Tire stabilizer and method of using the same

A tire stabilizer is provided that includes an upper block, a lower block, and a biasing device. The upper block has an inclined surface that is inclined relative to a bottom surface. The biasing device is disposed between the upper block and the lower block. A method of rotating a lug nut of a vehicle that is elevated above a ground surface is also provided. The method includes positioning a tire stabilizer between the ground surface and a tire of the vehicle, placing a wrench over the lug nut, rotating the wrench, removing the wrench from the lug nut, and removing the tire stabilizer from the tire. The tire stabilizer includes an upper block having an inclined surface, a lower block partially disposed within the upper block, and a biasing device disposed between the upper block and the lower block.

BACKGROUND

In a modern automobile assembly plant, a vehicle is often transported from one workstation to another using a vehicle conveyor system. The vehicle conveyor system may lift the vehicle above a ground surface as it is transported, or may move the vehicle directly upon the ground surface (i.e., via an in-ground conveyor belt). If the vehicle is transported upon the ground surface, its tires often maintain contact with a portion of the vehicle conveyor system, such as the conveyor belt. If the vehicle is transported above the ground surface, the vehicle conveyor system may support the vehicle at its frame rather than tires, thus allowing the tires to hang freely without making direct contact with any portion of the vehicle conveyor system.

If the vehicle is being supported at its frame as described above, the wheels and tires of the vehicle may be left to rotate freely in the air upon application of a rotational force. Further, certain operations performed to the vehicle as it is supported by the vehicle conveyor system may require rotation of a lug nut that is coupling the wheel to a hub of the vehicle. If the vehicle is being transported above the ground surface and the tires are left to rotate freely, it may be difficult for a rotational force to be effectively applied to the lug nut, such as with a wrench, without also spinning the wheel itself.

There are known wedge-type devices for use with vehicles positioned on the ground. However, the known devices are not configured to accommodate a vehicle that is elevated above, and independently movable of the ground surface, such as a vehicle positioned on the above ground vehicle conveyor system described herein. As such, it may be beneficial to provide a device configured to stabilize a tire of a vehicle that is elevated above a ground surface, while still permitting the vehicle move independent of the ground surface.

BRIEF SUMMARY

According to one aspect, a tire stabilizer for a tire mounted to a vehicle is provided. The tire stabilizer includes an upper block, a lower block, and a biasing device. The upper block has an inclined surface that is inclined relative to a bottom surface. The biasing device is disposed between the upper block and the lower block.

According to another aspect, a method of rotating a lug nut of a vehicle that is elevated above a ground surface is provided. The method includes positioning a tire stabilizer between the ground surface and a tire of the vehicle, placing a wrench over the lug nut, rotating the wrench, removing the wrench from the lug nut, and removing the tire stabilizer from the tire. The tire stabilizer includes an upper block having an inclined surface, a lower block partially disposed within the upper block, and a biasing device disposed between the upper block and the lower block.

DETAILED DESCRIPTION

With reference now to the figures wherein the illustrations are for purposes of illustrating one or more exemplary embodiments and not for purposes of limiting the same, there is shown a tire stabilizer.

FIG. 1is a perspective view of an exemplary embodiment of a vehicle102on a vehicle conveyor system104with a tire stabilizer106positioned between a ground surface112and a tire108. InFIG. 1the vehicle102is shown from a front passenger corner. The vehicle102shown is on a vehicle conveyor system104that may be used to transport the vehicle102from one workstation to another within a manufacturing facility, for example. The various workstations may require access to a wheel110and/or underside of the vehicle102for their various tasks. In order to provide clear access for a human operator and/or machine to operate, the vehicle102may be elevated above the ground surface112. In other embodiments the vehicle102may also be placed on a lift mechanism that raises and lowers the vehicle102above the ground surface112while maintaining a horizontal position. The ground surface112is often a floor of a building, but may also be a recessed pit or a raised platform in other embodiments where the operator and/or machines are located.

As shown, the vehicle102is elevated above the ground surface112at a height where a tire108of the vehicle102is also elevated above the ground surface112. Vehicles are often configured with a suspension system that allows the tire108to move independently of a remainder of the vehicle, referred to herein as a body portion114, to a limited extent; the range of this independent movement is sometimes referred to as a vehicle's range of suspension travel.

The vehicle conveyor system104is coupled to the vehicle102at an underside of a body portion114, allowing the vehicle conveyor system104to lift the vehicle102independent of the tire108. The tire108is mounted to the wheel110, which is in turn coupled to the vehicle102. More specifically, the wheel110is coupled to a wheel hub using a lug nut116, the wheel hub being part of a drivetrain of the vehicle that is coupled to the suspension system. As such, the tire108is coupled to the body portion114through the suspension system.

Focusing on the drivetrain of the vehicle102, there may be components located behind the wheel110that need servicing while the vehicle102is on the vehicle conveyor system104; for example, replacement of a brake system component such as a rotor or a pad. Removal and installation of the wheel110often require rotation of the lug nut116using a wrench or ratchet, for example, which in turn places a rotational force on the hub connected thereto. In instances where the wheel hub is not locked in position (i.e., via a brake or drivetrain component such as a transmission), the hub and wheel110may rotate while attempting to rotate the lug nut116independent of the these other components.

In the exemplary embodiment, the tire stabilizer106is configured to prevent the hub and wheel110from rotating when the vehicle102is on the vehicle conveyor system104. The tire stabilizer106is a wedge-type device that is placed on the ground surface112and adjacent the tire108to prevent the tire108from rotating relative to the ground surface112. In this position, friction between the tire108and the tire stabilizer106prevent the tire108, and thus wheel110and hub, from rotating when a rotational force is applied to the lug nut116.

Another consideration when using a wedge-type device against a tire108of a vehicle102on an elevated vehicle conveyor system104is how the vehicle102will behave if the vehicle conveyor system104begins moving forward with wedge-type device being used against the tire108. A fixed wedge-type device may cause the tire108, and indirectly the body portion114, of the vehicle102to move in an upward direction relative to the vehicle conveyor system104as the tire108moves up an inclined surface of the wedge-type device. To address this relative movement, the tire stabilizer106shown is compressible in a vertical direction relative to the ground surface112. More specifically, an upper block118of the tire stabilizer106is moveable in a vertical direction relative to a lower block120of the tire stabilizer106that is stationary on the ground surface112. If the vehicle conveyor system104moves in a forward direction with the tire stabilizer106positioned against a first surface of the tire108, the tire stabilizer106is configured to compress under a weight of the vehicle102as the tire108moves up an inclined surface122of the tire stabilizer106and thus avoid any displacement of the vehicle102relative to the vehicle conveyor system104.

The tire stabilizer106further includes a first surface124and a first edge126, and a second surface128and a second edge130. The first edge126is located at a lower portion of the inclined surface122. The second edge130is located at an upper portion of the inclined surface122. The first edge126further corresponds with a first surface124of the tire stabilizer106, and the second edge130corresponds with a second surface128of the tire stabilizer106. More specifically, each of the upper block118and the lower block120have the first surface124and the second surface128.

FIG. 2is a second perspective view of the vehicle102and tire stabilizer106shown inFIG. 1. InFIG. 2the vehicle102is shown from a rearward position relative toFIG. 1and angled towards the wheel110located at its front passenger corner. As inFIG. 1, the inclined surface122of the tire stabilizer106is positioned adjacent the tire108. The tire108is positioned at the first edge126of the tire stabilizer106inFIG. 2. The wheel110also includes a wheel face204defining a surface of the wheel110as viewed from an exterior of the vehicle102.

In the depicted embodiment the lower block120is substantially smaller in size than, and configured to slide into the upper block118. More specifically, the lower block120is configured to slide into an aperture defined in the upper block118. However, in other embodiments the lower block120may be larger than the upper block118, and therefore the upper block118may be configured to slide into an aperture defined in an upper surface of the lower block120.

The tire stabilizer106also includes a through-hole202defined therein that extends from the first surface124to the second surface128. As shown in the depicted embodiment, each of the upper block118and the lower block120include two of the through-hole202. In other embodiments, the tire stabilizer106may include more (i.e.,6) or less (i.e.,2) of the through-hole202, so long as each of the upper block118and lower block120include at least one through-hole202.

FIG. 3is a front view of the vehicle102and tire stabilizer106shown inFIG. 1andFIG. 2. The tire stabilizer106is positioned in a substantially center location of a tread portion of the tire108, referred to hereinafter as a tread centerline302. In other embodiments the tire stabilizer106may be off-center relative to the tread centerline302; however, the tire stabilizer106will still maintain contact with at least half of the tread portion of the tire108.

FIG. 4is a perspective view of the tire stabilizer according to an exemplary embodiment. The tire stabilizer may be, for example, the tire stabilizer106shown inFIG. 1toFIG. 3. As previously described, the tire stabilizer106includes the upper block118and the lower block120. Each of the upper block118and the lower block120has a substantially rectangular block shape, wherein the upper block118further includes the inclined surface122. The lower block120slides into an aperture402defined in a bottom surface404of the upper block118, and each of the upper block118and the lower block120also includes two of the through-hole202in the depicted embodiment.

Each of the through-hole202further includes a horizontal shaft406extending therethrough. The horizontal shaft406extends from the first surface124to the second surface128. The horizontal shaft406also includes a threaded portion408at each end. More specifically, the horizontal shaft406includes the threaded portion408at each end extending to the first surface124and the second surface128. A nut410may be coupled to the threaded portion408and tightened against each of the first surface124and the second surface128; more specifically, tightened against a counter-sink formed at each of the first surface124and the second surface128of the through-hole202. A spacer412may also be disposed between the nut410and the first surface124and/or the second surface128.

It is understood that although one of certain features (i.e., the horizontal shaft406, threaded portion408, and nut410) are identified in the Figures, the disclosed embodiment may include more (e.g., four) of these features. Other embodiments may include more (i.e., six) or less (i.e., two) of these features.

The tire stabilizer106further includes a biasing device414positioned between a first plate416located within the aperture402of the upper block118and a second plate418located at a top surface420of the lower block120. More specifically, the first plate416is positioned adjacent a ceiling422of the aperture402. The biasing device414may include a spring, a hydraulic element, and/or any other type of device that allows the tire stabilizer106to function as described herein. The first plate416and the second plate418are configured to provide a seat for the top and bottom end of the biasing device414. In other embodiments, the first plate416and the second plate418may not be present; in these alternative embodiments, the top and bottom end of the spring may be seated directly on the bottom surface404of the upper block118and the top surface420of the lower block120, respectively. The first plate416and the second plate418may comprise a metal material or a plastic material. As previously stated, the disclosed embodiment includes four of the biasing device414; however, other embodiments may include fewer or more biasing device414.

The tire stabilizer106further includes a vertical shaft424. The disclosed embodiment includes four of the vertical shaft424, corresponding with the number of biasing device414. The biasing device414is disposed around the vertical shaft424, providing a guide for the biasing device414to compress and extend along a predetermined path, and also maintain a lateral position of the biasing device414relative to the first plate416and the second plate418. The horizontal shaft406extends through each of an upper end426and a lower end428of the vertical shaft424. More specifically, the horizontal shaft406at the upper end426of the vertical shaft424extends through a slot aperture430extending in a radial direction through the vertical shaft424; the horizontal shaft406at the lower end428extends through a through-hole extending through the vertical shaft424. The slot aperture430allows the horizontal shaft406to remain perpendicular to the vertical shaft424. At the upper end426, the horizontal shaft406may slide vertically in an axial direction along a length of the vertical shaft424within the slot aperture430. The upper end426is disposed within the upper block118, and the lower end428is disposed within the lower block120. It should be noted that although specific features (i.e., upper end426, lower end428, slot aperture430, etc.) are identified inFIG. 4andFIG. 5with respect to one vertical shaft424, each vertical shaft424shown herein may include these features.

The upper block118and lower block120each include a vertical hole for receiving the vertical shaft424, and a horizontal hole for receiving the horizontal shaft406. The number of vertical hole and horizontal hole may correspond with the number of vertical shaft424and horizontal shaft406, respectively. These holes may be created by drilling through each of the blocks, or during forming of the blocks.

Each of the upper block118and the lower block120may comprise a foam material. The foam material may be of a solid and/or dense variety of foam. The foam material provides the tire stabilizer106with a light weight for easy manipulation by the operator. Additionally, the foam material may provide a texture on its surface (i.e., the inclined surface122) that aids in providing grip against the tire108and ground surface112. Alternatively, the upper block118and the lower block120may comprise a lightweight plastic or rubber material in other embodiments having similar weight and surface texture characteristics.

FIG. 5is a second perspective view of the tire stabilizer106shown inFIG. 4. As previously stated, the nut410is included at each end of the horizontal shaft406. More specifically, the nut410is coupled to the threaded portion408of the horizontal shaft406at each of the first surface124and the second surface128. The nut410is configured to maintain an axial position of the horizontal shaft406within the through-hole202. The spacer412may be disposed between the nut410and each of the first surface124and the second surface128; more specifically, between the nut410and the counter-sink that may be defined within each of the first surface124and the second surface128.

Further, as previously described, the aperture402is defined in the bottom surface404of the upper block118and is configured to receive the top surface420of the lower block120. In other words, the lower block120is configured to slide into the aperture402of the upper block118. The lower block120may slide into the aperture402of the upper block118if a downward force is applied to the inclined surface122, causing the biasing device414to compress and displace the upper block118in a downward direction relative to the lower block120that is positioned on the ground surface112.

In an alternative embodiment, the aperture402may be defined in the top surface420of the lower block120. In this alternative embodiment, the upper block118may be configured to slide into the lower block120; more specifically, the bottom surface404of the upper block118may be configured to slide into the aperture402defined in the top surface420of the lower block120.

FIG. 6is a side view of the vehicle102and tire stabilizer106shown inFIG. 1, wherein the tire stabilizer106is in an extended state600. As shown inFIG. 6, the tire108is positioned near the first edge126of the tire stabilizer106. In the extended state600, the horizontal shaft406is positioned at an upper limit of the slot aperture430, and the biasing device414is in a minimal state of compression. The tire stabilizer106may be in this extended state600if there is no weight or downward force applied to the inclined surface122.

Also shown inFIG. 6is a vertical center axis602identifying a centerline of the wheel110, and a right604and left606direction relative to the wheel face204. In the embodiment shown herein, the tire stabilizer106is positioned on the right604side of the tire108such that the inclined surface122is angled downward toward the vertical center axis602. More specifically, the tire stabilizer106is oriented such that the first edge126, defining a lower portion of the inclined surface122is directed towards the vertical center axis602. The tire stabilizer106is positioned on the right604side of the tire108when applying a rotational force onto the lug nut116in a clockwise direction; the rotational force by the wrench on the lug nut116in this configuration will cause the tire108to apply a force in an upward direction relative to the inclined surface122and thus cause the tire stabilizer106to become further wedged between the ground surface112and the tire108. In other words, the rotation of the tire108with draw the tire stabilizer106under the tire108. This, in turn, will prevent the tire108from rotating as the wrench applies the rotational force to the lug nut116. In other embodiments wherein the wrench may apply a rotational force onto the lug nut116in a counterclockwise direction, the tire stabilizer106may be positioned on the left606side of the tire108with the first edge126directed towards the vertical center axis602.

FIG. 7is a second side view of the vehicle102and tire stabilizer106shown inFIG. 1, wherein the tire stabilizer106is in a partially compressed state700. As shown inFIG. 7, the tire108is positioned near the second edge130of the tire stabilizer106. In the compressed state700, the horizontal shaft406is located away from the upper limit of the slot aperture430; for example, the horizontal shaft406may be located at a lower limit of the slot aperture430or any position therebetween. The biasing device414is in a state of compression as the tire stabilizer106is in a partially compressed state700. In a further embodiment the tire stabilizer106may be in a fully compressed state if the horizontal shaft406is located at the lower limit of the slot aperture430.

To be clear, the tire stabilizer106is in a compressed state if there is a weight or downward force applied to the inclined surface122, such as the weight of the vehicle102positioned thereupon. As betweenFIG. 6andFIG. 7, the vehicle102has moved in position from near the first edge126to near the second edge130of the tire stabilizer106. The distance between the vehicle102, more specifically the tire108, and the ground surface112remains substantially constant, however the tire stabilizer106, more specifically the upper block118, has displaced in a downward direction relative to the ground surface112to account for a difference in height between the first edge126and the second edge130of the tire stabilizer106as the tire108progressed along the inclined surface122.

FIG. 8is a flow chart of a method800of rotating a lug nut on a vehicle that is elevated above a ground surface on a vehicle conveyor system using a tire stabilizer; for example, the vehicle102, vehicle conveyor system104, and tire stabilizer106shown inFIG. 1. In an exemplary embodiment, the method800includes positioning802the tire stabilizer106against the tire108of the vehicle102, placing804a wrench over the lug nut116of the vehicle102, rotating806the wrench, removing808the wrench from the lug nut116, and removing810the tire stabilizer106from the tire108.

Positioning802the tire stabilizer106includes placing the tire stabilizer106rightly against the tire108; more specifically, placing the inclined surface122against a tread portion of the tire108, wherein the tire108is coupled to the wheel110that is, in turn, coupled to the vehicle102via the lug nut116. In an alternative embodiment, positioning802the tire stabilizer106includes orienting the tire stabilizer106so the inclined surface122is angled downward towards the vertical center axis602of the wheel110. In another embodiment, positioning802the tire stabilizer106includes placing the tire stabilizer106on the left606side of the tire108, relative to the wheel face204, when rotating the wrench in a counterclockwise direction. In a further embodiment, positioning802the tire stabilizer106includes placing the tire stabilizer106on a right604side of the tire108when rotating the wrench in a clockwise direction.

Placing804the wrench over the lug nut116includes placing a working end of the wrench onto the lug nut116such that a rotational force can be applied by the wrench to the lug nut116. In configurations wherein the vehicle102includes a plurality of the lug nut116, as shown inFIG. 1throughFIG. 7, the wrench may be placed onto each lug nut116individually as desired. The wrench may be placed on the lug nut116by a human operator, or by a robot or other automated machinery.

Rotating806the wrench includes applying a rotational force to the working end of the wrench that was placed on the lug nut116in the previous step. The rotational force may be applied manually by the operator to a handle portion of the wrench, or may be applied by a powered drive mechanism, such as a DC tool for example.

Removing808the wrench from the lug nut116includes removing the working end of the wrench from the lug nut116. The wrench may be removed manually by the operator, or by a robot or other automated machinery.

Removing810the tire stabilizer106from the tire108includes removing the tire stabilizer106from adjacent the tread portion of the tire108. In an alternative embodiment wherein the tire stabilizer106is in the partially compressed state700against the tire108, as shown inFIG. 7, removing the tire stabilizer106may include compressing the upper block118towards the ground surface112before removing the tire stabilizer106from adjacent the tire108.

The foregoing detailed description of exemplary embodiments is included for illustrative purposes only. It should be understood that other embodiments could be used, or modifications and additions could be made to the described embodiments. Therefore, the disclosure is not limited to the embodiments shown, but rather should be construed in breadth and scope in accordance with the recitations of the appended claims.