11  is a perspective view of a top rear plates of a front suspension lift system according to the present invention. 
         FIG. 12  is a perspective view of a top rear plates of a front suspension lift system according to the present invention. 
         FIG. 13  is a perspective view of a front suspension lift system according to the present invention. 
         FIG. 14  is a perspective view of a steering components of a front suspension lift system according to the present invention. 
     
    
    
     DETAILED DESCRIPTION 
     The present invention is a front suspension lift system for golf carts, as shown in  FIGS. 1-14 . The front suspension lift system allows the installation of a larger wheel and tire combination on the front of a golf cart. The front suspension lift system lifts the body of the golf cart and increases the distance between the body and the axle as compared to the distance between the body and the axle on a stock golf cart. The front suspension lift system adjusts the axle position down and forward from the original axle position. After installation, the front suspension lift system allows adjustment of the axle up and down and adjustment of the stiffness of the shocks. 
     The front suspension lift system is based on a foundation of a multi-plate configuration of a front plate, bottom rear plate and one or more rear top plates. The rear top plate or plates act as shock supports for shocks  86 .  FIGS. 1-5  show a version with one rear top plate and  FIGS. 8-13  show a version which employs two rear top plates. The multi-plate configuration provides connection points for the other components of the front suspension lift system. Each of the plates includes connection holes for the other components. The front plate and bottom rear plate form a main frame of the front suspension lift system for all versions of the present invention.  FIGS. 1-7  show a first configuration mountable on most golf carts where most of the stock framework of the front of a golf cart  20  can be removed by the user.  FIGS. 8-14  show a second configuration mountable on golf carts where most of the stock frame work is not easily remove and must remain on the golf cart  20 . 
     The first configuration shows the main frame  18  including two top support members  22  and one bottom support member  24 . The top support members  22  and the bottom support member  24  are shown as tubular in shape. The top support members  22  are welded to the top corners of the front plate  10  and bottom rear plate  12 . The bottom support member  24  is welded to the bottom center of the front plate  10  and bottom rear plate  12 . The front plate  10  and bottom rear plate  12  each have round cutouts  26  where the top support members  22  and the bottom support member  24  are welded to the front plate  10  and bottom rear plate  12 . The top support members  22  and the bottom support member  24  continue beyond the bottom rear plate  12  and onto a rear cross-member  28 . The top support members  22  and the bottom support member  24  end at and are welded at the rear cross-member  28 . The angle of approach of the top support members  22  and the bottom support member  24  from the bottom rear plate  12  to the rear cross-member  28  may change based on the make and model of the golf cart  20  that the front suspension lift system will be attached. The rear cross-member  28  includes two rear body mounting flanges  30 . The two rear body mounting flanges  30  bolt to the bottom of the body of the golf cart  20 , as two of the connection points of the front suspension lift system to the golf cart  20 . 
     The main frame  18  includes a center support  32  welded to the center front of the bottom rear plate  12 . The center support  32  is shown as a square tubular member welded to two flanges  34  and the two flanges  34  are welded to the bottom rear plate  12 . The center support  32  passes through a cutout (not shown) in the center of the front plate  10  and is welded about that cutout. The center support  32  includes a hitch section  36  which extends forward of the front plate  10 . The hitch section  36  is fashion in the same way as a towing receiver on a vehicle to allow hookup of towing implements, as well as the use of other accessories that can be used with a towing receiver.  FIGS. 2 ,  5  and  7  shows the bottom support member  24  curving upward to the hitch section  36 . The bottom support  36  is welded to the hitch section  36  to add strength to the main frame  18 . The two top support members  22  also extend forward of the front plate  10  to receive a bumper  38 . The bumper  38  includes two attachment tubes  40  which slip over the two top support members  22  and are secured using bumper bolts  42 , bumper nuts  44  and bumper holes  46 , as shown in  FIG. 4 . The bumper holes  46  which are part of the top support members  22  and attachment tubes  40  align with each other. 
     There is an upper arm  48  and a lower arm  50  mounted to each side of the main frame  18 . The upper arms  48  and lower arms  50  are A-shaped and typically referred to as an A-arm. Each of the upper arms  48  and lower arms  50  have main frame connection ends  52  and a spindle connection end  54 . The main frame connection ends  52  each include a main frame Hiem joint  56  with a bearing having a bolt hole  58 . The upper arms  48  and lower arms  50  are mounted to the main frame  18  by bolting the main frame Hiem joints  56  to arm holes  60  in the front plate  10  and bottom rear plate  12  with bolts  62  and nuts  63 . The main frame Hiem joints  56  allow the upper arms  48  and lower arms  50  to pivot about the bolts  62  during movement of the golf cart  20 . The spindle connection end  54  of the upper arms  48  and lower arms  50  each include a spindle Hiem joint  64  with a bearing having a bolt hole  66 .  FIG. 6  shows a spindle  68  having two arm ends  70 , steering rod arm  72  and an axle  74 , which together act as an axle assembly. The spindle  68  is fitted between each set of upper arms  48  and lower arms  50 , whereby a bolt  76  fits into the bolt hole  66  of the spindle Hiem joint  64  and an opening  78  between the arm ends  70  of the spindle  68 . An nut  80  secures the bolt  76  in place. The bearings in the spindle Hiem joint  64  allows the spindle  68  to rotate about the spindle Hiem joint  64  during steering. The lower arms  50  each include two shock sleeves  82  welded near the spindle connection end  54 . The shock sleeves  82  receive a bottom shock joint  84  of the shock  86  between the shock sleeves  82 . The shock sleeves  82  each include a bolt opening  88  and the bottom shock joint  84  includes a bolt hole  90 . A bolt  92  and nut  94  are used with the bolt opening  88  and bolt hole  90  to secure the bottom shock joint  84  between the shock sleeves  82 . The combination of the positioning of the upper arms  48 , lower arms  50  and main frame  18  together lift the body of the golf cart  20  away from the axles  74  and extend the axles  74  forward from the body of the golf cart  20 . By lifting the body of the golf cart  20  away from the axles  74  and extending the axles  74  forward from the body of the golf cart  20 , a larger wheel and tire combination can be used with the golf cart  20 . 
     The bottom rear plate  12  includes steering box holes  96  to receive bolts  98  to bolt a steering box  100  to the back of the bottom rear plate  12 . The steering box  100  is know in the art and includes a steering rod  102  which connects to the existing steering wheel linkage (not shown) of the golf cart  20 . The steering box  100  also includes tie rods  104  which bolt to the steering arms  72  of the spindles  74 . The tie rods  104  include studs  106  which fit into stud holes  108  of the spindle arms  72  and are secure by methods known in the art. Rotational movement of the steering arm  102  turns the known internal parts of the steering box  100 , which in turn moves the tie rods  104 . 
     The first configuration includes one top rear plate  110  to support the top of the shocks  86 , as shown in  FIGS. 2-5 . The bottom rear plate  12  includes bolt holes  112  near the top of the bottom rear plate  12  and top rear plate  110  includes bolt holes  112  near the bottom of the top rear plate  110 . The bolt holes  112  align to allow the connection of the top rear plate  110  to the bottom rear plate  12  with bolts  113 . The top rear plate  110  includes a body frame flange  114  at the top of the top rear plate  110  that angles to match an existing structural support  116  of the golf cart  20 . The body frame flange  114  includes bolt holes  118  to bolt the top rear plate  110  to the existing structural support  116  of the golf cart  20  using bolts  117 . The top rear plate  110  also serves as a third connection point between the front suspension lift system and the golf cart  20 . The top rear plate  110  includes a series of inner shock holes  120  and outer shock holes  122  on each side of the top rear plate  110 . The shocks  86  include a top shock joint  124  with a bolt hole  126 . The top shock joint  124  of each shock  86  on each side is connected to one of either the inner shock holes  120  or the outer shock holes  124  using a bolt  128 , nut  130  and shock spacer  132 . The shock spacer  132  includes a bolt opening (not shown). The distance of the axle  74  from the body and the stiffness of the shock  86  can be adjusted based on which shock hole is used. By choosing a higher hole verses a lower hole of the inner shock holes  120  or outer shock holes  124 , the distance of the axle  74  from the body can be changed. By choosing an inner shock hole  122  verses an outer shock hole  124 , the stiffness of the shocks can be changed. 
     The second configuration is shown in  FIGS. 8-14 . The main frame  134  shown in  FIGS. 8-11  is different from the first configuration due to the need to mount the front suspension lift system to existing framework of the golf cart  20 . The front plate  136  and bottom rear plate  138  are still connected together in the center by a center support  140  welded to the center front of the bottom rear plate  138 . The center support  140  is shown as a square tubular member. The center support  140  passes through a cutout (not shown) in the center of the front plate  136  and is welded about that cutout. The center support  140  includes a hitch section  142  which extends forward of the front plate  136 . The main frame  134  includes a bottom support member  144 . The bottom support member  144  is shown as tubular in shape. The bottom support member  144  is welded to the bottom center of the front plate  136  and bottom rear plate  138 . The front plate  136  and bottom rear plate  138  each have round cutouts  146  where the bottom support member  144  is welded to the front plate  136  and bottom rear plate  138 .  FIGS. 8-10  shows the bottom support member  144  curving upward to the hitch section  142 . The bottom support member  144  is welded to the hitch section  142  to add strength to the main frame  134 . Instead of top support members  22  used in the first configuration, the main frame  134  uses top support flanges  148  and top support spacers  150  to bolt to existing front supports  152  and existing rear supports  162  of the golf cart  20 . The top support flanges  148  extend backward from the front plate  136 . The top support flanges  148  bolt to the existing front supports  152  of the golf cart  20  using bolt holes  154 , bolt  156  and nuts  158 . The top support spacers  150  extend forward from the front of the bottom rear plate  138  and include bolt openings  160  from the front of the top support spacers  150  thru the rear of the bottom rear plate  138 . The top support spacers  150  and the bottom rear plate  138  bolt between the existing rear supports  162  using bolt holes  164 , bolt openings  160 , bolts  168  and nuts  170 , as shown in  FIG. 10 . The top support flanges  148  and top support spacers  150  can be in different positions, shapes and sizes, depending on the existing front supports and rear supports of the golf cart  20 . 
     The second configuration is shown with two top rear plates  172 , whereby there is one on each side of the existing frame work of the golf cart  20  for attachment of the shocks  86 . The top rear plates  172  include an attachment flange  174 , bolt hole  176  and a spacer  178 . The spacer  178  includes a bolt opening  180 . The two top rear plates  172  each bolt to existing top supports  182  of the golf cart  20 . One of the existing top supports  182  is a U-shaped channel section  184  with two bolt holes  186 , as shown in  FIGS. 11-12 . Each top rear plate  172  is attached to the U-shaped channel section  184  by placing the top rear plate  172  within the U-shaped channel section  184  and aligning the top bolt hole  176  of the top rear plate  172  and the bolt holes  186  of the U-shaped channel section  184 . The spacer  178  is also placed within the U-shaped channel section  184  and a bolt  188  is inserted into the bolt holes  186  of the U-shaped channel section  184 , bolt hole  176  of the top rear plate  172  and bolt opening  180  of the spacer  178 . A nut  190  secures the bolt  188  and top rear plate  172  in place. The top rear plate  172  is also secured to an existing rectangular down tube support  192 . The top rear plate  172  is secured to an existing rectangular down tube support  192  using a bolt hole  194  in the attachment flange  174 , bolt hole  196  in the existing rectangular down tube support  192 , a bolt  198  and nut  200 . 
     The main frame  134  includes bolt holes  202  to attached the upper arms  48  and lower arms  50  in the same manner as the first configuration, as shown in  FIG. 13 . The top rear plates  172  include a plurality of holes  204  to bolt the top shock joint  124  of the shock  86  along with the shock spacer  132  in a similar manner as the first configuration, as shown in  FIGS. 11-13 . The distance of the axle  74  from the body can be adjusted by choosing a higher hole verses a lower hole of the plurality of holes  204  on the top rear plates  172 . 
       FIGS. 13-14  show a different steering configuration which can be employed. An existing steering bracket  206  of the golf cart  20  is attached to a steering extension bracket  208  to account for a different position of the axle assembly  210  in relation to the tie rods  212 . The steering extension bracket  208  is attached to the existing steering bracket  206  using bolt holes  214 , bolts  216 , a U-shaped bolt  218  and nuts  220 . The steering extension bracket  208  is shaped and angled to account for the required angles between the existing steering bracket  206  and the tie rods  212  which must connect to the steering arms  218  of the spindles  220 . 
     While different embodiments of the invention have been described in detail herein, it will be appreciated by those skilled in the art that various modifications and alternatives to the embodiments could be developed in light of the overall teachings of the disclosure. Accordingly, the particular arrangements are illustrative only and are not limiting as to the scope of the invention that is to be given the full breadth of any and all equivalents thereof.